DE10334156A1 - Axle suspension for e.g. goods vehicle or omnibus has stiff semi-trailing arms so that apart from them no other transverse force absorbing axle location elements such as for example a Panhard rod are required - Google Patents

Abstract

The axle suspension arrangement (1) has a rigid axle (2) that can be a leading or trailing axle and that consists of a wheel-carrying rigid axle body (4) and two semi- trailing arms (6,8) attached to it that are joined to a frame (10) of the vehicle. Both semi- trailing arms are stiff so that apart from them no other transverse force absorbing axle location elements such as for example a Panhard rod are required.

Description

The Invention is based on an axle suspension of a commercial vehicle, for example, a truck or bus, including a live axle, which may be a leading or trailing axle and which of a wheel-bearing rigidrach body and two attached to this trailing arms exists, which are hinged to a frame of the commercial vehicle, according to the generic term of claim 1.

Such an axle suspension is from the DE 198 09 281 A1 known and includes a crossbar or a Panhardstab, which is provided for transmitting transverse forces of the rigid axle on the frame.

Of the The present invention is based on the object, a Suspension of a Commercial vehicle of the aforementioned To develop such a way that they are easier and cheaper to be finished.

According to the invention this Problem solved by the characterizing features of claim 1.

Advantages of invention

The both trailing arms and the rigid body together form a torsion beam axis, in which according to the invention the two Trailing arm are formed so stiff that they take no further lateral forces Achsführungselemente such as a Panhardstab exist or necessary. About that In addition, the connection between the trailing arms and the rigid axle body has a sufficient rigidity for essentially sole transverse force transmission on. This means that the transverse forces acting on the rigid axle apart from a negligible low proportion, which take over the air springs or shock absorbers, essentially only by the two trailing arms transferred to the frame become. As a result, there are no further lateral force transmitting Achsführungselemente together with their attachment and articulation more necessary, so that the axle suspension easily and economical can be produced.

Under a rigid design of the trailing arm especially a high bending stiffness transverse to the longitudinal extent of the rigid body be understood to the lateral forces transferred to the frame to be able to.

By in the subclaims listed activities are advantageous developments and improvements in the claim 1 indicated invention possible.

Especially preferred are the trailing arm with the Starrach body welded. This results opposite Flanged and bolted solutions are a weight and cost advantage. In addition, can such a welded one Connection very stiff which is also cheap in terms of transmission of lateral forces from the rigid body on the trailing arm effect.

According to one another preferred measure At least one middle section of the rigid body forms one Torsion bar and the trailing arm in each case one stabilizer arm of a stabilizer. These are the Trailing arm preferably so rigid and arranged between them Middle section of the rigid body preferably designed so rigid and torsionally soft that at a rolling movement of the structure of the commercial vehicle deformation of the stabilizer mainly in the Starrach body takes place in the form of a torsional deformation.

The End portions of the rigid body between trailing arm and bike connection can resistant to bending and torsion be that reliable Braking torque of the axle over support the trailing arm too can.

to Achieve adequate durability with low material stresses and harmonic stiffness changes can the transition area of the rigid body from the middle area to the end areas and from the middle area to the Trailing arm additionally be reinforced with appropriately trained gusset plates.

The U-shaped Structure from the Starrachskörper and the trailing arms therefore transmits not just the ones on the wheels acting longitudinal and lateral forces and acts as a torque arm in the case of braking, but stabilized in the sense of a double function at the same time the construction of the commercial vehicle to strong rolling movements to avoid. As with a separate stabilizer that turns U-shaped Structure from the Starrachskörper and the trailing arms with equilateral suspension in the frame-side bearings of the trailing arm, the rigid body is not twisted and the stabilizer remains ineffective. With reciprocal Bouncing, as occurs, for example, when shaking, twisted the starrach body in contrast, to counteract the rolling motion and the trailing arm experience a comparatively low bending deformation.

Generally, the two trailing arms are out visually adjusted to the overall stabilization effect of its flexural rigidity in conjunction with the torsional rigid body, through appropriate sizing and shaping of its cross section. The profile and the size of the cross section of the central portion of the rigid body are adapted in the sense of the desired torsional ability to the respective vehicle-specific application.

drawings

below is an embodiment of the invention shown in the drawings and in the following Description closer explained. In the drawings shows

1 a perspective view of an axle suspension of a commercial vehicle according to a preferred embodiment of the invention;

2 a side view of the axle suspension of 1 ;

3 a plan view of the axle suspension of 1 ;

4 a rear view of the axle suspension of 1 ,

description of the embodiment

In the 1 in total with 1 designated axle suspension of a commercial vehicle includes a rigid axle 2 , which may be, for example, a non-driven leading or trailing axle with steerable or non-steerable wheels. A wheel-bearing rigidrach body 4 the rigid axle 2 is attached to it trailing arm, namely a right trailing arm 6 and a left trailing arm 8th hinged to a frame of the commercial vehicle, from which scale and clarity reasons le diglich two side members 10 are shown, inter alia, by one above the rigid body 4 coplanar arranged cross member 12 connected to each other.

The axle suspension 1 further includes the following components, namely two air springs 14 and two shock absorbers 16 , Wherein one of these components one of the side members 10 assigned. The two air springs 14 and two shock absorbers 16 may alternatively be designed concentrically as air spring damper systems. With 18 are two each of a side member 10 on its outside perpendicular to the bottom projecting bearing blocks referred to which the trailing arm 6 . 8th with her from the Starrachskörper 4 are pivoted away from the opposite ends. Beyond one between the two trailing links 6 . 8th arranged center section 22 of the rigid body 4 this one wears on its wheel-end sections 24 one brake flange each 26 to which brake components of the wheel brakes, not shown otherwise, as well as the wheels, also not shown, are held.

