Support system comprising a fastening element

Abstract

The present invention relates to a support unit (10) and a support system (100), wherein the support unit (10), in particular for arranging a link on a round axle, comprises an axle element (2), at least one link element (4) and at least one fastening element (6), wherein the axle element (2) extends along a tube axis (S) and has an outer lateral surface, wherein the at least one fastening element (6) is partially, preferably completely, tubular, such that it has an inner surface via which it is secured to the outer lateral surface of the axle element, wherein the at least one fastening element (6) has a receiving portion (64) which is designed to secure the at least one link element (4) to the axle element (2).

Description

[0001] SAF-HOLLAND GmbH MSP Ref: 49161 PT-WO CB / MF

[0002] Support system with fastening element

[0003] The present invention relates to a support unit and a support system, in particular for arranging a handlebar on a round axle.

[0004] Various technical solutions for connecting a steering linkage to an axle are known in the prior art, particularly suitable for use in heavier commercial vehicles such as trailers. Common designs of a steering linkage-axle tube connection, which are preferably installed in trailer chassis, are typically implemented using welded axle lugs or recesses on the axle tube designed to accommodate the steering linkage. Such solutions have the disadvantage that the connecting elements themselves are quite heavy and require complex assembly.

[0005] The object of the present invention is therefore to provide a support unit, in particular for arranging a steering linkage on a round axle, which is composed of as few individual components as possible, which would lead to increased assembly and maintenance costs, and is designed in such a way that it has a longer service life.

[0006] This problem is solved with a support unit according to claim 1 and a support system according to claim 13.

[0007] According to the invention, a support unit, in particular for mounting a handlebar on a circular axle, is provided, comprising an axle element, at least one handlebar element, and at least one fastening element, wherein the axle element extends along a tubular axis and has an outer lateral surface, wherein the at least one fastening element is partially, preferably completely, tubular in shape, such that it has an inner surface by means of which it is fixed to the outer lateral surface of the axle element, and wherein the at least one fastening element has a receiving section designed to fix the at least one handlebar element to the axle element. The core of the present invention is to mount the handlebar element to an axle element preferably in a simple, effective, and durable manner.The axle element is preferably a round axle, which is part of a vehicle's chassis and is typically used in chassis. Round axles preferably have a circular cross-sectional geometry, but can also have an approximately square cross-section with rounded edges and a radius of curvature of at least 8 mm, preferably at least 12 mm. Round axles are particularly advantageous under high axle loads because they ensure optimal load distribution. In special embodiments, the axle element can be designed as a square axle, which is used in certain vehicle designs, particularly due to its ease of installation. Furthermore, axles with any polygonal cross-sectional geometry can be used.Another advantage of the support unit is its compatibility with various types of handlebars, making it suitable for many different handlebar systems. Preferably, the handlebar element is designed as a spring steel link. Spring steel links are characterized in particular by being load-bearing links on which the suspension springs are supported. Spring steel exhibits higher strength and elasticity than conventional steels, resulting in high stiffness and vibration resistance. Furthermore, the handlebar element is mounted via a fastening element, which is preferably not manufactured integrally with the axle element, but as a separate component. This allows it to be manufactured to the shape and material of the handlebar element independently of the axle element.The fastening element is preferably a fully tubular component with a cylindrical cavity, the inner surface of which is circumferentially adapted to the outer surface of the axle element, so that the fastening element can be positioned concentrically to the tube axis, which preferably defines the center point of the axle element. This allows the fastening element to be positioned congruently at a receiving position on the axle element. The fastening element is particularly preferably designed as a one-piece, cylindrical or tubular element, which can advantageously be slid onto the corresponding section of an axle element and secured there by force and form fit.The one-piece, tubular design of the fastening element offers the advantage of exceptional strength and durability, ensuring reliable and consistent force transmission between the axle and steering components in all operating scenarios. Furthermore, the one-piece, tubular design allows for a minimal material thickness and thus a reduced weight. The fastening element also features a receiving section designed to securely lock at least one steering component against axial displacement parallel to the tube axis and / or rotation under torsional forces.

