Axle structure for commercial vehicle chassis with axle bridge

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 present invention relates to an axle structure for a commercial vehicle chassis according to the preamble of claim 1, and a commercial vehicle provided with the corresponding axle structure according to the preamble of claim 16.

Background Art

[0002] Document DE10163628A1 discloses an axle structure of this type having an axle bridge. The wheels are driven by drive motors arranged on the wheels. The axle bridge is arranged below the axle to allow a low-floor bus to be boarded from as low a position as possible.

[0003] Document DE3526272A1 discloses an axle structure in which a hollow axle carrier holds a wheel carrier at its outer end. The spring and the damping member are supported relative to the wheel carrier. The axle carrier is in the form of a welded sheet metal box.

[0004] The wheel suspension system is intended to ensure safe driving operation and reduce the deterioration of driving comfort caused by uneven road surfaces. Furthermore, even when an unexpected impact occurs, it is necessary to elastically guide the wheels without significantly changing the shape of the chassis, and at the same time, to keep the unsprung weight as low as possible, make the spring stroke as long as possible, damp vibrations, and be as lightweight as possible. This applies to commercial vehicles such as truck trailers as well as passenger cars.

Summary of the Invention

[0005] In recent years, the issue has arisen that axle structures for commercial vehicles should be designed so that the wheels held by the axle structure can be driven by one or more electric motors. However, there is a problem in that 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. The wheels used in 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 considerably limits the still available installation space between them. Commercial vehicles must also have sufficient ground clearance below. Raising the height of the cargo bed of a commercial vehicle is not possible because it would reduce the cargo space and negatively affect the efficiency of the commercial vehicle. For these reasons, axle systems known in prior art are not suitable for use in combination with electric drive systems. Therefore, conventional rigid axle structures, in particular, cannot be applied to such axle structures.

[0006] The objective of the present invention is to provide an axle structure that leaves sufficient installation space for mounting an electric drive system in a commercial vehicle within the domain of the axle structure, while simultaneously enabling safe driving operation and a high level of driving comfort. This objective is achieved by the characteristic features of claim 1 for this type of axle structure, and by the characteristic features of claim 15 for this type of commercial vehicle.

[0007] By positioning the axle bridge in the space facing away from the pivot bearing relative to the axle, the installation space for the axle region between the link arms remains open. The axle tubes that extend from wheel to wheel and directly connect the wheel axes of rotation to each other can be omitted. The space thus freed up 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 to a pivot bearing located in a retaining device on the frame. Connecting the link arms to each other by an axle bridge improves toe control of the wheels fixed to the wheel carrier, particularly in the region of the link arm portion facing away from the pivot bearing on the axle side. The two link arms, together with the axle bridge, form a U-shaped swing arm that holds the two wheels. The axle bridge distributes the lateral forces acting on the axle structure while the commercial vehicle is in motion appropriately 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. In addition, the introduction of the axle bridge allows for maintaining a constant axle toe width, which is normally ensured by a rigid axle tube.

[0009] A link arm can consist of one or more parts. In a single-part embodiment, the link arm extends from the pivot bearing to the mounting area of ​​the axle bridge as a single part, either a welded assembly or cast from a steel casting. In a multi-part embodiment, there are divisions between the individual parts of the link arm, where the individual parts are joined to form the link arm.

[0010] An 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 from being pulled upward or pushed downward in the same manner. While a rigid structure is preferable for the axle bridge, if the load is applied to only one side, the axle bridge (and link arm) can undergo a slight torsional motion, resulting in at least partial cancellation of the acting forces. Consequently, flexing or rebound on one side is still possible. This is particularly true if the bearing bushings of the pivot bearings, which hold the link arm in a retaining device on the frame after installation in a commercial vehicle, are flexible.

[0011] The axle bridge is bolted to the link arm. Because the axle bridge is offset from the axle, significant forces act on it, especially in commercial vehicles, such as fully loaded truck trailers, particularly to guide the wheels during cornering. This is even more true if the wheels held and guided by the axle structure are further driven, and the axle structure needs to transmit the driving force to the commercial vehicle's frame. However, bolted connections have also been found to be suitable for withstanding the forces generated at the transition between the link arm and the axle bridge and for safely guiding the link arm.

