Lane guidance system

Abstract

The invention relates to a lane guidance system (10) for guiding and stabilising a vehicle axle along a lane, comprising a Watt linkage arrangement for connecting, in a relatively movable manner, the vehicle axle to an underside (x) of a chassis, wherein the Watt linkage arrangement has at least two Watt linkages (20) which correspond in their guide direction (F) and are arranged in the transverse direction (Q), wherein the Watt linkage arrangement has a guide element (30) for guiding the vehicle axle along a straight line in the guide direction (F). According to the invention, the Watt linkages (20) are fastened, by means of their longitudinal ends (22, 24), to the guide element (30) and to the chassis, wherein the guided vehicle axle is a trailer axle (A) of a semitrailer.

Description

[0001] Lane guidance system

[0002] The invention relates to a track guidance system for guiding and stabilizing a vehicle axle along a lane according to the preamble of claim 1 and to a vehicle axle of a semi-trailer with such a track guidance system.

[0003] Track guidance devices for guiding a vehicle axle along a lane and relative to a chassis are common in both passenger cars (cars) and trucks (lorries). They primarily serve to absorb and transmit dynamic driving forces and stabilize the directional stability of a wheel and axle suspension during travel.

[0004] It is known in the passenger car sector to guide and stabilize vehicle axles using a Watt mechanism, named after its inventor James Watt. The Watt mechanism is a coupling mechanism for converting types of movement and consists of at least two Watt rods and a guide element (also known as a Watt parallelogram, Watt link or Watt cross). The guide element is rotatably mounted on the guided vehicle axle. The Watt rods are arranged transversely and parallel to the guided vehicle axle. The Watt rods are connected via their longitudinal ends to the vehicle body on the one hand and to the guide element on the other. Via the guide element, they convert a rotary pivoting movement in the plane into an approximately rectilinear movement. This ensures that the vehicle axle is always guided straight in the guide direction of the Watt rods, despite dynamic driving loads.The Watt mechanism is used in various ways on cars with rigid axles or with twist beam axles for wheel and track guidance in order to prevent longitudinal or lateral movement of the vehicle axle and to improve driving dynamics.

[0005] Rigid axles are used in almost all types of trucks and commercial vehicles. Rigid axle suspension is essentially a mechanism with two degrees of freedom, with the wheels of an axle connected to each other via a rigid axle beam. The beam is guided relative to the chassis or body by leaf springs, control arms, and joints. The vehicle axles are usually guided by a so-called "Panhard bar." The Panhard bar provides lateral guidance for the axle. Because of this function, the Panhard bar is often referred to as a "wishbone." Semi-trailer trucks (or semitrailers for short) are a combination consisting of a tractor unit and a semitrailer coupled to it.

[0006] The tractor unit is a vehicle derived from a truck that has a fifth wheel coupling for the trailer instead of a loading platform. The axles of the tractor unit are usually guided via a Panhard rod, whereas the typically three-axle trailer usually has no track guidance at all, as these axles are merely carried and not used for propulsion.

[0007] The disadvantage here is that omitting a tracking system on trailer axles is associated with undesirable oscillations of the trailer axle, leading to increased tire wear and damage to the bearing units of the control arms and joints. Furthermore, this negatively impacts the fatigue strength of the functional control arms or the entire axle suspension. This is particularly the case if one of the trailer axles is driven and, for example, is equipped with an electric assist drive. In adverse weather conditions or on uneven or sloped road surfaces, this can even lead to dynamic destabilization of the driven trailer axle. The analogous use of a Panhard rod for tracking guidance of trailer axles is not effective.The disadvantage is that track guidance using a Panhard rod can only be implemented within a very narrow ride height range, while the trailer must adjust to different ride heights depending on the situation. Furthermore, the vertical movement of the vehicle axle with Panhard rod guidance is not vertical and straight. Nearly vertical and straight guidance is required, in any case, with a driven trailer axle.

[0008] The object of the invention is therefore to overcome these and other disadvantages of the prior art and to create an improved track guidance system that is constructed using simple means, cost-effectively, and compactly, and that enables essentially vertical and linear vertical or vertical movement when guiding a vehicle axle. The device should consist of as few individual components as possible, which can be arranged on the underside of a chassis without requiring much space. Furthermore, the system should be able to accommodate the different ride heights required in the trailer sector.

