Utility vehicle

Abstract

The invention relates to a utility vehicle (1) having a chassis frame (17), which extends along a length direction (x) of the utility vehicle (1), a front axle (3), which is coupled to the chassis frame (17) and carries steerable wheels (6), a rear axle (4, 5) coupled to the chassis frame (17), and a steering system (33) for deflecting the wheels (6) of the front axle (3), the steering system (33) having a steering gear (34), which is arranged between the front axle (3) and the rear axle (4, 5), as viewed along the length direction (x), the steering system (33) having a deflection lever (45), a first coupling rod (44), by means of which the steering gear (34) is coupled to the deflection lever (45), and a second coupling rod (55), by means of which the deflection lever (45) is coupled to a wheel carrier (28, 29) of the front axle (3), and the deflection lever (45) being arranged in front of the front axle (3), as viewed along the length direction (x).

Description

[0001] COMMERCIAL VEHICLE

[0002] The present invention relates to a commercial vehicle.

[0003] Commercial vehicles may have a chassis with a chassis frame and axles coupled to the chassis frame, which are at least partially steerable. To steer such a steerable axle, a steering gear may be provided, which is coupled to a wheel carrier of the steerable axle by means of coupling rods. Furthermore, deflection gears may also be provided.

[0004] EP 2 938 530 B1 describes such a commercial vehicle. The commercial vehicle has a driver's cab that is arranged at least partially in front of a steerable front axle. A steering gear for steering the steerable front axle is located under the driver's cab and thus in front of the steerable front axle.

[0005] Against this background, one object of the present invention is to provide an improved commercial vehicle.

[0006] Accordingly, a commercial vehicle is proposed. The commercial vehicle comprises a chassis frame extending along a longitudinal direction of the commercial vehicle, a front axle coupled to the chassis frame and carrying steerable wheels, a rear axle coupled to the chassis frame, and a steering system for steering the wheels of the front axle. The steering system has a steering gear arranged between the front axle and the rear axle, viewed along the longitudinal direction. The steering system has a bell crank, a first coupling rod, by means of which the steering gear is coupled to the bell crank, and a second coupling rod, by means of which the bell crank is coupled to a wheel carrier of the front axle. The bell crank is arranged in front of the front axle, viewed along the longitudinal direction.

[0007] Because the steering gear is located between the front and rear axles, it is possible to position a driver's cab, a cab, or a driver's workstation on a platform of the commercial vehicle above the steering gear and thus between the front and rear axles. The commercial vehicle can thus be equipped with a hood or bonnet that extends beyond the front axle. This makes it possible, for example, to upgrade the commercial vehicle's power and use a combustion engine with a larger installation space. This expands the commercial vehicle's potential application range.

[0008] Preferably, the chassis frame, the front axle, the rear axle, and the steering system are part of a chassis of the commercial vehicle. In addition to the longitudinal direction along which the chassis frame extends, a transverse direction along which the front axle and the rear axle extend, and a vertical direction are assigned to the commercial vehicle, the chassis frame, and / or the chassis. The longitudinal direction, the transverse direction, and the vertical direction are positioned perpendicular to one another and preferably form a coordinate system of the commercial vehicle, the chassis frame, and / or the chassis.

[0009] For example, the commercial vehicle has a front axle, a first rear axle, and a second rear axle. This means that two rear axles can be provided. At least the front axle is steered or steerable. The commercial vehicle can be a three-axle vehicle. However, the commercial vehicle can also be a two-axle vehicle, a four-axle vehicle, or a five-axle vehicle. The commercial vehicle can therefore have multiple front axles and multiple rear axles. Alternatively, the commercial vehicle can also have exactly one front axle. In addition to the front axle, the rear axle can also be steered. The rear axle also has wheels. Single tires or dual tires can be provided on the front axle and / or the rear axle.

[0010] The commercial vehicle is preferably a military commercial vehicle and can therefore also be referred to as such. This means, in particular, that the terms "commercial vehicle" and "military commercial vehicle" can be interchanged arbitrarily. The commercial vehicle is preferably a land vehicle, in particular a truck. The commercial vehicle can be a tractor. However, this is not mandatory. The commercial vehicle can also have a body supported by the chassis or chassis frame. The commercial vehicle can also be used for military purposes and, in this case, be referred to as a military commercial vehicle. In particular, the commercial vehicle is an off-road truck. The commercial vehicle can be an protected or armored commercial vehicle or be referred to as such. The commercial vehicle is a multi-axle vehicle, in particular a two-axle, three-axle, or four-axle vehicle.The commercial vehicle preferably includes all-wheel drive. The commercial vehicle can therefore also be referred to as an all-wheel drive commercial vehicle.

