Axle structure for a utility vehicle chassis, comprising an axle bridge

Abstract

The invention relates to an axle structure (6) for a utility vehicle chassis, comprising a wheel axle (R), the spatial position of which is determined by the rotational axes of at least two wheels (16) arranged on opposite sides of the axle structure (6). The aim of the invention is to provide an axle structure which leaves sufficient installation space to provide the utility vehicle with an electric drive in the region of the axle structure while nevertheless allowing a reliable drive behavior and a high degree of driving comfort. This is achieved in that the control arms (8) are connected together via an axle bridge (22) on the wheel axle (R) side facing away from the pivot bearings (10).

Description

[0001] Axle construction for a commercial vehicle chassis with an axle bridge

[0002] The present invention relates to an axle construction for a commercial vehicle chassis according to the preamble of claim 1 and to a commercial vehicle with a corresponding axle construction according to the preamble of claim 17.

[0003] A generic axle design with an axle bridge is known from DE 101 63 628 A1. The wheels are driven by a drive motor mounted on the wheel. The axle bridge is located below the wheel axle to enable the lowest possible entry in a low-floor bus.

[0004] DE 35 26272 A1 discloses an axle design in which a hollow axle support supports the wheel carriers at its outer ends. The spring and damper elements are supported against the wheel carriers. The axle support is designed as a welded sheet metal box.

[0005] Wheel suspensions are designed to ensure safe handling and mitigate any loss of ride comfort caused by uneven road surfaces. To achieve this, they must guide the wheels elastically during impacts without noticeably altering the chassis geometry. They must also have the longest possible spring travel, dampen vibrations, and be as light as possible to keep unsprung masses as low as possible. This applies to commercial vehicles, including truck trailers, just as it does to cars.

[0006] Recently, the additional problem has arisen that an axle construction intended for commercial vehicles should allow the wheels held by the axle construction to be driven by one or more electric motors. However, this presents the problem that the installation space available in a commercial vehicle is limited, especially if the commercial vehicle is a truck trailer. The overall width and height of a commercial vehicle are already restricted by legal registration regulations. The wheels used in a commercial vehicle must have a wheel diameter and wheel width large enough to safely support the mass of the commercial vehicle and its load on the ground. The width of the wheels and the control arms already significantly limits the installation space available between them. The commercial vehicle must also have sufficient ground clearance.The loading area of ​​the commercial vehicle cannot be raised because this would result in a loss of cargo space, which would impair the vehicle's efficiency. For these reasons, the axle systems known from the prior art are not suitable for use in conjunction with a high-performance drive decoupled from the unsprung masses. Conventional rigid axles, in particular, cannot be installed in such an axle construction. The object of the present invention is to create an axle construction that leaves sufficient space to equip the commercial vehicle with an electric drive in the area of ​​the axle construction, while still enabling safe handling and a high level of ride comfort.

[0007] The problem is solved for the generic axle construction by the characterizing features of claim 1 and for the generic commercial vehicle by the characterizing features of claim 17.

[0008] By locating the axle bridge on the side of the wheel axle facing away from the pivot bearings, the installation space in the area of ​​the wheel axle between the control arms remains free. An axle tube extending from wheel to wheel, which directly connects the wheels' axes of rotation, is eliminated. The resulting space can now be used for drive components of an electric drive system for the wheels supported by the axle structure. Nevertheless, the two control arms are connected to each other by the axle bridge.

[0009] The control arms are each pivotally mounted in a pivot bearing, which is arranged in a frame-side holding device. By connecting the control arms to each other via the axle bridge, especially in the area of ​​the sections of the control arms that are on the side facing away from the pivot bearings,

[0010] side of the wheel axle, this results in better tracking for the

[0011] Wheels attached to the wheel support. The two control arms, together with the axle bridge, form a U-shaped swing arm, to which the two wheels are held on opposite sides. The axle bridge distributes the transverse and supporting forces acting on the axle structure when the commercial vehicle is moving between both wheels and control arms. The axle bridge reduces the tendency of the control arms to swing individually across the direction of travel when transverse forces act on one or both control arms. The inclusion of the axle bridge also ensures a consistent track width of the axle, which is normally ensured by the rigid axle tube.

[0012] The control arms can be constructed in one or more parts. In a single-piece design, they extend from the pivot bearing to the axle bridge connection area as a welded assembly or as a single component cast from a single steel casting. In a multi-piece design, there are divisions between the individual parts of the control arms, where the individual parts are joined together to form a single control arm.

