Axle structure for a commercial vehicle chassis with an axle bridge - Patent Application 20070122637

Abstract

The present invention relates to an axle structure (6) for a commercial vehicle chassis having a right axle (R), the spatial position of which is determined by the rotation axes of at least two wheels (16) arranged on either side of the axle structure (6). In order to create an axle structure (6) that leaves sufficient installation space in the area of ​​the axle structure (6) for providing an electric drive for a commercial vehicle (2) while still allowing safe driving behavior and a high level of driving comfort, according to the invention, the steering arms (8) on the right axle side, remote from the pivot bearing (10), are connected to each other via an axle bridge (22), and a fixing bracket (24) for connecting a suspension strut (26) is formed in the central area of ​​the axle bridge (22).

Description

[Technical Field]

[0001] The invention relates to an axle structure for a commercial vehicle chassis according to the preamble of claim 1 and to a commercial vehicle equipped with a corresponding axle structure according to the preamble of claim 10. [Background technology]

[0002] Document DE 10163628 A1 discloses such an axle structure, in which the wheels are driven by drive motors arranged on the wheels, and an axle bridge is arranged under the axle in order to allow passengers to board the low-floor bus from as low a position as possible.

[0003] Document DE 3526272 A1 discloses an axle structure in which a hollow axle beam supports a wheel carrier at its outer end. Springs and damping elements are supported against the wheel carrier. The axle beam is in the form of a box made of welded sheet metal.

[0004] The wheel suspension is intended to ensure safe driving characteristics and reduce the loss of driving comfort caused by road irregularities. Furthermore, it must guide the wheels elastically in the event of unexpected impacts without significantly changing the chassis geometry. At the same time, the spring stroke must be as long as possible, vibration damping must be as low as possible, and the suspension must be as light as possible to keep the unsprung mass as low as possible. Excessive toe angles should be avoided, as this can increase tire wear, especially uneven wear across the tire width. Excessive toe angles can also prevent the drive force from being fully transmitted to the ground. These requirements are somewhat contradictory, so a compromise is always necessary in design and balance. Summary of the Invention

[0005] Recently, the problem has arisen that the axle structure should be such that the wheels held by the axle structure can be driven by one or more electric motors, but the problem is that the available space is limited in commercial vehicles.

[0006] The present invention addresses the problem of creating an axle structure that leaves sufficient space in the area of ​​the axle structure for mounting an electric drive on a commercial vehicle, while still allowing safe driving characteristics and a high level of driving comfort. This problem is solved for axle structures of this type by the characterizing features of claim 1 and for commercial vehicles of this type by the characterizing features of claim 10.

[0007] Each control arm is rotatably mounted on a pivot bearing located on a support device on the frame. The control arms are connected to each other via an axle bridge on the side of the axle opposite the pivot bearing, providing better track guidance for the wheels fixed to the wheel carrier. The two control arms, together with the axle bridge, form a U-shaped swing arm on which the two wheels are supported on opposite sides. The axle bridge effectively distributes the lateral forces acting on the axle structure while the commercial vehicle is in motion between the two wheels and the control arms.

[0008] The control arm can be constructed from one or more pieces. In one-piece embodiments, the control arm extends from the pivot bearing to the axle bridge mounting area as a single piece, either a welded assembly or cast from a steel casting. In multi-piece embodiments, the control arm has dividers between the individual pieces that join the individual pieces to form the control arm.

[0009] The axle bridge is designed so that when the control arm on one side of the vehicle flexes or rebounds to one side, the control arm on the opposite side of the vehicle is not simultaneously pulled upward or pushed downward in the same manner. While the axle bridge is preferably a rigid structure, if a load acts on only one side, the axle bridge (and control arm) can perform a slight twisting movement, thereby at least partially canceling the acting force. As a result, flexing or rebounding to one side is still possible. This is particularly true when the bearing bushings of the pivot bearings, which are held in a retaining device on the frame after the control arm is installed on the commercial vehicle, are designed to be flexible.

[0010] The axle bridge is located on the side of the axle facing away from the pivot bearing, leaving available space in the axle area between the control arms. This structure eliminates the use of conventional axle tubes. This available space can be used for the drive components of the electric drive system for the wheels held by the axle structure.