[0011] Preferably, the front axle and the rear axle are each coupled to the chassis frame by means of leaf spring assemblies. Each leaf spring assembly can have a plurality of leaf springs or leaf spring elements combined to form the respective leaf spring assembly. The commercial vehicle is, in particular, a so-called "hood" (roof-mounted) vehicle. In this case, a "hood" is understood to mean, in particular, a commercial vehicle having a hood or bonnet that, viewed along the longitudinal direction, extends from a driver's cab supported by the chassis or chassis frame or a driver's cab of the commercial vehicle. The hood can be arranged at least in sections above the front axle. Preferably, the driver's cab is positioned at least in sections behind the front axle, viewed along the longitudinal direction. The steering system can be retrofitted to the chassis or chassis frame.Alternatively, instead of the driver's cab or the driver's cabin, a driver's workplace can be designed on a platform which can be used for positioning purposes.

[0012] The steering system has a bell crank, a first coupling rod by means of which the steering gear is coupled to the bell crank, and a second coupling rod by means of which the bell crank is coupled to a wheel carrier of the front axle.

[0013] The steering system preferably comprises the bellcrank and a steering lever that is different from the bellcrank. The steering lever is preferably provided on the steering gear. The bellcrank is coupled to the respective wheel carrier of the front axle by means of the second coupling rod. The first coupling rod is deflected by means of the steering lever. The first coupling rod, in turn, deflects the bellcrank, which deflects the second coupling rod and thus the respective wheel carrier. The front axle preferably comprises an axle body that is coupled to the chassis frame by means of the aforementioned leaf spring assemblies. A first wheel carrier and a second wheel carrier are provided at the ends of the axle body. The wheel carriers are pivotally mounted on the axle body. Each wheel carrier carries a wheel that can rotate relative to the respective wheel carrier. The first coupling rod can also be referred to as the first push rod.The second coupling rod can also be referred to as a second push rod. The first coupling rod and the second coupling rod each run, in particular, along the longitudinal direction. By using the steering lever, the bell crank, and the coupling rods, the use of deflection gears or angle gears can advantageously be dispensed with. The steering system is thus preferably free of deflection gears or without deflection gears or without angle gears or without angle gears. According to a further embodiment, the front axle has a first wheel carrier and a second wheel carrier, wherein the bell crank is coupled to the first wheel carrier by means of the second coupling rod, and wherein the first wheel carrier and the second wheel carrier are coupled to one another by means of a tie rod.

[0014] The wheel carriers and the tie rod can be part of the steering system. The tie rod can also be referred to as the first tie rod. The tie rod runs in particular along the transverse direction. The first wheel carrier preferably comprises a first tie arm. Accordingly, the second wheel carrier comprises a second tie arm. The first tie arm and the second tie arm are connected to one another by means of the tie rod. This ensures that when the first wheel carrier is deflected, the second wheel carrier is deflected in the same way. At least one of the wheel carriers, preferably the first wheel carrier, comprises a steering lever which is coupled to the second coupling rod. When the second coupling rod is deflected, the first wheel carrier is thus deflected by means of its steering lever.

[0015] The bellcrank is arranged in front of the front axle in the longitudinal direction.

[0016] The steering lever, which is connected to the steering gear, is placed between the front axle and the rear axle, particularly in the longitudinal direction, and thus behind the front axle.

[0017] According to a further embodiment, the first coupling rod is guided above the front axle, viewed along a vertical direction of the commercial vehicle, past the front axle from the steering gear to the bellcrank. The first coupling rod thus extends above the front axle, viewed along the vertical direction. The first coupling rod is positioned so far away from the first front axle along the vertical direction that the first front axle does not contact the first coupling rod when the first front axle is compressed.

[0018] According to a further embodiment, the second coupling rod is guided, viewed along the vertical direction, below the first coupling rod from the deflection lever to the wheel carrier.

[0019] Preferably, the second coupling rod is arranged between the front axle and the first coupling rod, viewed along the vertical direction.

[0020] According to a further embodiment, the bell crank is rotatably mounted on the chassis frame by means of a bearing block and a mounting plate supporting the bearing block.

[0021] The bearing block and the mounting plate can be part of the steering system. The bell crank comprises several receiving sections suitable for connecting the respective coupling rod to the bell crank. The receiving sections can be through-holes or holes provided on the bell crank. The respective coupling rod can have ball heads, which are connected to the receiving sections of the bell crank, for example, by means of bolts. One of the receiving sections is particularly suitable for receiving the bearing block, at least in sections.

[0022] According to a further embodiment, the mounting plate has a receiving portion in which the bearing block is received at least in part. The receiving portion can be an opening or a bore. The bearing block preferably comprises a cylindrical first bearing portion and a cylindrical second bearing portion. The second bearing portion is received in particular in the receiving portion of the mounting plate. The first bearing portion can be received in one of the receiving portions of the reversing lever.