[0008] In one embodiment, at least one fastening element is shrunk and / or welded onto the outer surface of the axle element. To secure the fastening element to the axle element, preferably concentrically to the tube axis, the fastening element is preferably shrunk onto the axle element via thermomechanical interference. For this purpose, the fastening element is selectively stretched under the influence of heat, particularly to temporarily expand the inner surface of the fastening element, which in the stretched state has a larger circumference than the outer surface of the axle element. Thus, a heat-induced clearance fit is briefly created between the inner surface of the fastening element and the outer surface of the axle element, enabling precise positioning of the fastening element on the axle element, particularly for aligning the receiving section.After the fastener has cooled, and the circumference of its inner surface has returned to its original size, its inner circumference precisely matches the circumference of the outer surface of the axle element, resulting in a press fit between the fastener and the axle element. This is particularly advantageous due to its high strength, durability, and safety, as such a connection can generally only be broken by reheating. Another preferred joining method, which can be used either alone or in addition to shrink-fitting, is welding the fastener to the axle element.Welding without prior shrink-fitting of the fastener onto the axle element offers a simple and cost-effective method that nevertheless results in an effective and permanent, metallurgical bond between the fastener and the axle element. In a particularly preferred embodiment, where the linkage-axle connection must withstand especially high forces and impacts, the shrink-fitting process is subsequently combined with a welding process, which preferably reinforces the transitions between the fastener and the axle element in the edge region. The resulting permanent connection exhibits very high strength and secures the fastener against axial and / or tangential displacement on the axle element, even under extremely strong impacts.

[0009] In one embodiment, at least one fastening element is bonded to the axle element, preferably by means of an adhesive. Further increasing the strength and safety of the linkage-axle connection is thus achieved by bonding the fastening element to the axle element prior to shrink-fitting and / or welding. This particularly simplifies the positioning of the fastening element on the axle element before shrink-fitting or welding, since the bonded connection already provides a loose arrangement of the fastening element, preventing premature slippage. The bonding is preferably achieved using a two-component adhesive, which enables the joining of two components made of different materials. This is particularly important when the fastening element and the axle element are made of different materials.49161 PT-WO CB / MF © In one embodiment, the axle element is at least partially tubular, such that it has an axle-element-related wall thickness in this section, wherein the at least one fastening element has a fastening-element-related wall thickness, the fastening-element-related wall thickness being in a ratio of 0.3 to 1.3, particularly preferably 0.9 to 1.1, to the axle-element-related wall thickness. Preferably, the axle element is tubular at least at the receiving position of the fastening element and has an axle-element-related wall thickness at this position. This, or the associated local strength of the axle element, can affect the fastening-element-related wall thickness.Accordingly, the wall thickness of the fastener is designed to be in a specific ratio to the wall thickness of the axle element to ensure a stable connection between the axle element and the control arm element. Preferably, the fastener has a wall thickness between 0.3 and 1.3 times that of the axle element, since in this range the fastener is either thinner or a maximum of 30% larger than the wall thickness of the axle element. A particularly advantageous ratio with regard to stability exists when the wall thickness of the fastener and the axle element are approximately the same and differ from each other by a maximum of 10%.

[0010] In one embodiment, the receiving section is designed as a first recess that partially or completely penetrates the fastening element. For a positive-locking connection of the steering element to the axle element, the receiving section of the fastening element is preferably designed as a first recess, so that the steering element is secured against axial displacement along the tube axis and against rotation. This bearing design is particularly advantageous due to its simple yet secure and firm connection.

[0011] In one embodiment, the receiving section is oval-shaped and / or arranged radially centrally on the fastening element. The radially central arrangement of the receiving section on the fastening element and the oval shape of the receiving section enable the most even distribution possible of the forces acting under load, so that stress peaks occur as low as possible and / or are avoided.

