Axle structure for a utility vehicle chassis with an axle bridge

Abstract

The present invention relates to an axle structure (6) for a commercial vehicle chassis, having an axle (R) whose spatial position is determined by the rotation axes of at least two wheels (16) arranged on opposite sides of the axle structure (6). In order to provide an axle structure that leaves sufficient installation space in the area of ​​the axle structure for providing an electric drive for a commercial vehicle and at the same time ensures safe driving behavior and a high level of driving comfort, it is proposed that the link arms (8) are connected to each other via an axle bridge (22) on the side of the axle (R) facing away from the pivot bearing (10).

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 17. [Background technology]

[0002] Document DE 10163628 A1 discloses such an axle structure with an axle bridge, the wheels of which are driven by drive motors arranged on the wheels, and the axle bridge is arranged below the axles 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 carrier holds a wheel carrier at its outer end. Springs and damping elements are supported against the wheel carrier. The axle carrier is in the form of a box made of welded sheet metal.

[0004] The wheel suspension system's purpose is to ensure safe driving behavior 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, it must have the longest possible spring travel, damp vibrations, and be as light as possible in order to keep unsprung mass as low as possible. This applies to commercial vehicles such as truck trailers as well as passenger cars. Summary of the Invention

[0005] Recently, axle structures for commercial vehicles have also been developed that allow the wheels supported by the axle structure to be driven by one or more electric motors. However, the limited installation space available for commercial vehicles, especially when the commercial vehicle is a truck trailer, presents a problem. The structural width and height of commercial vehicles are already limited by legal approval requirements. The wheels used on commercial vehicles must have a wheel diameter and width sufficient to safely support the total weight of the commercial vehicle, including the ground load. The width of the wheels and link arms already significantly limits the available installation space. Commercial vehicles must also have sufficient ground clearance below. Increasing the height of the cargo bed of a commercial vehicle would result in a loss of cargo space and would negatively affect the efficiency of the commercial vehicle. For these reasons, axle systems already known in the prior art are not suitable for use in combination with high-power electric drives that are decoupled from the unsprung mass. Therefore, traditional rigid axles, in particular, cannot be used in such axle structures.

[0006] The object of the invention is to provide an axle structure which leaves sufficient installation space in the area of ​​the axle structure for equipping a commercial vehicle with an electric drive, while at the same time allowing safe driving behaviour and a high level of driving comfort. This object is achieved 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 17.

[0007] By placing the axle bridge in the space facing away from the pivot bearing relative to the axle, the installation space in the axle area between the link arms remains free. The axle tubes that extend from wheel to wheel and directly connect the wheel axes to each other can be omitted. This freed up installation space can be used for the drive components of the electric drive system for the wheels held by the axle structure. Nevertheless, the two link arms are connected to each other by the axle bridge.

[0008] Each link arm is pivotally mounted on a pivot bearing located in a support device on the frame. Connecting the link arms to each other via an axle bridge improves toe management for the wheels attached to the wheel carrier, particularly in the area of ​​the link arm on the side of the axle facing away from the pivot bearing. Together with the axle bridge, the two link arms form a U-shaped swing arm on which the two wheels are supported on opposite sides. Through the axle bridge, the lateral and support forces acting on the axle structure during vehicle operation are appropriately distributed between the two wheels and the link arms. The axle bridge reduces the tendency of the link arms to vibrate independently in the direction of travel when lateral forces act on one or both link arms. The introduction of the axle bridge also allows the axle to maintain a constant toe width, which is typically achieved by rigid axle tubes.

[0009] The link arm can be constructed from one or more pieces. In one-piece embodiments, the link 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 link arm has dividers between the individual pieces that join together to form the link arm.

[0010] The axle bridge is designed so that when the link arm on one side of the vehicle flexes or rebounds to one side, the link arm on the opposite side of the vehicle is not simultaneously pulled upward or pushed downward in the same manner. The axle bridge is preferably a rigid structure, but when a load acts on only one side, the axle bridge (and link arm) can perform a slight torsional movement, thereby at least partially canceling out the acting force. As a result, slight flexing or rebound to one side is still possible. This is particularly true when the bearing bush of the pivot bearing, which is held in a holding device on the frame after the link arm is installed on the commercial vehicle, is flexible.

