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 control arms (8), each of which has a pivot bearing (10) at a first end, an interface (18) at a first distance to the pivot bearing (10) for attaching a wheel carrier (12) to the respective control arm (8), and a support section (20) at a second distance to the pivot bearing (10) for connecting the respective control arm (8) to a spring element (14). 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. 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), said axle bridge (22) being screwed to the control arms (8).

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 16.

[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 26 272 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 lightweight as possible to keep unsprung masses to a minimum. 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 state of the art are not suitable for use in conjunction with an electric drive. In particular, conventional rigid axles cannot be installed in such an axle design.

[0007] It is the object of the present invention to create an axle construction which leaves sufficient installation space to provide the commercial vehicle with an electric drive in the area of ​​the axle construction and which nevertheless enables safe driving behavior and a high level of driving comfort.

[0008] 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 15.

[0009] 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 freed-up installation space can now be used for drive components of an electric drive system for the wheels supported by the axle structure.

[0010] Nevertheless, the two control arms are connected to each other by the axle bridge.

[0011] The control arms are each pivotally mounted in a pivot bearing arranged in a holding device on the frame. By connecting the control arms to one another via the axle bridge, particularly in the area of ​​the sections of the control arms that are located on the side of the wheel axle facing away from the pivot bearings, this results in better tracking for the wheels attached to the wheel carriers. 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 ensures that the lateral forces acting on the axle structure when the commercial vehicle is moving are effectively distributed between both wheels and control arms. The axle bridge reduces the tendency of the control arms to oscillate transversely to the direction of travel when lateral forces act on one or both control arms.The installation 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 one-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. 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 to allow 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 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 a small amount of torsional movement when subjected to one-sided loads, thereby at least partially compensating for the acting forces. One-sided compression or rebound therefore remains possible. This is especially 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] The axle bridge is bolted to the control arms. Due to the offset of the axle bridge relative to the wheel axle, especially in a commercial vehicle such as a fully loaded truck trailer, high forces act on the axle bridge to guide the wheels, especially when cornering. This is even more true if the wheels held and guided by the axle structure are also driven, and the axle structure must transfer the drive forces to the commercial vehicle frame. However, it has been shown that a bolted connection is also suitable for withstanding the forces occurring at the transition between the control arms and the axle bridge and for safely guiding the control arms.

[0015] 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 are in an at least approximately horizontal orientation when the axle structure is mounted on a vehicle, 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 placed onto a screw bolt as a simple spacer sleeve.which 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 pushed 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 belonging to one end of the axle bridge can be connected to it via several screw bolts. By connecting the control arm to the axle bridge using several screw bolts, a sufficiently strong, durable, and maintenance-free connection between the two components can be created. The at least approximately horizontal alignment of the plates depends on the ride height of the axle construction.In the lowered normal driving condition, the spatial position of the plates is at least approximately vertical.

[0016] According to one embodiment of the invention, the axle bridge is designed as a welded construction, and the plates are outward-facing extensions of the upper and lower profile legs, in particular of the base plate and the cover plate, of the axle bridge. As a welded construction, the axle bridge can have a base plate on its underside that runs in an at least approximately constant plane across the width of the axle bridge, and it can have a greater overall height in its central section than in the outer edge areas. The welded construction can be comparatively lightweight. With an appropriate shape—for example, as a hollow box—high rigidity is nevertheless achieved.Since the ends of the welded bridge in the connection area to the control arms are subject to particular compressive or tensile loads, a good flow of forces between the axle bridge and the control arms is achieved if the plates are outward-facing extensions of the upper and lower profile legs of the axle bridge. For example, steel plates can be used as the upper and lower profile legs of the axle bridge as the base plate and cover plate. These steel plates are installed in an at least approximately horizontal spatial position in the axle bridge and exhibit a high level of toughness in the at least approximately horizontal loading direction. If the profile legs merge into the end plates in one piece thanks to a corresponding formation, there is no force deflection from the plates into the axle bridge. The plates can also be firmly welded to an upper or lower profile leg in the abutment area.

[0017] According to one embodiment of the invention, the plates, when viewed from above, are positioned at an angle to the wheel axle with their longitudinal center axis relative to the longitudinal center axis of the rest of the axle bridge. In this way, the plates each form a type of arc that runs from the axle bridge in the direction of the wheel axle. Since the arc only encompasses the installation space between the control arms and the axle bridge at the edges, the installation space between the control arms in the area of ​​the wheels that has been freed up by the offset of the axle bridge for drive components of the electric drive is not significantly restricted. The end faces of the plates do not have to point exactly towards the wheel axle, but can also be positioned approximately in that direction.The arrangement and alignment of the plates, with their curved shape, better corresponds to the force distribution between the axle bridge and the control arms than a precisely perpendicular alignment and connection of the components. 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. When the control arm undergoes spring movements, 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. This eliminates the need for separate force transmission devices.The fastening element can, for example, consist of a screw sleeve or a screw bolt, through which the components can be connected to one another by means of a screw connection. According to one embodiment of the invention, the air spring bellows can also be directly connected only to the axle bridge and not to a control arm, so that the spring forces are only indirectly transmitted via the axle bridge to the associated control arm.