[0012] In one embodiment, the receiving section has a longitudinal length extending orthogonally to the pipe axis, and a transverse length extending parallel to the pipe axis, the transverse length being in a ratio of 0.4 to 0.7, preferably 0.5 to 0.6, to the longitudinal length. The receiving section is preferably elongated so that the fastening element, particularly when designed as a complete first recess, still has the widest possible material web at its circumferential edges, thus increasing the stability of the fastening element. To ensure a sufficiently large receiving surface, the longitudinal length is accordingly increased, which reduces the fastening element's stability in the circumferential direction.With a length-to-transverse-length ratio between 0.4 and 0.7, the ratio is adjusted so that the receiving section exhibits sufficient stability both with respect to the remaining material at the circumferential edge and in the circumferential direction. However, particularly in the lower limit range at a ratio of 0.4, the receiving section is designed to be so narrow that a significant portion of the circumference is recessed. In the upper limit range at a ratio of 0.7, on the other hand, the receiving section is designed to be so wide that the remaining material web at the circumferential edge is so thin that the fastening element locally loses stability. The preferred ratio range between 0.5 and 0.6 ensures an elongated embodiment of the receiving section with optimal stability.

[0013] In one embodiment, the at least one steering element has a protruding engagement geometry designed such that the at least one steering element can be positively locked in the receiving section of the fastening element, which is configured as the first recess. The protruding engagement geometry of the steering element enables a positive-locking connection of the steering element to the axle element, thus securing the steering element against axial displacement along the tube axis. This direct engagement geometry is the simplest and most reliable embodiment for fixing the steering element to the axle element.

[0014] In one embodiment, the steering element has a recessed engagement geometry designed to secure the steering element to the receiving section of the fastening element by means of a connecting element. If the steering element has a recessed engagement geometry analogous to the fastening element, it can be secured to the axle element via an additional connecting element. This has the particular advantage that the engagement geometry of the steering element and the fastening element do not need to be matched, thus providing greater compatibility for different steering element types.

[0015] In one embodiment, the connecting element is a single piece. The preferred one-piece design of the connecting element allows for a precise fit of the engagement areas, which are exactly matched to the geometries of the handlebar element and the mounting element. Furthermore, the connecting element is easily replaceable in case of wear.

[0016] In one embodiment, the connecting element has a material web extending parallel to the tube axis and configured such that the material web divides the connecting element into a handlebar-side engagement area and a fastener-side engagement area. The handlebar-side engagement area positively locks the connecting element to the recessed engagement geometry of the handlebar element, while the fastener-side engagement area positively locks the connecting element to the receiving section of the fastener element, which is configured as the first recess. The connecting element has both a protruding engagement geometry corresponding to the recessed geometry of the handlebar element and a corresponding recessed geometry of the fastener element, which are connected to each other by a material web.This ensures a particularly stable connection between the handlebar and axle element, which secures the handlebar element against axial displacement along the tube axis.

[0017] In one embodiment, the handlebar-side engagement area and the fastening element-side engagement area are each designed as a four-pronged engagement geometry, wherein the prongs are arranged on the material web such that the connecting element can be positively locked to the receiving section of the fastening element and the recessed engagement geometry of the handlebar element. The prongs of the handlebar-side engagement area and the fastening element-side engagement area are spaced apart by the material web so that they transition linearly into one another. The handlebar-side and the fastening element-side engagement areas each have four prongs that positively engage in the respective recessed engagement geometry of the handlebar element or the fastening element.In this embodiment, the connecting element is not designed as a solid component, but rather features a weight-optimized, very lightweight design. The material web connecting the legs also ensures that the connecting element has high stability.

[0018] In one embodiment, the at least one fastening element has at least one further recess. To make the fastening element as weight-optimized and lightweight as possible, it has further recesses along its circumference. The number of these additional recesses varies depending on the circumference and thickness of the fastening element.