[0011] The central area of ​​the axle bridge is where the fixing brackets for the suspension struts are mounted. These suspension struts allow the user to set toe, camber, tilt, and caster. Toe refers to the difference in length between the two wheels of an axle, with the front wheels closer together than the rear wheels. When the front wheels are closer together, this is called "positive toe" or "toe-in," and is the opposite of "negative toe" or "toe-out." Camber refers to the angle of the wheel plane relative to a perpendicular line established at the wheel's contact patch across the vehicle's longitudinal axis. Tilt, on the other hand, is the angle between the angled axle and a perpendicular line to the road surface across the vehicle's longitudinal axis.

[0012] If the axle geometry is not designed properly, the camber angle may change depending on the load weight. Therefore, suspension struts allow for the camber to be adapted to suit the load weight typically transported. When the tire is rotating, cornering forces only occur with the slip angle and / or camber. The camber establishes a favorable stress distribution in the profile particles in the tire's contact patch. In the case of multi-track vehicles, such as commercial vehicles, the basic camber and the camber variation are used to partially correct the camber angle relative to the road surface that occurs on the outside wheel in a curve due to the vehicle's tendency to roll. In the case of single-wheel suspensions, the camber changes during the suspension stroke due to the axle's principles and kinematics. In contrast, with a rigid axle, the camber relative to the road surface remains approximately constant, even when cornering. In axle structures that replace traditional axle tubes with axle bridges offset from the axle, camber changes occur in the wheels during cornering and wheel deflection or rebound due to the offset of the axle bridge. These camber changes are caused by torsional motion of the control arms and / or axle bridges. In axle structures for drive axles, where traditional axle tubes are not used and the connection between the rotatable control arms and the drive wheels secured thereto is established via axle bridges offset from the axle, additional wheel guidance and wheel force transmission are required. In the design of axle structures for commercial vehicles, especially air-sprung axle structures, proper distribution of lateral forces is also important. This is particularly true for vehicle drive axles, since lateral forces can cause the semi-trailer to misalign with the tractor unit's towing path.

[0013] The suspension struts, which can be connected to the axle bridge via a fixing bracket, enable the initial setting of the desired wheel geometry when the axle structure is mounted on a commercial vehicle, the maintenance of the desired wheel camber, wheel toe, wheel tilt, and wheel caster of the drive wheels while the commercial vehicle is in motion, and the transmission and compensation of wheel forces occurring during motion of the commercial vehicle. To maintain the desired wheel geometry and buffer forces occurring during motion of the commercial vehicle, the fixing bracket is formed in the central region of the axle bridge. The suspension strut, connected at its second end to one of the control arms, can be fixed at its first end to the fixing bracket. Forces acting on the control arms during cornering or due to load weight are transmitted via the suspension strut to the fixing bracket of the axle bridge. This provides a stabilizing effect for the axle bridge. The control arms distribute the forces acting on them from the suspension struts to the wheels and the vehicle frame.

[0014] According to one refinement of the invention, the fixing bracket is in the form of a protrusion located below the upper edge of the axle bridge, the protrusion extending transversely to the extension direction of the axle bridge. The protrusion located below the upper edge of the axle bridge allows the suspension strut to act on the axle bridge at a lower height than the upper edge of the axle bridge. This allows for a longer lever, which allows the suspension strut to absorb greater forces.

[0015] According to one refinement of the invention, the suspension struts have length adjustment devices. The suspension struts allow the camber, toe, tilt, and caster of the wheels of the axle structure to be set to desired values ​​after the axle structure has been installed on a commercial vehicle. The suspension struts may have a suitable fixed length. However, it is also possible to use the length adjustment devices to set the length of the suspension struts to a length appropriate to the desired wheel geometry, thereby enabling the wheel geometry to be configurable. The length adjustment can be achieved, for example, by means of a telescopic tube that can be fixed in each extension position, a tension screw with a variably set length, or other length adjustment devices. The length of a suspension strut equipped with a length adjustment device can be set to the desired value not only when the axle structure is installed on the vehicle, but also retroactively while the vehicle is in use. This allows the axle geometry to be adapted to the vehicle's normal load capacity.