[0013] The axle bridge is designed in such a way that it allows one-sided compression or rebound of a control arm on one side of the vehicle without pulling or pushing the control arm on the other side of the vehicle upwards or downwards in the same way. Although the axle bridge is preferably designed to be rigid, it can - just like the control arms - perform torsional movements to a small extent when subjected to loads acting on one side, thereby at least partially compensating for the acting forces. One-sided compression or rebound therefore remains possible to a small extent. This is particularly true if the bearing bushes of the pivot bearings, in which the control arms are held in a frame-side holding device after they have been installed in a commercial vehicle, are designed to be soft.

[0014] According to one embodiment of the invention, the control arms are connected to the axle bridge in the area of ​​the supporting sections for connecting the respective control arm with a spring element. The connection of the axle bridge to the control arm in the area of ​​the spring element creates a favorable flow of force and good support of the axle bridge in the vertical direction by the spring element. In order to fulfill the spring function, a spring element must extend along a stroke path that creates sufficient spring travel. In order to be able to utilize a sufficiently long spring travel and to ensure the ride height offset required for commercial vehicles, one end of a spring element engages a control arm as low as possible. If the axle bridge also engages the control arm in this area, the axle bridge is also connected to the control arm as low as possible.The resulting low positioning of the axle bridge in the axle construction creates an installation space at the top that can be used for drive elements of the electric drive and / or for chassis components and / or for the most stable construction of the axle bridge possible.

[0015] According to one embodiment of the invention, the axle bridge is designed as a welded construction. The welded construction can be made relatively light. With a corresponding shape - for example, as a hollow

[0016] Box - still results in high rigidity.

[0017] According to one embodiment of the invention, the axle bridge is designed as a welded construction having a base plate on its underside which runs in an at least approximately constant plane across the width of the axle bridge and which has a greater overall height in its central section than in the outer edge regions. The at least approximately flat base plate forms protection towards the ground for the drive components, which can be arranged between the control arms in the shadow of the axle bridge. When installed, the base plate defines the ground clearance of the axle structure. With an at least approximately horizontal alignment of the base plate when installed in the vehicle, the base plate has a high resistance in the direction of its extension when struck by a foreign object, which significantly reduces the risk of permanent deformation of the axle structure during use.Furthermore, the continuous base plate prevents excessive dirt accumulation inside the axle bridge. The increased height in the middle section increases the static strength of the axle bridge in the area most likely to deflect. Increasing the cross-sectional profile of the axle bridge toward the top cleverly utilizes the available space between the control arms. According to one embodiment of the invention, a mounting bracket for connecting control arms is formed in the middle section of the axle bridge. The control arms can be used to adjust the toe, camber, spread, and caster. Toe describes the difference in length by which the two wheels of an axle are closer together at the front than at the rear. If the wheels are closer together at the front, this is referred to as "positive toe" or "toe-in"; conversely, it is referred to as "negative toe-in" or "toe-out."Camber, in turn, describes the angle of the wheel plane to a perpendicular line drawn at the contact point of the respective wheel, perpendicular to the vehicle's longitudinal axis. Camber, on the other hand, is the angle between the tilted axis and a perpendicular to the road surface, perpendicular to the vehicle's longitudinal axis.

[0018] The payload can also lead to a change in the camber angle if the axle geometry is not designed appropriately. The control arm struts therefore make it possible to adjust the camber to suit the payload typically transported. Cornering forces can only arise when a slip angle and / or camber are present when camber is present. Camber results in a favorable stress distribution of the tread particles in the tire contact patch. In multi-track vehicles such as commercial vehicles, basic camber and camber adjustment are used to partially compensate for the camber angle to the road, which results at the outside wheel in a curve due to the vehicle's roll tendency. With independent wheel suspensions, the camber changes over the spring travel, depending on the axle principle and the axle kinematics. In contrast, with rigid axles, the camber to the road remains approximately constant when cornering.In an axle design in which a conventional axle tube has been replaced by an axle bridge positioned offset from the wheel axle, the offset of the axle bridge from the wheel axle results in camber changes at the wheels when the payload changes or when cornering and one-sided compression and rebound movements of the wheels occur. These changes are caused by torsional movements in the control arms and / or the axle bridge. In an axle design for a driven axle in which a conventional axle tube is missing and the connection of the pivoting control arms to the attached driven wheels is established via an axle bridge positioned offset from the wheel axle, additional wheel guidance and a solution for transmitting the wheel forces are therefore required.When designing axle structures for commercial vehicles, especially with air suspension, it is also important to effectively dissipate the lateral forces that occur. The axle bridge is subjected to significant bending stress, particularly when cornering or increasing the payload. This is especially true for driven axles in a vehicle.