[0012] According to one configuration 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 substantially horizontally when the axle structure is mounted on a vehicle, and between the two plates is provided with at least one sleeve whose longitudinal axis extends at least substantially vertically when the axle structure is mounted on a vehicle, and at least one of the two plates has a through hole formed on the extension of the longitudinal axis of the sleeve for guiding a threaded bolt that fits the sleeve, and an intermediate space is formed between the two plates and one end of the sleeve into which a connecting member of the link arm is inserted, and the connecting member of the link arm also has a through hole formed on the extension of the longitudinal axis of the sleeve for guiding a threaded bolt that fits the sleeve, and at least one of the two plates has a clamping surface on the side facing away from the sleeve to which a threaded nut or the head of a threaded bolt is fastened. With the above structure, the axle bridge and the link arm can be easily and firmly connected, specifically, in particular by advantageous threaded connections that allow the parts to be attached and detached individually from each other. The sleeve may be in the form of a simple clamp sleeve or a threaded sleeve with internal threads. The sleeve can be securely connected to a plate, for example, by a welded connection, with a threaded connection to the other plate, or the sleeve can be inserted into a threaded bolt connecting the two plates together as a simple spacer sleeve. The connecting member of the link arm is the flat rim of the link arm, which is 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 that there are multiple sleeves at both ends of the axle bridge, each having multiple through holes corresponding to the number of sleeves used, and the link arm corresponding to one end of the axle bridge is connected there by multiple threaded bolts. When the link arm is connected to the axle bridge by multiple threaded bolts, it is possible to provide a sufficiently strong, durable, and maintenance-free connection between the two parts.The plate's orientation, at least in a nearly horizontal direction, depends on the ground clearance of the axle structure, but in normal driving conditions with a lowered ride height, the plate's spatial position is at least nearly vertical.

[0013] According to one configuration of the present invention, the axle bridge is in the form of a welded structure, and the plates are extensions extending outward from 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 lower side, extending in at least a substantially constant plane across the entire width of the axle bridge, with the central portion being generally higher than the outer peripheral region. This welded structure is relatively lightweight. High rigidity can be obtained even with corresponding shapes such as a hollow box. Since the ends of the welded bridge are subjected to compressive or tensile loads, particularly in the connection area with the link arm, a good flow of force is created between the axle bridge and the link arm if the plates extend outward from the upper and lower profile rims of the axle bridge. Therefore, steel plates that are mounted in at least a substantially horizontal spatial position within the axle bridge and have high toughness at least in a substantially horizontal load direction can be used as the upper and lower profile rims of the axle bridge, as well as as the base plate and cover plate. If the profile rim transitions integrally to the end plate by the corresponding formation, there is no force deflection from the plate to the axle bridge. However, the plate can also be securely welded to the upper and lower profile rims in the areas where it contacts them.

[0014] According to one configuration of the present invention, when viewed from above, the longitudinal axis of the plate is angled toward the axle compared to the longitudinal axis of the rest of the axle bridge. 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 arm and the axle bridge, it does not significantly reduce the installation space between the link arms in the wheel region, and this installation space remains open for the drive components of the electric drive due to the offset of the axle bridge. The end faces of the plates do not need to be precisely oriented toward the axle, but may be inclined in that direction. The arrangement and orientation of the arc-shaped plates correspond better to the force path between the axle bridge and the link arm than the components are positioned and mounted precisely at right angles.

