Chassis frame for a utility vehicle

Abstract

The invention relates to a chassis frame (18) for a utility vehicle (1), in particular for a military utility vehicle, having a first longitudinal member (20) which extends along a longitudinal direction (19) of the chassis frame (18), a second longitudinal member (21) which likewise extends along the longitudinal direction (19), a transverse member (37) which connects the first longitudinal member (20) and the second longitudinal member (21) to one another, a first lower gusset plate (51) which is connected to the first longitudinal member (20), a second lower gusset plate (52), which is connected to the second longitudinal member (21), a first upper gusset plate (53) which is connected to the first longitudinal member (20), and a second upper gusset plate (54) which is connected to the second longitudinal member (21). The transverse member (37) has a transverse reinforcement (39, 40) extending between the first longitudinal member (20) and the second longitudinal member (21), the transverse reinforcement (39, 40) is connected to all of the gusset plates (51, 52, 53, 54), the transverse reinforcement (39, 40) has a transverse reinforcement cutout (45) which is open in the direction of a lower face (35) or in the direction of an upper face (36) of the chassis frame (18), the transverse member (37) has a crossbar (59, 60, 67, 72) extending between the first longitudinal member (20) and the second longitudinal member (21), and the crossbar (59, 60, 67, 72) closes the transverse reinforcement cutout (45) in the direction of the lower face (35) or in the direction of the upper face (36).

Description

[0001] CHASSIS FRAME AND COMMERCIAL VEHICLE

[0002] The present invention relates to a chassis frame for a commercial vehicle, in particular for a military commercial vehicle, and to a commercial vehicle, in particular a military commercial vehicle, comprising such a chassis frame.

[0003] Off-road commercial vehicles, such as off-road trucks, can have a rigid yet torsionally flexible chassis and a torsionally rigid, interchangeable body, such as a container, mounted on the chassis. To enable such a torsionally flexible chassis, the chassis can have a chassis frame in the form of a ladder frame. Such a ladder frame has two spaced-apart and parallel longitudinal members, which are connected to one another by means of several cross members. Since such off-road commercial vehicles often have all-wheel drive, it is necessary to position drive shafts, transfer cases, or the like between the longitudinal members. This results in a space conflict with the cross members, since these cannot be arbitrarily recessed, for example, for strength reasons.There is a conflict of objectives between sufficient rigidity of the cross members and sufficient clearance for drive shafts or other components.

[0004] Against this background, one object of the present invention is to provide an improved chassis frame for a commercial vehicle.

[0005] Accordingly, a chassis frame for a commercial vehicle, in particular for a military commercial vehicle, is proposed. The chassis frame comprises a first longitudinal member extending along a longitudinal direction of the chassis frame, a second longitudinal member also extending along the longitudinal direction, a cross member connecting the first longitudinal member and the second longitudinal member to one another, a first lower gusset plate connected to the first longitudinal member, a second lower gusset plate connected to the second longitudinal member, a first upper gusset plate connected to the first longitudinal member, and a second upper gusset plate connected to the second longitudinal member. The cross member has a transverse stiffener extending between the first longitudinal member and the second longitudinal member, the transverse stiffener being connected to all gussets.wherein the transverse stiffener has a transverse stiffening cutout which is open towards a bottom side or towards a top side of the chassis frame, wherein the cross member has a cross member extending between the first longitudinal member and the second longitudinal member, and wherein the cross member closes the transverse stiffening cutout towards the bottom side or towards the top side.

[0006] According to a further development, a chassis frame for a commercial vehicle, in particular for a military commercial vehicle, is proposed. The chassis frame comprises a first longitudinal member which extends along a longitudinal direction of the chassis frame, a second longitudinal member which also extends along the longitudinal direction, and a cross member which connects the first longitudinal member and the second longitudinal member to one another, wherein the cross member has a transverse stiffener running between the first longitudinal member and the second longitudinal member, wherein the transverse stiffener has a transverse stiffener cutout which is open towards an underside or towards an upper side of the chassis frame, wherein the cross member has a cross member running between the first longitudinal member and the second longitudinal member, and wherein the cross member closes the transverse stiffener cutout towards the underside or towards the upper side.By closing the cross-bracing cutout with the cross member, it is possible, for example, to pass a large-diameter drive shaft through the cross member cutout while simultaneously providing sufficient rigidity to the cross member. Furthermore, the chassis frame can be easily adapted or modified by replacing the cross member. The rigidity of the cross member can be adjusted to suit any application by replacing the cross member.

[0007] The chassis frame is part of the chassis of a commercial vehicle. In addition to the chassis frame, the chassis includes, for example, axles, wheels, or other components of the commercial vehicle. In particular, a coordinate system with a longitudinal direction (or x-direction), a transverse direction (or y-direction), and a vertical direction (or z-direction) is assigned to the chassis frame. These directions are oriented perpendicular to each other. The longitudinal direction of the chassis frame can be oriented opposite to the longitudinal direction. Alternatively, the longitudinal and longitudinal directions can also be identical.

[0008] The chassis frame preferably comprises two longitudinal members extending along the longitudinal direction, which are firmly connected to one another by means of a plurality of cross members running along the y-direction. In other words, the chassis frame can have multiple cross members. The cross members can be constructed in different ways. Only one cross member will be discussed below. The cross member is preferably oriented transversely or perpendicularly to the longitudinal direction. "Perpendicular" in this case refers in particular to an angle of 90° ± 10°, preferably 90° ± 5°, more preferably 90° ± 3°, more preferably 90° ± 1°, more preferably exactly 90°. The cross member can be bolted, riveted, and / or welded to the two longitudinal members. The chassis frame is preferably torsionally flexible and rigid."Stiffness" is understood here in particular to mean the resistance of a component, in this case the cross member or the chassis frame, to elastic deformation imposed by an external load. Stiffness conveys the relationship between the load on the component and its deformation. Stiffness is determined by the component material and its geometry. "Torsionally flexible" in this case means in particular that the chassis frame can twist around the longitudinal direction.

[0009] The longitudinal members can optionally each comprise several profiles running in the longitudinal direction, for example, hollow box profiles, L-profiles, U-profiles, C-profiles, T-profiles, and / or L-profiles, which are connected to form the longitudinal members. The individual components of the chassis frame are firmly connected to one another and can, for example, be bolted, riveted, and / or welded. The cross member can, for example, be a bolted or welded construction.