[0019] The initial adjustment of the wheel camber to a desired value when assembling the axle structure on a commercial vehicle and the maintenance of a desired wheel camber of the driven wheels while the commercial vehicle is moving, as well as the transmission and compensation of the wheel forces occurring when the commercial vehicle is moving, is now possible using the control arm struts, which can be connected to the axle bridge via the mounting bracket. To hold the wheels at a desired camber angle and absorb the forces occurring when the commercial vehicle is moving, the mounting bracket is designed in the central area of ​​the axle bridge. Control arm struts can be attached to the mounting bracket at their first end, and their second end is connected to one of the control arms.The control arms, which are attached to the mounting bracket at a first end, transfer the bending forces acting on the axle bridge during cornering and heavy payloads to the control arms, to which the wheel carriers and driven wheels are attached. This reduces the load on the connection between the axle bridge and the control arms. The control arms transfer the forces acting on them from the control arms to the wheels and the vehicle frame.

[0020] According to one embodiment of the invention, the fastening bracket is designed as a projection arranged below the upper edge of the axle bridge, which projection extends in a direction transverse to the direction of extension of the axle bridge, wherein the control arm struts have a length adjustment device and fastening elements for fastening control arm struts are formed on the projection, the pulling direction of which is aligned at an angle of < 45° and > 0° to the direction of extension of the axle bridge when viewed from above.

[0021] The protrusion allows the handlebar struts to engage the axle bridge at a height lower than the top of the axle bridge. The resulting longer lever allows the handlebar struts to absorb greater forces.

[0022] The control arms feature a length adjustment device. The control arms allow the wheel camber, wheel track, wheel spread, and caster of the corresponding axle assembly to be adjusted to a desired value after the axle assembly has been mounted on a commercial vehicle. The control arms can have a fixed length to match the desired geometric wheel alignment. However, it is also possible to adjust the geometric wheel alignment by adjusting the length of the control arms to a suitable length using the length adjustment device. The length adjustment can be achieved, for example, using telescopic tubes that can be locked into a specific extended position, a length-adjustable clamping screw, or other suitable length adjustment devices.The length of the control arm struts, which are equipped with a length adjustment device, can be adjusted to a desired value not only when the axle structure is mounted on a vehicle, but also subsequently during use of the vehicle.

[0023] By a pulling direction of the control arm struts, whose pulling direction, viewed from above, is aligned at an angle of < 45° and > 0° to the direction of extension of the axle bridge. The alignment of the pulling direction of the fastening elements within the specified angular range can be achieved by aligning the fastening elements at an appropriate angle to a retaining plate to which the fastening elements are attached, and / or by arranging the retaining plate to which the fastening elements are attached at an angle to the direction of extension of the axle bridge that results in the specified pulling direction angle.Due to the pulling direction of the control arm struts, which are aligned at an angle of < 45° to the direction of extension of the axle bridge when viewed from above, each control arm strut, the section of the axle bridge braced by the respective control arm strut and the section of the control arm between its connection to the axle bridge and the point at which the respective control arm strut engages the control arm form a force triangle across which the forces acting on these components are well distributed. The control arm struts can therefore effectively support the axle bridge in a direction transverse to the longitudinal direction of the vehicle and hold the wheels in a desired geometric setting when the commercial vehicle is moving. Because the angle is > 0°, the control arm struts can transfer not only transverse forces from the axle bridge to the vehicle frame, but also longitudinal forces.The fastening elements can, for example, be designed as screw bolts onto which a handlebar strut can be screwed. However, hook-shaped fastening elements or other suitable fastening elements can also be provided.

[0024] According to one embodiment of the invention, fastening elements for fastening control arm struts are formed on the projection on opposite sides, to which at least one control arm strut on each side of the projection is rotatably and / or articulately connected to the associated fastening element(s). In the assembled and rest position of the axle structure in a commercial vehicle, this control arm strut extends from the associated fastening element to the connection point of the control arm on the control arm associated with this control arm at an angle of attack that deviates by an angular dimension from the direct line between the associated fastening point and the wheel center point in the associated wheel. By arranging the fastening elements on opposite sides of the projection, it is possible to transfer the transverse forces acting on the axle structure when the vehicle corners to both sides of the vehicle frame.Depending on the direction of the lateral force acting, the fastening elements located on the first side of the projection are subjected to tensile loads, while those located on the second side are subjected to compressive loads. The introduction of the lateral forces into the vehicle frame from both sides provides excellent support for the axle structure when cornering.