[0019] In one embodiment, the at least one further recess of the at least one fastening element is circular and / or arranged centrally on the fastening element in a radial direction. To ensure the stability of the fastening element and to avoid stress concentrations, the further recesses are preferably circular and arranged centrally on the fastening element in a radial direction.49161 PT-WO CB / MF © In a preferred embodiment, the at least one further recess partially or completely penetrates the at least one fastening element. The more completely the further recess penetrates the fastening element, the greater the weight saving. Conversely, incomplete penetration of the fastening element increases stability, so this embodiment is preferably used for fastening elements subjected to high loads.

[0020] In a particularly preferred embodiment, the at least one fastening element has two further recesses arranged radially around the axle element at intervals of 160°–200°, preferably 170°–190°, and each at intervals of 70°–110°, preferably 80°–100°, relative to the receiving section of the at least one fastening element. To ensure a uniform distribution of the forces acting under load and / or stress peaks, it is advantageous to distribute the further recesses uniformly along the circumference of the fastening element, taking into account the receiving section of the steering element. In a particularly preferred embodiment, the fastening element has, in addition to the receiving section, two further recesses for weight optimization, which are preferably arranged radially around the axle element at intervals of 160°–200°.In a particularly preferred embodiment with an offset of 170° to 190°, the additional recesses are located almost directly opposite each other and are spaced as far apart as possible, resulting in particularly favorable stability conditions. Furthermore, the additional recesses are preferably arranged offset by 70° to 110° from the receiving section, thus ensuring sufficient spacing from the receiving section. In a particularly preferred embodiment, the additional recesses are arranged offset by 80° to 100° from the receiving section, so that they are approximately perpendicular to the receiving section, which also results in an almost optimal distribution of the load peaks.

[0021] In one embodiment, the at least one further recess defines a recess area that is in a ratio of 0.05 to 0.3, preferably 0.15 to 0.25, to a total surface area that can be defined via the fastener. The total recess area is dimensioned such that the weight-saving effect is balanced with an acceptable loss of stability that occurs with increasing recess area. The ratio range between 0.05 and 0.3 includes both fasteners with minimal weight reduction, which have a recess area of ​​only 5% and high stability, and very lightweight fasteners with a recess area of ​​30% that have many and / or large recesses, which are particularly suitable for connections with low load intensity.The particularly preferred range between 0.15 and 0.25 defines an area ratio in which weight saving and stability are optimally balanced and are used as standard.

[0022] In one embodiment, the at least one fastening element has a rounded area on at least one inner circumferential edge in the axial direction of the tube axis. This rounded area is designed to protect the axle element from notch effects when bending forces occur. Particularly during long transport routes, the operation of trailers or similar large vehicles with trailers can generate strong bending forces and vibrations that can cause the steering axle to bend abruptly. In particular, notch effects can occur in the area of ​​the fastening element's mounting position on the outer surface of the axle element, which tends to have a lower hardness than the fastening element. These notches can damage the axle element and thus shorten its service life.To prevent such notch effects, even under higher loads, at least one inner circumferential edge of the fastening element preferably has a rounded section that prevents penetration into the outer surface of the axle element and thus damage that would shorten its service life. Such inner circumferential edges are located essentially at the axially distal ends of the fastening element and / or in recesses on the fastening element provided for weight optimization and / or for receiving the at least one control arm element. In a particularly preferred embodiment, both inner circumferential edges at the distal ends of the fastening element have a rounded section. This embodiment is particularly advantageous because these rounded sections are easy to machine mechanically due to their accessibility.Furthermore, in the case of an axle element that is tubular at least at the mounting point of the fastening element, the prevention of notch effects allows the axle element to be designed with thinner walls than in a comparable linkage axle system known from the prior art. This makes it possible to reduce the weight of the axle element without reducing its service life and / or stability.