[0015] According to one configuration of the present invention, each axle bridge has fasteners at its outer end for connection to an air spring bellows. The air spring bellows are spring members for supporting the free end of a link arm against the vehicle frame. During the spring action of the link arm, the air spring bellows are compressed or extended. When the axle bridge is directly connected to the air spring bellows, the axle bridge on the corresponding side of the vehicle directly follows the deflection and rebound motion of the air spring bellows. As a result, a special force transmission device can be omitted. The fasteners can be made, for example, screw sleeves or screw bolts, through which each component can be connected to each other by screw connections. According to one configuration of the present invention, the air spring bellows can also be directly connected only to the axle bridge and not to the link arm, and as a result, the spring force is transmitted only indirectly to the relevant link arm via the axle bridge.

[0016] According to one configuration of the present invention, corresponding ends of an axle bridge are connected to both a link arm and an air spring bellows at a connecting node. The connecting node connects the corresponding ends of the axle bridge, the associated link arm, and the associated air spring bellows to each other. The connecting node allows for the easy transmission of forces acting between the parts connected to each other via the connecting node.

[0017] According to one configuration of the present invention, a bellows carrier is positioned on the upper part of one of two plates located at one end of an axle bridge and is fixedly connected to the axle bridge. The bellows carrier can be in the form of a plate. The bellows carrier may be provided with an opening that allows access to the heads or nuts of one or more threaded bolts located at its lower part. The bellows carrier can be made thick enough so that the bolt heads or nuts do not protrude from the surface of the bellows carrier. This ensures a flat surface and sufficient mounting space for mounting spring members, particularly air spring bellows. The connection between the bellows carrier and the axle bridge can be established, for example, by screwing or welding. By introducing a bellows carrier, the use of material at the required connection points can be limited, avoiding increasing the thickness of parts along the entire length of the axle bridge or requiring complex rework of parts.

[0018] According to one configuration of the present invention, the connection between the axle bridge and the link arm is configured such that a spring member can be attached to at least one of these members without disconnecting the axle bridge from the link arm. This is made possible by separate interfaces for connecting the axle bridge to each link arm, and for connecting the axle bridge and / or link arm to the spring member (e.g., via a bellows carrier). This allows for the repair or replacement of the spring member without incurring excessive expense.

[0019] According to one configuration of the present invention, the axle bridge has the form of a welded structure with a base plate on its underside, the base plate extending in at least a substantially constant plane across the entire width of the axle bridge, and the overall height of the central portion is greater than that of the outer peripheral region. The at least substantially 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. When installed, the base plate defines the ground clearance of the axle structure. When the axle structure is mounted on a vehicle, if the base plate is oriented at least substantially horizontally, the base plate has high resistance to longitudinal impacts from external objects, significantly reducing the risk of permanent deformation of the axle structure in use. The increased overall height of the central portion improves the static strength of the axle bridge in the region most prone to deflection. The increased cross-sectional shape of the axle bridge allows for convenient use of the available installation space between the link arms.

[0020] The mounting brackets for the suspension struts are formed in the central part 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 on an axle, with the front wheels being closer than the rear wheels. When the front wheels are closer, 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 on the wheel's contact surface that crosses 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 crosses the longitudinal axis of the vehicle.

[0021] If the axle shape is poorly designed, the camber angle may change depending on the load weight. Therefore, suspension struts allow for the adjustment of camber to suit the load weight typically transported. When the wheel is rotating, cornering forces occur only when there is a slip angle and / or camber. Camber establishes a favorable stress distribution of profile particles at the contact point of the tire. In the case of multi-track vehicles such as commercial vehicles, basic camber and camber variation are used to partially correct the camber angle relative to the road surface that occurs on the outer wheel in curves due to the vehicle's rolling tendency. In the case of single-wheel suspension, camber changes according to the movement of the spring according to the axle principle and kinetics. In contrast, in the case of a rigid axle structure, the camber relative to the road surface remains almost constant even when cornering. In axle structures where the conventional axle tube is replaced by an axle bridge positioned at a certain offset from the axle, changes in load weight, or during cornering and lateral deflection or rebound motion of the wheel, cause changes in camber in the wheel due to the offset of the axle bridge relative to the axle. These camber changes are caused by the torsional motion of the link arm and / or axle bridge. Therefore, in axle structures for drive axles where there is no conventional axle tube and the connection between the rotatable link arm and the drive wheel fixed thereto is established via an axle bridge offset from the axle, additional guides for the wheel and means of transmitting force to the wheel are necessary. In the design of axle structures for commercial vehicles, especially air-spring axle structures, it is also important to properly distribute the resulting lateral forces. The axle bridge is subjected to strong bending loads, especially during cornering and when the load weight increases. This is also true, especially for drive axles of vehicles.

