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. The axle structure (6) comprises link arms (8), each of which has a pivot bearing (10) at a first end, an interface (18) at a first distance from the pivot bearing (10) for attaching a wheel carrier (12) to each 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). The object of the present invention is to provide an axle structure that leaves sufficient space for installing an electric drive unit in a commercial vehicle in the area of ​​the axle structure. This is achieved in that the link arms (8) are connected to each other via an axle bridge (22) on the axle (R) side facing away from the pivot bearing (10), and the axle bridge (22) is screwed to the link arms (8).

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 16. [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] In recent years, 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 structural space available for commercial vehicles is limited, especially when the commercial vehicle is a truck trailer. The structural width and height of commercial vehicles are already limited by legal approval requirements. 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 between them. Commercial vehicles must also ensure sufficient ground clearance below. Raising 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 known in the prior art are not suitable for use in combination with electric drives. Therefore, traditional rigid axles, in particular, cannot be used with 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 by the characterizing features of claim 1 for axle structures of this type and by the characterizing features of claim 15 for commercial vehicles of this type.

[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 rotatably mounted on a pivot bearing located in a retaining device on the frame. Connecting the link arms to each other by an axle bridge improves toe management of 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 that supports the two wheels. Through the axle bridge, lateral forces acting on the axle structure while the commercial vehicle is in motion are properly distributed between the two wheels and the link arms. The axle bridge reduces the tendency of the link arms to vibrate laterally 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 usually ensured 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 to allow the link arm on one side of the vehicle to flex or rebound to one side, while preventing the link arm on the opposite side of the vehicle from being pulled upward or pushed downward in the same way. While the axle bridge is preferably a rigid structure, if a load acts on only one side, the axle bridge (and link arm) can undergo a slight twisting movement, thereby at least partially canceling the acting force. As a result, flexing or rebound on one side is still possible. This is particularly true if the bearing bushing of the pivot bearing, through which the link arm is held by a retaining device on the frame after installation on the commercial vehicle, is flexible.

[0011] The axle bridge is screwed to the link arm. Because the axle bridge is offset relative to the axle, high forces act on the axle bridge, especially in the case of commercial vehicles, for example fully loaded truck trailers, in order 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 has to transmit the driving force to the frame of the commercial vehicle. However, it has been found that a screw connection is also suitable for withstanding the forces occurring at the transition between the link arm and the axle bridge and for safely guiding the link arm.

[0012] According to one embodiment of the 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, and at least one sleeve is provided between the two plates, the longitudinal axis of which extends at least approximately vertically when the axle structure is mounted on the vehicle, and at least one of the two plates has a through-hole in the extension of the longitudinal axis of the sleeve for guiding a threaded bolt that fits into the sleeve, and 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 having a through-hole in the extension of the longitudinal axis of the sleeve for guiding a threaded bolt that fits into the sleeve, and a clamping surface on the side of one of the at least two plates facing away from the sleeve, onto which a threaded nut or a head of the threaded bolt is fastened. This structure allows the axle bridge and the link arm to be easily and securely connected, in particular by an advantageous screw connection that allows the parts 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.

[0013] According to one embodiment of the present invention, the axle bridge is in the form of a welded structure, and the plates are outward extensions of the upper and lower profile rims of the axle bridge, particularly the base plate and cover plate. The axle bridge may be in the form of a welded structure with a base plate on the underside, extending in at least an approximately constant plane across the entire width of the axle bridge, with the central portion generally higher than the peripheral region. This welded structure is relatively lightweight. High rigidity can be achieved even with a corresponding shape, such as a hollow box. Since the ends of the welded bridge are particularly subjected to compressive or tensile loads in the connection regions with the link arms, a good force flow between the axle bridge and the link arms can be achieved if the plates extend outward from the upper and lower profile rims of the axle bridge. Therefore, steel plates that are mounted in an at least approximately horizontal spatial position within the axle bridge and have high toughness in at least an approximately horizontal load direction can be used for the upper and lower profile rims of the axle bridge and as the base plate and cover plate. Due to the corresponding design, there is no deflection of forces from the plates to the axle bridge when the profile rims transition integrally to the end plates. However, the plates can also be firmly welded to the upper and lower profile rims in the respective areas where they abut.