[0018] 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 in a connecting node. A corresponding end of the axle bridge, the associated control arm, and the associated air spring bellows are connected to one another via the connecting node. The acting forces can be easily transmitted between the components connected to one another via the connecting node. According to one embodiment of the invention, a bellows carrier is placed on the upper of the two plates located at one end of the axle bridge and firmly connected to it. The bellows carrier can have a plate shape. Openings can be formed in the bellows carrier 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 nuts do not protrude above the surface of the bellows support. This creates a flat surface and sufficient space for mounting the spring element, particularly in the form of an air spring bellow. The bellows support can be connected to the axle bridge using a screw or weld, for example. The inclusion of the bellows support makes it possible to limit the material used to the required connection point and avoid a greater component thickness over the entire length of the axle bridge or the need for complex remachining of the components.

[0019] 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 loosen the connection between the axle bridge and the control arm. This is possible due to 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. This allows repair or replacement of the spring element without excessive effort. According to one embodiment of the invention, the axle bridge is designed as a welded construction which has 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 provides protection 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 to impacts against a foreign object in the direction of its extension, which significantly reduces the risk of permanent deformation of the axle structure during use. The greater overall height in the middle section increases the static strength of the axle bridge in the area most likely to deflect. By increasing the cross-sectional profile of the axle bridge towards the top, the available installation space between the control arms is cleverly utilized.

[0020] In the center of the axle bridge, a mounting bracket is designed for connecting the control arms. The control arms can be used to adjust the toe, camber, splay, 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 front wheels are closer together, this is referred to as "positive toe" or "toe-in"; conversely, this is referred to as "negative toe-in" or "toe-out." Camber, in turn, describes the angle of the wheel plane to a perpendicular line erected at the contact point of the respective wheel, perpendicular to the vehicle's longitudinal axis. Splay, on the other hand, is the angle between the tilted axle and a perpendicular to the road surface, perpendicular to the vehicle's longitudinal axis.

[0021] 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.

[0022] 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 located in the center 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.

[0023] 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.

[0024] 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.

[0025] The control arms feature a length adjustment device. The control arms allow the wheel camber, wheel track, wheel spread, and the caster and fore-and-aft 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 setting of the wheels. However, it is also possible to adjust the geometric setting of the wheels 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.

[0026] By a pulling direction of the handlebar struts, the pulling direction of which is oriented at an angle of < 45° and > 0° to the direction of extension of the axle bridge when viewed from above. By a pulling direction of the handlebar struts, the pulling direction of which is oriented at an angle of < 45° and > 0° to the direction of extension of the axle bridge when viewed from above. The alignment of the pulling direction of the fastening elements in the specified angular range can be achieved by aligning the fastening elements at an appropriate angle to a holding plate to which the fastening elements are attached and / or by arranging the holding plate to which the fastening elements are attached at an angular position to the direction of extension of the axle bridge which results in the specified pulling direction angle.

[0027] 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.

[0028] 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 is cornering 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.

[0029] 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 is cornering to both sides of the vehicle frame.Depending on the direction of action of a lateral force, the fastening elements arranged on a first side of the projection are subjected to tensile load and the fastening elements arranged on the second side of the projection are subjected to compressive load. The introduction of the lateral forces into the vehicle frame from both sides results in very good support of the axle structure when cornering. At least two control arm struts can be arranged on each side of the projection, which connect the projection from a respective fastening element to an associated control arm. The control arm struts are aligned in such a way 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 point 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 point in the associated wheel.With this specific arrangement, the at least two control arm struts move in opposite directions when the control arms and axle bridge deform, 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 during compression or rebound of the control arm.

[0030] 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 tracking device necessary.Furthermore, commercial vehicle chassis can be adjusted to different ride heights. For this purpose, the track guidance system used must be designed in such a way that it can ensure a straight track of the axle structure for a wide range of ride heights. To overcome these difficulties, a fastening element for connecting a track guidance system is provided on the axle bridge. The fastening element for connecting a track guidance system is preferably arranged in the center of the axle bridge in order to evenly transmit the forces introduced into the axle bridge by the track guidance system to both sides of the axle structure and to ensure a wide range of ride heights for the axle structure.

[0031] According to one embodiment of the invention, the fastening element is a shaft for connection to a Watt's linkage. The rotatable joint of the Watt's linkage can be placed on the shaft. With a Watt's linkage, the axle always remains centrally guided in a vertical direction during extension and compression. It utilizes the effect described by the Watt's parallelogram. The wishbones are fixed to the frame on one side. The other movable ends are connected to the axle via a rotatable 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 outwards because the rotatable joint enables length compensation and thus keeps the axle centered.