[0010] The cross member connects the first longitudinal member and the second longitudinal member, for example, by bolting, riveting, and / or welding the cross member to the first longitudinal member and the second longitudinal member. This can involve a direct or indirect connection between the cross member and the two longitudinal members. "Direct" means that the cross member is connected directly to the two longitudinal members. "Indirect" means that the cross member is connected to the two longitudinal members with the aid of additional components, for example, with the aid of so-called gusset plates.

[0011] The cross member can have multiple transverse stiffeners. Particularly preferably, the cross member has a first transverse stiffener and a second transverse stiffener. The first transverse stiffener and the second transverse stiffener are preferably identical in structure and arranged mirror-symmetrically. However, exactly one transverse stiffener can also be provided. In the following, only one transverse stiffener is discussed. The transverse stiffener is preferably a bent sheet metal component.

[0012] A "cutout" preferably refers to an opening, a perforation, or a recess in the cross-bracing that does not have a circumferential geometry, edge, or contour. The cross-bracing cutout is thus open in at least one direction, in this case toward the underside of the chassis frame. The cross-bracing cutout is therefore not completely surrounded by the cross-bracing material. This means, in particular, that a component, such as a drive shaft as mentioned above, can be inserted or lifted into the cross-bracing cutout along the z-direction—as long as the cross member is not installed.

[0013] In this case, the "open" or "opened" cross-bracing cutout toward the underside or toward the top side of the chassis frame means that the cross-bracing itself does not close the cross-bracing cutout toward the underside or toward the top side. In other words, the cross-bracing is recessed toward the underside or toward the top side with the help of the cross-bracing cutout. Therefore, there is no cross-bracing material present toward the underside or toward the top side that closes the cross-bracing cutout toward the underside or toward the top side.

[0014] However, this does not preclude the possibility that the cross-bracing cutout is closed by another component of the cross member, namely by the cross member, towards the underside or towards the top side of the chassis frame. Particularly preferably, the cross-bracing cutout is open towards the underside of the chassis frame, with the cross member closing the cross-bracing section towards the underside of the

[0015] chassis frame.

[0016] The chassis frame preferably has a top side in addition to the underside. A body of the commercial vehicle can be provided on or on the top side. The cross member preferably projects beyond the underside, in particular with the cross member. The cross member preferably does not project beyond the top side. In this case, the transverse stiffening cutout is open or opened towards the underside of the chassis frame. This keeps the installation space above the top side free of interfering contours. This simplifies the positioning of the body on the chassis frame. Alternatively, the cross member can also be arranged in a mirror image. In this case, the cross member projects beyond the top side of the chassis frame, not the underside. In this case, the transverse stiffening cutout is open or opened towards the top side of the chassis frame.

[0017] The cross member can have multiple cross members. Particularly preferably, the cross member has a first cross member and a second cross member. The two cross members are preferably constructed identically. However, the cross member at least has exactly one cross member. The fact that the cross member "closes" the cross reinforcement cutout toward the underside of the chassis frame or toward the top of the chassis frame is understood here in particular to mean that the cross reinforcement cutout, with the help of the cross reinforcement and the cross member, has a closed or circumferential geometry, edge, or contour. In other words, the cross reinforcement and the cross member together completely enclose the cross reinforcement section. According to one embodiment, the cross reinforcement and the cross member are separate components, so that the cross reinforcement and / or the cross member are interchangeable.

[0018] The cross stiffener and the cross member can, for example, be bolted together. This allows for easy replacement of the cross stiffener and / or the cross member. However, the cross stiffener and the cross member can also be riveted or welded together, for example. This results in a multi-part cross member. In other words, the cross member is constructed from several individual parts, for example in the form of the cross stiffener and the cross member. These individual parts are easy and inexpensive to manufacture. This leads to cost savings on the one hand and to the interchangeability of the individual parts on the other. This interchangeability is particularly advantageous in the event of damage. The stiffness of the individual parts can be specifically adapted to the respective application. This expands the potential areas of application for the cross member.

[0019] According to a further embodiment, the first longitudinal member and the second longitudinal member each have a longitudinal member lower chord, wherein the cross member is arranged at least in sections below the longitudinal member lower chords.

[0020] The cross member is preferably arranged completely below the longitudinal member lower chords. As previously mentioned, the cross member preferably protrudes beyond the underside of the chassis frame. This makes it possible to use installation space below the longitudinal member for the cross member. Alternatively, the cross member can also be arranged at least partially above the longitudinal member upper chords of the two longitudinal members. In this case, the cross member protrudes beyond the upper side of the chassis. According to a further embodiment, the first longitudinal member and the second longitudinal member each have a longitudinal member upper chord and a longitudinal member web, which is arranged between the longitudinal member lower chord and the longitudinal member upper chord and which connects the longitudinal member lower chord to the longitudinal member upper chord, wherein the longitudinal member lower chords are arranged between the cross member and the longitudinal member webs.

[0021] In particular, the longitudinal member lower chords are arranged between the cross member and the longitudinal member webs, viewed along the z-direction. In this case, the first longitudinal member and the second longitudinal member each have an O-shaped cross-sectional geometry. In other words, the first longitudinal member and the second longitudinal member can each be C-profiles. Alternatively, the first longitudinal member and / or the second longitudinal member can also be tubular profiles, T-profiles, or L-profiles. The longitudinal member lower chord, the longitudinal member upper chord, and the longitudinal member web are connected to one another in one piece, in particular by a single material. "Integral" or "one-piece" in this case means that the longitudinal member lower chord, the longitudinal member upper chord, and the longitudinal member web are not separate components, but form a common component, namely the respective longitudinal member.In this case, "integral material" means in particular that the first longitudinal member and the second longitudinal member are each made entirely of the same material. For example, the longitudinal members are extruded profiles. The longitudinal members can be made, for example, from a steel alloy, an aluminum alloy, a magnesium alloy, or a fiber composite material. The first longitudinal member preferably has an outer surface facing the surroundings of the chassis frame and an inner surface facing away from the outer surface. Accordingly, the second longitudinal member also has an outer surface facing the surroundings and an inner surface facing away from the outer surface. The longitudinal members are preferably arranged parallel to one another and spaced apart from one another, viewed along the y-direction. A space of the chassis frame is provided between the longitudinal members. The space is delimited in particular by the two inner surfaces of the longitudinal members.The intermediate space is preferably open toward the underside and toward the top of the chassis frame. The cross member is arranged at least partially within the intermediate space. The transverse stiffener is arranged within the intermediate space, with the cross member preferably being arranged outside the intermediate space. The transverse stiffener is preferably placed entirely within the intermediate space.