The rigid axle 2 is formed in the manner of a torsion beam axle, wherein the trailing arm 6 . 8th with the rigid body 4 are preferably rigidly connected by welding and these components together constitute a stabilizer acting as a U-shaped structure. The middle section 22 of the rigid body 4 forms a torsion bar and the trailing arm 6 . 8th one stabilizer arm each of the stabilizer. For this purpose, the trailing arm 6 . 8th preferably so rigid and arranged between these middle section 22 of the rigid body 4 preferably designed so rigid and torsionally soft that at a rolling motion of the structure of the commercial vehicle, a deformation of the stabilizer mainly in the central portion 22 of the rigid body 4 takes place in the form of a torsional deformation. The wheel-side end sections 24 of the rigid body 4 , which transmit longitudinal forces, vertical forces and braking moments, outside the in 3 be shown in plan view U-shaped stabilizer composite according to bending and torsional stiffness to ensure a stable wheel and brake attachment.

According to the invention, the two trailing arms 6 . 8th formed so stiff that except them no further lateral forces receiving axle guide elements such as a Panhard rod are present. This means that on the rigid axle 2 act on the lateral forces essentially only by the two trailing arms 6 . 8th on the side members 10 of the frame. The trailing arm 6 . 8th are preferably in the direction of travel in front of the rigid axle body 4 arranged and starting from your bearings on the pedestals 18 for space reasons, preferably an outwardly cranked shape, in particular 3 shows. To have enough clear height for the shock absorbers 16 To provide, the two trailing arms can 6 . 8th at her over the Starrachskörper 4 protruding end portion 28 pulled down and there each with a shock absorber mount 30 provided on which the substantially vertical shock absorber 16 hinged, the other end-side linkage 32 each on the associated side member 10 is arranged ( 2 ).

The shock absorbers 16 upstream in the direction of travel and substantially coplanar with the rigid body 4 arranged are the two air springs 14 between one on the associated side member 10 outwardly projecting bearing cap 34 and a journal 36 held by the joint between the rigidrachbody 4 and the associated trailing arm 6 . 8th protrudes vertically upwards away.

The bearing of the trailing arm 6 . 8th on the bearing blocks 18 is preferably carried out by a respective spherical bearing 38 , For example, by a so-called. Molecular bearing, which are designed such that the trailing arm 6 . 8th only pivoting movements in a plane perpendicular to the rigid body 4 can execute.

1

Axle

2

Starrachse

4

rigid axle

6

right Trailing arm

8th

left Trailing arm

10

longitudinal beams

12

crossbeam

14

air spring

16

shock absorber

18

bearing block

22

midsection

24

end

26

brake flange

28

end

30

shock absorber

32

linkage

34

bearing cap

36

pivot

38

spherical camp

Claims (10)

Axle suspension ( 1 ) of a commercial vehicle, for example a lorry or bus, comprising a rigid axle ( 2 ), which may be a leading or trailing axle and which consists of a wheel-carrying rigid axle body ( 4 ) and two attached to this trailing arms ( 6 . 8th ), which are attached to a frame ( 10 ) of the commercial vehicle, characterized in that the two trailing arms ( 6 . 8th ) are designed so stiff that except them no further transverse forces receiving axle guide elements such as a Panhard rod are present. Axle suspension according to claim 1, characterized in that the trailing arm ( 6 . 8th ) with the rigidrachbody ( 4 ) are rigidly connected and preferably welded. Axle suspension according to one of the preceding claims, characterized in that the rigid axle ( 2 ) is air-sprung. Axle suspension according to at least one of the preceding claims, characterized in that at least one middle section ( 22 ) of the rigid body ( 4 ) a torsion bar and the trailing arm ( 6 . 8th ) each form a stabilizer arm of a stabilizer. Axle suspension according to claim 4, characterized in that the trailing arm ( 6 . 8th ) so rigid and arranged between these middle section ( 22 ) of the rigid body ( 4 ) is executed in such a rigid and torsionally soft that during a rolling movement of the structure of the commercial vehicle, a deformation of the stabilizer mainly in the rigid axle body ( 4 ) takes place in the form of a torsional deformation. Axle suspension according to one or more of the preceding claims 1 to 5, characterized in that the rigid axle body ( 4 ) of the rigid axle ( 2 ) wheel-end sections ( 24 ) or brake flanges ( 26 ), which are formed bending and torsionally rigid and are provided for receiving Radbefestigungselementen and brake components. Axle suspension according to at least one of the preceding claims 1 to 6, characterized in that the trailing arm ( 6 . 8th ) each on one of a longitudinal member ( 10 ) of the frame downwardly projecting bearing block ( 18 ) are articulated. Axle suspension according to claim 7, characterized in that the trailing arm ( 6 . 8th ) on the bearing blocks ( 18 ) by means of a spherical bearing ( 38 ), which pivot about an axis parallel to the rigid axle body ( 4 ) allowed. Axle suspension according to at least one of the preceding claims 1 to 8, characterized in that the trailing arm ( 6 . 8th ) in the direction of travel, preferably in front of the rigid body ( 4 ) are arranged. Axle suspension according to one or more of the preceding claims 1 to 9, characterized in that in a transition region of the rigid body ( 4 ) of its middle section ( 22 ) passing to its end sections ( 24 ) and trailing arms ( 6 . 8th ) are provided for reinforcing the composite additional gusset plates.