[0022] The initial setting of wheel camber to a specific value when mounting the axle structure on a commercial vehicle, the maintenance of the desired wheel camber of the drive wheels while the commercial vehicle is running, and the transmission and compensation of wheel forces generated during the commercial vehicle's operation are made possible by suspension struts that can be connected to the axle bridge via fixed brackets. To maintain the wheels at the desired camber angle and to buffer the forces generated during the commercial vehicle's operation, the fixed brackets are formed in the central region of the axle bridge. The suspension strut, connected at its second end to one of the link arms, can be fixed at its first end to the fixed bracket. During cornering and under heavy loads, the first end of the suspension strut is fixed to the fixed bracket, thereby transferring the bending force acting on the axle bridge to the link arms to which the wheel carriers and drive wheels are attached. As a result, the load on the mounting portion of the axle bridge to the link arms is reduced. The link arms distribute the forces acting on them from the suspension struts to the wheels and vehicle frame.

[0023] According to one configuration of the present invention, the fixing bracket is located below the upper edge of the axle bridge and is in the form of a projection extending laterally with respect to the extending direction of the axle bridge, the suspension strut is equipped with a length adjustment device, a fixing member for fixing the suspension strut is formed on the projection, and when viewed from above, the tension direction is at an angle of less than 45° and greater than 0° with respect to the extending direction of the axle bridge.

[0024] The protrusion allows the suspension strut to act on the axle bridge at a lower position than the upper part of the axle bridge. As a result, the suspension strut can absorb greater force through a longer lever that is permitted.

[0025] The suspension strut has a length adjustment device. The suspension strut allows the wheel camber, wheel toe, wheel tilt, and corresponding axle caster to be set to desired values ​​after the axle structure has been mounted on the commercial vehicle. The suspension strut may have a fixed length suitable for the desired wheel geometry setting. However, the wheel geometry setting can also be made configurable by setting the length of the suspension strut to an appropriate length using the length adjustment device. 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 set to a variable length, or 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 mounting the axle structure on the vehicle, but retrospectively while the vehicle is in use.

[0026] Depending on the tension direction of the suspension strut, when viewed from above, that tension direction is at an angle less than 45° and greater than 0° with respect to the extending direction of the axle bridge. The tension direction of a fixed member within a specified angular range can be directed by orienting the fixed member obliquely with respect to the retaining plate to which it is fixed, and / or by positioning the retaining plate to which the fixed member is fixed at an angle with respect to the extending direction of the axle bridge, thereby obtaining the specified angle of the tension direction. When the axle bridge is viewed from above, as a result of the tension direction of the suspension struts being directed at an angle less than 45° with respect to the extending direction of the axle bridge, each suspension strut, the portion of the axle bridge reinforced by each suspension strut, the mounting portion to the axle bridge, and the portion of the link arm between the point where each suspension strut acts on the link arm form a force triangle in which the forces acting on these parts are easily distributed. As a result, the suspension struts can effectively support the axle bridge laterally with respect to the longitudinal extension direction of the vehicle, and the wheels can be maintained in the desired geometry setting while the commercial vehicle is in operation. Since the angle is greater than 0°, the suspension strut can transmit not only lateral forces from the axle bridge to the vehicle frame, but also longitudinal forces. The fastener may be, for example, a screw-type bolt that can screw the suspension strut in place. However, it is also possible to provide a hook-shaped fastener or a fastener formed in any other suitable way.