[0023] According to a further embodiment, the chassis frame has a first longitudinal member running along the longitudinal direction, a second longitudinal member running along the longitudinal direction, and a plurality of cross members running along a transverse direction of the commercial vehicle, which cross members connect the longitudinal members to one another, wherein the steering gear is mounted on one of the longitudinal members.

[0024] The longitudinal members and the cross members can be riveted, bolted, and / or welded together. The longitudinal members and the cross members together form the ladder-shaped chassis frame. The chassis frame can therefore also be referred to as a ladder frame. The steering gear is preferably mounted on the first longitudinal member. The steering gear can be bolted to the first longitudinal member.

[0025] According to a further embodiment, the steering gear is mounted on one of the longitudinal members by means of a mounting bracket, wherein the mounting bracket holds the steering gear spaced apart from one of the longitudinal members as viewed along the transverse direction.

[0026] The mounting bracket can be part of the steering system. Preferably, the steering gear is mounted to the first longitudinal member with the aid of the mounting bracket. Accordingly, the mounting bracket also holds the steering gear at a distance from the first longitudinal member, viewed in the transverse direction. The mounting bracket can be bolted to the first longitudinal member, with the steering gear being bolted to the mounting bracket. With the aid of the mounting bracket, the steering gear can be mounted at a distance from the first longitudinal member, viewed in the transverse direction. This makes it possible, for example, to position the steering lever between the steering gear and the first longitudinal member. This allows the first coupling rod, which leads from the steering lever to the bellcrank, to be guided as close as possible to the longitudinal member.

[0027] According to a further embodiment, the commercial vehicle further comprises a first front axle coupled to the chassis frame, which carries steerable wheels, and a second front axle coupled to the chassis frame, which carries steerable wheels, wherein the steering gear is arranged between the first front axle and the second front axle, viewed along the longitudinal direction.

[0028] In addition to the first front axle and the second front axle, the commercial vehicle can have a first rear axle and a second rear axle. Preferably, only the first front axle and the second front axle are steered. However, the first rear axle and the second rear axle are preferably not steered. Alternatively, the rear axles or one of the rear axles can also be steered. Accordingly, the steering gear is positioned, viewed along the longitudinal direction, both between the first front axle and the second front axle and between the first front axle and the first rear axle. The second front axle is arranged, in particular, between the first front axle and the first rear axle.

[0029] According to a further embodiment, the steering system has a third coupling rod, with the aid of which the steering gear is coupled to a wheel carrier of the second front axle. The third coupling rod is part of the steering system. The third coupling rod can also be referred to as a third push rod. The third coupling rod is connected in particular to the steering lever mounted on the steering gear. The steering gear is coupled directly to one of the wheel carriers of the second front axle via the steering lever and the third coupling rod. The second front axle comprises an axle body and wheel carriers provided at the end of the axle body. A first wheel carrier and a second wheel carrier are provided. Each wheel carrier carries a wheel. The third coupling rod preferably couples the steering gear to the first wheel carrier of the second front axle.

[0030] According to a further embodiment, the second front axle has a first wheel carrier and a second wheel carrier, wherein the steering gear is coupled to the first wheel carrier by means of the third coupling rod, and wherein the first wheel carrier and the second wheel carrier are coupled to one another by means of a tie rod.

[0031] The tie rod is part of the steering system. The tie rod can also be referred to as the second tie rod. The tie rod runs in the transverse direction. The tie rod makes it possible to transfer a deflection of the first wheel carrier directly to the second wheel carrier. This eliminates the need for a separate linkage for the second wheel carrier. The tie rod is connected, in particular, to a steering lever of the first wheel carrier.

[0032] According to a further embodiment, the commercial vehicle further comprises a driver's cab and a hood extending from the front of the driver's cab, viewed along the longitudinal direction.

[0033] As previously mentioned, the commercial vehicle is a so-called "hood" truck or can be referred to as a "hood" truck. Accordingly, the commercial vehicle can also be referred to as a "military" "hood" truck. Preferably, the commercial vehicle comprises an internal combustion engine located beneath the hood. The internal combustion engine can be positioned in front of the front axle, viewed longitudinally. Alternatively, the internal combustion engine can be positioned partially or centrally above the front axle, viewed longitudinally. The internal combustion engine can be accessible via the hood.

[0034] According to a further embodiment, the driver's cab is arranged behind or at least partially behind the front axle, viewed along the longitudinal direction.

[0035] Accordingly, the driver's cab can be arranged at least partially above the front axle. The driver's cab is arranged, in particular, above the steering gear. A steering wheel is provided in the driver's cab, which is coupled to the steering gear by means of a steering column. The steering wheel and steering column are, in particular, part of the steering system. The steering column runs, in particular, along the vertical axis.

[0036] "One" in this case is not necessarily limited to a single element; rather, multiple elements, such as two, three, or more, may also be intended. Any other counting term used here should also not be understood as implying a limitation to the exact number of elements stated. Rather, numerical deviations upwards and downwards are possible, unless otherwise stated.