[0022] According to a further embodiment, the chassis frame comprises a first lower gusset plate connected to the first longitudinal member, a second lower gusset plate connected to the second longitudinal member, a first upper gusset plate connected to the first longitudinal member, and a second upper gusset plate connected to the second longitudinal member, wherein the transverse stiffener is connected to all gussets.

[0023] Preferably, exactly four gusset plates are provided. The gusset plates are arranged within the space between the chassis frame. The gusset plates can rest on the inside against the inner surfaces of the two longitudinal members. The gusset plates are, for example, bolted to the longitudinal members. The gusset plates are arranged in particular between the transverse stiffener and the longitudinal members. The gusset plates are thus arranged within the longitudinal members, with the transverse stiffener being placed within the gusset plates. The gusset plates can, for example, be bent sheet components. The gusset plates can, for example, be made of a steel alloy, an aluminum alloy, or a magnesium alloy. Fiber composite materials can also be used for the gusset plates. In this case, a so-called organic sheet can be used for the gusset plates.According to a further embodiment, the transverse stiffener comprises a transverse stiffening lower chord, a transverse stiffening upper chord and a transverse stiffening web which is arranged between the transverse stiffening lower chord and the transverse stiffening upper chord and which connects the transverse stiffening lower chord to the transverse stiffening upper chord, wherein the transverse stiffening lower chord is connected to the lower gusset plates, and wherein the transverse stiffening upper chord is connected to the upper gusset plates.

[0024] In other words, the cross-sectional stiffener has a C-shaped geometry. The cross-stiffener can be a bent sheet metal component. The cross-stiffener lower chord, the cross-stiffener upper chord, and the cross-stiffener web are connected to one another in one piece, in particular using a single material. However, the cross-stiffener can also be made up of multiple parts. In this case, the cross-stiffener lower chord, the cross-stiffener upper chord, and the cross-stiffener web can be screwed, riveted, and / or welded together, for example, to form the cross-stiffener. In this case, the cross-stiffener lower chord, the cross-stiffener upper chord, and the cross-stiffener web are separate components that are only joined to form the transverse stiffener. The cross-stiffener lower chord can be connected, in particular screwed, to the lower gusset plates.The transverse stiffening upper chord can be connected, in particular bolted, to the upper gusset plates. For example, the lower gusset plates are arranged between the transverse stiffening lower chord and the longitudinal beam lower chords of the longitudinal beams. Accordingly, the upper gusset plates are arranged between the transverse stiffening upper chord and the longitudinal beam upper chords of the longitudinal beams. The transverse stiffener is preferably indirectly connected to the two longitudinal beams by means of the gusset plates. "Indirectly" means that the transverse stiffener is connected to the gusset plates, with the gussets in turn being connected to the longitudinal beams. According to a further embodiment, the transverse stiffening cutout extends through both the transverse stiffening lower chord and the transverse stiffening web.

[0025] In particular, the transverse stiffening cutout divides the transverse stiffening lower chord into two transverse stiffening lower chord sections spaced apart along the y-direction, which are connected to the lower gusset plates. The transverse stiffening cutout thus extends through both the transverse stiffening lower chord and the transverse stiffening web. Preferably, the transverse stiffening cutout does not extend into the transverse stiffening upper chord.

[0026] According to a further embodiment, the transverse stiffening upper chord has a transverse stiffening upper chord cutout which, starting from the first longitudinal member in the direction of the second longitudinal member, is continuously curved, in particular continuously curved in the shape of a circular arc.

[0027] "Continuous" or "continuous" in this context means that the transverse stiffening upper chord section has no straight sections or non-curved sections. In particular, the stiffening upper chord cutout has a continuous or continuously curved geometry, edge, or contour. Particularly preferably, the transverse stiffening upper chord cutout is curved in a circular arc.

[0028] According to a further embodiment, the transverse stiffening web has a first transverse stiffening web cutout that is open toward the first longitudinal member and a second transverse stiffening web cutout that is open toward the second longitudinal member. This allows for material savings. The transverse stiffening web cutouts are directed toward the respective inner surface of the first longitudinal member and the second longitudinal member.

[0029] According to a further embodiment, the cross member is only connected to the lower gusset plates.

[0030] The crossbeam can be bolted to the lower gusset plates. The crossbeam can be plate-shaped or sheet-shaped. Alternatively, the crossbeam can also be a rectangular profile or a C-profile, for example. The crossbeam is preferably also connected to the cross stiffener, in particular to the cross stiffener lower chord of the cross stiffener. The lower gusset plates are preferably arranged between the cross stiffener lower chord of the cross stiffener and the crossbeam. Bolts can be passed through the cross stiffener lower chord, the lower gusset plates, and the crossbeam in order to connect the cross stiffener, the lower gusset plates, and the crossbeam to one another, in particular to screw them together.

[0031] According to a further embodiment, the chassis frame has height-variable spacers arranged between the cross member and the lower gusset plates.

[0032] In this context, "height-variable" means that the spacers can be selected, for example, from a modular system with spacers of different heights. This allows for adjustment of the stiffening cutout. In particular, this also allows for an increase in the screw clamping length. This allows the previously mentioned screws for connecting the cross stiffener, the lower gusset plates, and the cross member to pass through the spacers. The spacers can protrude from the space between the chassis frame. In other words, the spacers can protrude beyond the underside or the top of the chassis frame.

[0033] According to a further embodiment, the cross member, the lower gusset plates and the spacers are connected to one another in a form-fitting and / or force-fitting manner.

[0034] A positive connection is created by the interlocking or engaging of at least two connecting partners, in this case the cross member, the lower gusset plates, the spacers, and, for example, screws as mentioned above. In other words, the cross member, the lower gusset plates, and the spacers can be screwed together. With the help of such a screw connection, a force-locking connection can be realized. A screw connection can also simultaneously form a positive connection. With the help of a rivet connection, for example, a purely positive connection can be realized between the cross member, the lower gusset plates, and the spacers. A combination of a positive connection and a force-locking connection can also be used. An example of this is a screw connection as mentioned above.This allows for easy replacement of the cross member and / or spacers.

[0035] According to a further embodiment, the cross member has a cross member cutout which is continuously curved, in particular continuously curved in a circular arc, starting from the first longitudinal member in the direction of the second longitudinal member.