[0027] According to one configuration of the present invention, the fixing member for fixing the suspension strut is formed on the opposite side of the protrusion, and each of the at least one suspension strut is rotatably and / or articulately connected to one or more associated fixing members at the fixing member on each side surface of the protrusion. When the axle structure is mounted on a commercial vehicle and in a non-operating state, this suspension strut extends at an angle deviating by a certain angular dimension from the straight line connecting the associated fixing point and the center of the associated wheel, from the associated fixing member to the attachment point of the suspension strut to the associated link arm. As a result of the fixing member being arranged on the opposite side of the protrusion, 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 acting direction of the lateral force, the fixing member arranged on the first side surface of the protrusion receives a tensile load, and the fixing member arranged on the second side surface of the protrusion receives a compressive load. The lateral forces introduced into the vehicle frames on both sides provide very good support for the axle structure during cornering.

[0028] According to one configuration of the present invention, at least two suspension struts respectively connecting the protrusion from the fixing member to the associated link arm are arranged on both sides of the protrusion, and the suspension struts are oriented such that the first one of the two suspension struts deviates upward toward the link arm from the straight line connecting the associated fixing point and the center of the associated wheel, and the second one of the two suspension struts deviates downward toward the link arm from the straight line connecting the associated fixing point and the center of the associated wheel. In this particular arrangement, the at least two suspension struts move in opposite directions respectively in response to the deformation of the link arm and the axle bridge, and as a result, a tilting moment is generated on each respective link arm, and thus also on the wheels fixed thereto. This tilting moment can be utilized to maintain the wheels at a desired geometry setting during the deflection or rebound movement of the link arm.

[0029] According to one configuration of the present invention, a fixing member for mounting a toe management device is formed on an axle bridge. In contrast to a suspension strut, the purpose of the toe management device is to exert a favorable influence on the toe of the wheels of the axle structure during travel of a commercial vehicle. The wheel toe may vary depending on differences in the degree of deflection and rebound motion of the link arms on the opposite side of the vehicle frame, torsional motion of the vehicle frame, and lateral forces introduced by the wheels. A vehicle equipped with the axle structure consequently exhibits inherent steering behavior that is disadvantageous for safe driving behavior. Furthermore, the torque generated by driving always destabilizes the toe alignment of the axle structure, particularly when the joints of the link arms are soft. In this state, a toe management device is required. The chassis of a commercial vehicle can also be set to different ground clearances. For this purpose, the toe management device used must be configured such that the toe of the axle structure can be kept straight over a very wide range of ground clearances. To solve these problems, a fixing member for mounting the toe management device is provided on the axle bridge. In order to uniformly transmit the force introduced into the axle bridge by the toe management device to both sides of the axle structure and ensure a wide ground clearance range of the axle structure, the fixing member for mounting the toe management device is preferably provided at the center of the axle bridge.

[0030] According to one configuration of the present invention, the fixing member is a shaft for connecting to a Watt linkage. The rotary joint of the Watt linkage can be arranged on the shaft. In the case of the Watt linkage, the axle always remains guided centrally in the vertical direction during deflection and rebound. The effect described by Watt's parallelogram is utilized. A lateral strut is fixed to the frame on one side. The other movable end is connected to the axle via a rotary joint. The lateral stroke motion is determined by the radius along which the movable ends of the two lateral struts move during deflection and rebound. However, since the rotary joint allows length compensation and keeps the axle centered, the axle is not pulled outward.

[0031] According to one configuration of the present invention, the fixing member for mounting the toe control device is positioned on the opposite side of the axle bridge from the fixing bracket for mounting the suspension strut. By positioning these components on the opposite side of the axle bridge, the forces are distributed in a parallelogram shape. The forces transmitted from the suspension strut and the toe control device to the axle bridge are transmitted to the axle bridge in an optimal manner. Furthermore, because the axle bridge is elevated, it becomes possible to position the fixing member of the toe control device in a region selected to avoid collision between the rotatable joint and the lower surface.