[0011] According to one embodiment of the present invention, the link arms are connected to the axle bridge in the region of the support portion for connecting each link arm to the spring element. Connecting the axle bridge to the link arms in the region of the spring element ensures a favorable force flow and good vertical support of the axle bridge by the spring element. To achieve the spring function, the spring element must extend along a stroke that provides sufficient spring travel. To ensure the ground clearance offset required for commercial vehicles and to utilize a sufficiently long spring travel, one end of the spring element is connected to the link arm at the lowest possible position. If the axle bridge also acts on the link arm in this region, the axle bridge is likewise connected to the link arm at the lowest possible position. The low positioning of the axle bridge in the axle structure creates additional installation space above, which can be utilized for the drive members of the electric drive, and / or chassis components, and / or for the most stable possible construction of the axle bridge.

[0012] According to one embodiment of the invention, the axle bridge is in the form of a welded structure, which can be relatively light, but which also provides high rigidity with a corresponding form, for example a hollow box.

[0013] According to one aspect of the present invention, the axle bridge has a welded structure with a base plate on its underside, which extends in at least a substantially constant plane across the entire width of the axle bridge, with the overall height of the central section being higher than that of the outer peripheral regions. The at least substantially flat base plate forms a ground protection device for drive components that may be positioned between the link arms in the shadow of the axle bridge. In the installed state, the base plate defines the ground clearance of the axle structure. If the base plate is oriented at least substantially horizontally when the axle structure is installed on the vehicle, the base plate has high resistance in the event of a longitudinal impact of an external object against the base plate, significantly reducing the risk of permanent deformation of the axle structure during use. Furthermore, the continuous base plate prevents excessive accumulation of dirt inside the axle bridge. The increased overall height of the central section improves the static strength of the axle bridge in the area most prone to deflection. The increased cross-sectional shape of the axle bridge in the upward direction conveniently utilizes the available installation space between the link arms.

[0014] According to one aspect of the present invention, a fixing bracket for mounting a suspension strut is formed in the central region of the axle bridge. The suspension strut allows for the setting of 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 that intersects the vehicle's longitudinal axis. Meanwhile, tilt is the angle between the oblique axle and a perpendicular line to the road surface that intersects the vehicle's longitudinal axis.

[0015] 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 wheels are rotating, cornering forces only occur with a 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 depending on the spring displacement, depending on the axle principle 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, wheel camber changes occur when there is a change in load weight, or during cornering and wheel flexing or rebound. These camber changes are caused by torsional motion of the link arms and / or axle bridge. Therefore, in axle structures for drive axles that lack traditional axle tubes and in which the connection between the rotatable link arms and the drive wheels secured to them is established through axle bridges offset from the axle, additional wheel guides and wheel force transmission means are required. In the design of commercial vehicle axle structures, especially air-sprung axle structures, it is also important to properly distribute the resulting lateral forces. The axle bridges are subject to strong bending loads, especially during cornering and when the load increases. This is particularly true for vehicle drive axles.

[0016] The suspension strut, which can be connected to the axle bridge via a fixing bracket, allows the initial setting of the wheel camber when the axle structure is mounted on a commercial vehicle, the maintenance of the desired wheel camber of the drive wheels while the commercial vehicle is in motion, and the transmission and compensation of wheel forces occurring during motion. The fixing bracket is formed in the central region of the axle bridge to maintain the wheel at the desired camber angle and buffer forces occurring during motion. The suspension strut, connected at its second end to one of the link arms, can be fixed at its first end to the fixing bracket. During cornering and heavy loads, the first end of the suspension strut is fixed to the fixing bracket, so that bending forces acting on the axle bridge are transferred to the wheel carrier and the link arm to which the drive wheel is fixed. This reduces the load on the axle bridge's attachment to the link arm. The link arm distributes the forces acting on them from the suspension strut to the wheel and vehicle frame.

[0017] According to one configuration of the invention, the fixing bracket is in the form of a protrusion located below the upper edge of the axle bridge and extending transversely to the extension direction of the axle bridge, the suspension strut is provided with a length adjustment device, a fixing member for fixing the suspension strut is formed on the protrusion, and has a direction of tension that, when viewed from above, forms an angle with the extension direction of the axle bridge that is less than 45° and greater than 0°.