[0037] Further possible implementations of the commercial vehicle also include combinations of features or embodiments described above or below with respect to the exemplary embodiments that are not explicitly mentioned. In this case, the person skilled in the art will also add individual aspects as improvements or additions to the respective basic form of the commercial vehicle. Further advantageous configurations and aspects of the commercial vehicle are the subject of the dependent claims and the exemplary embodiments of the commercial vehicle described below. The commercial vehicle will be explained in more detail below using preferred embodiments with reference to the accompanying figures.

[0038] Fig. 1 shows a schematic side view of an embodiment of a commercial vehicle;

[0039] Fig. 2 shows a schematic perspective view of an embodiment of a chassis for the commercial vehicle according to Fig. 1;

[0040] Fig. 3 shows a schematic side view of the chassis according to Fig. 2;

[0041] Fig. 4 shows a schematic plan view of the chassis according to Fig. 2;

[0042] Fig. 5 shows a schematic perspective view of an embodiment of a steering gear for the chassis according to Fig. 2;

[0043] Fig. 6 shows a schematic perspective view of an embodiment of a mounting bracket for the chassis according to Fig. 2;

[0044] Fig. 7 shows a schematic perspective view of an embodiment of a steering lever for the chassis according to Fig. 2;

[0045] Fig. 8 shows a schematic perspective view of an embodiment of a bell crank for the chassis according to Fig. 2; Fig. 9 shows a schematic perspective view of an embodiment of a bearing block for the chassis according to Fig. 2;

[0046] Fig. 10 shows a schematic perspective view of an embodiment of a mounting plate for the chassis according to Fig. 2;

[0047] Fig. 11 shows a schematic perspective view of another embodiment of a chassis for the commercial vehicle according to Fig. 1;

[0048] Fig. 12 shows a schematic side view of the chassis according to Fig. 11; and

[0049] Fig. 13 shows a schematic plan view of the chassis according to Fig. 11.

[0050] In the figures, identical or functionally equivalent elements have been given the same reference numerals unless otherwise stated.

[0051] Fig. 1 shows a schematic side view of an embodiment of a commercial vehicle 1. The commercial vehicle 1 is preferably a military commercial vehicle 1 and can therefore also be referred to as such. This means, in particular, that the terms "commercial vehicle" and "military commercial vehicle" can be interchanged as desired. The commercial vehicle 1 can also be referred to as a military commercial vehicle. The commercial vehicle 1 is a heavy commercial vehicle 1 or can be referred to as such. The commercial vehicle 1 is a land vehicle, in particular a wheeled vehicle. The commercial vehicle 1 can be a truck. The commercial vehicle 1 can be a tractor, as shown in Fig. 1. However, the commercial vehicle 1 can also be a truck with a body. The commercial vehicle 1 can be an armored vehicle.The commercial vehicle 1 is assigned a coordinate system with an x-direction or longitudinal direction x, a y-direction or vertical direction y and a z-direction or transverse direction z. The directions x, y, z are oriented perpendicular to one another. The vertical direction y is oriented parallel to a direction of gravity g. The direction of gravity g is oriented from top to bottom in the orientation shown in Fig. 1. The vertical direction y is oriented opposite to the direction of gravity g. The longitudinal direction x is oriented from right to left in the orientation shown in Fig. 1. The longitudinal direction x can also be referred to as the first spatial direction. The vertical direction y can also be referred to as the second spatial direction. The transverse direction z can also be referred to as the third spatial direction.

[0052] The commercial vehicle 1 comprises a chassis 2 with a front wheel axle or front axle 3, a first rear wheel axle or first rear axle 4, and a second rear wheel axle or second rear axle 5. Preferably, both the front axle 3 and the rear axles 4, 5 are driven, so that the commercial vehicle 1 has all-wheel drive. At least the front axle 3 is steerable. In addition, the rear axles 4, 5 or at least one of the rear axles 4, 5 can also be steerable. The commercial vehicle 1 can have more than one front axle 3. For example, two front axles 3 are provided (not shown). In this case, both front axles 3 are steerable.

[0053] Wheels 6 are assigned to the front axle 3. Single tires or dual tires can be provided. In the former case, two wheels 6 are assigned to the front axle 3. In the latter case, four wheels 6 are assigned to the front axle 3. Wheels 7, 8 are assigned to the rear axles 4, 5. Here, too, either single tires or dual tires can be provided. As previously mentioned, all wheels 6 to 8 can be driven. Alternatively, only some of the wheels 6 to 8 can be driven. With the help of the wheels 6 to 8, the commercial vehicle 1 can move along and against a direction of travel F on a surface 9. The direction of travel F can be oriented along the longitudinal direction x. The surface 9 can be a road or any terrain.

