Rigid axle comprising an axle carrier having a cranked continuous tubular component and an electrical machine mounted thereon

Abstract

The invention relates to a rigid axle (10) comprising an axle carrier (12), at each of the axial longitudinal end regions (12a, 12b) of which one wheel hub assembly (14, 16) is disposed, wherein: each wheel hub assembly has a rotatable wheel flange (14a, 16a); the axle carrier is cranked in a crank region (12c) located between its longitudinal end regions; an electromechanical functional module (36, 38) having an electric energy converter machine (40) is disposed in the crank region, which electric energy converter machine is connected to at least one wheel flange for transmitting a rotation, so that the energy converter machine can be used as at least one of the functional units stated hereinafter: i) as an electric drive unit for transmitting torque onto the at least one wheel flange, and ii) as an induction unit which can be operated as a generator for generating electric energy by transmitting torque from the at least one wheel flange to the energy converter machine. According to the invention, the axle carrier has a cranked tubular component (18) which is continuous between its longitudinal end regions (18a, 18b).

Description

[0001] Rigid axle with axle carrier with cranked continuous tubular component and electrical machine mounted on it

[0002] Description

[0003] The present invention relates to a rigid axle for a motor vehicle, comprising an axle carrier, at the axial longitudinal end regions of which a wheel hub assembly is arranged, the distance between which defines an axial direction of the rigid axle, wherein each wheel hub assembly has a wheel flange rotatable relative to the axle carrier, wherein each wheel flange is designed for the rotationally fixed fixing of a wheel to the wheel flange, wherein the axle carrier is designed to be offset in a cranked region located axially between its longitudinal end regions, wherein an electromechanical functional assembly with an electrical energy conversion machine is arranged in the cranked region, which is connected to at least one wheel flange for transmitting a rotary movement between the energy conversion machine and the at least one wheel flange,so that the electrical energy converter machine can be used as at least one of the two functional units mentioned below: i) as an electromotive drive unit for transmitting torque from the energy converter machine to the at least one wheel flange, and ii) as a generator induction unit for generating electrical energy by transmitting torque from the at least one wheel flange to the energy converter machine.

[0004] Such a rigid axle is known from Valx International in Veghel (NL) under the product name "E2IHD." The axle carrier of this well-known rigid axle is formed from three straight tube sections. The two axially outer tube sections, each supporting a wheel hub assembly, are arranged coaxially with a common tube axis. The middle tube section, located axially between the two axially outer tube sections, is arranged with an axis parallel to the common tube axis of the axially outer tube sections, but offset from it. The middle tube section is connected at each of its axial longitudinal ends by a flat connecting plate to the respective longitudinal end of another of the axially outer tube sections, which is remote from the wheel hub assembly. The two flat connecting plates are parallel to each other and orthogonal to the tube axes of the axially outer tube sections and the middle tube section.

[0005] The electric energy converter of the known "E2IHD" axle serves as a generator to generate electrical energy for electrical consumers on the vehicle carrying the axle. On the known axle, only one of two wheel hub assemblies is connected to the electric energy converter, which operates solely as a generator, in a torque-transmitting manner.

[0006] Such rigid axles, including the rigid axle of the present invention, are primarily used as leading axles, i.e., as an axle in front of the axle actually driven by the main drive of the respective vehicle, and / or as an axle of a trailing vehicle pulled by a towing vehicle. Typically, such a rigid axle is part of a multi-axle rear axle assembly of a vehicle.

[0007] SAF-Holland offers a rigid axle with an electric energy converter known under the product name "SAF TRAKe." The electric energy converter of this rigid axle can provide traction assistance and thus torque to the wheel flanges and the flanged wheels during motor operation. When operating as a generator, it can act as an eddy current brake to decelerate the vehicle, recovering kinetic energy and storing it as electrical energy, or it can continuously generate electrical energy and supply it to an electrical consumer, such as a refrigeration unit.

[0008] The well-known "SAF TRAKe" rigid axle features a split, straight, tubular axle support with a differential gear located in its axial longitudinal center. A housing of the differential gear supports the electric energy converter, whose armature shaft is kinematically coupled to the differential gear. Thus, the electric energy converter can act as an electric motor, transmitting torque to both wheel flanges via the differential gear or being driven as a generator by the wheels flanged to the wheel flanges. The differential gear is thus integrated into the supporting structure of the well-known rigid axle.