[0018] The projection allows the suspension strut to act on the axle bridge at a lower position than above it, and through the longer lever that is thus permitted, the suspension strut can absorb greater forces.

[0019] The suspension struts have length adjustment devices. The suspension struts allow the wheel camber, wheel toe, wheel tilt, and corresponding caster of the axle structure to be set to desired values ​​after the axle structure is installed on the commercial vehicle. The suspension struts may have a fixed length appropriate for the desired wheel geometry setting. However, the length adjustment device can also be used to set the length of the suspension strut to an appropriate length so that the wheel geometry setting can be changed. The length can be adjusted, for example, by a telescopic tube that can be fixed in each extended position, a tension screw that can be variably set to a different length, or any other suitable length adjustment device. The length of a suspension strut with a length adjustment device can be set to a desired value not only when the axle structure is installed on the vehicle, but also retroactively while the vehicle is in use.

[0020] Depending on the tension direction of the suspension strut, the tension direction forms an angle of less than 45° and greater than 0° with respect to the extension direction of the axle bridge when viewed from above. The tension direction of the fixing member within the specified angle range can be achieved by orienting the fixing member at an angle relative to the support plate to which the fixing member is fixed, and / or by positioning the support plate to which the fixing member is fixed at an angle relative to the extension direction of the axle bridge, thereby achieving the specified angle of the tension direction. When the axle bridge is viewed from above, the tension direction of the suspension strut is oriented at an angle of less than 45° with respect to the extension direction of the axle bridge, so that each suspension strut, the portion of the axle bridge reinforced by each suspension strut, and the portion of the link arm between the attachment point to the axle bridge and the point where each suspension strut acts on the link 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 in a direction transverse to the longitudinal extension direction of the vehicle, thereby maintaining the wheels at a desired geometry setting during commercial vehicle operation. Because the angle is greater than 0°, the suspension strut can transmit longitudinal as well as lateral forces from the axle bridge to the vehicle frame. The fasteners can be, for example, in the form of threaded bolts onto which the suspension struts can be screwed. However, it is also possible to provide hook-shaped fasteners or fasteners formed in any other suitable way.

[0021] According to one aspect of the present invention, fixing members for fixing the suspension struts are formed on opposite sides of the protrusion, and at least one each of the suspension struts is rotatably and / or articulatedly connected to one or more associated fixing members at the fixing members on each side of the protrusion, such that when the axle structure is mounted on a commercial vehicle and in an inoperative state, the suspension strut extends from the associated fixing member to its attachment point on the associated link arm at an angle that deviates by a certain angular dimension from a line connecting the associated fixing point and the center of the associated wheel. As a result of the fixing members being located on opposite sides of the protrusion, lateral forces acting on the axle structure during vehicle cornering can be transmitted to both sides of the vehicle frame. Depending on the direction of the lateral force, the fixing member located on the first side of the protrusion is subjected to a tensile load, and the fixing member located on the second side of the protrusion 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.

[0022] According to one aspect of the invention, at least two suspension struts are positioned on either side of the projection, each connecting the projection from the fixed member to an associated link arm, and the suspension struts are oriented such that a 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 link arm, and a second of the two suspension struts deviates downward from a line connecting the associated fixed point to the center of the associated wheel toward the link arm. In this particular arrangement, the at least two suspension struts move in opposite directions in response to deformation of the link arm and axle bridge, thereby generating a tilting moment on the respective link arm and, therefore, on the wheel attached thereto. This tilting moment can be utilized to maintain the wheel at a desired geometry setting.