[0054] A fifth wheel plate 10 is provided on the chassis 2. Using the fifth wheel plate 10, a semi-trailer or trailer can be coupled to the commercial vehicle 1. The chassis 2 carries a driver's cab 11. The driver's cab 11 can be protected or armored. The driver's cab 11 is preferably protected against gunfire, booby traps, improvised explosive devices (IEDs), mines, or the like.

[0055] The driver's cab 11 encloses an interior 12 in which a driver and / or a crew can be located. The interior 12 is accessible from an area 13 of the commercial vehicle 1 through doors, hatches, or the like. A steering wheel 14 for steering the front axle 3 is provided within the interior 12. The driver's cab 11 is positioned behind, or at least partially behind, the front axle 3, as viewed along the longitudinal direction x.

[0056] The commercial vehicle 1 comprises an engine hood or hood 15, which, in the orientation of Fig. 1, extends to the left out of the driver's cab 11. The hood 15 is positioned in front of, or at least partially in front of, the front axle 3, viewed along the longitudinal direction x. The hood 15 can cover an internal combustion engine 16 of the commercial vehicle 1. The internal combustion engine 16 can be a diesel engine or a gasoline engine. However, the commercial vehicle 1 can also be electrically powered or comprise a hybrid drive. In the latter case, the commercial vehicle 1 additionally has an electric motor in addition to the internal combustion engine 16. Fig. 2 shows a schematic perspective view of an embodiment of a chassis 2A as mentioned above. Fig. 3 shows a schematic side view of the chassis 2A. Fig. 4 shows a schematic top view of the chassis 2A. Reference is made below to Figs. 2 to 4 simultaneously.

[0057] The chassis 2A comprises a chassis frame 17 extending along the longitudinal direction x. The chassis frame 17 has a first longitudinal member 18 and a second longitudinal member 19 arranged at a distance from the first longitudinal member 18 along the transverse direction z. The longitudinal members 18, 19 extend along the longitudinal direction x. The longitudinal members 18, 19 can, for example, have a C-shaped cross-section. The longitudinal members 18, 19 can be steel profiles. However, other materials can also be used.

[0058] The longitudinal members 18, 19 are connected to one another by means of several cross members 20 to 22 extending in the transverse direction z. The longitudinal members 18, 19 and the cross members 20 to 22 can be bolted, riveted, and / or welded together. The longitudinal members 18, 19 and the cross members 20 to 22 together form the ladder-shaped chassis frame 17. The chassis frame 17 can therefore also be referred to as a ladder frame or is a ladder frame.

[0059] The front axle 3 is a rigid axle. However, this is not absolutely necessary. Instead of the front axle 3 in the form of a rigid axle, an independent wheel suspension can also be provided. The front axle 3, on which two wheels 6 are rotatably mounted, is coupled to the chassis frame 17 by means of leaf spring assemblies 23, 24. A first leaf spring assembly 23 is assigned to the first longitudinal member 18. A second leaf spring assembly 24 is assigned to the second longitudinal member 19. Instead of the leaf spring assemblies 23, 24, any other suspension can also be provided. The front axle 3 is supported on the longitudinal members 18, 19 by means of support struts 25, 26. A first support strut 25 is assigned to the first longitudinal member 18. A second support strut 26 is assigned to the second longitudinal member 19.

[0060] The front axle 3 has an axle body 27, which is coupled to the chassis frame 17 by means of the leaf spring assemblies 23, 24 and the support struts 25, 26. A first wheel carrier 28 and a second wheel carrier 29 of the front axle 3 are provided at the end of the axle body 27. Each wheel carrier 28, 29 is assigned a wheel 6. The wheels 6 are rotatably mounted on the respective wheel carrier 28, 29. The wheel carriers 28, 29 are rotatable relative to the axle body 27 in order to deflect the wheels 6. The first wheel carrier 28 comprises a first track arm 30. The second wheel carrier 29 comprises a second track arm 31. In addition to the first track arm 30, the first wheel carrier 28 has a steering lever 32.

[0061] The commercial vehicle 1 or the chassis 2A has a steering system 33. The wheels 6 can be steered by means of the steering system 33. The wheel carriers 28, 29 can be part of the steering system 33. The steering system 33 has a steering gear 34 (Fig. 5). The steering gear 34 is a hydraulic transmission. The steering gear 34 comprises a first connecting section 35 and a second connecting section 36. The steering gear 34 is positioned behind the front axle 3, viewed along the longitudinal direction x. For example, the steering gear 34 is attached to the first longitudinal member 18.

[0062] The steering gear 34 can be mounted to the chassis frame 17 or to the first longitudinal member 18 using a mounting bracket 37 (Fig. 6). For example, the steering gear 34 is bolted to the mounting bracket 37, which in turn is bolted to the first longitudinal member 18. For this purpose, the mounting bracket 37 can have first mounting holes 38, only one of which is provided with a reference symbol, and second mounting holes 39, also only one of which is provided with a reference symbol. The steering gear 34 is bolted to the mounting bracket 37 using the first mounting holes 38. The mounting bracket 37 is bolted to the first longitudinal member 18 using the second mounting holes 39.