[0009] Main features of the invention are defined in the characterizing part of claim 1. Embodiments are the subject of claims 2 to 15.

[0010] In a track guidance system for guiding and stabilising a vehicle axle along a lane, comprising a Watt rod arrangement for the relatively movable connection of the vehicle axle to an underside of a chassis, wherein the Watt rod arrangement has at least two Watt rods which coincide in their guide direction and are arranged in the transverse direction, wherein the Watt rod arrangement has a guide element for guiding the vehicle axle in a straight line along the guide direction, it is provided according to the invention that the Watt rods are fastened via their longitudinal ends to the guide element and to the chassis, wherein the guided vehicle axle is a trailer axle of a semi-trailer.

[0011] Due to the structural design of the Watt linkage arrangement and the mechanical connection of the trailer axle, guide element, Watt rods, and chassis, the trailer axle can be guided almost vertically and in a straight line along the guide direction. Due to its principle, a Watt mechanism allows for greater height differences when guiding an axle than with a Panhard rod. The ride height variance of the track guidance system is further supported by additional technical features of the individual components. These are discussed in detail below. The invention is based on the finding that driven vehicle axles of a semi-trailer, i.e., trailer axles, must be guided. In addition to lateral guidance forces and relatively low braking torques, the trailer axle must be able to absorb additional drive torques and forces due to its drive function.Furthermore, the axle mass increases significantly due to the drive unit, so that a driven trailer axle cannot be towed without a tracking system, like a conventional trailer axle without a drive unit.

[0012] Accordingly, one embodiment of the invention provides that the trailer axle is a driven axle. Preferably, the guided trailer axle comprises a motor-gearbox unit, wherein the motor-gearbox unit of the trailer axle is dimensioned such that it represents a smaller auxiliary drive for a larger main drive of a tractor unit.

[0013] Preferably, the tracking system is arranged parallel to the driven trailer axle, with the tracking system being adapted to the geometry of a three-axle trailer. This supports clean power transmission, particularly in the transverse direction of the vehicle axle, and establishes mechanical balance. Overall, this prevents secondary loads on the vehicle axle.

[0014] The proposed system does not necessarily need to be adapted to a trailer axle. In principle, the system can be used on single-sided functional steering chassis. A wide variety of mounting and arrangement variants of the system can be implemented. In a specific embodiment of the invention, the guided vehicle axle can be, for example, a drawbar trailer axle. In another embodiment, the guided vehicle axle can be a dolly axle. These can be main drive axles and / or driven trailing axles and / or driven steering axles.

[0015] According to a preferred embodiment, the at least two Watt rods are arranged spaced from one another along their common guide direction, wherein the Watt rods are arranged laterally offset with respect to their common guide direction. The provision of at least two spaced Watt rods has the particular advantage that, in addition to the straight guidance of the trailer axle in the guide direction - which can already be achieved with a single Watt rod assembly - so-called rolling or, if applicable, pitching movements can also be effectively suppressed. This is due to the fact that the spaced Watt rods between the underside of the chassis and the trailer axle can transmit not only transverse forces (like a single Watt rod assembly), but also torques, such as rolling moments, due to the distance between the two Watt rods acting as a lever arm.This means that, thanks to this design variant, the track guidance system can transmit torque in addition to providing straight guidance for the trailer axle. This effectively suppresses unwanted rotational movements of the trailer axle around at least one of its main axes. The lateral offset relative to their common straight guidance direction also allows for a particularly compact and space-saving arrangement of the Watt rods, while simultaneously increasing the design freedom with regard to the shape and spatial arrangement of the Watt rods.

[0016] According to a further preferred embodiment, the Watt rods are designed to be adjustable in length in the transverse direction, wherein the Watt rods have an adjustment element for adjusting their length. Depending on the trailer or semi-trailer tractor to which the trailer is coupled, different requirements may arise with regard to the efficiency and the width or track width of the arrangement. The adjustment element provides the option of easily and quickly adapting or adjusting the track width and the efficiency of the Watt rod arrangement without having to dismantle it beforehand. Furthermore, this opens up the possibility of aligning the track guidance system centrally on the trailer axle during assembly and guiding it into the correct position. At the same time, the adjustability of the Watt rods compensates for manufacturing tolerances, which in turn has a positive effect on production costs and effort.