[0016] According to one refinement of the present invention, the fixing members for fixing the suspension struts are formed on the protrusions, and the tension direction of the fixing members, when viewed from above, is oriented at an angle of less than 45° and greater than 0° relative to the extension direction of the axle bridge. The reason why the tension direction of the fixing members is oriented within a specific angle range is because the fixing members are oriented obliquely relative to the support plates to which they are fixed and / or the support plates to which they are fixed are arranged at an angle relative to the extension direction of the axle bridge. As a result of the tension direction of the suspension struts being oriented at an angle of less than 45° relative to the extension direction of the axle bridge when viewed from above, each suspension strut, the part of the axle bridge reinforced by each suspension strut, and the part of the control arm between the attachment point to the axle bridge and the point where each suspension strut acts on the control arm form a force triangle that easily distributes the forces acting on these components. As a result, the suspension strut effectively supports the axle bridge transversely to the longitudinal extension of the vehicle, maintaining the wheels in the desired geometric orientation while the commercial vehicle is in motion. Because the angle is greater than 0°, the suspension strut can transmit longitudinal forces as well as lateral forces from the axle bridge to the frame. The fasteners can be, for example, in the form of bolts onto which the suspension struts can be screwed. However, it is also possible to provide hook-shaped fasteners or fasteners formed in other ways. Similarly, other fastening elements, such as screw connections via appropriately embodied connection points, can also be used.

[0017] According to one refinement of the invention, fixing elements for fixing the suspension struts are formed on opposite sides of the projection, and at least one each suspension strut is rotatably and / or articulatedly connected to one or more associated fixing elements on each side of the projection, such that the suspension strut extends, in the assembled and resting position of the commercial vehicle axle structure, from the associated fixing element to the suspension strut's attachment point on the control arm associated with the suspension strut, at a set angle that deviates by an angular dimension from a straight line connecting the associated fixing point and the wheel center of the associated wheel. Because the fixing elements are located on opposite sides of the projection, lateral forces acting on the axle structure when the vehicle is cornering can be transmitted to both sides of the vehicle frame. Depending on the direction of the lateral force, the fixing element located on the first side of the projection is subjected to a tensile load, and the fixing element located on the second side of the projection is subjected to a compressive load. The lateral forces introduced into the vehicle frame on both sides provide excellent support for the axle structure during cornering.

[0018] According to one refinement of the invention, at least two suspension struts are arranged on each side of the projection, connecting the projection from the fixed member to the associated control arm, and the suspension struts are oriented so that the first of the two suspension struts deviates upward from a line connecting the associated fixed point to the center of the associated wheel toward the control arm, and the second of the two suspension struts deviates downward from a line connecting the associated fixed point to the wheel center of the associated wheel toward the control arm. In this particular arrangement, the at least two suspension struts move in opposite directions in response to deformations of the control arm and the axle bridge, resulting in a tilting moment being generated in the respective control arm and, therefore, in the wheel attached thereto. This tilting moment can be utilized to maintain the wheel at a desired geometry setting.

[0019] According to one refinement of the present invention, a suspension strut is connected at a first end to an axle bridge and a control arm by a molecular joint and at a second end by an axle joint. Molecular joints, including rubber-like elastic joint bodies, are well known and are used in axle struts, suspension arms, and the like, particularly in automobiles. Generally, molecular joints provide high driving comfort, are resistant to external factors such as dirt, and are maintenance-free. The molecular joint comprises a substantially cylindrical housing, a joint pin located approximately in the center of the housing, and a sleeve-shaped joint body made of an elastomeric material. The joint body is positioned between the housing and the joint pin and is in close contact with both components, providing a preload. The adjacent surfaces of the housing and the joint pin are shaped so that the joint body does not completely contact the housing when the joint is in a resting state. For this purpose, a recess in the material is preferably formed in the central region of the housing, forming a gap between the housing and the joint body. This gap reduces the preload of the joint body, thereby achieving variable characteristic behavior of the molecular joint, particularly the gradual spring characteristics of the elastic joint body. This allows for a low spring rate to be established under low loads with large deflections, and a high spring rate to be established under high loads with relatively small deflections. The result is soft damping and support for vehicle movement over small displacements, and stiff characteristics under high loads caused by sudden driving or braking maneuvers or poor road quality. Axle joints allow for linear force transmission in vehicles and are used anywhere mobility along the axle is required. Axle joints, in particular, allow for the consistent installation of suspension struts despite the large manufacturing tolerances inherent in large welded structures.