[0063] A steering column 40 is connected to the first connecting section 35 of the steering gear 34. The steering column 40 extends into the interior 12. The steering wheel 14 is mounted on the end of the steering column 40. The steering wheel 14 is part of the steering system 33. A steering lever 41 (Fig. 7) is mounted on the second connecting section 36 of the steering gear 34.

[0064] The steering lever 41 has a first receiving section 42 in which the second connecting section 36 of the steering gear 34 is received. The first receiving section 42 can be an opening or a bore. The second connecting section 36 is fixedly connected to the steering lever 41. In addition to the first receiving section 42, the steering lever 41 has a second receiving section 43. The receiving sections 42, 43 are spaced apart from one another.

[0065] A first coupling rod 44 is mounted on the second receiving section 43 of the steering lever 41. The first coupling rod 44 runs along the first longitudinal member 18 past the front axle 3. In the orientation of Figs. 2 to 4, the first coupling rod 44 runs above the front axle 3. The first coupling rod 44 leads to a reversing lever 45 (Fig. 8). The reversing lever 45 has a first receiving section 46, by means of which the reversing lever 45 is rotatably mounted on the chassis frame 17, in particular on the first longitudinal member 18, a second receiving section 47, and a third receiving section 48. The receiving sections 46 to 48 can be designed as openings or bores. The deflection lever 45 is rotatably mounted on the first longitudinal member 18 by means of a bearing block 49 (Fig. 9) and a mounting plate 50 (Fig. 10).The bearing block 49 has a stepped cylindrical geometry with a cylindrical first bearing portion 51, which is rotatably received in the first receiving portion 46 of the reversing lever 45, and a cylindrical second bearing portion 52.

[0066] The mounting plate 50 has a receiving portion 53 suitable for receiving the second bearing portion 52 of the bearing block 49. The bearing block 49 is arranged between the first longitudinal member 18 and the mounting plate 50. The mounting plate 50 further comprises a plurality of mounting holes 54, only one of which is provided with a reference numeral in Fig. 10. Using the mounting holes 54, the mounting plate 50 can be screwed to the first longitudinal member 18.

[0067] The first coupling rod 44 is pivotally connected to the reversing lever 45 by means of the second receiving section 47 of the reversing lever 45. A bolt or the like, which is received in the second receiving section 47, can be provided for the connection between the first coupling rod 44 and the second receiving section 47. A second coupling rod 55 leads from the reversing lever 45 to the steering lever 32 of the first wheel carrier 28. The second coupling rod 55 is rotatably connected to the reversing lever 45 at the third receiving section 48. Furthermore, the second coupling rod 55 is rotatably connected to the steering lever 32.

[0068] The steering system 33 further comprises a tie rod 56. The tie rod 56 can also be referred to as the first tie rod 56. The tie rod 56 connects the two tie arms 30, 31 of the wheel carriers 28, 29 to one another. For this purpose, the tie rod 56 is rotatably connected to both the first tie arm 30 and the second tie arm 31. With the help of the tie rod 56, a steering movement of the wheel 6 carried by the first wheel carrier 28 can be transmitted to the wheel 6 carried by the second wheel carrier 29.

[0069] The functionality of the steering system 33 is explained below. It is assumed that the commercial vehicle 1 is moving in the direction of travel F on the surface 9. If, for example, a driver now wishes to initiate a right turn, they turn the steering wheel 14 clockwise. This rotational movement of the steering wheel 14 is transmitted to the steering gear 34 via the steering column 40. For this purpose, the first connecting section 35 is rotated via the steering column 40. The steering gear 34 has a suitable transmission ratio that translates the rotational movement of the first connecting section 35 into a rotational movement of the second connecting section 36.

[0070] The rotational movement of the second connecting section 36 leads to a pivoting movement of the steering lever 41, which causes the first coupling rod 44 to move forward along the direction of travel F or along the longitudinal direction x and pivots the reversing lever 45. The pivoting of the reversing lever 45 causes the second coupling rod 55 to move rearward opposite the direction of travel F or opposite the longitudinal direction x and deflects the steering lever 32 of the first wheel carrier 28.

[0071] By deflecting the steering lever 32, the first wheel carrier 28 is pivoted clockwise, whereby the wheel 6 carried by the first wheel carrier 28 steers to the right. Because the first wheel carrier 28 is coupled to the second wheel carrier 29 by means of the tie rod 56, the wheel 6 carried by the second wheel carrier 29 is also simultaneously steered to the right. The commercial vehicle 1 makes a right-hand turn. When making a left-hand turn, the previously described kinematics are reversed accordingly. Fig. 11 shows a schematic perspective view of a further embodiment of a chassis 2B as mentioned above. Fig. 12 shows a schematic side view of the chassis 2B. Fig. 13 shows a schematic plan view of the chassis 2B. Reference is made below to Figs. 11 to 13 simultaneously.