[0036] This means in particular that the cross-member cutout has no straight sections or non-curved sections. In particular, the cross-member cutout has a continuously curved geometry, edge or

[0037] contour.

[0038] According to a further embodiment, the chassis frame has a first transverse stiffener and a second transverse stiffener, wherein the first transverse stiffener and the second transverse stiffener are arranged mirror-symmetrically, and wherein the first transverse stiffener and the second transverse stiffener are arranged spaced apart from one another when viewed along the longitudinal direction.

[0039] This may make it possible, for example, to influence the torsional strength of the chassis frame by changing the gap between the two transverse stiffeners. The previously explained transverse stiffener is either the latter first transverse stiffener or the latter second transverse stiffener. The first transverse stiffener and the second transverse stiffener are preferably constructed identically. However, the first transverse stiffener and the second transverse stiffener are arranged mirror-symmetrically. However, the identical structure of the two transverse stiffeners is not absolutely necessary.

[0040] Furthermore, a commercial vehicle, in particular a military commercial vehicle, with such a chassis frame is proposed.

[0041] The commercial vehicle is, in particular, an armored commercial vehicle. The commercial vehicle can be a truck. In particular, the commercial vehicle is an off-road truck. The commercial vehicle is multi-axle. The commercial vehicle can be two-axle, three-axle, four-axle, or five-axle. The commercial vehicle preferably includes all-wheel drive. The commercial vehicle can therefore also be referred to as an all-wheel drive commercial vehicle. The term "protected" is understood here to mean, in particular, that the commercial vehicle is protected against shelling, booby traps, improvised explosive devices (IEDs), mines, or the like. The commercial vehicle includes a driver's cab supported by the chassis frame. Furthermore, the commercial vehicle can have an interchangeable body as mentioned above, which is also supported by the chassis frame.The chassis frame is part of the commercial vehicle's chassis. In addition to the chassis frame, the chassis may contain, for example, wheels, axles, wheel suspensions, axle suspensions, or other components of the commercial vehicle. The commercial vehicle may be armed or unarmed.

[0042] The embodiments and features described for the proposed chassis frame apply accordingly to the proposed commercial vehicle and vice versa.

[0043] "One" in this case is not necessarily limited to a single element. Rather, multiple elements, such as two, three, or more, may also be included. Any other counting term used here should not be understood as implying a limitation to the exact number of elements mentioned. Rather, numerical deviations upwards and downwards are possible unless otherwise stated.

[0044] Further possible implementations of the chassis frame and / or the commercial vehicle also include combinations of features or embodiments described above or below with regard to the exemplary embodiments that are not explicitly mentioned. In this case, the person skilled in the art will also add individual aspects as improvements or additions to the respective basic form of the chassis frame and / or the commercial vehicle.

[0045] Further advantageous configurations and aspects of the chassis frame and / or the commercial vehicle are the subject of the dependent claims and the exemplary embodiments of the chassis frame and / or the commercial vehicle described below. The chassis frame and / or the commercial vehicle are explained in more detail below using preferred embodiments with reference to the accompanying figures.

[0046] Fig. 1 shows a schematic side view of an embodiment of a commercial vehicle;

[0047] Fig. 2 shows a schematic perspective partial view of a chassis frame for the commercial vehicle according to Fig. 1;

[0048] Fig. 3 shows a schematic sectional view of the chassis frame according to Fig. 2;

[0049] Fig. 4 shows a schematic perspective view of an embodiment of a cross member for the chassis frame according to Fig. 2;

[0050] Fig. 5 shows a further schematic perspective view of the cross member according to Fig. 4;

[0051] Fig. 6 shows a schematic perspective exploded view of the cross member according to Fig. 4;

[0052] Fig. 7 shows a schematic perspective view of an embodiment of a cross member for the cross member according to Fig. 4;

[0053] Fig. 8 shows a schematic perspective view of another embodiment of a cross member for the cross beam according to Fig. 4; and Fig. 9 shows a schematic perspective view of another embodiment of a cross member for the cross beam according to Fig. 4.

[0054] In the figures, identical or functionally equivalent elements are provided with the same reference numerals unless otherwise stated.

[0055] Fig. 1 shows a schematic side view of an embodiment of a commercial vehicle 1.

[0056] Commercial vehicle 1 is a land vehicle. Commercial vehicle 1 is, in particular, a military commercial vehicle. Commercial vehicle 1 can therefore also be referred to as a military commercial vehicle. Commercial vehicle 1 can be a truck. In particular, commercial vehicle 1 is an off-road truck. Commercial vehicle 1 can be an armored vehicle. Therefore, commercial vehicle 1 can also be referred to as an armored commercial vehicle.

[0057] The commercial vehicle 1 is assigned a coordinate system with a longitudinal direction or x-direction x, a transverse direction or y-direction y, and a vertical direction or z-direction z. The directions x, y, and z are oriented perpendicular to each other. The z-direction z is oriented parallel to a direction of gravity g. The direction of gravity g is oriented from top to bottom in the orientation shown in Fig. 1.

[0058] The commercial vehicle 1 is a wheeled vehicle. The commercial vehicle 1 comprises a chassis 2 with a plurality of axles 3, 4, 5, 6. The axles 3, 4, 5, 6 carry wheels 7, 8, 9, 10. Each of the axles 3, 4, 5, 6 is assigned at least one pair of wheels 7, 8, 9, 10. For example, four axles 3, 4, 5, 6 can be provided. This means that the commercial vehicle 1 is a four-axle vehicle in this case. However, the number of axles 3, 4, 5, 6 is arbitrary. The commercial vehicle 1 can also be a two-axle, a three-axle, or a five-axle vehicle. The commercial vehicle 1 preferably comprises an all-wheel drive system. This means that all axles 3, 4, 5, 6 are driven. The commercial vehicle 1 can therefore also be referred to as an all-wheel drive commercial vehicle. At least one of the axles 3, 4, 5, and 6 is steerable. Preferably, two front axles or front axles 3, 4 are steerable. All axles 3, 4, 5, and 6 can also be steerable.

[0059] The chassis 2 supports a driver's cab 11 of the commercial vehicle 1. The driver's cab 11 is preferably protected against gunfire, booby traps, improvised explosive devices (IEDs), mines, or the like. The driver's cab 11 defines an interior 12 in which passengers, for example, a driver and a passenger, can be located. The driver's cab 11 encloses the interior 12 and thus separates it from the surroundings 13 of the driver's cab 11. The interior 12 is accessible from the surroundings 13 by means of openable doors 14.