[0025] According to one embodiment of the invention, at least two control arm struts are arranged on each side of the projection, connecting the projection from a respective fastening element to an associated control arm, and the control arm struts are aligned such that the first of the two control arm struts deviates upwards towards the control arm from the direct line between the associated fastening point and the wheel center in the associated wheel, and the second of the two control arm struts deviates downwards towards the control arm from the direct line between the associated fastening point and the wheel center in the associated wheel. With this specific arrangement, the at least two control arm struts move in opposite directions when the control arms and the axle bridge are deformed, thereby generating a tilting moment on the respective control arm and thus also on the wheel attached to it.This tilting moment can be used to hold the wheel in a desired geometric position. According to one embodiment of the invention, a fastening element for connecting a tracking device is formed on the axle bridge. Unlike the control arm struts, the tracking devices serve the purpose of favorably influencing the tracking of the wheels of the axle structure while the commercial vehicle is moving. The track of the wheels can change due to varying degrees of compression and rebound movements of the control arms on opposite sides of the vehicle frame, as well as due to torsional movements of the vehicle frame and transverse forces introduced by the wheels. The vehicle equipped with the axle structure could therefore exhibit self-steering behavior that is detrimental to safe driving behavior. In addition, the torques induced by the drive destabilize the tracking stability of the axle structure, especially if the joints of the control arms are designed with flexible joints.This circumstance makes a track guidance device necessary. Furthermore, commercial vehicle chassis can be adjusted to different ride heights. For this purpose, the track guidance device used must be designed in such a way that it can ensure a straight track of the axle construction for a wide range of ride heights. To overcome this difficulty, a fastening element for connecting a track guidance device is provided on the axle bridge. The fastening element for connecting a track guidance device is preferably arranged in the center of the axle bridge in order to transmit the forces introduced into the axle bridge by the track guidance device evenly to both sides of the axle construction and to be able to ensure a wide ride height range of the axle construction. According to one embodiment of the invention, the fastening element is a shaft for connection to a Watt linkage. The rotatable joint of the Watt linkage can be placed on the shaft.With a Watt's linkage, the axle always remains centered in the vertical direction during extension and compression. This utilizes the effect described by the Watt's parallelogram. One conceivable design could be constructed such that the wishbones are fixed to the vehicle frame on one side. The other movable ends are connected to the axle via a pivoting joint. The lateral lifting movements are caused by the radius that the movable ends of the two wishbones move through during extension and compression. However, they do not pull the axle outward, as the pivoting joint allows for length compensation and thus keeps the axle centered.

[0026] According to one embodiment of the invention, the fastening element for connecting a track guidance device is arranged on the side of the axle bridge opposite the fastening bracket for connecting the control arm struts. The arrangement of these components on opposite sides of the axle bridge results in a parallelogram-like force distribution. The forces introduced into the axle bridge by the control arm struts and the track guidance device are each optimally transmitted to the axle bridge. Furthermore, the elevation of the axle bridge enables the fastening element for the track guidance device to be positioned in an area selected to prevent collision of the rotatable joint with the ground. According to one embodiment of the invention, the outer ends of the axle bridge have two plates arranged at a distance from one another.which, when the axle structure is mounted on a vehicle, are in an at least approximately horizontal orientation, wherein at least one sleeve is arranged between the two plates, the central longitudinal axis of which extends in an at least approximately vertical direction when the axle structure is installed in a vehicle, at least one of the two plates has a through-opening in the extension of the central longitudinal axis of the sleeve, through which a screw bolt fitting into the sleeve is passed, an intermediate space is formed between the two plates and one end of the sleeve, into which a connecting element of a control arm is inserted, the connecting element of the control arm also has a through-opening in the extension of the central longitudinal axis of the sleeve, through which the screw bolt fitting into the sleeve is passed, and at least the side of one of the two plates facing away from the sleeve has a clamping surface,against which a screw nut or a screw head of the screw bolt is screwed. With the construction described above, the axle bridge and the control arms can be firmly connected to one another in a simple manner, in particular by means of an advantageous screw connection that allows separate assembly and disassembly of the components. The sleeve can be designed as a simple clamping sleeve or as a screw sleeve with an internal thread. The sleeve can be firmly connected to one plate, for example by a welded connection, and the screw connection is then made against the other plate, or the sleeve can be a simple spacer sleeve placed on a screw bolt that clamps the two plates together. The connecting element of the control arm can be a plate-shaped leg of the control arm.which is inserted into the space between the sleeve and the second plate and then bolted to the axle bridge with the screw bolt inserted through the through-hole. Of course, more than one sleeve can be provided at the ends of the axle bridge, with a number of through-holes corresponding to the number of sleeves used, so that the control arm associated with one end of the axle bridge can be connected to it via several screw bolts. Connecting the control arm to the axle bridge using several screw bolts creates a sufficiently strong, durable, and maintenance-free connection between the two components. The at least approximately horizontal alignment of the plates depends on the ride height of the axle construction; however, in the lowered, normal driving position, the spatial position of the plates is at least approximately vertical.