[0072] Like the chassis 2A, the chassis 2B has a chassis frame 17 with two longitudinal members 18, 19 running along the longitudinal direction x, cross members 20 to 22 running along the transverse direction z, a front axle 3, and two wheels 6. Furthermore, the chassis 2B comprises a steering system 33 as previously mentioned, with a steering gear 34, a mounting bracket 37, a steering column 40, a steering lever 41, a first coupling rod 44, a bell crank 45, a bearing block 49, a mounting plate 50, a second coupling rod 55, and a tie rod 56.

[0073] In contrast to the chassis 2A, however, the chassis 2B has not only a steerable front axle 3, but a first steerable front axle 3 and a second steerable front axle 57, to which two wheels 58 are assigned. The second front axle 57 is coupled to the chassis frame 17 by means of leaf spring assemblies 59, 60. A first leaf spring assembly 59 is assigned to the first longitudinal member 18. A second leaf spring assembly 60 is assigned to the second longitudinal member 19. The steering gear 34 is positioned between the first front axle 3 and the second front axle 57, viewed along the longitudinal direction x.

[0074] The second front axle 57 has an axle body 61 with wheel carriers 62, 63 arranged at the ends. A first wheel carrier 62 and a second wheel carrier 63 are provided. The wheel carriers 62, 63 are pivotally mounted on the axle body 61. The first wheel carrier 62 has a first steering lever 64. The second wheel carrier 63 has a second steering lever 65. The first wheel carrier 62 further includes a steering lever 66 for deflecting the first wheel carrier 62.

[0075] The steering system 33 additionally has a third coupling rod 67, which couples the steering lever 41 to the steering lever 66. Furthermore, a tie rod 68 is provided, which couples the two tie arms 64, 65 of the second front axle 57 to each other. The tie rod 68 can be referred to as the second tie rod 68. Accordingly, the tie rod 56 can be referred to as the first tie rod 56. A hydraulic cylinder 69 for steering force assistance is assigned to the steering gear 34.

[0076] The steering process occurs as previously explained with reference to chassis 2A. The only difference is that the second front axle 57 is deflected together with the first front axle 3. For example, when initiating a right-hand bend, the third coupling rod 67 is moved forward along the direction of travel F or along the longitudinal direction x, whereby the two wheel carriers 62, 63 of the second front axle 57 are pivoted such that the wheels 58 of the second front axle 57, like the two wheels 6 of the first front axle 3, are deflected to the right.

[0077] The steering system 33 advantageously eliminates the need for additional bevel gears or deflection gears. This prevents steering play that occurs with such bevel gears or deflection gears. This eliminates the need to regularly replace the bevel gears or deflection gears to prevent steering play. The steering also does not become imprecise over time. This improves comfort and safety and supports the driver. Feedback from the commercial vehicle 1 via the steering wheel 14 is thus authentic and reliable. The steering system 33 can advantageously be retrofitted to the chassis frame 17 or to different chassis frames 17. By directly linking the first wheel carriers 28, 62 with the aid of the steering gear 34, bent steering shafts and deflection gears can be dispensed with.As previously mentioned, this results in a lack of play and thus in high precision of the steering system 33. The geometric design of the steering system 33 ensures good accessibility for maintenance purposes.

[0078] Although the present invention has been described using exemplary embodiments, it can be modified in many ways.

[0079] LIST OF REFERENCE SYMBOLS Commercial vehicle Chassis AF Chassis BF Chassis Front axle Rear axle Rear axle Wheel Wheel Wheel Ground 0 Fifth wheel plate 1 Driver's cab 2 Interior 3 Surroundings 4 Steering wheel 5 Hood 6 Combustion engine 7 Chassis frame 8 Longitudinal member 9 Longitudinal member 0 Cross member 1 Cross member 2 Cross member 3 Leaf spring assembly 4 Leaf spring assembly 5 Support strut 6 Support strut 27 Axle body