[0017] It is preferred that the adjustment element is designed as a rotating nut and is arranged centrally on the Watt rods, wherein the sections of the Watt rods adjacent to the rotating nut are provided with opposing threads. The combination of the opposing thread of the Watt rods and the rotating nut represents a very simple and cost-effective variant of an adjustment function. The central arrangement ensures equal distances to the right and left of the rotating nut, allowing the Watt rods to be adjusted evenly. Alternatively, for example, milled wrench flats can be provided which function as adjustment elements. The guide element is preferably attached substantially centrally to the vehicle axle. This establishes mechanical equilibrium and secondary loads due to displacement and lever arm effects are largely suppressed.To ensure the aforementioned ride height variance and to be able to guide every possible height position of a trailer axle, the guide element is preferably elliptical in shape and has a central opening. The central opening is suitable for mounting the guide element on corresponding receiving elements and is preferably aligned with the guide direction axis. The central opening of the guide element is guided in a straight line in the guide direction. The central opening of the guide element preferably has a groove for lubricating the rotatable bearing of the guide element.

[0018] The elliptical guide element is preferably widest at the level of the central opening, with the elliptical guide element having narrow ends that extend in the vertical and guide directions. The wider design of the center of the guide element improves torque transmission and the scaling of the Watt rods along their straight guide direction. This design also specifies the precise alignment and geometric adjustment of the guide element. Because the narrow ends of the guide element are aligned in the vertical direction and in the guide direction of the Watt rods, the entire ride height variance of a trailer can be covered with the track guidance system. Depending on the adjustment of the chassis, there is generally a maximum height difference of 300 mm in relation to a standard height of the trailer in a starting position, which must be mapped out by the track guidance system.The elliptical shape and the design of the narrow ends in the vertical direction ensure that the track guidance system can be used for height changes of up to 300 mm. This design also ensures stable guidance of the trailer axle during so-called emergency operation of the trailer or articulated vehicle, as well as during coupling and when driving up very steep ramps or similar.

[0019] According to a further preferred embodiment, the invention provides that the inner longitudinal ends of the Watt rods are rotatably and pivotably attached to the narrow ends of the guide element via articulated bearings, wherein the outer longitudinal ends of the Watt rods are rotatably and pivotably attached to the underside of the chassis via articulated bearings. Due to this mounting, the Watt rods can rotate about their own axis and simultaneously implement the required pivoting movement in the guide direction. Overall, this supports the implementation of the Watt mechanism, so that the trailer axle can be guided in a straight line along the guide direction with limited movement relative to the underside of the chassis. Furthermore, this embodiment is particularly advantageous with regard to a circular movement of the trailer axle, which occurs when adjusting different ride heights.Due to the given degrees of freedom, the Watt rods can compensate for the loads acting on the trailer axle due to the circular movement.

[0020] According to an alternative design variant, the spherical bearings of the Watt rods are essentially located in a common plane of motion. This means that the spherical bearings of the Watt rods are positioned such that the positions of all joints span the aforementioned plane of motion, or all joints of the at least two Watt rods are essentially located in one and the same plane. This design variant is advantageous in that it avoids mechanical tension and prevents the generation of secondary moments and forces that could occur due to a possible distance between the planes of motion of different Watt rods.