[0027] According to one embodiment of the invention, the axle bridge has a fastening means at each of its outer ends for connection to an air spring bellows. The air spring bellows is a spring element by means of which the free end of a control arm can be supported against the vehicle frame. During spring movements of the control arm, the air spring bellows is compressed or extended. With a direct connection of the axle bridge to an air spring bellows, the axle bridge on the corresponding side of the vehicle directly follows the compression and rebound movements of this air spring bellows. Separate force transmission means can therefore be dispensed with. The fastening means can, for example, consist of a sleeve or a screw bolt, via which the components are connected by means of a

[0028] Screw connections can be made. According to one embodiment of the invention, the air spring bellows can also be directly connected to the axle bridge and not to a control arm, so that the spring forces are only indirectly transmitted to the corresponding control arm via the axle bridge.

[0029] According to one embodiment of the invention, a corresponding end of the axle bridge is connected to both the control arm and the air spring bellows at a connecting node. A corresponding end of the axle bridge, the corresponding control arm, and the corresponding air spring bellows are connected to each other via the connecting node. The acting forces can be easily transmitted between the components connected via the connecting node.

[0030] According to one embodiment of the invention, a bellows support is placed on the upper of the two plates located at one end of the axle bridge and firmly connected to it. The bellows support can be plate-shaped. Openings can be formed in the bellows support through which one or more screw heads of screw bolts or screw nuts located underneath can be reached. The bellows support can be made thick enough that the screw heads or screw nuts do not protrude above the surface of the bellows support. This creates a flat surface for the support of the spring element and sufficient space for mounting the spring element, in particular in the form of an air spring bellows. The connection between the bellows support and the axle bridge can be established, for example, by means of a screw or welded connection.In addition, the design of the connecting node between the control arm and the axle bridge is such that it is still possible to fasten or loosen the spring bellows when the two components are connected.

[0031] According to one embodiment of the invention, the connection between the axle bridge and the control arm is designed such that the installation of a spring element on at least one of these elements is possible without having to disconnect the connection between the axle bridge and the control arm. This is possible through separate interfaces for the connection of the axle bridge and the respective control arm and the connection between the axle bridge and / or the control arm and the spring element, for example, via the bellows support. Thus, repair or replacement of the spring element is possible without excessive effort.

[0032] According to one embodiment of the invention, the control arms and the axle bridge are each connected to each other by at least three screw connections. If the wheel axle is offset from an axle bridge in an axle structure, high shear and tensile forces arise in the transition area between the control arms and the axle bridge when the commercial vehicle equipped with the axle structure corners and / or the control arms compress or extend. A screw connection offers advantages over conventional welded connections. However, to ensure the screw connection is sufficiently resilient, at least three screw connections are required to connect a control arm to an axle bridge sufficiently firmly and durably.It is pointed out that the above-mentioned embodiments of the invention can be combined individually, but also with each other, with the subject matter of claim 1 and the other subclaims, provided that there are no technical obstacles to this and no mandatory dependencies exist.

[0033] Further modifications and embodiments of the invention can be found in the claims, the description and the drawings.

[0034] The invention will be explained in more detail below using an exemplary embodiment. The figures show:

[0035] Figure 1 : an overall view of an electric drive train installed in a commercial vehicle from below,

[0036] Figure 2: a view of the axle construction from above,

[0037] Figure 3: a view of the axle construction from behind,

[0038] Figure 4: an enlarged view of an outer end of the axle bridge, and Figure 5: the view shown in Figure 4 of an outer end of the axle bridge with a screw connection.