[0023] According to one aspect of the present invention, a fixing member for mounting a toe management device is formed on the axle bridge. In contrast to suspension struts, the purpose of the toe management device is to favorably influence the toe of the wheels of the axle structure during operation of the commercial vehicle. The toe of the wheels can change depending on the different degrees of flexure and rebound of the link arms on opposite sides of the vehicle frame, the torsional movement of the vehicle frame, and the lateral forces introduced by the wheels. As a result, vehicles equipped with the axle structure exhibit inherent steering behavior that is detrimental to safe driving behavior. Furthermore, torques generated by the drive can destabilize the toe alignment of the axle structure, especially whenever the link arm joints are flexible. In this condition, a toe management device is required. Commercial vehicle chassis can also be configured for different ground clearances. To this end, the toe management device used must be designed to maintain the toe of the axle structure in a straight line over a very wide range of ground clearances. To solve this problem, a fixing member for mounting the toe management device on the axle bridge is provided. In order to transmit the force introduced into the axle bridge by the toe management device uniformly to both sides of the axle structure and to ensure a wide ground clearance for the axle structure, the fixing member for attaching the toe management device is preferably provided in the center of the axle bridge.

[0024] According to one embodiment of the present invention, the fixed member is a shaft for connecting to a Watt linkage. The revolute joint of the Watt linkage can be located on the shaft. With a Watt linkage, the axle remains vertically centered and guided during flexion and rebound. This utilizes the effect described by the Watt parallelogram. One possible configuration is to fix the transverse strut on one side of the vehicle frame. The other movable end is connected to the axle via a revolute joint. The lateral stroke motion is determined by the radius through which the movable ends of the two transverse struts move during flexion and rebound. However, the revolute joint allows for length compensation and keeps the axle centered, preventing it from being pulled outward.

[0025] According to one aspect of the present invention, the fixing members for mounting the toe management device are located on the opposite side of the axle bridge from the fixing brackets for mounting the suspension struts. By locating these components on opposite sides of the axle bridge, forces are distributed like a parallelogram. The forces transmitted to the axle bridge from the suspension struts and the toe management device are optimally transmitted to the axle bridge. Furthermore, the higher axle bridge allows the fixing members for the toe management device to be located in an area selected to avoid collisions between the rotatable joints and the lower surface.

[0026] According to one embodiment of the present invention, the outer end of the axle bridge is provided with two plates spaced apart from each other and oriented at least approximately horizontally when the axle structure is mounted on the vehicle. Between the two plates, at least one sleeve is provided, 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 has a through-hole formed in the extension of the longitudinal axis of the sleeve for guiding a threaded bolt that fits into the sleeve. An intermediate space is formed between the two plates and one end of the sleeve, into which a connecting element of the link arm is inserted. The connecting element of the link arm also has a through-hole formed in the extension of the longitudinal axis of the sleeve for guiding a threaded bolt that fits into the sleeve. One of the at least two plates has, on its side facing away from the sleeve, a clamping surface onto which a threaded nut or a head of a threaded bolt is fastened. The above-described structure allows the axle bridge and the link arm to be easily and securely connected, particularly by an advantageous screw connection that allows the components to be attached and detached separately. The sleeve may take the form of a simple clamping sleeve or a threaded sleeve with an internal thread. The sleeve can be firmly connected to the plate, for example, by a welded connection, and a threaded connection to the other plate, or the sleeve acts as a simple spacer sleeve, inserted into a threaded bolt that connects the two plates together. The connecting element of the link arm is a flat rim of the link arm inserted into the intermediate space between the sleeve and the second plate and screwed to the axle bridge by a threaded bolt inserted through a 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 a link arm corresponding to one end of the axle bridge thereto by multiple threaded bolts. When the link arm is connected to the axle bridge by multiple threaded bolts, a sufficiently strong, durable, and maintenance-free connection between the two components is provided.The at least approximately horizontal orientation of the plates depends on the ground clearance of the axle structure, but in normal lowered driving conditions the spatial position of the plates is at least approximately vertical.

[0027] According to one embodiment of the present invention, the axle bridges each have a fastener at their outer end for connection to an air spring bellows. The air spring bellows is a spring element for supporting the free end of the link arm relative to the vehicle frame. During the spring action of the link arm, the air spring bellows is compressed or expanded. If the axle bridge is directly connected to the air spring bellows, the axle bridge on the corresponding side of the vehicle directly follows the flexing and rebounding movement of the air spring bellows. As a result, a special force transmission device can be omitted. The fastener can be, for example, a threaded sleeve or a threaded bolt, through which the respective components can be connected to each other by a threaded connection. According to another embodiment of the present invention, the air spring bellows can also be directly connected only to the axle bridge and not to the link arm, so that the spring force is transmitted to the associated link arm only indirectly via the axle bridge.