[0021] According to a preferred embodiment, two support brackets are provided in the region of the outer longitudinal ends of the Watt rods, wherein the support brackets are arranged perpendicular to the underside of the chassis. It is preferred that the support brackets have recesses, wherein the recesses of the support brackets are shaped to match corresponding chassis sections of the underside of the chassis. The support brackets arranged perpendicular to the underside of the chassis connect the Watt rods to the chassis and serve as a reinforcing intermediate element. Because the support brackets are arranged vertically, the Watt rods can be fixed, for example, using a simple bolt bearing, without negatively affecting the desired movement of the Watt mechanism. Due to the shape adaptation of the recesses, the support brackets can be attached to corresponding chassis sections in a practically form-fitting manner.Due to the positive connection after the support brackets have been attached, it is advantageous to fasten the support brackets with a material fit (e.g. welding) to the chassis and to a corresponding axle bracket of a third axle of the trailer. Overall, the support brackets according to this design can be easily integrated into the underside of the chassis. Preferably, the outer longitudinal ends of the Watt rods are rotatably and pivotably mounted in the support brackets via spherical bearings, with the support brackets having stiffening struts that extend diagonally across the entire height of the support brackets. This increases the mechanical strength and rigidity of the support brackets in particular, so that a clean force introduction towards the Watt rod arrangement can take place. Furthermore, it is preferred that the support brackets are of identical design. This opens up several alignment options for the track guidance system.The support brackets preferably feature U-shaped profiles. The U-shaped profiles facilitate the insertion and secure connection of the support brackets to the chassis. At the same time, the U-shaped profile provides sufficient space for the articulated mounting of the watt rods.

[0022] According to a preferred embodiment, the support brackets are made of a material with high tensile strength, particularly S500 structural steel. Above all, the support brackets are subjected to extremely high mechanical stresses during operation of the track guidance system. Due to their high tensile strength, the support brackets can also withstand high lateral and lateral forces. This reduces the risk of breakage and counteracts deflection.

[0023] According to a preferred embodiment, an axle bridge is provided for mechanically supporting the trailer axle and for accommodating the guide element. The axle bridge has vertical elevations along its longitudinal sides in the vertical direction. The axle bridge primarily serves as a reinforcing element for the trailer axle and increases the rigidity and strength of the trailer axle. The axle bridge is preferably arranged parallel to the trailer axle, with the vertical elevations essentially having a triangular shape. The vertical elevations further stiffen the bridge and advantageously also provide support for other elements, such as the guide element.

[0024] In a preferred embodiment, the invention provides that the axle bridge is designed as a rectangular tubular profile, wherein the rectangular tubular profile comprises an inner framework to reinforce the axle bridge. The tubular profile of the axle bridge and the inner framework increase the rigidity and mechanical strength of the axle bridge. At the same time, the overall weight of the track guidance system is reduced. Other tubular profile shapes that have an inner framework are also conceivable. The decisive factors for the profile selection are primarily the manufacturing effort and production costs. The inner framework of the axle bridge can preferably have transverse and / or longitudinal and / or diagonal struts. The struts stiffen the axle bridge and, above all, increase the mechanical bending strength and torsional rigidity.

[0025] According to a preferred embodiment, the guide element is attached to the axle bridge, wherein the guide element is arranged essentially centrally on the axle bridge. This allows the advantageous mechanical effects of the axle bridge to be combined with clean straight guidance of the trailer axle along the guide direction. The guide element is preferably rotatably mounted on the axle bridge. This allows the guide element to absorb not only the driving dynamics forces but also driving dynamics torques. These can act on the guide element or the trailer axle, for example, in the form of rolling movements of the trailer. The rotatable mounting of the guide element thus relieves the trailer axle by absorbing the forces and moments occurring during driving dynamics and thereby preventing the load from being transferred to the trailer axle.The central opening of the guide element described above is advantageous for accommodating a suitable bearing element.

[0026] In this context, a further preferred embodiment of the invention provides that the axle bridge has a bearing pin arranged substantially perpendicular to the trailer axle for rotatably supporting the guide element, wherein the bearing pin is arranged in alignment with a vehicle center longitudinal axis. It is particularly preferred that the bearing pin is guided longitudinally through the vertical elevations of the axle bridge and through the guide element fastened to the axle bridge. The bearing pin is preferably guided through the central opening of the guide element. This represents a particularly compact and rigid construction of a Watt's rod assembly and supports uniform torque absorption at the guide element. The bearing pin is preferably cylindrical.This allows the bearing pin to be mounted in openings in the vertical elevations and guided through the central opening of the guide element.