[0039] Figure 1 shows an overall view of a commercial vehicle 2 in the form of a truck trailer, obliquely viewed from below, into which an electric drive train 200 is installed. The commercial vehicle 2 has a vehicle frame 4, which in the exemplary embodiment is supported on the ground via three axle structures 6. The middle axle structure 6 has the electric drive train 200; in the other two axle structures, the axle bridge or axle is omitted for reasons of simplification of the drawing. At the front, the commercial vehicle is placed with the kingpin K on the fifth wheel coupling of a semi-trailer truck (not shown in detail in the drawing) and pulled over it.

[0040] The axle structures 6 each have a control arm 8 on opposite sides of the vehicle frame 4, each of which is connected to the vehicle frame 4 via a pivot bearing 10 arranged in a holding bracket. A wheel carrier 12 is also attached to the control arm 8, to which the wheels of the commercial vehicle 2 can then be screwed. At their end facing away from the pivot bearing 10, the control arms 8 are each supported on the vehicle frame 4 via a spring element 14. The control arms 8 therefore rotate about the pivot bearings 10 during spring movements and, in doing so, cushion against the restoring forces in the flexible spring elements 14. Fig. 2 shows a view of the axle structure 6 from above. In this view, the wheel axle R is clearly visible, the spatial position of which is determined by the axes of rotation of at least two wheels 16 arranged on opposite sides of the axle structure 6.The wheels 16 are each held by a wheel carrier 12 on a control arm 8 connected thereto. The control arms 8 are arranged at a distance from one another along the wheel axis R and are each aligned in a direction transverse to the wheel axis R. The control arms 8 each have a pivot bearing 10 at a first end, an interface 18 for connecting a wheel carrier 12 to the respective control arm 8 at a first distance from the pivot bearing 10, and a support section 20 for connecting the respective control arm 8 to a spring element 14 at a second distance from the pivot bearing 10.

[0041] The control arms 8 are connected to one another via an axle bridge 22 on the side of the wheel axle R facing away from the pivot bearings 10. The control arms 8 are also connected to the axle bridge 22 in the area of ​​the support sections 20 for connecting the respective control arm 8 by a spring element 14. In the central area of ​​the axle bridge 22, a fastening bracket 24 for connecting control struts 26 is formed. In the illustrated embodiment, the fastening bracket 24 is designed as a projection V arranged below the upper edge of the axle bridge 22, which extends in a direction transverse to the direction of extension of the axle bridge 22. Fastening elements 28a for fastening control struts 26 are formed on the projection V, the pulling direction of which, when viewed from above, is oriented at an angle a < 45° and > 0° to the direction of extension of the axle bridge 22.On the projection V, fastening elements 28a for fastening control arm struts 26 are formed on opposite sides, on which at least one control arm strut 26 on each side of the projection V is rotatably and / or articulately connected to the associated fastening element(s) 28a, and this control arm strut 26 extends from the associated fastening element 28a in the assembled and rest position of the axle construction 6 in a commercial vehicle to the connection point of the control arm 8 belonging to this control arm strut 26 at an angle of attack which deviates by an angular dimension from the direct line between the associated fastening point and the wheel center point in the associated wheel 16.

[0042] Fig. 3 shows a view of the axle construction from the rear. This view shows that the axle bridge 22 is designed as a box-like welded construction with a base plate 30, a cover plate 38, and two side plates 40. The base plate 30 on the underside of the axle bridge 22 runs across the width of the axle bridge 22 in an at least approximately constant plane. The side plate 40, and thus the axle bridge 22, have a greater overall height H in their central section than in the outer edge regions. A fastening element 28b for connecting a track guidance device 32 is formed on the axle bridge 22. In the exemplary embodiment, the track guidance device 32 is designed as a Watt linkage. The fastening element 28b is a shaft onto which the joint plate 34 is rotatably mounted. The inner ends of the two wishbones 36 are connected to the joint plate 34 via pivot joints.The outer ends of the wishbones 36 are each connected to a control arm. A tilting movement of one control arm 8 in a direction transverse to the direction of travel is transmitted to the other control arm 8 via the Watt linkage.