[0023] In one embodiment, the rounded areas are designed as radii. The preferred radius of curvature is between 0.2 mm and 10 mm, particularly preferably between 3 mm and 6 mm or 10 mm, and especially preferably between 5 mm and 10 mm. In this particularly preferred embodiment, the inner circumferential edges of the fastening element, which border the outer surface of the axle element, are partially rounded so that a uniformly curved transition is created between the inner surface and the corresponding surfaces perpendicular to the inner surface at the distal ends and within the further recesses of the fastening element. The larger the radius, the greater the protective effect for the axle element.Rounded areas with radii up to 10 mm are particularly advantageous for axle components with thinner walls and / or those made of softer materials, as these fully rounded edges provide the greatest protection for the axle component against potential notch impacts. Rounded areas with radii between 3 and 6 mm or 10 mm are especially preferred for standard axle components. An alternative geometric configuration of the rounded areas involves bending the inner circumferential edges, creating a flat, angled surface between the inner surface and the corresponding perpendicular surfaces of the fastener. This comparatively simple design is particularly suitable for thicker-walled and / or harder axle components with higher strength.49161 PT-WO CB / MF © In one embodiment, the axle element has two fastening elements that are spaced apart from each other along the tube axis on the axle element and are designed to each receive a control arm. By default, one control arm is arranged on each axle element for each fastening element, with the two control arms being spaced apart from each other on the axle element to ensure optimal distribution of the acting loads, so that the axle element is subjected to uniform stress and no local wear occurs.

[0024] In one embodiment, the two fastening elements are arranged such that the receiving sections extend parallel to each other and orthogonally to the tube axis, and are planarly oriented. For stable mounting of the handlebar, it is advantageous to align the receiving sections of the two fastening elements parallel and planarly, so that the handlebar elements also have the same spatial orientation.

[0025] According to the invention, a support system is provided comprising a support unit and at least one securing means, wherein the securing means is designed to secure the positive-locking connection between the axle element and the steering element provided by the fastening element. In addition to the positive-locking connection via the fastening element, the arrangement of the steering element is supported by various securing means, which preferably provide force-locking and / or material-locking connections.

[0026] In one embodiment, the at least one securing device comprises two U-bolts and a counter plate with screw connections, arranged on the support unit such that the steering element is secured to the axle element against tangential loads by force and form locking. Typically, securing devices such as U-bolts with a corresponding counter plate and / or screw connections are preferably used for additional fixation of the steering element to the axle element. These offer a simple securing option with low maintenance requirements.49161 PT-WO CB / MF © In one embodiment, the at least one steering element is a spring steel steering link, particularly for use in a trailer chassis. As large vehicles with a towing capacity, trailer chassis are typically subject to heavy loads, especially when used on long transport routes.Accordingly, it is particularly advantageous to use spring steel control arms, which exhibit high stability and robustness.

[0027] Further advantages and characteristic features of the present invention will become apparent from the following description with reference to the accompanying figures. Identical features are used with the same reference numerals in the figures, even if they are part of different embodiments. It is understood that individual features explicitly described only for a specific embodiment may also be used in other embodiments of the invention, unless this is precluded by technical constraints.

[0028] They show:

[0029] Fig. 1 shows a perspective view of an embodiment of a support system;

[0030] Fig. 2 shows a perspective view of an embodiment of a linkage-axle element connection;

[0031] Fig. 3 shows a side view of an embodiment of a handlebar-axle element connection with a frontal view of the receiving section of the fastening element;

[0032] Fig. 4 a side view of an embodiment of a linkage-axle element connection with a frontal view of a further recess of the fastening element; 49161 PT-WO CB / MF © Fig. 5 a side sectional view of an embodiment of a support system with a linkage element a) with a recessed engagement geometry and a connecting element and b) with a protruding engagement geometry;

[0033] Fig. 6 shows a frontal sectional view of an embodiment of a support system with a steering element a) with a recessed engagement geometry and a connecting element and b) with a protruding engagement geometry;