[0080] 28 wheel carriers

[0081] 29 wheel carriers

[0082] 30 Track lever 31 Track lever

[0083] 32 steering levers

[0084] 33 Steering system

[0085] 34 steering gear

[0086] 35 Connection section 36 Connection section

[0087] 37 Mounting bracket

[0088] 38 mounting hole

[0089] 39 Mounting hole

[0090] 40 Steering column 41 Steering lever

[0091] 42 Recording section

[0092] 43 Recording section

[0093] 44 Coupling rod

[0094] 45 Bell crank 46 Mounting section

[0095] 47 Recording section

[0096] 48 Recording section

[0097] 49 Bearing block

[0098] 50 Mounting plate 51 Bearing section

[0099] 52 storage section

[0100] 53 Recording section

[0101] 54 mounting hole

[0102] 55 Coupling rod 56 Tie rod 57 Front axle

[0103] 58 wheels

[0104] 59 leaf spring package

[0105] 60 leaf spring package

[0106] 61 axle bodies

[0107] 62 wheel carriers

[0108] 63 wheel carriers

[0109] 64 track levers

[0110] 65 track levers

[0111] 66 steering levers

[0112] 67 Coupling rod

[0113] 68 Tie rod

[0114] 69 hydraulic cylinders

[0115] F Direction of travel g Gravity direction x Length direction y Vertical direction z Cross direction

Claims

PATENT CLAIMS 1. Commercial vehicle (1) with a chassis frame (17) extending along a longitudinal direction (x) of the commercial vehicle (1), a front axle (3) coupled to the chassis frame (17) and carrying steerable wheels (6), a rear axle (4, 5) coupled to the chassis frame (17), and a steering system (33) for deflecting the wheels (6) of the front axle (3), wherein the steering system (33) comprises a steering gear (34) arranged between the front axle (3) and the rear axle (4, 5) when viewed along the longitudinal direction (x), wherein the steering system (33) comprises a deflection lever (45), a first connecting rod (44) by means of which the steering gear (34) is coupled to the deflection lever (45), and a second connecting rod (55) by means of which the deflection lever (45) is coupled to a wheel carrier (28, 29) of the front axle (3). coupled, has, and wherein the deflection lever (45) is arranged in front of the front axle (3) when viewed along the longitudinal direction (x).

2. Commercial vehicle according to claim 1, characterized in that the front axle (3) has a first wheel carrier (28) and a second wheel carrier (29), wherein the deflection lever (45) is coupled to the first wheel carrier (28) by means of the second connecting rod (55), and wherein the first wheel carrier (28) and the second wheel carrier (29) are coupled to each other by means of a tie rod (56).

3. Commercial vehicle according to claim 1 or 2, characterized in that, that the first connecting rod (44) is guided along a vertical direction (y) of the commercial vehicle (1) viewed above the front axle (3) past it from the steering gear (34) to the deflection lever (45).

4. Commercial vehicle according to one of claims 1 - 3, characterized in that the second connecting rod (55) is guided along the vertical direction (y) below the first connecting rod (44) from the deflection lever (45) to the wheel carrier (28, 29).

5. Commercial vehicle according to one of claims 1 - 4, characterized in that the deflection lever (45) is rotatably mounted on the chassis frame (17) by means of a bearing block (49) and a mounting plate (50) supporting the bearing block (49).

6. Commercial vehicle according to claim 5, characterized in that the mounting plate (50) has a receiving section (53) in which the bearing block (49) is received at least partially.

7. Commercial vehicle according to one of claims 1 - 6, characterized in that the chassis frame (17) has a first longitudinal member (18) extending along the longitudinal direction (x), a second longitudinal member (19) extending along the longitudinal direction (x), and several cross members (20 - 22) extending along a transverse direction (z) of the commercial vehicle (1), which connect the longitudinal members (18, 19) to each other, wherein the steering gear (34) is mounted on one of the longitudinal members (18, 19).

8. Commercial vehicle according to claim 7, characterized in that the steering gear (34) is mounted on one of the longitudinal members (18, 19) by means of a mounting bracket (37), wherein the mounting bracket (37) holds the steering gear (34) spaced apart from one of the longitudinal members (18, 19) when viewed along the transverse direction (z).

9. Commercial vehicle according to one of claims 1 - 8, characterized by a first front axle (3) coupled to the chassis frame (17) and carrying steerable wheels (6), and a second front axle (57) coupled to the chassis frame (17) and carrying steerable wheels (58), wherein the steering gear (34) is arranged between the first front axle (3) and the second front axle (57) when viewed along the longitudinal direction (x).

10. Commercial vehicle according to claim 9, characterized in that the steering system (33) has a third connecting rod (67) by means of which the steering gear (34) is coupled to a wheel carrier (62, 63) of the second front axle (57).

11. Commercial vehicle according to claim 10, characterized in that the second front axle (57) has a first wheel carrier (62) and a second wheel carrier (63), wherein the steering gear (34) is coupled to the first wheel carrier (62) by means of the third connecting rod (67), and wherein the first wheel carrier (62) and the second wheel carrier (63) are coupled to each other by means of a tie rod (68).

12. Commercial vehicle according to one of claims 1 - 11, characterized by a driver's cab (11) and a hood (15) extending from the front of the driver's cab (11) when viewed along the longitudinal direction (x).

13. Commercial vehicle according to claim 12, characterized in that the driver's cab (11) is arranged behind or at least partially behind the front axle (3) when viewed along the longitudinal direction (x).

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