[0009] Although the generator-operating electromechanical functional assembly of the Valx axle "E2IHD" is not integrated into the supporting structure of the axle, the multi-part axle can have a lower load-bearing capacity than is possible for a given construction volume due to its numerous joints.

[0010] The object of the present invention is to provide a robust rigid axle with a simple structure, high load capacity, and the most extensive possible use of an electrical energy converter machine.

[0011] The present invention achieves this object on a rigid axle of the type mentioned at the outset in that the axle carrier has a cranked tubular component which is continuous from one of its longitudinal end regions to its other longitudinal end region.

[0012] By using a continuous, uninterrupted tubular component on the axle beam, which preferably forms a main structural component of the axle beam, the axle beam can be designed with high rigidity while remaining relatively lightweight. Furthermore, unlike the known "E2IHD" axle, no axially overlapping tube sections, each of which protrudes into the connecting solid connecting plates, are required, and no solid connecting plates are required. This also allows for weight savings.

[0013] Due to the known arrangement of the electromechanical functional assembly in the offset area of ​​the axle carrier, it can still be arranged outside the power flow of the chassis, to the formation of which the rigid axle contributes.

[0014] The continuous tubular component forms a main structural component of the axle carrier if it either represents at least 75% of the mass of the axle carrier, measured without electrical machines, or if it alone already ensures the function of the axle carrier, for example because the wheel hub assembly can be attached to the tubular component and the tubular component can be mounted as an axle carrier on a vehicle body via bearing means, such as spring links. At least one further auxiliary component, such as a bearing frame, a holder, an assembly and / or fastening formation and the like, can be arranged on the tubular component and connected to it in order to facilitate the assembly of the axle carrier on a vehicle body and / or to facilitate the arrangement of further components, such as the above-mentioned at least one electrical energy conversion machine, on the axle carrier.In such a case, the axle carrier is formed by the tubular component and at least one auxiliary component arranged thereon.

[0015] The tubular component of the axle carrier is preferably one-piece. In a less preferred embodiment, it can be constructed from several tubular components joined together, preferably by welding. The tubular component of the axle carrier is preferably produced in one piece from a formed blank. Therefore, the tubular component of the axle carrier is preferably free of joints, which provides particularly high stability and strength. This freedom from joints refers to the tubular component of the axle carrier as such. However, it does not preclude further components, such as the aforementioned at least one auxiliary component and the like, from being attached, in particular welded, to the tubular component of the axle carrier. Therefore, the tubular component of the axle carrier is preferably free of joints, but not necessarily the axle carrier itself.

[0016] In principle, it should not be ruled out that another component of the axle support is axially connected to the tubular component. However, each longitudinal end region of the tubular component is preferably also a longitudinal end region of the axle support. Additionally or alternatively, it is preferred that the offset region of the axle support also be an offset region of the tubular component.

[0017] Since the rigid axle preferably forms a rolling axis of the vehicle carrying it, the longitudinal end regions of the axle carrier are preferably coaxial with respect to a common first axis of extension on the axle carrier. The first axis of extension is preferably also coaxial with the wheel flange rotation axes, about which the two wheel flanges at the respective longitudinal end regions of the axle carrier are rotatable relative to the axle carrier.

[0018] The offset region then preferably runs along the first axis of extension at a distance from it. The course of the offset region can follow a curved path, although, to facilitate the accommodation of the at least one electrical energy converter machine in the offset region, it is preferred that the offset region have a straight section extending along a second axis of extension parallel to the first axis of extension and spaced from it. The straight section has a straight, uncurved course in the axial direction of the rigid axle.

[0019] Preferably, the longitudinal end regions of the axle support and in particular of the tubular component are also straight and uncurved in their axial course.

[0020] To ensure the continuous tubular shape of the tubular component of the axle carrier, the axle carrier and in particular its tubular component preferably has a tubular connecting region connecting the longitudinal end region to the offset region between each longitudinal end region and the offset region.

[0021] To increase the rigidity and stability of the axle support, the connecting region preferably extends obliquely, i.e., inclined at an angle of less than 90°, in particular less than 70°, even more preferably less than 55°, relative to the first axis of extension. In order to simultaneously provide a sufficiently long offset region axially for arranging the at least one electromagnetic functional assembly, the connecting region preferably also extends at an angle of more than 25°, in particular more than 30°, more preferably more than 35°, relative to the first axis of extension.