[0043] In Fig. 4, an enlarged view of an outer end of the axle bridge 22 shows that this end has two plates 42a, 42b arranged at a distance from one another, which are in an at least approximately horizontal orientation when the axle structure 6 is mounted on a vehicle 2. At least one sleeve 44 is firmly connected to the first plate 42a, the central longitudinal axis L of which, shown in dashed lines in Fig. 4, extends in an at least approximately vertical direction when the axle structure 6 is installed in a vehicle 2. Both plates 42a, 42b have a through-opening 46 in the extension of the central longitudinal axis L of the sleeve 44, through which a screw bolt 48 fitting into the sleeve 44 can be passed. Between the two plates 42a, 42b and one end of the sleeve 44, an intermediate space 50 is formed, into which a connecting element 52 of a control arm 8 is inserted.The connecting element 52 of the control arm 8 also has, in the extension of the central longitudinal axis L of the sleeve 44, a through-opening 46 through which the screw bolt 48 fitting into the sleeve 44 is passed, as shown in Fig. 5. In the exemplary embodiment, both sides of the two plates 42a, 42b facing away from the sleeve 44 have a clamping surface 54 against which a screw nut or a screw head of the screw bolt 48 is screwed. If a screw bolt 48 is screwed to a screw sleeve 44 welded onto the inside of one of the two plates 42a, 42b, it is of course sufficient if only the side not connected to the.

[0044] The plate 42a, 42b welded to the screw sleeve 44 has a clamping surface 54.

[0045] Fig. 5 further shows that the axle bridge 22 has, at the outer end shown there, a fastening means for connecting to an air spring bellows as an example of a spring element 14. In the exemplary embodiment shown, the fastening means are the two screw holes 56, via which an air spring bellows can be screwed to the axle structure 6. The end of the axle bridge 22 shown in Figs. 4 and 5, together with the two plates 42a, 42b and the connecting element 52, forms a connecting node 58 via which the axle bridge 22 is connected to both the control arm 8 and the air spring bellows. In the exemplary embodiment, a bellows carrier 60 is placed on the upper of the two plates 42a, 42b located at one end of the axle bridge 22 and is firmly connected to the axle bridge 22.

[0046] The invention is not limited to the embodiment described above. It will be readily apparent to those skilled in the art to modify the embodiment in a manner deemed appropriate to adapt it to a specific application.

[0047] commercial vehicle

[0048] vehicle frame

[0049] Axle construction

[0050] handlebar arm

[0051] swivel bearing

[0052] wheel carrier

[0053] spring element

[0054] wheel

[0055] Interface for connecting a wheel carrier

[0056] supporting section

[0057] axle bridge

[0058] Mounting bracket

[0059] Handlebar stays

[0060] Fastening element

[0061] base plate

[0062] Lane guidance devices

[0063] Joint plate

[0064] wishbone

[0065] cover plate

[0066] side panel

[0067] Plate 4 Sleeve 6 Feedthrough opening

[0068] 48 screw bolts

[0069] 50 space

[0070] 52 connecting element

[0071] 54 clamping surface

[0072] 56 screw hole

[0073] 58 connection nodes

[0074] 60 bellows supports

[0075] 200 electric drivetrain

[0076] K Kingpin

[0077] R wheel axle

[0078] V Lead

[0079] L Central longitudinal axis

Claims

Patent claims 1. Axle construction (6) for a commercial vehicle chassis with a wheel axle (R), the spatial position of which is determined by the axes of rotation of at least two wheels (16) arranged on opposite sides of the axle construction (6). The wheels (16) are each held by a wheel carrier (12) on a control arm (8) connected thereto. The control arms (8) are arranged spaced apart from one another along the wheel axis (R) and are each aligned in a direction transverse to the wheel axis (R). The control arms (8) each have a pivot bearing (10) at a first end. At a first distance from the pivot bearing (10), an interface (18) for connecting a wheel carrier (12) to the respective control arm (8), and at a second distance from the pivot bearing (10), a support section (20) for connecting the respective control arm (8) to a spring element (14), characterized in thatthat the control arms (8) on the side of the wheel axle (R) facing away from the pivot bearings (10) are connected to one another via an axle bridge (22).

2. Axle construction (6) according to claim 1, characterized in that the control arms (8) are connected to the axle bridge (22) in the region of the support sections (20) for connecting the respective control arm (8) with a spring element (14).

3. Axle construction (6) according to claim 2, characterized in that the Axle bridge (22) is designed as a welded construction.

4. Axle construction (6) according to one of the preceding claims, characterized in that the axle bridge (22) is designed as a welded construction which has a base plate (30) on its underside which runs across the width of the axle bridge (22) in an at least approximately constant plane and which has a greater construction height (H) in its central section than in the outer edge regions.

5. Axle construction (6) according to one of the preceding claims, characterized in that a fastening bracket (24) for connecting handlebar struts (26) is formed in the central region of the axle bridge (22).