[0032] It should be noted that the configurations of the present invention described above can be combined individually, and can also be combined with the subject matter of claim 1 and other dependent claims, provided there are no technical obstacles and no essential dependencies. [Brief explanation of the drawing]

[0033] Further modifications and configurations of the present invention can be gathered from the claims, description and drawings. The present invention will be described in more detail below with reference to exemplary embodiments. [Figure 1] This is an overall view of the electric drive train installed in a commercial vehicle, seen from a diagonal angle below. [Figure 2] This is a plan view of the axle structure. [Figure 3] This is a rear view of the axle structure. [Figure 4] This is a magnified view of the outer end of the axle bridge. [Figure 5] Figure 4 shows the axle bridge with a screw connection at its outer end. [Modes for carrying out the invention]

[0034] Figure 1 shows an overall view of a truck-trailer type commercial vehicle 2 equipped with an electric drive train 200, viewed from a diagonal angle below. In an exemplary embodiment, the commercial vehicle 2 comprises a vehicle frame 4 supported to the ground via three axle structures 6. The central axle structure 6 houses the electric drive train 200, and for the sake of simplicity in the drawing, the axle bridges and axles are omitted from the other two axle structures. In the front region, the commercial vehicle is attached to a semi-trailer coupling of a semi-trailer truck by a kingpin K, and is towed by the semi-trailer truck, although this is not shown in detail in the drawing.

[0035] Each axle structure 6 is equipped with 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 located on a retaining bracket. A wheel carrier 12 is also fixed to each link arm 8, and the wheels of the commercial vehicle 2 can be bolted to it. The ends of the link arms 8 that are away from the pivot bearing 10 are each supported by the vehicle frame 4 via spring members 14. As a result, the link arms 8 rotate around the pivot bearing 10 in accordance with the movement of the spring and resilient against the restoring force of the flexible spring member 14.

[0036] Figure 2 is a plan view of the axle structure 6. In this figure, the axle R is easily identifiable, and its spatial position is determined by the rotation axes of at least two wheels 16 located on both sides of the axle structure 6. Each wheel 16 is held by a link arm 8 connected to it via a wheel carrier 12. The link arms 8 are spaced apart from each other along the axle R and oriented perpendicular to the axle R. Each link arm 8 has a pivot bearing 10 at its first end, an interface 18 for attaching the wheel carrier 12 to each link arm 8 at a first distance from the pivot bearing 10, and a support portion 20 for connecting each link arm 8 to a spring member 14 at a second distance from the pivot bearing 10.

[0037] The link arms 8 are connected to each other via the 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 support portion 20 for connecting each link arm 8 to the spring member 14. A fixing bracket 24 for mounting the 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 projection V that extends laterally with respect to the extending direction of the axle bridge 22. The fixing member 28a for fixing the suspension strut 26 is formed on the projection V and has a tension direction that, when viewed from above, makes an angle α less than 45° and greater than 0° with respect to the extending direction of the axle bridge 22.

[0038] Fixing members 28a for fixing the suspension strut 26 are formed on both sides of the projection V, and at least one suspension strut 26 is rotatably and / or articulated in the fixing members to one or more associated fixing members 28a on both sides of the projection V, and the suspension strut 26 extends from the associated fixing member 28a to the mounting point to the link arm 8 associated with the suspension strut 26 at an angle that deviates by an angular dimension from the 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 is in a non-operational state.

[0039] Figure 3 shows a rear view of the axle structure. As is clear from this figure, 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 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 thus the axle bridge 22, have an overall height H in their central portion that is higher than the outer peripheral region. A fixing member 28b for mounting the toe control device 32 is formed on the axle bridge 22. In an exemplary embodiment, the toe control device 32 is in the form of a Watt link mechanism. The fixing member 28b is a shaft to which an articulated plate 34 is rotatably attached. The inner ends of two lateral struts 36 are connected by the articulated plate 34 via a pivot joint. The outer ends of the lateral struts 36 are each connected to a link arm. Through the Watt link mechanism, tilting motion laterally relative to the direction of movement of one link arm 8 is transmitted to the other link arm 8.