[0022] Likewise, the continuous tubular component of the axle support is preferably a flat component in the sense that the path followed by the continuous tubular component in its course between its longitudinal end regions is a flat path. This is the case, for example, when all axes of curvature of the tubular component are parallel to one another. Preferably, the tubular component is locally curved, preferably only locally curved, in the transition between the longitudinal end regions and the respective adjoining connecting region, as well as in the transition between the connecting regions and the offset region adjoining the connecting regions.

[0023] As already explained above, the wheel flanges are arranged on the axle carrier so as to be rotatable about a common wheel flange axis of rotation in order to form a vehicle roll axis on the vehicle carrying the rigid axle. The tubular component of the axle carrier has, in order to increase its component rigidity and strength, at least one of the following features of a continuous shape: a) the tubular component runs along its path from longitudinal end region to longitudinal end region free of kinks with respect to a kink axis oriented transversely to the wheel flange axis of rotation, b) the tubular component runs along its path from longitudinal end region to longitudinal end region free of any sudden changes in the shape and / or size of its outer envelope surface, and c) the tubular component runs along its path from longitudinal end region to longitudinal end region free of any sudden changes in the shape and / or size of its inner envelope surface.

[0024] The pipe component preferably has at least two of the three mentioned features, particularly preferably all three mentioned features. The pipe component is considered to be bent if it is angled around a bending axis running transversely, in particular orthogonally, to the wheel flange rotation axis with a bending radius of less than 5 mm.

[0025] A sudden change in shape occurs, for example, when the cross-sectional area occupied by the respective enveloping surface in a cross-section orthogonal to the path of the pipe component between its longitudinal end regions changes by more than 20%, relative to the smaller of the two areas at the change section, within a path along the path of the pipe component of less than 3 mm. Likewise, a sudden change in shape occurs, for example, when the ratio of height to width of the cross-sectional area occupied by the respective enveloping surface in a cross-section orthogonal to the path of the pipe component between its longitudinal end regions changes by more than 20%, relative to the smaller of the two ratios at the change section, within a path along the path of the pipe component of less than 3 mm.

[0026] Features a) and / or b) and / or c) prevent unfavourable notch effects on the pipe component, which increases its strength and stability.

[0027] To transmit torque between the wheel flange and the electromechanical functional assembly, the electromechanical functional assembly is preferably connected to the at least one wheel flange by means of a drive shaft in a torque-transmitting manner. The drive shaft can be connected to the wheel flange in a rotationally fixed manner with respect to the wheel flange's rotation axis and can be connected to a rotatable part of the electromechanical functional assembly at its opposite end region. A rotationally fixed arrangement of a drive shaft with other rotatable components can be achieved, for example, by a splined shaft profile.

[0028] In order to establish a torque-transmitting connection between the electromechanical functional assembly located outside the tubular component of the axle carrier and the wheel flange rotatably mounted at a longitudinal end region of the tubular component or axle carrier, the tubular component of the axle carrier preferably has a through-opening penetrating the wall of the tubular component, through which the drive shaft passes. Although the through-opening weakens the structure of the tubular component, this weakening is still less than in the case of a tubular component completely divided into three parts, each of which has two axially adjacent tubular components arranged with parallel tube axes but offset from each other by more than the tube diameter.Preferably, the passage opening is formed in the above-mentioned connecting region, since this is preferably inclined with respect to the common first extension axis of the longitudinal end regions and thus facilitates the passage of a drive shaft, which also preferably runs parallel to the first extension axis, through the passage opening.

[0029] To connect the rigid axle to a vehicle supporting the rigid axle, the rigid axle preferably has at least one spring link connected to the axle carrier and extending transversely, in particular orthogonally, to the axle carrier. Since the spring link reinforces the axle carrier or the tubular component at its connection to the axle carrier, the through-opening is formed on the tubular component of the axle carrier in the area of ​​the connection between the axle carrier and the spring link to avoid unnecessary weakening of the axle carrier.