[0020] According to one refinement of the present invention, the control arm and the axle bridge are each connected to one another by at least three threaded connections. In an axle structure where the axle is offset from the axle bridge, high shear and tensile forces occur in the transition area from the control arm to the axle bridge when the commercial vehicle equipped with the axle structure is cornering and / or when the control arm flexes or rebounds. The threaded connections offer advantages over conventional welded connections. However, to ensure that the threaded connections are sufficiently load-bearing, at least three threaded connections are required to connect the control arm to the axle bridge sufficiently firmly and durably.

[0021] According to one refinement of the invention, the outer end of the axle bridge is provided with two plates spaced apart from one another and oriented at least approximately horizontally when the axle structure is mounted on the vehicle, with at least one sleeve arranged between the plates, the longitudinal axis of which extends at least approximately vertically when the axle structure is mounted on the vehicle, at least one of the two plates having a through-hole in the extension of the longitudinal axis of the sleeve for the insertion of a threaded bolt corresponding to the sleeve, and an intermediate space is formed between the two plates and one end of the sleeve for the insertion of a connecting element of the control arm, which likewise has a through-hole in the extension of the longitudinal axis of the sleeve for the insertion of a threaded bolt corresponding to the sleeve, and at least one of the two plates has a clamping surface on its side facing away from the sleeve for fastening a threaded nut or a head of the threaded bolt. This construction allows the axle bridge and the control arm to be easily and securely connected, in particular by an advantageous screw connection that allows the components to be attached and detached separately. The sleeve can be embodied as a simple clamping sleeve or as a threaded sleeve with an internal thread. The sleeve can be firmly connected to the plate, for example, by a welded connection, and a screw connection to the other plate, or the sleeve can be a simple spacer sleeve inserted into the bolt connecting the two plates. The connecting element of the control arm can be a plate-shaped leg of the control arm inserted into the intermediate space between the sleeve and the second plate and then screwed to the axle bridge with a bolt inserted through the through-hole. Of course, it is also possible to have multiple sleeves with multiple through-holes corresponding to the number of sleeves used at both ends of the axle bridge, and to connect the control arm associated with one of the axle bridges thereto with multiple bolts. When the control arm is connected to the axle bridge with multiple bolts, a sufficiently strong, durable, and maintenance-free connection can be created between the two parts.

[0022] The above-mentioned improved inventions can be combined not only separately, but also with the subject matter of claim 1 and the remaining dependent claims, provided that there are no technical obstacles and no mandatory dependencies. [Brief explanation of the drawings]

[0023] Further modifications and improvements of the invention can be gathered from the claims, the description and the drawings. The invention will now be described in more detail with reference to exemplary embodiments.

[0024] [Figure 1] This is a bottom-up view of an electric drivetrain mounted on a commercial vehicle. [Figure 2] FIG. [Figure 3] FIG. [Figure 4] FIG. 10 is an enlarged view of the outer end of the axle bridge. [Figure 5] 5 shows the screw connection of the outer end of the axle bridge shown in FIG. 4. FIG. DETAILED DESCRIPTION OF THE INVENTION

[0025] 1 shows an overall view, seen obliquely from below, of a truck-trailer type commercial vehicle 2 equipped with an electric drivetrain 200. In an exemplary embodiment, the commercial vehicle 2 comprises a vehicle frame 4 supported on the ground via three axle structures 6. The central axle structure 6 is provided with the electric drivetrain 200; to simplify the drawing, the axle bridges and axles have been omitted from the other two axle structures. In the front region, the commercial vehicle is attached to the semi-trailer hitch of a semi-trailer truck by a kingpin K, which is not shown in detail in the drawing, and is towed by the semi-trailer truck.