[0014] According to one aspect of the invention, the plates, when viewed from above, have their longitudinal axes angled toward the axle compared to the longitudinal axes of the remaining axle bridges. In this way, each plate forms an arch-like shape extending from the axle bridge toward the axle. However, since the arch only encloses the installation space between the link arms and the axle bridge, it does not result in a significant reduction in the installation space between the link arms in the wheel area, which remains free for the drive components of the electric drive due to the offset of the axle bridges. The end faces of the plates do not need to be precisely oriented toward the axle, but can simply be generally inclined in that direction. The arrangement and orientation of the arc-shaped plates better matches the force path between the axle bridge and the link arms than if the components were positioned and mounted exactly perpendicularly.

[0015] 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.

[0016] 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.

[0017] 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 spring elements, particularly air spring bellows. The connection between the bellows carrier and the axle bridge can be established, for example, by screwing or welding. The introduction of the bellows carrier limits the use of material at the required connection locations, avoiding the need to increase the thickness of parts along the entire length of the axle bridge or to perform complex reworking of parts.

[0018] According to one aspect of the invention, the connection between the axle bridge and the link arms is configured in such a way that it is possible to attach a spring element to at least one of these elements without disconnecting the axle bridge from the link arms. 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 arms and the spring element (e.g., via a bellows carrier). This allows repair or replacement of the spring element without excessive expense.

[0019] According to one aspect of the invention, the axle bridge has the form of a welded structure with a base plate on its underside, which extends in at least an approximately 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 approximately flat base plate forms a ground protection device for drive components that may be located 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 approximately 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. 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.

[0020] The fixing brackets for mounting the suspension struts are formed in the central section of the axle bridge. The suspension struts allow 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, on the other hand, refers to the angle of the wheel plane relative to a perpendicular line established at the wheel's contact patch that intersects the longitudinal axis of the axle. Tilt, on the other hand, is the angle between the angled axle and a perpendicular line to the road that intersects the vehicle's longitudinal axis.

[0021] If the axle geometry is not designed properly, the camber angle may change depending on the load weight. Therefore, suspension struts allow the camber to be adapted to the load weight typically transported. When the wheels are 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 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 almost 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.

[0022] 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.

[0023] 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°.

[0024] 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.

[0025] 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 devices can also be used to set the length of the suspension struts to an appropriate length, thereby allowing the wheel geometry setting to be set. The length can be achieved, for example, by a telescopic tube that can be fixed in each extended position, a tension screw that can be variably set to a 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.

[0026] 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 obliquely 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 with respect 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, which easily distributes the forces acting on these components. As a result, the suspension strut effectively supports the axle bridge transversely to the longitudinal extension direction of the vehicle, allowing the wheels to maintain a desired geometry setting during operation of the commercial vehicle. 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.

[0027] 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.

[0028] According to one aspect of the invention, at least two suspension struts are disposed 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 during flexion or rebound of the link arm.

[0029] 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 a suspension strut, 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, a vehicle equipped with the axle structure exhibits 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 these problems, 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 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.

[0030] According to one aspect of the invention, the fixed element is a shaft for connecting to a Watt linkage. The revolute joint of the Watt linkage can be located on the shaft. In the case of a Watt linkage, the shaft always remains vertically centered and guided during flexion and rebound. This utilizes the effect described by the Watt parallelogram. The lateral struts are fixed to the frame on one side. The other movable end is connected to the axle via a revolute joint. The lateral stroke movement is determined by the radius through which the movable ends of the two lateral struts move during flexion and rebound. However, the revolute joint allows for length compensation and keeps the shaft centered, so the shaft does not pull outward.

[0031] 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 elevated 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 underside.