[0030] In principle, the spring link can be connected to the axle carrier in any way. Preferably, the spring link is clamped to the axle carrier. In a specific design, the spring link can be connected to the axle carrier with at least two fastening elements arranged at a distance from one another in the axial direction of the rigid axle. In this case, the through-opening is preferably formed between the two fastening elements. Possible preferred clamping fastening elements are brackets, which are attached to one component of the spring link and axle carrier and engage around the other component of the axle carrier and spring link.

[0031] Again, the spring link is preferably connected to the axle carrier in the region of the above-mentioned connecting region, which connects a longitudinal end region of the tubular component or axle carrier with its offset region.

[0032] For connection to a vehicle body, the rigid axle preferably has two spring links arranged at a distance from one another in the axial direction, each of which is connected to the axle carrier. Preferably, the spring links and their connection to the axle carrier are identical or mirror-symmetrical with respect to a plane of symmetry orthogonal to the path of the tubular component in the axial center, in order to obtain identical axle reactions, such as force reactions and the like, at both axial end regions of the rigid axle during ferry operation under identical external influences.

[0033] To prevent dirt and / or moisture from entering the tubular component through the through-opening, a cover component can be arranged on the tubular component of the axle carrier to cover the through-opening. To still allow the drive shaft to pass through the wall of the tubular component, the cover component can have a passage opening that is collinear with the through-opening, preferably at an axial distance from the through-opening, and through which the drive shaft passes. The cross-sectional area of ​​the passage opening is preferably inclined at an angular range of 75° to 105° to the direction of travel of the drive shaft, particularly preferably orthogonal to the direction of travel of the drive shaft. This facilitates the arrangement of a shaft seal on the edge region of the cover component that radially outwards delimits the passage opening.However, such an inclined passage opening makes it difficult for dirt and liquid to enter the pipe component even without the provision of a shaft seal, particularly if the passage opening is arranged axially at a distance from the through-hole.

[0034] The tubular component of the axle support is preferably made of steel. The cover component can be made of a material different from the tubular component, such as a plastic, which can be easily formed into complex shapes, for example, by casting or injection molding.

[0035] In principle, the electric energy converter can be directly connected to the wheel flange via the drive shaft in a torque-transmitting manner. The electric energy converter then forms the electromechanical functional assembly. To adapt the input and output operating parameters of the electric energy converter, depending on whether it is operated as a generator or as a motor, to the operating parameters of the at least one wheel flange specified by the ferry operation, the electromechanical functional assembly can preferably comprise a gearbox. The input side of the gearbox is then coupled to the electric energy converter in a torque-transmitting manner, and the output side is coupled to the at least one wheel flange in a torque-transmitting manner.

[0036] In principle, the gearbox can be of any design. The preferred gearbox is a planetary gearbox, which allows for high transmission ratios in a very compact installation space and without axial offset. Although the planetary gearbox can be multi-stage, a single-stage planetary gearbox is preferably sufficient.

[0037] The electrical energy converter machine is preferably an electrical synchronous machine that can be operated both as a motor and as a generator.

[0038] In order to avoid a resulting yaw moment acting on the rigid axle when using only one electromechanical functional assembly, which interacts with only one of two wheel flanges of the axle carrier, a separate electromechanical functional assembly, each with an electrical energy converter machine, is preferably arranged in the offset region for each wheel flange of wheel hub assemblies arranged at different longitudinal end regions of the rigid axle. Regarding the further electromechanical functional assembly, the statements made above or below regarding the electromechanical functional assembly apply with regard to its advantageous design, as well as the advantageous design of its interaction with and its arrangement on the axle carrier and / or the wheel flange connected to it in a torque-transmitting manner.

[0039] Each electrical energy conversion machine is then connected to the respective wheel flange for transmitting a rotational movement between the energy conversion machine and a wheel flange of another wheel hub assembly.

[0040] Preferably, each of the electrical energy conversion machines can be operated independently of the operating state of the other electrical energy conversion machine. This eliminates the need for a differential gear, which distributes the torque of a drive to the two wheel flanges of an axle. The rigid axle can have a control device or be connectable to a control device on the vehicle carrying it. The control device is designed to control the at least one electromechanical functional assembly, in particular its electrical energy conversion machine, for operation. Thus, the control device can switch an electrical energy conversion machine cooperating with it between motor and generator operation, and can adjust the output power and / or the output speed of the electrical energy conversion machine during motor operation.The rigid axle, in particular the at least one electromechanical functional assembly, even more preferably its electrical energy converter machine, can have an electrical coupling formation, such as a plug and / or a socket, with which the connection to a vehicle-side control device can be established.