[0026] Each axle structure 6 has a control arm 8 on the opposite side of the vehicle frame 4, and each control arm 8 is connected to the vehicle frame 4 via a pivot bearing 10 arranged in a retaining bracket. In addition, each control arm 8 has a wheel carrier 12 fixed thereto, to which a wheel of the commercial vehicle 2 can be screwed. The ends of the control arms 8 remote from the pivot bearings 10 are supported by the vehicle frame 4 via spring members 14. This allows the control arms 8 to rotate around the pivot bearings 10 in response to the movement of the springs, and to resiliently rebound against the restoring force of the flexible spring members 14.

[0027] FIG. 2 is a plan view of the axle structure 6. In this view, the axle R can be easily seen, and its spatial position is determined by the rotational axes of at least two wheels 16 arranged on either side of the axle structure 6. The wheels 16 are supported by control arms 8 connected to wheel carriers 12, respectively. The control arms 8 are spaced apart along the axle R and oriented perpendicular to the axle R. Each control arm 8 includes a pivot bearing 10 at a first end, an interface 18 at a first distance from the pivot bearing 10 for attaching the wheel carrier 12 to the respective control arm 8, and a support 20 at a second distance from the pivot bearing 10 for connecting each control arm 8 to a spring member 14.

[0028] The control arms 8 are connected to one another via an axle bridge 22 on the side facing away from the pivot bearing 10 relative to the axle R. The control arms 8 are also connected to the axle bridge 22 in the region of the supports 20 for connecting the respective control arms 8 to the spring elements 14. A fixing bracket 24 for mounting a suspension strut 26 is provided in the central region of the axle bridge 22. In the illustrated exemplary embodiment, the fixing bracket 24 is located below the upper edge of the axle bridge 22 and has the shape of a V-shaped protrusion extending transversely to the extension direction of the axle bridge 22. A fixing element 28a for fixing the suspension strut 26 is formed on the protrusion V and has a tension direction that, when viewed from above, forms an angle α with the extension direction of the axle bridge 22 that is less than 45° and greater than 0°.

[0029] As can be seen from Figures 2 and 3, at least two suspension struts 26 are arranged on either side of each projection V, connecting the projection V from each fixed member 28a to the associated control arm 8, and the suspension struts 26 are oriented so that a first of the two suspension struts 26 deviates upward from a line connecting the associated fixed point on the fixed member 28a to the wheel center of the associated wheel 16 towards the control arm 8, and a second of the two suspension struts 26 deviates downward from a line connecting the associated fixed point on the fixed member 28a to the wheel center of the associated wheel 16 towards the control arm 8.

[0030] Fixing members 28a for fixing the suspension struts 26 are formed on both sides of the projection V, and each of at least one suspension strut 26 is rotatably and / or articulatedly connected to one or more associated fixing members 28a on both sides of the projection V. In the assembled and resting positions of the axle structure 6 of the commercial vehicle, each suspension strut 26 extends from its associated fixing member 28a to its attachment point on its associated control arm 8 at a set angle that deviates by a certain angular dimension from a straight line connecting the associated fixing point and the wheel center of the associated wheel 16. The suspension struts may be provided with length adjustment devices to allow individual chassis adjustment. The suspension struts 26 are connected at a first end to the axle bridge 22 and the control arm 8 by a molecular joint 62 and at a second end by an axle joint 64.

[0031] FIG. 3 shows a rear view of the axle structure. As can be seen from this view, the axle bridge 22 is a box-shaped welded structure comprising a base plate 30, a cover plate 38, and two side plates 40. The lower base plate 30 of the axle bridge 22 extends in at least an approximately constant plane across the entire width of the axle bridge 22. The side plates 40, and therefore the axle bridge 22, have an overall height H that is higher in the central portion than in the outer peripheral regions. The axle bridge 22 is formed with a fixed member 28b for mounting the track guidance device 32. In the exemplary embodiment, the track guidance device 32 is embodied as a Watt's link. The fixed member 28b is a shaft to which an articulation plate 34 is rotatably attached. The inner ends of two wishbones 36 are connected via a rotary joint via the articulation plate 34. The outer ends of the wishbones 36 are connected to respective control arms. A tilting movement transverse to the direction of movement of one control arm 8 is transmitted to the other control arm 8 via the Watt's link.