[0060] The chassis 2 is designed to support, in addition to the driver's cab 11, an interchangeable body 15 of the commercial vehicle 1. The body 15 can be, for example, a flatbed, a container, a box, a tank, or the like. Figure 1 shows a body 15 in the form of a container.

[0061] The commercial vehicle 1 can move in a direction of travel 16 on a surface 17 with the aid of the wheels 7, 8, 9, 10. The direction of travel 16 is oriented opposite to the x-direction x. However, this does not preclude the commercial vehicle 1 from moving opposite to the direction of travel 16 on the surface 17—for example, in reverse gear. The surface 17 can be a road or any type of terrain.

[0062] Fig. 2 shows a schematic perspective partial view of an embodiment of a chassis frame 18 for the commercial vehicle 1. Fig. 3 shows a schematic sectional view of the chassis frame 18. In the following, reference is made simultaneously to Figs. 2 and 3.

[0063] The chassis frame 18 is part of the chassis 2. In addition to the chassis frame 18, the chassis 2 has the axles 3, 4, 5, 6 and the wheels 7, 8, 9, 10. Furthermore, the chassis 2 can have other components, such as axle suspensions for the axles 3, 4, 5, 6 and / or wheel suspensions for the wheels 7, 8, 9, 10. The chassis frame 18 is assigned a longitudinal direction 19. The longitudinal direction 19 can coincide with the direction of travel 16. However, this is not absolutely necessary. The longitudinal direction 19 can also be oriented opposite to the direction of travel 16. In particular, the longitudinal direction 19 is oriented opposite to the x-direction x. The longitudinal direction 19 can also be oriented along the x-direction x.

[0064] The chassis frame 18 has a first longitudinal member 20 and a second longitudinal member 21, both of which extend along the longitudinal direction 19. The first longitudinal member 20 and the second longitudinal member 21 are spaced apart from one another along the y-direction y and positioned parallel to one another. Each of the longitudinal members 20, 21 can be constructed from several subcomponents, for example in the form of steel beams, which are firmly connected to one another, for example, welded together.

[0065] As shown in Fig. 3, the first longitudinal member 20 has a longitudinal member lower flange 22, a longitudinal member upper flange 23 arranged along the z-direction z parallel to and spaced from the longitudinal member lower flange 22, and a longitudinal member web 24 arranged between the longitudinal member lower flange 22 and the longitudinal member upper flange 23. This results in a C-shaped cross section of the first longitudinal member 20. In particular, the first longitudinal member 20 is a C-profile. The first longitudinal member 20 can be a continuously cast profile. Alternatively, the first longitudinal member 20 can also be a T-profile or an L-profile. The first longitudinal member 20 comprises an outer surface 25 facing the environment 13. Furthermore, the first longitudinal member 20 comprises one of the outer surface 25 and thus also the

[0066] Surroundings 13 facing inner surface 26.

[0067] The longitudinal member lower flange 22, the longitudinal member upper flange 23, and the longitudinal member web 24 are connected to one another in one piece, in particular using a single material. "Single piece" or "one-piece" in this case means that the first longitudinal member 20 is not composed of different subcomponents, but rather that the longitudinal member lower flange 22, the longitudinal member upper flange 23, and the longitudinal member web 24 form a common component, namely the first longitudinal member 20. "Single piece" in this case means, in particular, that the first longitudinal member 20 is made entirely of the same material. Materials used for the first longitudinal member 20 include, for example, steel alloys, aluminum alloys, magnesium alloys, or fiber composite materials.

[0068] The second longitudinal member 21 is preferably constructed identically to the first longitudinal member 20. The two longitudinal members 20, 21 are arranged mirror-symmetrically to one another. The second longitudinal member 21 accordingly has a longitudinal member lower chord 27, a longitudinal member upper chord 28 arranged along the z-direction z at a distance from and parallel to the longitudinal member lower chord 27, and a longitudinal member web 29 which connects the longitudinal member lower chord 27 and the longitudinal member upper chord 28 to one another in one piece, in particular made of one piece material. Furthermore, the second longitudinal member 21 comprises an outer surface 30 facing the surroundings 13 and an inner surface 31 facing away from the outer surface 30 and thus away from the surroundings 13. The two inner surfaces 26, 31 of the two longitudinal members 20, 21 face one another. The two outer surfaces 25, 30 of the two longitudinal members 20, 21 face away from one another. A gap 32 of the chassis frame 18 is provided between the two longitudinal members 20, 21.In the orientation of Fig. 3, the intermediate space 32 is delimited or defined to the left by the first longitudinal member 20, in particular by the inner surface 26 of the first longitudinal member 20, and to the right by the second longitudinal member 21, in particular by the inner surface 31 of the second longitudinal member 21. In the orientation of Fig. 3, the intermediate space 32 is open at the top and bottom.

[0069] The intermediate space 32 is delimited at the bottom by a lower plane 33 of the chassis frame 18. Viewed along the z-direction z, the lower plane 33 rests on the outer surfaces 25, 30 of the longitudinal member lower chords 22, 27. At the top, the intermediate space 32 is delimited by an upper plane 34. The upper plane 34 is arranged parallel to and spaced from the lower plane 33. The upper plane 34 rests on the outer surfaces 25, 30 of the longitudinal member upper chords 23, 28. The chassis frame 18 has a bottom side 35 assigned to the lower plane 33 and an upper side 36 assigned to the upper plane 34.

[0070] Returning now to Fig. 2, the chassis frame 18 comprises, in addition to the two longitudinal members 20, 21, several cross members 37, 38 that connect the first longitudinal member 20 and the second longitudinal member 21 to one another. This means that the cross members 37, 38 do not run along the longitudinal direction 19, but perpendicular to the longitudinal direction 19 and thus along the y-direction y. The cross members 37, 38 are preferably constructed differently. The cross members 37, 38 can be bolted, riveted, and / or welded to the longitudinal members 20, 21.

[0071] The longitudinal members 20, 21 and the cross members 37, 38 form a ladder frame.

[0072] Therefore, the chassis frame 18 can also be referred to as a ladder frame. The chassis frame 18 is rigid and torsionally flexible and extends along the longitudinal direction 19 from the rear of the vehicle to the driver's cab 11. "Torsionally flexible" means, in particular, that the chassis frame 18 can twist about the longitudinal direction 19. As previously mentioned, the cross members 37, 38 are constructed differently. Any number of cross members 37, 38 can be provided, connecting the longitudinal members 20, 21 to one another. Only the cross member 37 will be discussed below.