[0040] As is evident from Figure 4, which shows an enlarged view of the outer end of the axle bridge 22, this end has two plates 42a, 42b spaced apart from each other, which are oriented at least substantially 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 Figure 4, extends at least substantially vertically when the axle structure 6 is installed on the vehicle 2. The two plates 42a, 42b have through holes 46 through which threaded bolts 48 that fit the sleeve 44 are passed, on the extension of the longitudinal axis L of the sleeve 44. 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. Similarly, the connecting member 52 of the link arm 8, as shown in Figure 5, has a through hole 46 through which a threaded bolt 48 that fits the sleeve 44 passes, on the extension of the longitudinal central axis L of the sleeve 44. In the exemplary embodiment, the two faces of the two plates 42a, 42b on the sides away from the sleeve 44 are provided with clamping surfaces 54 to which a threaded nut or the head of a threaded bolt 48 is fastened. If the threaded bolt 48 is fastened to a threaded sleeve 44 welded to the inside of one of the two plates 42a, 42b, then it is of course sufficient that the clamping surfaces 54 are provided only on the plates 42a, 42b that are not welded to the threaded sleeve 44.

[0041] Figure 5 also shows that the axle bridge 22 has a fastener at its illustrated outer end for connecting to an air spring bellows, which is an example of a spring member 14. In the illustrated exemplary embodiment, the fastener is two threaded holes 56 through which the air spring bellows can be fastened to the axle structure 6. The ends of the axle bridge 22 shown in Figures 4 and 5, together with two plates 42a, 42b and a connecting member 52, form a connecting node 58 through which the axle bridge 22 is connected to both the link arm 8 and the air spring bellows. In the exemplary embodiment, the bellows carrier 60 is positioned above the two plates 42a, 42b located at one end of the axle bridge 22 and is fixedly connected to the axle bridge 22.

[0042] The present invention is not limited to the exemplary embodiments described above. Those skilled in the art will have no difficulty modifying the exemplary embodiments in ways that they deem suitable for their specific applications. [Explanation of Symbols]

[0043] 2 Commercial vehicles 4. Vehicle frame 6 axle structure 8 Link Arms 10 Pivot bearings 12-wheel carrier 14 Spring member 16 wheels 18 Interface for mounting wheel carriers 20 Support part 22 Axle Bridge 24 Fixing brackets 26 Suspension strut 28 Fixing member 30 base plate 32 Toe control device 34 Joint Plates 36 Lateral strut 38 Cover Plate 40 Side Plates 42 plates 44 sleeves 46 Passage opening 48 Screw-type bolts 50 intermediate space 52 Connecting Member 54 Clamping surface 56 screw holes 58 connected nodes 60 Bellows Carrier 200 Electric Train K Kingpin R axle V protrusion L Longitudinal axis

Claims

1. 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 both sides of the axle structure (6), wherein each wheel (16) is held by a link arm (8) connected to the wheel carrier via a wheel carrier (12), the link arms (8) are spaced apart from each other along the axle (R) and oriented laterally with respect to each axle (R), and each link arm (8) has a pivot bearing (10) at its first end, and the pivot axis The wheel carrier (12) has an interface (18) at a position a first distance from the receiver (10) for attaching the wheel carrier (12) to each of the link arms (8), and the link arms have a support portion (20) at a position a second distance from the pivot bearing (10) for connecting each of the link arms (8) to a spring member (14), and 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), and the axle bridge (22) is screwed to the link arms (8). The outer end of the axle bridge (22) is provided with two plates (42a, 42b) spaced apart from each other and oriented at least substantially 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), the longitudinal central axis (L) of which extends at least substantially 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 on the extension of the longitudinal central axis of the sleeve (44) through which a threaded bolt (48) that fits the sleeve (44) passes. An axle structure having 46), wherein an intermediate space (50) is formed between the two plates (42a, 42b) and one end of the sleeve (44) into which the connecting member (52) of the link arm (8) is inserted, the connecting member (52) of the link arm (8) also has a through hole (46) in the extension of the longitudinal central axis of the sleeve (44) through which a threaded bolt (48) that fits the sleeve (44) is passed, and at least one of the two plates (42a, 42b) is provided on the side away from the sleeve (44) with a clamping surface (54) to which a threaded nut or the head of the threaded bolt (48) is screwed.