[0041] If the electrical energy converter machine can also be operated as a generator, the rigid axle or the vehicle carrying it can have an electrical energy storage device connected to the electrical energy converter machine for transmitting electrical current. The electrical energy converter machine can store electrical energy generated during generator operation in this electrical energy storage device. To transmit electrical current to or from the at least one electrical energy converter machine, the rigid axle, in particular the at least one electromechanical functional assembly, particularly preferably the at least one electrical energy converter machine, can have a further coupling formation, such as a plug and / or socket.

[0042] In order to provide a rigid axle that acts symmetrically in terms of driving dynamics, the axle body is preferably designed to be mirror-symmetrical with respect to its axial center.

[0043] Additionally or alternatively, for the use of identical parts, it can be provided that one of the electromechanical functional assemblies can be converted into the other electromechanical functional assembly by rotating it 180° around an axis of symmetry orthogonal to the axial direction of the rigid axis and by translational displacement. Therefore, when using two electromechanical functional assemblies, they are preferably identical.

[0044] The present invention will be explained in more detail below with reference to the accompanying drawings. It shows:

[0045] Fig. 1 is a schematic perspective view of an embodiment of a rigid axle according to the invention of the present application,

[0046] Fig. 2 shows the rigid axle of Figure 1 when viewed along the roll axis of a vehicle carrying the rigid axle,

[0047] Fig. 3 shows the rigid axle of Figures 1 and 2 when viewed along the yaw axis of a vehicle carrying the rigid axle, and

[0048] Fig. 4 is a schematic sectional view of the left side of the rigid axle of Fig. 2 in a sectional axis containing the wheel flange rotation axes and orthogonal to the roll axis.

[0049] Figures 1, 2, and 3 schematically illustrate an embodiment of a rigid axle according to the present invention and are designated by 10. Figure 1 shows the rigid axle 10 in a perspective view, Figure 2 in a frontal view, and Figure 3 in a plan view. The view in Figure 2 corresponds to a view along a roll axis of a vehicle carrying the rigid axle 10 in an operational state. The view in Figure 3 corresponds to a view along a yaw axis of a vehicle carrying the rigid axle 10 in an operational state.

[0050] The rigid axle 10 comprises an axle carrier 12, at the longitudinal end regions 12a and 12b of which a wheel hub assembly 14 and 16 is arranged.

[0051] The axle support 12 comprises a bent tubular component 18, which extends continuously in a monolithic manner from one longitudinal end region 12a to the other longitudinal end region 12b of the axle support 12. Longitudinal end regions 12a and 12b of the

[0052] The axle carrier 12 also includes longitudinal end regions 18a and 18b of the tubular component 18.

[0053] The longitudinal end regions 12a and 12b of the axle carrier 12 are coaxial with respect to a common first extension axis E1, which defines an axial direction of the rigid axle 10, in which the longitudinal end regions 12a and 12b of the axle carrier 12 are arranged at a distance from one another. Axially between the two longitudinal end regions 12a and 12b, the axle carrier 12 has a cranked region 12c, which extends at a distance from the first extension axis E1.

[0054] In the present example, the offset region 12c is formed as a straight section 13, which extends along a second extension axis E2 parallel to the first extension axis E1 but spaced apart from it. The offset region 12c of the axle carrier 12 is connected to the longitudinal end region 12a by a connecting region 12d and to the longitudinal end region 12b by a connecting region 12e.

[0055] The mentioned areas: offset area 12c and connecting areas 12d and 12e of the axle carrier 12 are also areas: offset area 18c and connecting areas 18d and 18e of the tubular component 18.

[0056] In the illustrated embodiment, the axle carrier 12 and the wheel hub assemblies 14 and 16 are mirror-symmetrical with respect to a mirror symmetry plane SE orthogonal to the first extension axis E1, which is why it is sufficient to describe features of the axle carrier 12 and the wheel hub assembly 14 and 16 in only one axial half of the rigid axle 10, since their description also applies to the other axial half of the rigid axle 10 under the aforementioned mirror symmetry condition.