[0073] Fig. 4 shows a schematic perspective view of an embodiment of a cross member 37 as mentioned above. Fig. 5 shows a further schematic perspective view of the cross member 37. Fig. 6 shows a schematic perspective exploded view of the cross member 37. In the following, reference is made simultaneously to Figs. 4 to 6.

[0074] The cross member 37 is, in particular, multi-part. "Multi-part" in this case means, in particular, that the cross member 37 is preferably not a single piece or made of a single material, but rather is constructed from a plurality of subcomponents that are connected to one another, for example, by screwing, riveting, and / or welding. The cross member 37 can be a welded construction. Alternatively, the cross member 37 can also be constructed in one piece, in particular made of a single material, at least in sections. In this case, the cross member 37 can be manufactured at least in sections using an additive or generative manufacturing process, in particular using a 3D printing process.

[0075] The cross member 37 comprises a first transverse stiffener 39 running between the first longitudinal member 20 and the second longitudinal member 21, as well as a second transverse stiffener 40 likewise running between the first longitudinal member 20 and the second longitudinal member 21. The two transverse stiffeners 39, 40 are operatively connected or coupled to the longitudinal members 20, 21. The first transverse stiffener 39 and the second transverse stiffener 40 are preferably constructed identically and arranged mirror-symmetrically. The first transverse stiffener 39 and the second transverse stiffener 40 are arranged spaced apart from one another along the x-direction x or along the longitudinal direction 19, so that a gap 41 (Fig. 4) is provided between the first transverse stiffener 39 and the second transverse stiffener 40.Since the first transverse stiffener 39 and the second transverse stiffener 40 are constructed identically, only the first transverse stiffener 39 will be discussed below, which will be referred to simply as transverse stiffener 39.

[0076] The transverse stiffener 39 is arranged within the intermediate space 32 of the chassis frame 18. In other words, the transverse stiffener 39 preferably does not protrude from the intermediate space 32. The transverse stiffener 39 preferably does not protrude beyond the underside 35 or the top side 36 of the chassis frame 18. The transverse stiffener 39 therefore preferably does not penetrate the planes 33, 34.

[0077] The transverse stiffener 39 is preferably a bent sheet metal component. However, the transverse stiffener 39 can also be a welded component. The transverse stiffener 39 has a C-shaped cross-section. The transverse stiffener 39 comprises a transverse stiffener lower chord 42, a transverse stiffener upper chord 43 arranged along the z-direction z parallel to and spaced from the transverse stiffener lower chord 42, and a transverse stiffener web 44 connecting the transverse stiffener lower chord 42 to the transverse stiffener upper chord 43. The transverse stiffener web 44 connects the transverse stiffener lower chord 42 to the transverse stiffener upper chord 43 in one piece, in particular by means of a single material.

[0078] The transverse stiffening lower chord 42, the transverse stiffening upper chord 43, and the transverse stiffening web 44 can also be separate subcomponents of the transverse stiffener 39. To form the transverse stiffener 39, the transverse stiffening lower chord 42, the transverse stiffening upper chord 43, and the transverse stiffening web 44 are then connected to one another, for example, by screwing, riveting, and / or welding. In this case, the transverse stiffener 39 is not formed as a single piece.

[0079] The transverse stiffener 39 has a transverse stiffener cutout 45. A "cutout" in this case refers to an opening, a perforation, or a recess that does not have a circumferentially closed geometry, contour, or edge. In particular, the transverse stiffener cutout 45 is open or open toward the underside 35 of the chassis frame 18. In other words, a component, for example a propeller shaft of a drive train of the commercial vehicle 1, can be inserted from below along the z-direction z into the downwardly open transverse stiffener cutout 45. The transverse stiffener cutout 45 extends both through the transverse stiffener lower chord 42, thus dividing it into two transverse stiffener lower chord sections 46, 47, and through the transverse stiffener web 44. The transverse stiffener 39 can also be arranged upside down.In this case, the transverse stiffening cutout 45 is then open or opened in the direction of the upper side 36 of the chassis frame 18.

[0080] The transverse stiffening upper chord 43 has a transverse stiffening upper chord cutout 48, which is continuously curved from the first longitudinal member 20 toward the second longitudinal member 21. In particular, the transverse stiffening upper chord cutout 48 can be continuously curved in a circular arc. "Continuous" is understood here to mean that a geometry, contour, or edge of the transverse stiffening upper chord cutout 48 has no straight or straight-line sections, but is curved over its entire length.

[0081] The transverse stiffening web 44 has a first transverse stiffening web cutout

[0082] 49, which is open in the direction of the first longitudinal member 20, and a second transverse stiffening web cutout 50, which is open or open in the direction of the second longitudinal member 21. The two transverse stiffening web cutouts 49, 50 are open or open in the direction of the inner surfaces 26, 31 of the two longitudinal members 20, 21.

[0083] The cross member 37 further comprises a first lower gusset plate 51 connected to the first longitudinal member 20, a second lower gusset plate 52 connected to the second longitudinal member 21, a first upper gusset plate 53 connected to the first longitudinal member 20, and a second upper gusset plate 54 connected to the second longitudinal member 21. The transverse stiffener 39 is connected to all gussets 51, 52, 53, 54. In particular, the transverse stiffener 39 is bolted to the gussets 51, 52, 53, 54. However, a riveted connection or a welded connection can also be provided. Viewed along the z-direction z, the transverse stiffener 39 is arranged between the lower gussets 51, 52 and the upper gussets 53, 54.

[0084] The gusset plates 51, 52, 53, 54 are arranged within the intermediate space 32 of the chassis frame 18. In particular, the gusset plates 51, 52, 53, 54 can abut the inner surfaces 26, 31 of the longitudinal members 20, 21. The gusset plates 51, 52, 53, 54 are arranged between the transverse stiffener 39 and the longitudinal members 20, 21, viewed along the z-direction z. This means, in particular, that the transverse stiffener 39 can be indirectly connected to the longitudinal members 20, 21 with the aid of the gusset plates 51, 52, 53, 54. "Indirectly" means that the transverse stiffener 39 is connected to the gusset plates 51, 52, 53, 54, whereby the gusset plates 51, 52, 53, 54 are in turn connected to the longitudinal members 20, 21.