2. The axle structure according to claim 1, characterized in that the axle bridge (22) is in the form of a welded structure, and the plates (42a, 42b) are extensions that extend outward toward the upper and lower profile rims of the axle bridge (22), particularly toward the base plate (30) and the cover plate (38).

3. The axle structure according to claim 1 or 2, wherein, when viewed from above, the longitudinal axis of the plates (42a, 42b) is angled toward the axle (R) compared to the longitudinal axis of the remaining portion of the axle bridge (22).

4. The axle structure according to claim 1 or claim 2, wherein the axle bridge (22) each has a fastener at its outer end for connecting to an air spring bellows.

5. The axle structure according to claim 4, wherein the corresponding ends of the axle bridge (22) are connected at connection nodes (58) to both the link arm (8) and the air spring bellows.

6. The axle structure according to claim 1 or claim 2, wherein the bellows carrier (60) is positioned above the two plates (42a, 42b) located at one end of the axle bridge (22) and is fixedly connected to the axle bridge (22).

7. The 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 member (14) can be attached to at least one of these members without disconnecting the connection between the axle bridge (22) and the link arm (8).

8. The axle structure according to claim 1, wherein the axle bridge (22) is provided with a base plate (30) on its lower surface that extends in a substantially constant plane over the entire width of the axle bridge (22), and the welded structure is characterized in that the total height (H) of the central region is greater than that of the outer peripheral region.

9. The axle structure according to claim 1, wherein a fixing bracket (24) for attaching a suspension strut (26) is formed in the central region of the axle bridge (22).

10. The axle structure according to claim 9, wherein the fixing bracket (24) is located below the upper edge of the axle bridge (22) and has the shape of a projection (V) that extends laterally with respect to the extending direction of the axle bridge (22), and the fixing member (28a) for fixing the suspension strut (26) is formed on the projection (V) and has a tension direction that, when viewed from above, makes an angle (α) less than 45° and greater than 0° with respect to the extending direction of the axle bridge (22).

11. The axle structure according to claim 10, wherein the fixing member (28a) for fixing the suspension strut (26) is formed on the opposite side of the projection (V), and at least one of the suspension struts (26) is rotatably and / or articulated to one or more associated fixing members (28a) at the fixing member on each side of the projection (V), and the suspension strut (26) extends from the associated fixing member (28a) to the mounting point of the suspension strut (26) to the link arm (8) attached to the suspension strut (26) at an angle that deviates by an angular dimension from the 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 is in a non-operational state.

12. The axle structure according to claim 1, wherein a fixing member (28b) for attaching a toe control device (32) is formed on the axle bridge (22).

13. The axle structure according to claim 12, wherein the fixing member (28b) is a shaft for connecting to a Watt linkage mechanism.

14. The axle structure according to claim 9, wherein the fixing member (28b) for attaching the toe control device (32) is located on the opposite side of the axle bridge (22) from the fixing bracket (24) for attaching the suspension strut (26).

15. A commercial vehicle (2) having an axle structure (6) for a commercial vehicle chassis, the axle (R) whose spatial position is determined by the rotation axes of at least two wheels (16) located on both sides of the axle structure (6), wherein each wheel (16) is held by a link arm (8) connected to the wheel carrier via a wheel carrier (12), the link arms (8) are spaced apart from each other along the axle (R) and are oriented laterally with respect to the axle (R), and each link arm (8) has a pivot at its first end A commercial vehicle (2) having a pivot bearing (10), an interface (18) for attaching the wheel carrier (12) to each of the link arms (8) at 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 second distance from the pivot bearing (10), wherein the axle structure is designed as described in claim 1, claim 2, claim 7, claim 8, claim 9, claim 10, claim 11, claim 12, or claim 13.

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