[0032] As can be seen from Figure 4, which shows an enlarged view of the outer end of the axle bridge 22, this end has two plates 42a, 42b arranged at a distance from each other and oriented at least approximately horizontally when the axle structure 6 is assembled to the vehicle 2. At least one sleeve 44 is fixedly connected to the first plate 42a, and its longitudinal axis L, shown by a dashed line in Figure 4, extends at least approximately vertically when the axle structure 6 is attached to the vehicle 2. The two plates 42a, 42b have through holes 46 in the extension of the longitudinal axis L of the sleeve 44, through which bolts 48 suitable for 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 member 52 of the control arm 8 is inserted. 5, the connecting member 52 of the control arm 8 also has a through hole 46 in the extension of the longitudinal axis L of the sleeve 44, through which a bolt 48 that fits the sleeve 44 is passed. In the exemplary embodiment, the faces of the two plates 42a, 42b facing away from the sleeve 44 are provided with clamping surfaces 54 onto which the heads of the nuts or bolts 48 are fastened. If the bolts 48 are fastened to a threaded sleeve 44 that is welded to the inside of one of the two plates 42a, 42b, it is of course sufficient if the clamping surface 54 is provided only on the plate 42a, 42b that is not welded to the threaded sleeve 44. The control arm 8 and the axle bridge 22 are each connected to each other by at least three screw connections.

[0033] FIG. 5 also shows that the axle bridge 22 has fasteners at its outer end for connecting to an air bellows, which is an example of a spring member 14. In the illustrated exemplary embodiment, the fasteners are two threaded holes 56, through which the air bellows can be fastened to the axle structure 6. The end of the axle bridge 22 shown in FIGS. 4 and 5, together with the two plates 42 a, 42 b and the connecting member 52, forms a connection node 58 where the axle bridge 22 is connected to both the control arm 8 and the air bellows. In the exemplary embodiment, a bellows carrier 60 is positioned above the two plates 42 a, 42 b at one end of the axle bridge 22 and is fixedly connected to the axle bridge 22.

[0034] The invention is not limited to the exemplary embodiments described above, and those skilled in the art will have no difficulty in modifying the exemplary embodiments in any way that seems suitable to them in order to adapt them to their particular applications. [Explanation of symbols]

[0035] 2 Commercial vehicles 4 Vehicle frame 6 axle structure 8 Control Arm 10 Pivot bearing 12 Wheel carrier 14 Spring member 16 wheels 18 Wheel carrier mounting interface 20 Support part 22 Axle Bridge 24 Fixing bracket 26 Suspension strut 28 Fixing member 30 base plate 32 Truck Guidance Device 34 Connecting plate 36 Wishbone 38 Cover Plate 40 Side Plate 42 Plates 44 sleeve 46 Through hole 48 volts 50 Intermediate Space 52 Connecting member 54 Clamping surface 56 screw holes 58 connection nodes 60 Bellows Carrier 62 Molecular Joint 64 axis joint 200 Electric Drivetrain R axle V protrusion L longitudinal center axis

Claims

1. An axle structure (6) for a commercial vehicle chassis, the axle structure (6) having an axle (R) whose spatial position is determined by the rotation axes of at least two wheels (16) arranged on both sides of the axle structure (6), the wheels (16) being held by control arms (8) connected to the wheel carriers (12) via the wheel carriers, the control arms (8) being arranged at intervals along the axle (R) and oriented transversely relative to the axle (R), the control arms (8) each having a pivot bearing (10) at a first end and positioned at a first distance from the pivot bearing (10). and an interface (18) for attaching the wheel carrier (12) to each of the control arms (8), and a support (20) for connecting each of the control arms (8) to a spring member (14) at a position spaced a second distance from the pivot bearing (10), the control arms (8) being connected to each other via an axle bridge (22) on a side facing away from the pivot bearing (10) with respect to the axle (R), and a fixing bracket (24) for attaching a suspension strut (26) being formed in a central region of the axle bridge (22).