6. Axle construction (6) according to claim 5, characterized in that the fastening bracket (24) is designed as a projection (V) arranged below the upper edge of the axle bridge (22) and extending in a direction transverse to the direction of extension of the axle bridge (22), wherein fastening elements (28a) for fastening control arm struts (26) are formed on the projection (V), the pulling direction of which is aligned at an angle (a) < 45° and > 0° to the direction of extension of the axle bridge (22) when viewed from above.

7. Axle construction (6) according to claim 6, characterized in that fastening elements (28a) for fastening control arm struts (26) are formed on the projection (V) on opposite sides, to which at least one control arm strut (26) on each side of the projection (V) is rotatably and / or articulately connected to the associated fastening element(s) (28a), and this control arm strut (26) extends from the associated fastening element (28a) in the assembled and rest position of the axle construction (6) in a commercial vehicle to the connection point of the control arm strut (26) on the control arm (8) associated with this control arm strut (26) at an angle of incidence which deviates by an angular dimension from the direct line between the associated fastening point and the wheel center point in the associated wheel (16).

8. Axle construction (6) according to one of the preceding claims, characterized in that a fastening element (28b) for connecting a track guidance means (32) is formed on the axle bridge (22).

9. Axle construction (6) according to claim 8, characterized in that the fastening element (28b) is a shaft for connection to a Watt rod.

10. Axle construction (6) according to one of the preceding claims, characterized in that the fastening element (28b) for connecting a track guidance means (32) is arranged on the side of the axle bridge (22) opposite the fastening bracket (24) for connecting control arm struts (26). 11 . Axle construction (6) according to one of the preceding claims, characterized in that the outer ends of the axle bridge (22) have two plates (42a, 42b) arranged at a distance from one another, which are in an at least approximately horizontal orientation when the axle construction (6) is mounted on a vehicle (2), wherein at least one sleeve (44) is arranged between the two plates (42a, 42b), the central longitudinal axis (L) of which extends in an at least approximately vertical direction when the axle construction (6) is installed in a vehicle (2), at least one of the two plates (42a, 42b) has a through-opening (46) in the extension of the central longitudinal axis of the sleeve (44), through which a screw bolt (48) fitting into the sleeve (44) is passed, an intermediate space (50) is formed between the two plates (42a, 42b) and one end of the sleeve (44), into which intermediate space a connecting element (52) of a handlebar arm (8) is inserted,the connecting element (52) of the control arm (8) also has a through-opening (46) in the extension of the central longitudinal axis of the sleeve (44), through which the screw bolt (48) fitting into the sleeve (44) is passed, and at least the side of one of the two plates (42a, 42b) facing away from the sleeve (44) has a clamping surface (54) against which a screw nut or a screw head of the screw bolt (48) is screwed.

12. Axle construction (6) according to one of the preceding claims, characterized in that the axle bridge (22) has at its outer ends a fastening means for connection to an air spring bellows.

13. Axle construction (6) according to claim 12, characterized in that a corresponding end of the axle bridge (22) is connected in a connecting node (58) both to the control arm (8) and to the air spring bellows.

14. Axle construction (6) according to one of claims 11 to 13, characterized in that a bellows support (60) is placed on the upper of the two plates (42a, 42b) located at one end of the axle bridge (22) and is firmly connected to the axle bridge (22).

15. Axle construction according to one of the preceding claims, characterized in that the connection between the axle bridge (22) and the control arm (8) is designed in such a way that the mounting of a spring element (14) on at least one of these elements is possible without having to loosen the connection between the axle bridge (22) and the control arm (8).

16. Axle construction (6) according to one of the preceding claims, characterized in that the control arms (8) and the axle bridge (22) are each connected to one another by at least three screw connections.

17. Commercial vehicle (2) with an axle construction (6) for a commercial vehicle chassis with a wheel axle (R), the spatial position of which is determined by axes of rotation of at least two wheels (16) arranged on opposite sides of the axle construction (6), the wheels (16) are each held by a wheel carrier (12) on a control arm (8) connected thereto, the control arms (8) are arranged along the Wheel axle (R) arranged at a distance from one another and each aligned in a direction transverse to the wheel axle (R), the control arms (8) each have a pivot bearing (10) at a first end, an interface (18) for connecting a wheel carrier (12) to the respective control arm (8) at a first distance from the pivot bearing (10) and a support section (20) for connecting the respective control arm (8) to a spring element (14) at a second distance from the pivot bearing (10), characterized in that the axle construction (6) is designed according to the characterizing features of claims 1 - 16.

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