[0027] Preferably, two lateral functional control arms are fixed longitudinally to the underside of the chassis, with the axle bridge arranged transversely between the lateral functional control arms. The axle bridge is preferably attached to spring supports of the functional control arms. The spring supports primarily serve as a support surface for the spring-damper unit of a trailer. Typically, air bellows springs are used in trailers to cushion the chassis or body mass. Preferably, the elements to be attached and the ends of the axle bridge are overlapped and fixed at the height of the spring supports, with the axle bridge connecting the two functional control arms transversely. From a mechanical perspective, this represents a particularly strong, secure, and compact connection of the axle elements.

[0028] In order to additionally support the trailer axle in the longitudinal and transverse directions and to assist the Watt mechanism in guiding the axle in a straight line, the axle bridge is preferably provided with a base body facing the trailer axle, wherein at least two support arms, in particular four support arms, are provided which connect the base body to functional arms on the underside of the chassis. The support arms primarily serve to absorb a fall and stabilize the trailer axle. The support arms are preferably fixed to the base body and to the functional arms via articulated bearings so that they can rotate and pivot. The support arms extend in the longitudinal, transverse and vertical directions. Due to the articulated mounting of the support arms, a movement of the bearing journal along a circular path or three-dimensional trajectory is supported when guiding the trailer axle.The rotatable and pivotable joint bearing simultaneously ensures simple and secure attachment of the support arms to the base body and the functional arms. Preferably, the joint bearings on the base body can be molecular joints comprising an elastomer. This reduces the torsional stiffness of the trailer axle, resulting in better road contact. Overall, it is preferred that the axle bridge be arranged longitudinally between the base body and the Watt linkage assembly, with the base body being arranged on the longitudinal side of the axle bridge facing the trailer axle to be guided.

[0029] According to an alternative embodiment, the track guidance system is designed inversely, wherein the bearing pin is fastened directly between two chassis rails, and wherein the guide element is rotatably fastened to the bearing pin. A cross member is preferably provided which, on the one hand, accommodates the bearing pin for the rotatable mounting of the guide element, and on the other hand is connected to the underside of the chassis. The cross member preferably has a U-profile in the area of ​​the bearing pin mounting to simplify the assembly of the bearing pin. The cross member is preferably trapezoidal in shape and has a trapezoidal recess. In this embodiment, the system components described above are essentially identical in construction, whereas in the inverse version the wading rods are not fixed to the underside of the chassis via support brackets.Instead, two mounting points for the outer longitudinal ends of the Watt rods are provided to the side of the trailer axle. The inner longitudinal ends of the Watt rods are connected to the guide element. The mounting points on the outer longitudinal ends of the Watt rods can preferably be formed on the functional links and at the level of the Watt rods. A key advantage of this design is that the installation space in the area of ​​the trailer axle and the tracking system is significantly increased, so that the corresponding components can be installed more easily. The motor-gearbox unit and the axle configuration can be purchased as finished series components and adapted to the tracking system and the trailer axle. Preferably, one of the two mounting points extends vertically in order to adjust the height difference between the two Watt rods.In this embodiment, all longitudinal ends of the Watt rods are also mounted via pivoting bearings. All other previously defined design details can be transferred to the inverse variant, provided that the different connection of the outer longitudinal ends of the Watt rods and the implementation of a Watt mechanism are ensured.

[0030] Further features, details, and advantages of the invention will become apparent from the wording of the claims and from the following description of exemplary embodiments with reference to the drawings. They show:

[0031] Fig. 1. a schematic oblique view of a track guidance system according to the invention for a trailer axle in mounted position;

[0032] Fig. 2 is a schematic detail view of a track guidance system according to the invention for a trailer axle in dismantled position;

[0033] Fig. 3a is a schematic front view of a track guidance system according to the invention for a trailer axle in a standard ride height position;

[0034] Fig. 3b is a schematic front view of a track guidance system according to the invention for a trailer axle in a maximum raised ride height position;

[0035] Fig. 4 is a schematic oblique view of an alternative (inverse) embodiment of a track guidance system for a trailer axle in the mounted position. The track guidance system, generally designated 10 in Fig. 1, for guiding and stabilizing a trailer axle A (not shown in detail) along a lane, comprises a Watt linkage arrangement oriented in the transverse direction Q for the relatively movable connection of the trailer axle A to an underside x of a chassis (not shown). This is a driven trailer axle A of a semi-trailer vehicle. The track guidance system 10 is arranged parallel to the driven trailer axle A, wherein the track guidance system is adapted to the geometry of a three-axle trailer.The trailer axle A comprises a motor-gearbox unit (not shown), wherein the motor-gearbox unit of the driven trailer axle A is dimensioned such that it represents a smaller support drive for a larger main drive of a tractor unit.