[0085] The lower gusset plates 51, 52 are preferably constructed identically. The lower gusset plates 51, 52 are arranged mirror-symmetrically. The first lower gusset plate 51 comprises a first section 55 and a second section 56, which is folded relative to the first section 55. The second section 56 can be oriented perpendicular to the first section 55. The second lower gusset plate 52 is constructed identically. The lower gusset plates 51, 52 are bent sheet metal components. The transverse stiffener 39, in particular the transverse stiffener bottom flange 42, is connected to the first sections 55 of the lower gussets 51, 52, wherein the lower gussets 51, 52 are connected to the longitudinal beams 20, 21, in particular to the longitudinal beam webs 24, 29, by means of their second sections 56. Screw, rivet, and / or welded connections can be provided.

[0086] The first upper gusset plate 53 also comprises a first section 57 and a second section 58, which is arranged perpendicular to the first section 57. The second upper gusset plate 54 is of identical construction and arranged with mirror symmetry. The upper gussets 53, 54 are bent sheet metal components. The transverse stiffener 39, in particular the transverse stiffening upper flange 43, is connected to the first sections 57 of the upper gussets 53, 54, wherein the upper gussets 53, 54 are connected to the longitudinal beams 20, 21, in particular to the longitudinal beam webs 24, 29, by means of their second sections 58. Screw, rivet, and / or welded connections can be provided.

[0087] The cross member 37 further comprises a cross member 59 extending between the first longitudinal member 20 and the second longitudinal member 21. Preferably, a first cross member 59 and a second cross member 60 are provided. The cross members 59, 60 are identically constructed and arranged mirror-symmetrically. Along the x-direction x or the longitudinal direction 19, the cross members 59, 60 are spaced apart from one another, so that the gap 41 (Fig. 5) is also provided between the cross members 59, 60. Since the cross members 59, 60 are identical, only the first cross member 59, which is referred to below as the cross member 59, will be discussed below. The cross member 59 can be sheet-metal or plate-shaped. The cross member 59 closes the transverse reinforcement cutout 45 in the direction of the underside 35 of the chassis frame 18.Thus, the transverse stiffening cutout 45 is closed on three sides by the transverse stiffener 39 and on one side by the transverse cross member 59. The transverse cross member 59 is connected to the transverse stiffening lower chord 42. The lower gusset plates 51, 52 are arranged between the transverse cross member 59 and the transverse stiffening lower chord 42.

[0088] In addition, two spacers 61, 62 are placed between the lower gusset plates 51, 52 and the cross member 59. The spacers 61, 62 are plate-shaped. The thickness of the spacers 61, 62 can be chosen arbitrarily depending on the application. For example, a greater thickness of the spacers 61, 62 can enlarge the cross reinforcement cutout 45. With the help of the spacers 61, 62, the cross member 59 is held at a distance from the cross reinforcement 39 and / or the lower gusset plates 51, 52, as viewed along the z-direction z. Two such spacers 63, 64 are also assigned to the second cross member 60. The spacers 61, 62, 63, 64 can be arranged at least partially outside the intermediate space 32.

[0089] However, the spacers 61, 62, 63, 64 do not necessarily have to be plate-shaped. In principle, the spacers 61, 62, 63, 64 can have any desired geometry. For example, the spacers 61, 62, 63, 64 can be sleeve-shaped. In this case, the spacers 61, 62, 63, 64 can also be referred to as spacer sleeves. However, the following assumes that the spacers 61, 62, 63, 64 are plate-shaped.

[0090] The cross member 59 is preferably completely outside the space

[0091] 32 of the chassis frame 18. The cross member 59 is thus arranged at least in sections below the longitudinal member lower chords 22, 27 and thus also below the underside 35 of the chassis frame 18. The longitudinal member lower chords 22, 27 can be arranged, viewed along the z-direction z, in particular between the cross member 59 and the respective longitudinal member web 24, 29 of the longitudinal members 20, 21. The cross member 59 is only connected to the lower gusset plates 51, 52 and to the transverse stiffener 39, in particular to the transverse stiffener lower chord 42. For this purpose, screws can be passed, for example, through the cross member 59, the spacers 61, 62, the lower gusset plates 51, 52 and the transverse stiffener 39, in particular the transverse stiffener lower chord 42.

[0092] Fig. 7 shows a schematic perspective view of the cross member 59.

[0093] As shown in Fig. 7, the cross member 59 has a plate-shaped base section 65 with a cross member cutout 66. The cross member cutout 66 extends from the first longitudinal member 20 toward the second longitudinal member 21 in a continuously curved manner. This means, in particular, that the cross member cutout 66 has no straight sections or the like. The cross member cutout 66 is preferably curved, in particular in the shape of a circular arc. The cross member 59 can be a sheet metal component. Suitable materials for the cross member 59 include, for example, steel alloys, aluminum alloys, magnesium alloys, or fiber composite materials.

[0094] Fig. 8 shows a schematic perspective view of another embodiment of a cross member 67.

[0095] The cross member 37 has two such cross members 67. Unlike the cross member 59, the cross member 67 is not plate-shaped or sheet-metal-shaped, but tubular. In particular, the cross member 67 has a rectangular cross-section. The cross member 67 can have a base section 68, a ceiling section 69 arranged at a distance from the base section 68, and two side wall sections 70, 71 connecting the base section 68 to the ceiling section 69. The cross member 67 can be a continuously cast profile.

[0096] Fig. 9 shows a schematic perspective view of another embodiment of a cross member 72.

[0097] The cross member 37 has two such cross members 72. In contrast to the cross member 59, the cross member 72 is not plate-shaped or sheet-metal-shaped, but rather has a C-shaped cross-sectional geometry. In particular, the cross member 72 can be a bent sheet-metal component. The cross member 72 can have a base section 73 to which two side sections 74, 75 arranged perpendicular to the base section 73 are attached. The cross member 72 can also be a continuously cast profile.

[0098] Although the present invention has been described using exemplary embodiments, it can be modified in many ways.