[0034] Fig. 7 shows a detailed view of an embodiment of the linkage-axle element connection from a side sectional view a) with a recessed engagement geometry and a connecting element and b) with a protruding engagement geometry;

[0035] Fig. 8 shows a detailed view of an embodiment of the linkage-axle element connection from a frontal sectional view a) with a recessed engagement geometry and a connecting element and b) with a protruding engagement geometry;

[0036] Fig. 9 shows a frontal, detailed sectional view of an embodiment of a support unit;

[0037] Fig. 10 shows a detailed view of an embodiment of a fastening element with an oval receiving section;

[0038] Fig. 11 shows a sectional view of an embodiment of an axle element with a fastening element provided with radii; and

[0039] Fig. 12 shows a top view of an embodiment of a linkage-axle element connection with two fastening elements. 49161 PT-WO CB / MF © Figure 1 shows a perspective view of an embodiment of a support system 100 in which a fastening element 6 is arranged concentrically to the tube axis S on the axle element 2. The linkage element 6 connects the linkage element 4 to the axle element 2 and secures it against axial displacement along the tube axis S and / or rotation under torsional forces. To reinforce the securing mechanism, the linkage element 4 is fixed by means of additional securing means 8, wherein two U-bolts are arranged laterally on the fastening element 6 and are attached to a counter plate on the linkage element 4 via a screw connection to secure the arrangement of the linkage element 4 on the axle element 2 by force and / or form locking.

[0040] Figures 2 to 4 show an embodiment of a connection consisting of an axle element 2 and a fastening element 6 arranged concentrically to the tube axis S on the axle element 2 from various perspectives. The fastening element 6 has an oval receiving section 64, designed as a complete first recess 61, for accommodating a linkage element 4, and two further recesses 62, each offset by 90° therefrom, for reducing the weight of the fastening element 6. The receiving section 64 and the further recesses 62, offset by 180° from each other, extend radially along the circumferential direction centrally on the fastening element 6.Furthermore, the inner circumferential edges of the fastening element 6 are provided with rounded areas 68 both in the axial direction at the distal ends and within the further recesses 62 and the receiving section 64 of the steering element 4 in order to protect the axle element 2 from possible notch effects when bending stresses occur.

[0041] Figure 2 shows a perspective view of the handlebar-axle element connection.

[0042] Figure 3 shows a side view of the handlebar-axle element connection with a frontal view of the receiving section 64 of the fastening element 6.49161 PT-WO CB / MF © Figure 4 shows a side view of the handlebar-axle element connection with a frontal view of one of the further recesses 62 of the fastening element 6.

[0043] Figures 5 to 8 each show sectional views of an embodiment of a support system 100 from different perspectives, wherein the fastening element 6 is arranged concentrically to the tube axis S on the axle element 2 and has a receiving section 64 designed as a complete first recess 61, by means of which the steering element 4 is fixed to the axle element 2. Additionally, the steering element 4 is secured against axial and tangential displacement by means of a locking device 8 in the form of two U-bolts, which are fixed to the steering-axle element connection by means of a bolted counter plate. In Figures 5A to 8A, the steering element 4 has a recessed engagement geometry 44, by means of which the steering element 4 is positively engaged with the receiving section 64 by means of a connecting element 5.In Figures 5B to 8B, the steering element 4 has a protruding engagement geometry 42 which can be positively locked into the receiving section 64.

[0044] Figures 5A and 5B show a side sectional view, and figures 6A and 6B show a corresponding frontal sectional view, each depicting the entire support system 100. In the frontal perspective of figures 6A and 6B, the fastening element 6 has, in addition to the receiving section 64, two further recesses 62 offset by 90° relative to the receiving section 64.