[0028] According to one aspect of the invention, the corresponding ends of the axle bridges are connected to both the link arms and the air spring bellows at connection nodes, which interconnect the corresponding ends of the axle bridges, the associated link arms, and the associated air spring bellows, allowing for easy transmission of forces acting between the components interconnected via the connection nodes.

[0029] According to one aspect of the present invention, a bellows carrier is disposed on top of one of two plates located at one end of the axle bridge and is fixedly connected to the axle bridge. The bellows carrier may be in the form of a plate. The bellows carrier may be provided with openings that allow access to the heads of one or more threaded bolts or nuts located underneath. The bellows carrier may be thick enough so that the bolt heads or nuts do not protrude beyond the surface of the bellows carrier. This ensures a flat surface and sufficient installation space for mounting a spring element, particularly an air spring bellows. The connection between the bellows carrier and the axle bridge can be established, for example, by screwing or welding. Furthermore, the configuration of the connection node between the link arm and the axle bridge is configured to allow the spring bellows to be fixed or removed even after the two parts are assembled.

[0030] According to one aspect of the invention, the connection between the axle bridge and the link arms is configured to allow the spring element to be attached to at least one of these elements without disconnecting the axle bridge from the link arm. This is made possible by separate interfaces for the connection between the axle bridge and each link arm and for the connection between the axle bridge and / or the link arm and the spring element (e.g., via a bellows carrier). This allows for repair or replacement of the spring element without excessive expense.

[0031] According to one aspect of the present invention, the link arm and the axle bridge are each connected to each other by at least three threaded connections. When the axle of an axle structure is offset from the axle bridge, high thrust and tension forces are generated at the transition area between the link arm and the axle bridge when the commercial vehicle equipped with the axle structure corners or the link arm flexes or rebounds. The threaded connections are superior to traditional welded connections. However, to ensure that the threaded connections can withstand sufficient loads, at least three threaded connections are required to securely and reliably connect the link arm to the axle bridge.

[0032] It should be noted that the above-mentioned inventive features can be combined not only separately, but also with the subject matter of claim 1 and other dependent claims, provided that there are no technical obstacles and no essential dependencies. [Brief explanation of the drawings]

[0033] Further modifications and configurations 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. [Figure 1] FIG. 1 is a perspective view of an electric drive train mounted on a commercial vehicle, viewed from diagonally below. [Figure 2] FIG. [Figure 3] FIG. [Figure 4] FIG. 10 is an enlarged view of the outer end of the axle bridge. [Figure 5] FIG. 5 shows the outer end of the axle bridge of FIG. 4 with a threaded connection. DETAILED DESCRIPTION OF THE INVENTION

[0034] 1 shows an overall view, seen obliquely from below, of a truck-trailer type commercial vehicle 2 equipped with an electric drivetrain 200. In the exemplary embodiment, the commercial vehicle 2 comprises a vehicle frame 4 that is 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 area, 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.

[0035] Each axle structure 6 has link arms 8 on both sides of the vehicle frame 4, each of which is connected to the vehicle frame 4 via a pivot bearing 10 arranged in a retaining bracket. A wheel carrier 12 is fixed to each link arm 8, to which a wheel of the commercial vehicle 2 can be screwed. The ends of the link arms 8 that are remote from the pivot bearings 10 are supported by the vehicle frame 4 via spring members 14. This allows the link arms 8 to rotate around the pivot bearings 10 in accordance with the movement of the springs, and to resiliently recoil against the restoring force of the flexible spring members 14.

[0036] 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 rotation axes of at least two wheels 16 arranged on either side of the axle structure 6. The wheels 16 are supported by link arms 8 connected to wheel carriers 12, respectively. The link arms 8 are spaced apart along the axle R and oriented perpendicular to the axle R. Each link 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 link arm 8, and a support 20 at a second distance from the pivot bearing 10 for connecting each link arm 8 to a spring member 14.