[0057] The wheel hub assemblies 14 and 16 each have a wheel flange 14a and 16a, respectively, which are rotatable relative to the axle carrier 12 about a common wheel flange rotation axis RDA coaxial with the first extension axis E1. Together with each wheel flange 14a and 16a, a brake disc 4b and 16b is rotatable about the common wheel flange rotation axis RDA. Brake caliper supports 14c and 16c, respectively, fixed to the axle carrier, enable the arrangement of brake calipers (not shown in the figures) fixed to the axle carrier in order to brake the wheel flange 14a and 16a assigned to the respective brake disc 14b and 16b in a manner known per se. Furthermore, the wheel hub assemblies 14 and 16 each have rolling bearings 14d and 16d, with which the wheel flanges 14a and 16a, respectively, and the brake discs 14b and 16b, respectively, are rotatably mounted on the tubular component 18 and the axle carrier 12, respectively, about the common wheel flange rotation axis RDA.

[0058] Instead of the disc brakes, the rigid axle 10 shown could also be equipped with drum brakes.

[0059] In the connecting areas 12d and 12e, fastening devices 20 and 22 are provided for connecting the axle carrier 12 to a spring link 24 and 26, respectively, shown in Figures 2 and 3. The fastening devices 20 and 22 also satisfy the mirror symmetry condition described above with respect to the plane SE.

[0060] The fastening device 20 comprises a short U-bolt 28a and a long U-bolt 28b as fastening means, which encompass the tubular component 18 and thus the axle body 12 in the connecting area 18d and 12d, respectively, with a shell component 30 interposed between them. The straight legs of the U-bolts 28a and 28b penetrate and thereby fix a cover component 32, which sits on the connecting area 18d. The fastening devices 20 and 22 thus clamp the axle carrier 12 to the spring link on the 24 and 26, respectively.

[0061] In the offset region 12c, the axle carrier 12 comprises two essentially identical brackets 34, which are rotated relative to one another by 180° about a rotational axis D intersecting both the first extension axis E1 and the second extension axis E2. Each bracket supports an electromechanical functional assembly 36 or 38. The brackets 34 are constructed from bent metal parts, which are connected, preferably screwed or welded, to the tubular component 18 in the offset region 18c of the tubular component 18.

[0062] The electromechanical functional assemblies 36 and 38 are identical in the illustrated embodiment and are arranged rotated relative to each other by only 180° about the rotation axis D. Therefore, it is sufficient to describe one of the electromechanical functional assemblies, which, under the aforementioned arrangement condition, is also applicable to the other electromechanical functional assembly.

[0063] When the rigid axle 10 is mounted on a vehicle in a ready-to-use state, the rotation axis D runs parallel to the yaw axis of the vehicle.

[0064] The electromechanical functional assembly 36 comprises an electrical energy conversion machine 40, in the example shown a rotary synchronous motor, which, due to its permanent magnet excited rotor, can be operated not only as a motor, but also as a generator for recuperating kinetic energy or generally for generating electrical energy.

[0065] A gear 42, a planetary gear in the illustrated embodiment, is connected in a torque-transmitting manner to the rotor 41 of the electric energy conversion machine 40 (only indicated in Figure 4) on the side of the electric energy conversion machine 40 facing the axially closer wheel hub assembly 14. A connecting member 44 (see Figure 4) of the gear 42, functionally opposite the connection to the rotor 41, is non-rotatably coupled to the wheel flange 14a by means of a drive shaft 46, thus transmitting torque.

[0066] As can be seen particularly clearly in Figure 4, the drive shaft 46 runs coaxially with the wheel flange rotation axis RDA. The drive shaft 46 runs through a passage opening 48 in a side wall 49 of the cover component 32 that is orthogonal to the wheel flange rotation axis RDA or to the first extension axis E1, and continues through a through-opening 50 in the wall 52 of the tubular component 18. After passing through the through-opening 50, the drive shaft 46 runs inside the tubular component 18 until it reaches the wheel flange 14a, which is non-rotatably coupled to it. The through-opening 50 is covered by the cover component 32, so that the entry of dirt and liquid through the through-opening 50 into the tubular component 18 is made more difficult.

[0067] The passage opening 50 is located axially between the two U-shaped brackets 28a and 28b of the fastening devices 20 and 22, respectively. Thus, the weakening of the tubular component 18 inevitably caused by the passage opening 50 can be at least partially compensated by the fastening devices 20 and 22, respectively, and the spring links 24 and 26, respectively, bridging their U-shaped brackets 28a and 28b.