[0036] The Watt linkage arrangement comprises two Watt rods 20 which coincide in their guide direction and are arranged in the transverse direction Q, and a guide element 30 connected to the Watt rods for straight guidance of the trailer axle A along the guide direction of the Watt rods 20. The Watt rods 20 are fastened via their longitudinal ends to the guide element 30 and to the chassis of the trailer. As can be seen, two vertically arranged support blocks 60 with recesses 62 are provided on the underside x of the chassis, via which the support blocks 60 can be easily attached and welded to corresponding chassis sections in a form-fitting manner. The recesses 62 of the support blocks 60 are therefore shaped to match the corresponding sections of the underside x of the chassis. The support blocks are also provided with a diagonally arranged stiffening strut 61 for mechanical reinforcement and are designed as U-profiles.

[0037] As can also be seen, an axle bridge 40 is provided for mechanically supporting the trailer axle A and for receiving the guide element 30. The axle bridge 40 has vertical elevations 42 on its longitudinal sides in the vertical direction H. The axle bridge 40 is arranged parallel to the trailer axle A, with the vertical elevations 42 having a substantially triangular shape. The guide element 30 is attached substantially centrally to the axle bridge 40 and to the trailer axle A.

[0038] For receiving or rotatably supporting the guide element 30, the

[0039] The axle bridge 40 has a cylindrically shaped bearing pin 45 arranged substantially perpendicular to the trailer axle A, wherein the bearing pin 45 is aligned with a vehicle center longitudinal axis. The bearing pin 45 extends in the longitudinal direction L through the vertical elevations 42 of the axle bridge 40 and through the guide element 30 attached to the axle bridge 40.

[0040] Two lateral functional control arms 50 are fixed in the longitudinal direction L on the underside x of the chassis, with the axle bridge 40 arranged in the transverse direction Q between the lateral functional control arms 50. The axle bridge 40 is attached to spring supports 52 of the functional control arms 50.

[0041] For additional longitudinal and transverse support of the trailer axle A, the axle bridge 40 is provided with a base body 43, wherein at least two support links 44 are provided, which connect the base body 43 to the underside x of the chassis. The support links 44 extend in the longitudinal, transverse, and vertical directions L, Q, H. The axle bridge 40 is arranged between the base body 43 and the Watt linkage arrangement with respect to the longitudinal direction L, wherein the base body 43 is arranged on the longitudinal side of the axle bridge 40 facing the guided trailer axle A.

[0042] By taking Fig. 2 into consideration, it can be seen that the bearing pin 45 is guided through the guide element 30 via a central opening 31 of the guide element 30 and rotatably supports the guide element 30.

[0043] The guide element 30 is elliptical and has narrow ends 32 that extend in the vertical and guide directions H, F. The Watt rods 20 have inner and outer longitudinal ends 22, 24. The inner longitudinal ends 22 of the Watt rods 20 are rotatably and pivotably fixed to the narrow ends 32 of the elliptical guide element 30 via articulated bearings 26. The outer longitudinal ends 24 of the Watt rods 20 are also rotatably and pivotably fixed in the support brackets 60 and thus to the underside x of the chassis via articulated bearings 26. The support arms 44 illuminated in Fig. 1 are also rotatably and pivotably attached to the base body 43 and to the underside x of the chassis via similar articulated bearings. The articulated bearings 26 of the Watt rods 20 lie essentially in a common plane of movement.

[0044] As further illustrated in Fig. 2, the Watt rods 20 are designed to be adjustable in length in the transverse direction Q, with the Watt rods 20 having an adjustment element 27 for adjusting their length. The adjustment elements 27 are designed as a rotating nut and are arranged centrally on the Watt rods 20, with the sections of the Watt rods 20 adjacent to the rotating nut being provided with opposing threads (not shown).