[0099] LIST OF REFERENCE SYMBOLS

[0100] 1 commercial vehicle

[0101] 2 chassis

[0102] 3 axis

[0103] 4 axis

[0104] 5 axis

[0105] 6 axis

[0106] 7 wheel

[0107] 8 wheel

[0108] 9 wheels

[0109] 10 wheels

[0110] 11 Driver's cab

[0111] 12 Interior

[0112] 13 Surroundings

[0113] 14 Door

[0114] 15 Structure

[0115] 16 Direction of travel

[0116] 17 Underground

[0117] 18 chassis frame

[0118] 19 Longitudinal direction

[0119] 20 longitudinal members

[0120] 21 longitudinal members

[0121] 22 Longitudinal beam bottom chord

[0122] 23 Longitudinal beam top flange

[0123] 24 longitudinal beam web

[0124] 25 exterior area

[0125] 26 inner surface

[0126] 27 Longitudinal beam bottom flange

[0127] 28 Longitudinal beam top chord Longitudinal beam web Outer surface Inner surface Gap Level Level Bottom Top Cross member Cross member Cross stiffener Cross stiffener gap Cross stiffener bottom chord Cross stiffener top chord Cross stiffener web Cross stiffener cutout Cross stiffener bottom chord section Cross stiffener bottom chord section Cross stiffener top chord cutout Cross stiffener web cutout Cross stiffener web cutout Gusset plate Gusset plate Gusset plate Gusset plate Section Section Section Section 59 Cross member

[0128] 60 crossbeam

[0129] 61 spacers

[0130] 62 spacers

[0131] 63 spacers

[0132] 64 spacers

[0133] 65 Base section

[0134] 66 Cross beam cutout

[0135] 67 Crossbeam

[0136] 68 floor section

[0137] 69 Ceiling section

[0138] 70 side wall section

[0139] 71 Side wall section

[0140] 72 crossbeams

[0141] 73 Base section

[0142] 74 page section

[0143] 75 Side section g Gravity direction x x- direction y y- direction z z- direction

Claims

PATENT CLAIMS 1. Chassis frame (18) for a commercial vehicle (1), in particular for a military commercial vehicle, with a first longitudinal member (20) which extends along a longitudinal direction (19) of the chassis frame (18), a second longitudinal member (21) which also extends along the longitudinal direction (19), a cross member (37) which connects the first longitudinal member (20) and the second longitudinal member (21) to one another, a first lower gusset plate (51) which is connected to the first longitudinal member (20), a second lower gusset plate (52) which is connected to the second longitudinal member (21), a first upper gusset plate (53) which is connected to the first longitudinal member (20), and a second upper gusset plate (54) which is connected to the second longitudinal member (21), wherein the cross member (37) has a transverse stiffener (39, 40) running between the first longitudinal member (20) and the second longitudinal member (21), wherein the transverse stiffener (39, 40) is connected to all gussets (51, 52, 53, 54), wherein the transverse stiffener (39, 40) has a transverse stiffener cutout (45) which is open towards a bottom side (35) or towards a top side (36) of the chassis frame (18), wherein the cross member (37) has a cross member (59, 60, 67, 72) running between the first longitudinal member (20) and the second longitudinal member (21), and wherein the cross member (59, 60, 67, 72) closes the transverse stiffening cutout (45) in the direction of the underside (35) or in the direction of the upper side (36).

2. Chassis frame according to claim 1, characterized in that the transverse stiffener (39, 40) and the cross member (59, 60, 67, 72) are separate components, so that the transverse stiffener (39, 40) and / or the cross member (59, 60, 67, 72) is interchangeable.

3. Chassis frame according to claim 1 or 2, characterized in that the first longitudinal member (20) and the second longitudinal member (21) each have a longitudinal member lower chord (22, 27), wherein the cross member (59, 60, 67, 72) is arranged at least in sections below the longitudinal member lower chords (22, 27).

4. Chassis frame according to claim 3, characterized in that the first longitudinal member (20) and the second longitudinal member (21) each have a longitudinal member upper chord (23, 28) and a longitudinal member web (24, 29) which is arranged between the longitudinal member lower chord (22, 27) and the longitudinal member upper chord (23, 28) and which connects the longitudinal member lower chord (22, 27) to the longitudinal member upper chord (23, 28), wherein the longitudinal member lower chords (22, 27) are arranged between the cross member (59, 60, 67, 72) and the longitudinal member webs (24, 29).

5. Chassis frame according to one of claims 1 - 4, characterized in that the transverse stiffening (39, 40) comprises a transverse stiffening lower chord (42), a transverse stiffening upper chord (43) and a transverse stiffening web (44) which is arranged between the transverse stiffening lower chord (42) and the transverse stiffening upper chord (43) and which connects the transverse stiffening lower chord (42) to the transverse stiffening upper chord (43), wherein the transverse stiffening lower chord (42) is connected to the lower gusset plates (51, 52), and wherein the transverse stiffening upper chord (43) is connected to the upper gusset plates (53, 54).

6. Chassis frame according to claim 5, characterized in that the transverse stiffening cutout (45) extends both through the transverse stiffening lower chord (42) and through the transverse stiffening web (44).

7. Chassis frame according to claim 5 or 6, characterized in that the transverse stiffening upper chord (43) has a transverse stiffening upper chord cutout (48) which, starting from the first longitudinal member (20) in the direction of the second longitudinal member (21), is continuously curved, in particular continuously curved in the shape of a circular arc.

8. Chassis frame according to one of claims 5 - 7, characterized in that the transverse stiffening web (44) has a first transverse stiffening web cutout (49) which is open in the direction of the first longitudinal member (20) and a second transverse stiffening web cutout (50) which is open in the direction of the second longitudinal member (21).

9. Chassis frame according to one of claims 1 - 8, characterized in that the cross member (59, 60, 67, 72) is connected only to the lower gusset plates (51, 52).

10. Chassis frame according to one of claims 1 - 9, characterized by height-variable spacers (61, 62, 63, 64) arranged between the cross member (59, 60, 67, 72) and the lower gusset plates (51, 52).

11. Chassis frame according to claim 10, characterized in that the cross member (59, 60, 67, 72), the lower gusset plates (51, 52) and the spacers (61, 62, 63, 64) are connected to one another in a form-fitting and / or force-fitting manner.

12. Chassis frame according to one of claims 1 - 11, characterized in that the cross member (59, 60) has a cross member cutout (66) which, starting from the first longitudinal member (20) in the direction of the second longitudinal member (21), is continuously curved, in particular continuously curved in the shape of a circular arc.

13. Chassis frame according to one of claims 1 - 12, characterized by a first transverse stiffener (39) and a second transverse stiffener (40), wherein the first transverse stiffener (39) and the second transverse stiffener (40) are arranged mirror-symmetrically, and wherein the first transverse stiffener (39) and the second transverse stiffener (40) are arranged spaced apart from one another when viewed along the longitudinal direction (19).

14. Commercial vehicle (1), in particular a military commercial vehicle, with a chassis frame (18) according to one of claims 1 - 13.

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