2. 2. The axle structure according to claim 1, wherein the fixing bracket (24) is in the form of a protrusion (V) arranged below the upper edge of the axle bridge (22), the protrusion extending in a direction perpendicular to the extension direction of the axle bridge (22).

3. 3. An axle structure according to claim 1 or 2, wherein the suspension strut (26) has a length adjustment device.

4. 4. The axle structure according to claim 1, wherein a fixing member (28a) for fixing the suspension strut (26) is formed on the protrusion (V), and the tension direction of the fixing member is directed at an angle (α) of less than 45° and greater than 0° with respect to the extension direction of the axle bridge (22) when viewed from above.

5. 6. The axle structure according to claim 1, wherein the fixing members (28a) for fixing the suspension struts (26) are formed on opposite sides of the projection (V), and each of at least one suspension strut (26) is rotatably and / or articulatedly connected to one or more associated fixing members (28a) on each side of the projection (V), and the suspension struts (26) extend from the associated fixed members (28a) to a mounting point of the suspension strut (26) to the control arm (8) associated with the suspension strut (26) at a set angle that deviates by an angular dimension from a straight line connecting the associated fixing point and the wheel center of the associated wheel (16) in an assembled position and a rest position of the axle structure (6) in a commercial vehicle.

6. 6. The axle structure according to claim 5, wherein at least two suspension struts (26) are arranged on either side of the projection (V), the suspension struts connecting the projections (V) from each of the fixed members (28a) to the associated control arm (8), the suspension struts (26) being oriented such that a first of the two suspension struts (26) deviates upward from a straight line connecting the associated fixed point and the wheel center of the associated wheel (16) towards the control arm (8), and a second of the two suspension struts (26) deviates downward from a straight line connecting the associated fixed point and the wheel center of the associated wheel (16) towards the control arm (8).

7. 7. The axle structure according to claim 1, wherein the suspension strut (26) is connected to the axle bridge (22) and the control arm (8) at a first end by a molecular joint (62) and at a second end by an axle joint (64).

8. 8. An axle structure according to any one of claims 1 to 7, wherein the control arm (8) and the axle bridge (22) are connected together by at least three screw connections each.

9. The outer end of the axle bridge (22) has two plates (42a, 42b) that are spaced apart from each other and that are oriented at least approximately horizontally when the axle structure (6) is assembled to the vehicle (2), and at least one sleeve (44) is provided between the two plates (42a, 42b), and when the axle structure (6) is attached to the vehicle (2), its longitudinal center axis (L) extends at least approximately vertically, and at least one of the two plates (42a, 42b) has a through hole (46) on an extension of the longitudinal center axis of the sleeve (44) through which a bolt (48) that fits the sleeve (44) is passed.

9. The axle structure according to claim 1, wherein an intermediate space (50) is formed between the two plates (42 a, 42 b) and one end of the sleeve (44), into which a connecting member (52) of the control arm (8) is inserted, and the connecting member (52) of the control arm (8) also has a through hole (46) on an extension of the longitudinal central axis of the sleeve (44), through which the bolt (48) that fits into the sleeve (44) passes, and has a clamping surface (54) on a side of at least one of the two plates (42 a, 42 b) facing away from the sleeve (44) to which a nut or a head of the bolt is fastened.

10. A commercial vehicle (2) having an axle structure (6) for a commercial vehicle chassis, the axle (R) having a spatial position determined by the rotation axes of at least two wheels (16) arranged on both sides of the axle structure (6), the wheels (16) being held by control arms (8) connected to the axle carriers (12) via wheel carriers, the control arms (8) being spaced apart from one another along the axle (R) and oriented transversely to each axle (R), the control arms (8) being arranged in a direction perpendicular to the axle (R), and ) each having a pivot bearing (10) at a first end, an interface (18) at a first distance from the pivot bearing (10) for attaching the wheel carrier (12) to each of the control arms (8), and a support (20) at a second distance from the pivot bearing (10) for connecting each of the control arms (8) to a spring element (14), wherein the axle structure (6) is designed according to the features of any one of claims 1 to 9.

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