[0045] Figs. 3a and 3b are primarily intended to illustrate the ride height variance of the track guidance system 10. The at least two Watt rods 20 are arranged spaced apart from one another along their common guide direction F, wherein the Watt rods 20 are arranged laterally offset with respect to their common guide direction F.

[0046] Fig. 3a schematically shows the position of the track guidance system 10 at a standard trailer ride height. In Fig. 3b, a maximum ride height difference of 300 mm is set relative to the standard ride height, i.e., the trailer chassis is raised by 300 mm relative to the standard ride height. As can be seen, the central opening 31 of the guide element 30, and thus also the bearing pin 45, are always guided on the guide axis or along the guide direction F in a straight line and perpendicular to the underside x of the chassis.

[0047] Fig. 4 illustrates an alternative, inverse embodiment of the track guidance system. This differs from the basic embodiment of the invention in some technical aspects. As can be seen, the bearing pin 45 is attached directly between two chassis rails 74. An axle bridge configuration is omitted in this embodiment. Instead of the axle bridge 40 and the support brackets 60, a cross member 70 is provided, which supports and connects the track guidance system 10, or rather, the guide element 30 and the Watt rods 20.

[0048] The guide element 30 is rotatably mounted on the bearing pin 45. The cross member 70, on the one hand, accommodates the bearing pin 45 for rotatably supporting the guide element 30, and on the other hand, the cross member 70 is connected to the underside x of the chassis via the chassis rails 74.

[0049] The cross member 70 further has a U-profile 73 in the area where the bearing pin 45 is mounted to simplify the assembly of the bearing pin 45. The cross member 70 is trapezoidal in shape and has a trapezoidal recess 71. The trapezoidal cross member 70 and the trapezoidal recess 71 are each aligned with their shorter sides towards the roadway. For supporting and receiving the wading rods 20, two mounting points 72 for the outer longitudinal ends 24 of the wading rods 20 are provided laterally from the trailer axle A. The inner longitudinal ends 22 of the wading rods 20 are connected to the guide element 30, as in the adverse design. The mounting points 72 on the outer longitudinal ends 24 of the wading rods 20 are formed on the functional links 50 and at the level of the wading rods 20. As can be seen, the left mounting point 72 extends in the vertical direction H in order to adjust the height difference between the two watt rods 20.

[0050] In the inverse embodiment shown in Fig. 4, the other system components described above are essentially identical in construction. According to the alternative embodiment shown in Fig. 4, all longitudinal ends 22, 24 of the Watt rods 20 are also rotatably and pivotably mounted via articulated bearings 26. All other previously defined design details can be transferred to the inverse variant, provided the described connection via the cross member 70 and the implementation of a Watt mechanism are ensured.

[0051] The invention is not limited to one of the previously described embodiments, but can be modified in a variety of ways. For example, multiple Watt rods and / or guide elements can be provided in different design variants. Alternatively, the bearing journal can be mounted directly on the chassis without an axle bridge.

[0052] The track guidance system according to the invention can generally be used to guide a vehicle axle along a lane and relative to a substructure. The system is generally suitable for guiding and stabilizing single-sided, functional steering chassis for semi-trailers, drawbar trailers, dollies, or commercial vehicles. The system can guide, among other things, main drive axles, driven trailing axles, and driven steering axles. In particular, the track guidance system according to the invention is intended for guiding and stabilizing driven trailer axles.

[0053] All features and advantages arising from the claims, the description, and the drawings, including design details, spatial arrangements, and method steps, may be essential to the invention both individually and in a wide variety of combinations. Reference numerals list x Underside of chassis 42 Vertical elevations

[0054] 43 basic bodies

[0055] A trailer axle 44 support arms

[0056] L Longitudinal direction 45 Bearing journal

[0057] H Vertical direction 50 functional handlebar

[0058] Q Transverse direction 52 spring supports

[0059] F (straight) guide direction 60 support brackets

[0060] 61 stiffening strut

[0061] 10 track guidance system 62 recesses

[0062] 20 Watt rods 70 T raverse

[0063] 22 Inner longitudinal ends 71 ​​Recess (cross member)

[0064] 24 outer longitudinal ends 72 mounting points

[0065] 26 Spherical plain bearings (3D) 73 U-profile (bearing journal)