[0068] Thus, on the one hand, the electromechanical functional assembly 36 can act as a motor to drive the wheel flange 14a to rotate, or it can be used to generate electricity by being driven in a generator-like manner by a wheel R flanged to the wheel flange 14a (indicated by a dotted line in Fig. 2).

[0069] The functional assembly 36 further comprises a control device 54 for controlling the operation of the electrical energy converter machine 40. This can be coupled to a control device of the vehicle carrying the rigid axle 10, for example via a CAN bus or a LIN bus.

[0070] In Figures 2 and 3, which supplement the above explanation, the spring links 24 and 26 are shown as longitudinal links, which are each connected via a hydraulic shock absorber 56 or 58 to the axle carrier 12 in a manner known per se for damping relative movements between the spring links 24 and 26 and the axle carrier 12.

[0071] Figures 2, 3, and 4 show, in addition to the extension axes E1 and E2, the curvilinear path VB along which the pipe component 18 runs between its longitudinal end regions 18a and 18b. In particular, Figure 3 shows that the path VB lies in the plane spanned by the extension axes E1 and E2, so that the path VB is a planar path and so that, consequently, the pipe component 18 is a planar pipe component 18. In the longitudinal end regions 12a or 18a and 12b or 18b, as well as in the offset region 12c or 18c, the path VB coincides with the first extension axis E1 and the second extension axis E2.

[0072] As can be seen in particular in Figure 4, the pipe component 18 runs with a pipe cross-section that is essentially constant both in terms of shape and size from one longitudinal end region 12a or 18a to the opposite longitudinal end region 12b or 18b. The pipe component 18 runs along its path VB free of kinks and is only curved in the transitions between the longitudinal end region 12a or 18a and the connecting region 12d or 18d, between the longitudinal end region 12b or 18b and the connecting region 12e or 18e, between the connecting region 12d or 18d and the offset region 12c or 18c, and between the offset region 12c and the connecting region 12e or 18e, wherein all axes of curvature of the said curved regions are parallel to one another and, for example, orthogonal to the plane of the drawing in Figure 2.In this way, undesirable notch effects are avoided on the tubular component 18 and thus on the axle carrier 12, and its strength and thus also its service life are increased.