[0037] The link 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 link arms 8 are also connected to the axle bridge 22 in the region of the supports 20 for connecting the respective link 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°.

[0038] Fixed members 28a for fixing the suspension struts 26 are formed on both sides of the protrusion V, and each of at least one suspension strut 26 is rotatably and / or articulatedly connected to one or more associated fixed members 28a on both sides of the protrusion V, and when the axle structure 6 is mounted on a commercial vehicle and in an inoperative state, the suspension strut 26 extends from the associated fixed member 28a to an attachment point to the link arm 8 associated with the suspension strut 26 at an angle that deviates by an angular dimension from a straight line connecting the associated fixed point and the center of the associated wheel 16.

[0039] 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 including 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 extends in at least a substantially 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 at its central portion than at its outer peripheral regions. A fixing member 28b for mounting the toe management device 32 is formed on the axle bridge 22. In the exemplary embodiment, the toe management device 32 is in the form of a Watt linkage. The fixing member 28b is a shaft to which an articulation plate 34 is rotatably attached. The inner ends of two lateral struts 36 are connected to the articulation plate 34 via a pivot joint. The outer ends of the lateral struts 36 are each connected to a link arm. The tilting movement transverse to the direction of movement of the link arm 8 is transmitted to the other link arm 8 via the Watt linkage.

[0040] As can be seen from FIG. 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 mounted on 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 FIG. 4, extends at least approximately vertically when the axle structure 6 is installed on 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 threaded bolts 48 that fit the sleeve 44 are passed. An intermediate space 50 is formed between the two plates 42a, 42b and one end of the sleeve 44, into which a connecting member 52 of the link arm 8 is inserted. 5, the connecting member 52 of the link arm 8 also has a through hole 46, located on the extension of the longitudinal central axis L of the sleeve 44, through which a threaded bolt 48 that fits the sleeve 44 is passed. In the exemplary embodiment, two surfaces of the two plates 42 a, 42 b that are away from the sleeve 44 are provided with clamping surfaces 54 onto which threaded nuts or the heads of the threaded bolts 48 are fastened. If the threaded bolts 48 are fastened to a threaded sleeve 44 that is welded to the inside of one of the two plates 42 a, 42 b, it is of course sufficient if the clamping surfaces 54 are provided only on the plates 42 a, 42 b that are not welded to the threaded sleeve 44.

[0041] FIG. 5 also shows that the axle bridge 22 has fasteners at its outer end for connecting to an air spring 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 spring 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 link arm 8 and the air spring 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.

[0042] 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]

[0043] 2 Commercial vehicles 4 Vehicle frame 6 axle structure 8 link arms 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 Toe control device 34 Joint Plate 36 Lateral Strut 38 Cover Plate 40 Side Plate 42 Plates 44 sleeve 46 Through hole 48 Threaded Bolt 50 Intermediate Space 52 Connecting member 54 Clamping surface 56 screw hole 58 connection nodes 60 Bellows Carrier 200 Electric Drivetrain K Kingpin R axle V protrusion L longitudinal center axis

Claims

1. An axle structure (6) for a commercial vehicle chassis has 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) are each held by a link arm (8) connected to the wheel carrier (12) via the wheel carrier, the link arms (8) being spaced apart from each other along the axle (R) and oriented transversely relative to each axle (R), and each of the link arms (8) has a pivot bearing (10) at a first end. ), an interface (18) for attaching the wheel carrier (12) to each of the link arms (8) at a position spaced a first distance from the pivot bearing (10), and a support (20) for connecting each of the link arms (8) to a spring member (14) at a position spaced a second distance from the pivot bearing (10), and the link arms (8) are connected to each other via an axle bridge (22) on a side of the axle (R) facing away from the pivot bearing (10).

2. 2. The axle structure (6) according to claim 1, wherein the link arms (8) are also connected to the axle bridge (22) in the region of the support (20) for connecting each link arm (8) to the spring member (14).

3. The axle structure (6) of claim 2, wherein the axle bridge (22) is a welded structure.

4. 4. The axle structure (6) according to claim 1, wherein the axle bridge (22) is in the form of a welded structure comprising a base plate (30) on its underside which extends in at least an approximately constant plane across the entire width of the axle bridge (22), the overall height (H) of the central portion being greater than that of the outer peripheral region.