[0045] Figures 7A and 7B show a side-section detail view, and figures 8A and 8B show a front-section detail view, each depicting the handlebar-axle element connection. In Figures 7A and 8A, the one-piece connecting element 5 has a material web 58 that divides the connecting element 5 into a handlebar-side engagement area 52 and a fastening element-side engagement area 54. The handlebar-side engagement area 52 and the fastening element-side engagement area 54 each have four legs 59, each of which can be positively locked to the recessed engagement geometry 44 of the handlebar element 4 and the receiving section 64 of the fastening element 6, which is designed as a complete first recess 61. Figures 7B and 8B show the simpler version of the steering element 4 with a protruding engagement geometry 42.The inner circumferential edges of the fastening element 6 are rounded in the axial direction at the distal ends as well as within the further recesses 62 and the receiving section 64 of the steering element 4 in the form of rounded areas 68, so that notch effects on the outer surface of the axle element 2 are prevented under bending stresses.

[0046] Figure 9 shows a frontal, detailed sectional view of an embodiment of a support unit, focusing on the connection between the axle element 2 and the fastening element 6, which is arranged concentrically to the pipe axis S and, analogous to the previous figures, has a receiving section 64 and two further recesses 62. The fastening element 6 is arranged with its inner surface on the outer surface of the axle element 2, and is either shrunk-fitted and / or welded onto the axle element 2. The axle element 2 has a wall thickness A and the fastening element 6 has a wall thickness B, which are preferably in a ratio between 0.9 and 1.1 to ensure optimal stability of the connection.

[0047] Figure 10 shows a detailed view of an embodiment of a fastening element 6 analogous to the previous figures, with a receiving section 64 and two further recesses 62. The oval-shaped, elongated receiving section 64, which extends orthogonally to the tube axis S, has a longitudinal length L and a transverse length Q, which preferably bears a ratio of 0.4 to 0.7, and particularly preferably 0.5 to 0.6, to the longitudinal length L in order to optimize the stability of the fastening element 6 and thus of the linkage-axle element connection. 49161 PT-WO CB / MF © Figures 11A and 11B each show a sectional view of an embodiment of a linkage-axle element connection, wherein the fastening element 6 has rounded areas 68 in the form of radii 66, which prevent notch effects in the axle element 2 when the support unit 10 is subjected to bending forces.This enables, on the one hand, an increase in the service life of the axle element 2 and, on the other hand, a reduction in the axle element-related wall thickness A for weight optimization of the axle element 2.

[0048] Figure 12 shows a top view of an embodiment of a linkage-axle element connection in which two fastening elements 6 are arranged spaced apart from each other on an axle element 2. The respective receiving sections 64 of the fastening elements 6 are aligned parallel and planar to each other, so that they are designed to each receive a linkage element 4. To protect the axle element 2, the inner circumferential edges of the fastening element 6 are rounded with radiused areas 68 both axially at the distal ends and within the further recesses 62 and the receiving section 64 of the linkage element 4. Reference numeral list:

[0049] 2 axle element

[0050] 4 handlebar element

[0051] 5 Connecting element

[0052] 6 Fastening element

[0053] 8 safety devices

[0054] 10 support units

[0055] 42 Protruding intervention geometry

[0056] 44 Recessed intervention geometry

[0057] 52 Handlebar-side engagement area

[0058] 54 Fastener-side engagement area 58 Material web

[0059] 59 thighs

[0060] 61 First recess

[0061] 62 Further recess

[0062] 64 Recording section

[0063] 66 radii

[0064] 68 rounding areas

[0065] 100 support system

[0066] S pipe axis

[0067] Q transverse length

[0068] L Longitudinal length

[0069] A Axle element-related wall thickness

[0070] B Wall thickness related to fasteners

Claims

49161 PT-WO CB / MF © Claims 1. Support unit (10), in particular for arranging a steering linkage on a circular axle, comprising an axle element (2), at least one steering element (4) and at least one fastening element (6), wherein the axle element (2) extends along a tube axis (S) and has an outer lateral surface, wherein the at least one fastening element (6) is partially, preferably completely, tubular in shape, so that it has an inner surface by which it is fixed to the outer lateral surface of the axle element (2), wherein the at least one fastening element (6) has a receiving section (64) designed to fix the at least one steering element (4) to the axle element (2).