Claims

Claims: Rigid axle (10) for a motor vehicle, comprising an axle carrier (12), at each of whose axial longitudinal end regions (12a, 12b), the distance between which defines an axial direction of the rigid axle (10), a wheel hub assembly (14, 16) is arranged, wherein each wheel hub assembly (14, 16) has a wheel flange (14a, 16a) rotatable relative to the axle carrier (12), wherein each wheel flange (14a, 16a) is designed for the rotationally fixed fixing of a wheel (R) to the wheel flange (14a, 16a), wherein the axle carrier (12) is formed with a crank in a cranked section (12c) located axially between its longitudinal end regions (12a, 12b), wherein at least one electromechanical functional assembly (36, 38) with at least one electrical energy converter machine is located in the cranked section (12c). (40) is arranged, which is connected to at least one wheel flange (14a, 16a) for the transmission of a rotary motion between the energy converter machine (40) and the at least one wheel flange (14a, 16a),so that the electrical energy converter machine (40) can be used as at least one of the two functional units mentioned below: i) as an electromotive drive unit for transmitting torque from the energy converter machine (40) to the at least one wheel flange (14a, 16a), and ii) as a generator induction unit for generating electrical energy by transmitting torque from the at least one wheel flange (14a, 16a) to the energy converter machine (40), characterized in that the axle carrier (12) has a cranked tubular component (18) which is continuous from one longitudinal end region (18a) to its other longitudinal end region (18b). Rigid axle (10) according to claim 1, characterized in that the longitudinal end regions (18a, 18b) of the tubular component (18) are also the longitudinal end regions (12a, 12b) of the axle carrier (12) and / or that the crank area (12c) of the axle carrier (12) is a crank area (18c) of the tubular component (18).Rigid axle (10) according to claim 1 or 2, characterized in that the longitudinal end regions (12a, 12b) of the axle carrier (12) are formed coaxially with respect to a common first extension axis (E1) on the axle carrier (12), wherein the crank region (12c) runs along the first extension axis (E1) at a distance from it, and wherein the axle carrier (12) has a tubular connecting region (12d, 12e) between each longitudinal end region (12a, 12b) and the crank region (12c), connecting the longitudinal end region (12a, 12b) with the crank region (12c). Rigid axle (10) according to claim 3, characterized in that the crank area (12c) has a straight section (13) extending along a second extension axis (E2) parallel to the first extension axis (e1) and at a distance from it.Rigid axle (10) according to one of the preceding claims, characterized in that the wheel flanges (14a, 16a) are rotatably arranged on the axle carrier (12) about a common wheel flange rotation axis (RDA), wherein the tubular component (18) of the axle carrier (12) has at least one of the following features of continuous shape: a) the tubular component (18) extends along its path (VB) from longitudinal end region (18a, 18b) to longitudinal end region (18a, 18b) without kinks with respect to a kink axis oriented transversely to the wheel flange rotation axis (RDA), b) the tubular component (18) extends along its path (VB) from longitudinal end region (18a, 18b) to longitudinal end region (18a, 18b) without any abrupt change in the shape and / or size of its outer surface, and c) the tubular component (18) extends along its Trajectory (VB) from longitudinal end region (18a, 18b) to longitudinal end region (18a, 18b) free from any abrupt change in the shape and / or size of its inner enveloping surface. A rigid axle (10) according to one of the preceding claims, characterized in that the electrical functional assembly (36, 38) is connected to the at least one wheel flange (14a, 16a) by means of a drive shaft (46) in a torque-transmitting manner, wherein the tubular component (18) of the axle carrier (12) has a through-opening (50) extending through the wall (52) of the tubular component (18), through which the drive shaft (46) passes. A rigid axle (10) according to claim 6, characterized in that the rigid axle (10) has a spring link (24, 26) connected to the axle carrier (10) and extending transversely to the axle carrier (12), wherein the through-opening (50) is formed in the area of ​​the connection of the axle carrier (12) with the spring link (24, 26) on the tubular component (18) of the axle carrier (12).A rigid axle (10) according to claim 7, characterized in that the spring link (24, 26) is connected to the axle carrier (12) by at least two fastening means (28a, 28b) arranged at a distance from each other in the axial direction of the rigid axle (10), wherein the passage opening (50) is formed between the two fastening means (28a, 28b). A rigid axle (10) according to any one of claims 6 to 8, characterized in that a cover element (32) is arranged on the tubular component (18) of the axle carrier (12), wherein the cover element (32) covers the passage opening (50) and has a passage opening (48) collinear with the passage opening (50) at an axial distance from the passage opening (50), wherein the drive shaft (46) also passes through the passage opening (48). Rigid axle (10) according to one of the preceding claims, characterized in that the electromechanical functional assembly (36, 38) comprises a transmission (42) which is coupled on the input side to the electrical energy converter machine (40) in a torque-transmitting manner and on the output side to the at least one wheel flange (14a, 16a) in a torque-transmitting manner.Rigid axle (10) according to one of the preceding claims, characterized in that in the crank area (12c) for each wheel flange (14a, 16a) of wheel hub assemblies (14, 16) arranged at different longitudinal end areas (12a, 12b) of the axle carrier (12) an electromechanical functional assembly (36, 38) with each an electrical energy converter machine (40) is arranged, wherein each electrical energy converter machine (36, 38) is connected to the respective wheel flange (14a, 16a) for the transmission of a rotational movement between the energy converter machine (40) and a wheel flange (14a, 16a) of another wheel hub assembly (14, 16). Rigid axle (10) according to claim 11, characterized in that each of the electrical energy converter machines (40) can be operated independently of the operating state of the other electrical energy converter machine.Rigid axle (10) according to one of claims 11 or 12, characterized in that the axle body (12) is designed to be mirror-symmetric with respect to its axial center and / or that one of the electromechanical functional assemblies (36, 38) can be transformed into the other electromechanical functional assembly (36, 38) by rotation by 180° about an axis of symmetry (D) orthogonal to the axial direction of the rigid axle (10) and by translational displacement. Rigid axle (10) according to one of the preceding claims, characterized in that it has a control device (54) electrically connected to the at least one electrical energy converter machine (40) and / or an electrical energy storage device electrically connected to the at least one electrical energy converter machine (40).

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