[0066] 27 Adjustment element 74 Chassis rails

[0067] 30 guide element

[0068] 31 Central opening

[0069] 32 Narrow Ends

[0070] 40 axle bridge

Claims

AMENDED CLAIMS received by the International Bureau on December 20, 2023 (20.12.2023) Semi-trailer comprising a chassis and at least one vehicle axle with a track guidance system (10) for guiding and stabilizing the vehicle axle along a lane, wherein the track guidance system (10) has a Watt rod arrangement for the relatively movably connecting the vehicle axle to an underside (x) of the chassis, wherein the Watt rod arrangement has at least two Watt rods (20) which coincide in their guide direction (F) and are arranged in the transverse direction (Q), wherein the Watt rod arrangement has a guide element (30) for guiding the vehicle axle straight along the guide direction (F), characterized in that the Watt rods (20) are fastened via their longitudinal ends (22, 24) to the guide element (30) and to the chassis, wherein the guided vehicle axle is a trailer axle (A) of the semi-trailer.Semi-trailer according to claim 1, characterized in that the guided trailer axle (A) comprises a motor-gearbox unit, wherein the motor-gearbox unit of the trailer axle (A) is dimensioned such that it represents a smaller auxiliary drive for a larger main drive of a tractor unit. Semi-trailer according to claim 1 or 2, characterized in that the guide rods (20) are arranged spaced apart from one another along their common guide direction (F), wherein the guide rods (20) are arranged laterally offset with respect to their common guide direction (F). AMENDED SHEET (ARTICLE 19) Semi-trailer according to one of the preceding claims, characterized in that the guide rods (20) are adjustable in length in the transverse direction (Q), wherein the guide rods (20) have an adjusting element (27) for adjusting their length. Semi-trailer according to one of the preceding claims, characterized in that the guide element (30) is elliptical, wherein the guide element (30) has a central opening (31). Semi-trailer according to claim 5, characterized in that the elliptical guide element (30) is widest at the level of the central opening (31), wherein the elliptical guide element (30) has narrow ends (32) extending in the vertical and guide directions (H, F).Semi-trailer according to claim 6, characterized in that the inner longitudinal ends (22) of the Watt rods (20) are rotatably and pivotably attached to the narrow ends (32) of the guide element (30) via articulated bearings (26), wherein the outer longitudinal ends (24) of the Watt rods (20) are rotatably and pivotably attached to the underside (x) of the chassis via articulated bearings (26). Semi-trailer according to one of the preceding claims, characterized in that two support brackets (60) are provided in the region of the outer longitudinal ends (24) of the Watt rods (20), wherein the support brackets (60) are arranged perpendicular to the underside (x) of the chassis. Semi-trailer according to claim 8, characterized in that the support brackets (60) have recesses (62), wherein the recesses (62) are shaped to fit corresponding chassis sections of the underside (x) of the chassis.Semi-trailer according to one of the preceding claims, characterized in that an axle bridge (40) is provided for mechanically supporting the trailer axle (A) and for receiving the guide element (30), wherein the axle bridge (40) has vertical elevations (42) in the vertical direction (H) on its longitudinal sides. AMENDED SHEET (ARTICLE 19) Semi-trailer according to claim 10, characterized in that the guide element (30) is fastened to the axle bridge (40), wherein the guide element (30) is arranged substantially centrally on the axle bridge (40). Semi-trailer according to claim 10 or 11, characterized in that the axle bridge (40) has a bearing pin (45) arranged substantially perpendicular to the trailer axis (A) for rotatably supporting the guide element (30), wherein the bearing pin (45) is arranged in alignment with a vehicle center longitudinal axis. Semi-trailer according to claim 12, characterized in that the bearing pin (45) is guided in the longitudinal direction (L) through the vertical elevations (42) of the axle bridge (40) and through the guide element (30) fastened to the axle bridge (40).Semi-trailer according to one of claims 10 to 13, characterized in that two lateral functional control arms (50) are fixed in the longitudinal direction (L) on the underside (x) of the chassis, wherein the axle bridge (40) is arranged in the transverse direction (Q) between the lateral functional control arms (50). AMENDED SHEET (ARTICLE 19)

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