2. Support unit (10) according to claim 1 , wherein the fastening element (6) is designed as a one-piece and preferably tubular body.

3. Support unit (10) according to one of claims 1 or 2, wherein at least one fastening element (6) is shrunk and / or welded onto the outer surface of the axle element (2).

4. Support unit (10) according to one of the preceding claims, wherein the fastening element (6) is fixed to the axle element (2) in a material-bonded manner, preferably by means of an adhesive.

5. Support unit (10) according to one of the preceding claims, wherein the receiving section (64) is configured as a first recess (61) that partially or completely penetrates the fastening element (6).49161 PT-WO CB / MF © 6. Support unit (10) according to one of the preceding claims, wherein the at least one steering element (4) has a protruding engagement geometry (42) which is designed such that the at least one steering element (4) can be positively locked in the receiving section (64) of the fastening element (6) designed as the first recess (61).

7. Support unit (10) according to one of the preceding claims, wherein the steering element (4) has a recessed engagement geometry (44) designed to fix the steering element (4) to the receiving section (64) of the fastening element (6) by means of a connecting element (5).

8. Support unit (10) according to one of the preceding claims, preferably according to claim 7, wherein the connecting element (5) has a material web (58) which extends parallel to the tube axis (S) and is designed such that the material web (58) divides the connecting element (5) into a handlebar-side engagement area (52) and a fastening element-side engagement area (54), wherein the handlebar-side engagement area (52) positively locks the connecting element (5) to the recessed engagement geometry (44) of the handlebar element (4), wherein the engagement area (54) on the fastening element side secures the connecting element (5) in a form-fitting manner to the receiving section (64) of the fastening element (6) which is designed as a recess (61) or (62).

9. Support unit (10) according to one of the preceding claims, preferably claim 8, wherein the handlebar-side engagement area (52) and the fastening element-side engagement area (54) are each designed as a four-legged engagement geometry (42) or (44), wherein the legs (59) are arranged on the material web (58) such that the connecting element (5) can be positively locked to the receiving section (64) of the fastening element (6) and the recessed engagement geometry (44) of the handlebar element (4), wherein the legs (59) of the handlebar-side engagement area (52) and the fastening element-side engagement area (54) are spaced apart by the material web (58) so that they each transition linearly into one another.

10. Support unit (10) according to one of the preceding claims. wherein at least one fastening element (6) has at least one further recess (62), wherein the at least one recess (62) defines a recess area which is in a ratio of 0.05 to 0.3, preferably 0.15 to 0.25, to a total surface area which is definable via the fastening element (6).

11. Support unit (10) according to one of the preceding claims, wherein the at least one fastening element (6) has two further recesses (62) which are arranged radially around the axle element (2) at a distance of 160° - 200°, preferably 170° - 190°, from each other and at a distance of 70° - 110°, preferably 80° - 100°, from the receiving section (64) on the at least one fastening element (6).

12. Support unit (10) according to one of the preceding claims, wherein the at least one fastening element (6) has a rounding area (68) on at least one inner circumferential edge in the axial direction of the tube axis (S) which is designed to protect the axis element (2) from notch effects when bending forces occur.

13. Support unit (10) according to one of the preceding claims, wherein the axle element (2) has two fastening elements (6) which are spaced apart from each other along the tube axis (S) on the axle element (2) and are designed to each receive a steering element (4).

14. Support system (100), comprising a support unit (10) according to claims 1-13 and at least one securing means (8), wherein the locking device (8) is designed to secure the positive locking connection between the axle element (2) and the steering element (4) provided by the fastening element (6).

15. Support system (100) according to claim 14, wherein at least one steering element (4) is a spring steel steering link, especially for use in a trailer chassis.

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