[0032] It should be noted that the above-described features of the present invention 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] This is a bottom-up perspective view of an electric drivetrain installed in 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] FIG. 5 shows the axle bridge of FIG. 4 with a screw connection at the outer end. 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 the respective 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 formed 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, this suspension strut 26 extends from the associated fixed member 28a to an attachment point to the link arm 8 associated with this 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: those skilled in the art will have no difficulty in modifying the exemplary embodiments in a way that they deem suitable, 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 Passage opening 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) are arranged at intervals along the axle (R) and are oriented transversely to each axle (R), the link arms (8) each have a pivot bearing (10) at a first end, and the pivot bearing (10) ) at a position spaced a first distance from the pivot bearing (10), an interface (18) for attaching the wheel carrier (12) to each of the link arms (8), 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), the link arms (8) being connected to each other via an axle bridge (22) on a side of the axle (R) facing away from the pivot bearing (10), and the axle bridge (22) being screwed to the link arms (8).

2. The outer end of the axle bridge (22) is provided with 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 the longitudinal center axis (L) of the sleeve (44) extends at least approximately vertically when the axle structure (6) is mounted on the vehicle (2), and at least one of the two plates (42a, 42b) has a through hole (46) in the extension of the longitudinal center axis of the sleeve (44) through which a threaded bolt (48) that fits into the sleeve (44) is inserted.

2. 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 link arm (8) is inserted, and the connecting member (52) of the link arm (8) also has a through hole (46) in an extension of the longitudinal central axis of the sleeve (44), through which a threaded bolt (48) compatible with the sleeve (44) is passed, and a clamping surface (54) onto which a threaded nut or a head of the threaded bolt (48) is screwed is provided on a side of one of the at least two plates (42 a, 42 b) away from the sleeve (44).

3. 3. An axle structure according to claim 2, characterized in that the axle bridge (22) is in the form of a welded structure and the plates (42a, 42b) are extensions extending towards the outside of the upper and lower profile rims of the axle bridge (22), in particular the base plate (30) and the cover plate (38).

4. 4. The axle structure according to claim 1, wherein the longitudinal axis of the plates (42a, 42b) is angled towards the axle (R) when viewed from above, compared to the longitudinal axis of the remainder of the axle bridge (22).

5. 5. An axle structure according to any one of claims 1 to 4, wherein the axle bridges (22) each have a fastener at their outer end for connection to an air spring bellows.

6. 6. The axle structure of claim 5, 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).

7. 7. The axle structure according to claim 2, 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).

8. 8. An axle structure according to claim 1, wherein the connection between the axle bridge (22) and the link arm (8) is configured such that a 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).

9. 9. An axle structure according to any one of claims 1 to 8, wherein the axle bridge (22) is in the form of a welded structure comprising, on its underside, a base plate (30) extending in at least an approximately constant plane across the entire width of the axle bridge (22), the overall height (H) of which in a central region is greater than in the outer peripheral regions.

10. 10. An axle structure according to any one of claims 1 to 9, wherein a fixing bracket (24) for mounting a suspension strut (26) is formed in the central region of the axle bridge (22).

11. 11. The axle structure according to claim 10, 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.

12. 12. The axle structure according to claim 11, 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 point and the center of the associated wheel (16) when the axle structure (6) is mounted on a commercial vehicle and in an inoperative state.

13. 13. The axle structure according to any one of claims 1 to 12, wherein a fixing member (28b) for mounting a toe management device (32) is formed on the axle bridge (22).

14. 14. An axle structure according to claim 13, wherein said fixed member (28b) is a shaft for connection to a Watts linkage.

15. 15. The axle structure according to claim 1, 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).

16. 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) located on both sides of the axle structure (6), the wheels (16) being held by link arms (8) connected to the wheel carriers (12) via the wheel carriers, the link arms (8) being spaced apart from one another along the axle (R) and each oriented transversely to the axle (R), the link arms (8) 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 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 is designed as described in any one of claims 1 to 15.

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