5. 5. The axle structure (6) according to any one of claims 1 to 4, wherein a fixing bracket (24) for mounting a suspension strut (26) is formed in the central region of the axle bridge (22).

6. 6. The axle structure (6) according to claim 5, wherein the fixing bracket (24) is located below the upper edge of the axle bridge (22) and has the shape of a protrusion (V) extending transversely to the extension direction of the axle bridge (22), and a fixing member (28a) for fixing the suspension strut (26) is formed on the protrusion (V) and has a tension direction that forms 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.

7. 7. The axle structure (6) of claim 6, wherein the fixing members (28a) for fixing the suspension struts (26) are formed on opposite sides of the projection (V), and each of the at least one suspension strut (26) is rotatably and / or articulatedly connected to one or more associated fixing members (28a) at the fixing members on each side of the projection (V), and the suspension struts (26) extend from the associated fixing members (28a) to their attachment points to the link arms (8) attached to the suspension struts (26) at an angle that deviates by an angular dimension from a straight line connecting the associated fixing points and the centers of the associated wheels (16) when the axle structure (6) is mounted on a commercial vehicle and in an inoperative state.

8. The axle structure (6) according to any one of claims 1 to 7, wherein a fixing member (28b) for attaching a toe management device (32) is formed on the axle bridge (22).

9. 9. The axle structure (6) according to claim 8, wherein the fixed member (28b) is a shaft for connection to a Watts linkage.

10. 10. The axle structure (6) according to any one of claims 1 to 9, wherein the fixing member (28b) for mounting the toe management device (32) is arranged on the opposite side of the axle bridge (22) from the fixing bracket (24) for mounting the suspension strut (26).

11. 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 mounted on the vehicle (2), and at least one sleeve (44) is provided between the two plates (42a, 42b), and when the axle structure (6) is mounted on 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 threaded bolt (48) that fits into the sleeve (44) is passed, and the two plates 11. The axle structure (6) according to any one of claims 1 to 10, wherein an intermediate space (50) is formed between the plates (42a, 42b) and one end of the sleeve (44), into which a connecting member (52) of the link arm (8) is inserted, and the connecting member (52) of the link arm (8) also has, on an extension of the longitudinal central axis of the sleeve (44), a through hole (46) through which a threaded bolt (48) compatible with the sleeve (44) is passed, and a clamping surface (54) to which a threaded nut or a head of the threaded bolt (48) is fastened is provided on a side of at least one of the two plates (42a, 42b) facing away from the sleeve (44).

12. 12. An axle structure (6) according to any one of claims 1 to 11, wherein the axle bridges (22) each have a fastener at its outer end for connection to an air spring bellows.

13. 13. The axle structure (6) of claim 12, wherein the corresponding ends of the axle bridge (22) are connected to both the link arm (8) and the air spring bellows at connection nodes (58).

14. 14. The axle structure (6) according to any one of claims 11 to 13, wherein a bellows carrier (60) is arranged on the upper side of the two plates (42a, 42b) located at one end of the axle bridge (22) and is fixedly connected to the axle bridge (22).

15. 15. The axle structure according to claim 1, wherein the connection between the axle bridge (22) and the link arm (8) is configured such that the spring element (14) can be attached to at least one of the axle bridge (22) and the link arm (8) without disconnecting the axle bridge (22) from the link arm (8).

16. 16. The axle structure (6) according to any one of claims 1 to 15, wherein the link arm (8) and the axle bridge (22) are connected to each other by at least three screw connections.

17. A commercial vehicle (2) having an axle structure (6) for a commercial vehicle chassis, the axle (R) being 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 link arms (8) connected to the wheel carriers (12) via wheel carriers, the link arms (8) being spaced apart from each other along the axle (R) and oriented transversely to each axle (R), and the link arms (8) 17. A commercial vehicle (2), wherein each of the wheel carriers (12) has 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 link arms (8), and a support (20) at a second distance from the pivot bearing (10) for connecting each of the link arms (8) to a spring member (14), wherein the axle structure (6) is designed according to the features of any one of claims 1 to 16.

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