[0032] 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 rotating joint with the ground.

[0033] 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.

[0034] Further modifications and embodiments of the invention can be

[0035] The invention will be explained in more detail below using an exemplary embodiment. They show:

[0036] Figure 1 : an overall view of an electric drive train installed in a commercial vehicle from below,

[0037] Figure 2: a view of the axle construction from above,

[0038] Figure 3: a view of the axle construction from behind,

[0039] Figure 4: an enlarged view of an outer end of the axle bridge, and

[0040] Figure 5: the representation of an outer end of the axle bridge with a screw connection shown in Figure 4.

[0041] 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.

[0042] 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 support 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 ends 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 thus rotate around the pivot bearings 10 during spring movements and thereby cushion the restoring forces in the flexible spring elements 14.

[0043] 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 to it. 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. The control arms 8 are connected to one another by 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 is formed for connecting control struts 26. In the illustrated embodiment, the fastening bracket 24 is formed 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 aligned at an angle a < 45° and > 0° to the direction of extension of the axle bridge 22.

[0044] On the projection V, fastening elements 28a for fastening control arm struts 26 are formed 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 structure 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. Fig. 3 shows a view of the axle structure from the rear.The 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 handlebar arm 8 in a direction transverse to the direction of travel is transmitted to the other handlebar arm 8 via the Watt linkage.

[0045] 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 a through-opening 46 in the extension of the central longitudinal axis L of the sleeve 44, 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 to the inside of one of the two plates 42a, 42b, it is of course sufficient if only the plate 42a, 42b not welded to the screw sleeve 44 has a clamping surface 54.

[0046] 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.

[0047] 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.

[0048] List of reference symbols

[0049] commercial vehicle

[0050] vehicle frame

[0051] Axle construction

[0052] handlebar arm

[0053] swivel bearing

[0054] wheel carrier

[0055] spring element

[0056] wheel

[0057] Interface for connecting a wheel carrier

[0058] supporting section

[0059] axle bridge

[0060] Mounting bracket

[0061] Handlebar stays

[0062] Fastening element

[0063] base plate

[0064] Lane guidance devices

[0065] joint plate

[0066] wishbone

[0067] cover plate

[0068] side panel

[0069] Plate 4 Sleeve 6 Feedthrough opening 8 Screw bolt

[0070] 50 space

[0071] 52 connecting element

[0072] 54 clamping surface

[0073] 56 screw hole

[0074] 58 connection nodes

[0075] 60 bellows supports

[0076] 200 electric drivetrain

[0077] K Kingpin

[0078] R wheel axle

[0079] V Lead

[0080] 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), wherein the axle bridge (22) is screwed to the control arms (8).

2. Axle construction according to claim 1, characterized in that the outer ends of the axle bridge (22) have two spaced-apart Plates (42a, 42b) which, when the axle construction (6) is mounted on a vehicle (2), are in an at least approximately horizontal orientation, 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, in the extension of the central longitudinal axis of the sleeve (44), a through-opening (46) 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 control arm (8) is inserted, the connecting element (52) of the control arm (8) is also in the extension of the central longitudinal axis of the sleeve (44) has a through opening (46),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.

3. Axle construction according to claim 2, characterized in that the axle bridge (22) is designed as a welded construction and the plates (42a, 42b) are outwardly facing extensions of the upper and lower profile legs, in particular the base plate (30) and the cover plate (38), of the axle bridge (22).

4. Axle construction according to one of the preceding claims, characterized in that the plates (42a, 42b) in a view from above in the ratio to the longitudinal center axis of the remaining axle bridge (22) with its longitudinal center axis at an angle of attack towards the wheel axle (R).

5. Axle construction 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.

6. Axle construction according to claim 5, 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.

7. Axle construction according to one of claims 2 to 6, 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).

8. 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).

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

10. Axle construction 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).

11. Axle construction according to claim 10, 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, when viewed from above, is oriented at an angle (a) < 45° and > 0° to the direction of extension of the axle bridge (22).

12. Axle construction according to claim 11, characterized in that fastening elements (28a) for fastening control struts (26) are formed on the projection (V) on opposite sides, on which at least one control 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 strut (26) extends from the associated fastening element (28a) in the assembly and rest position of the axle construction (6) in a commercial vehicle extends to the connection point of the handlebar strut (26) on the handlebar arm (8) belonging to this handlebar strut (26) at an angle of attack which deviates by an angular dimension from the direct line between the associated attachment point and the wheel center point in the associated wheel (16).

13. Axle construction 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).

14. Axle construction according to claim 13, characterized in that the fastening element (28b) is a shaft for connection to a Watt linkage.

15. Axle construction 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).

16. 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 via 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 first end a pivot bearing (10), 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 that the axle construction is designed according to the characterizing features of claims 1 - 15.

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