DE20321700U1 - Axle suspension of a commercial vehicle - Google Patents

Abstract

Axle (1) a commercial vehicle, such as a lorry or Bus, including a rigid axle (2), in which it is can be a leading or trailing axle and which one Wheel-bearing rigidrach body (4) and two attached to this Trailing arms (6, 8), which on a frame (10) the commercial vehicle are articulated, the two trailing arms (6, 8) are designed so stiff that except them no further transverse forces receiving Achsführungselemente such as a Panhard rod are present, characterized that the trailing arm (6, 8) with the rigid axle (4) are rigidly connected and preferably welded and that at least a central portion (22) of the rigid body (4) a torsion bar and the trailing arms (6, 8) respectively form a stabilizer arm of a stabilizer, and that the trailing arm (6, 8) so rigid and arranged between these middle section (22) of the rigid body (4) so rigid and torsionally soft is executed that during a rolling motion of the structure of the commercial vehicle deformation of the stabilizer mainly in...

Description

State of the art

The Innovation 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 from a wheel-bearing rigidrach body and two consists of this attached trailing arms, which on a Frame of the commercial vehicle are articulated, according to the preamble 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.

From the JP 58 053 505 A is a generic axle suspension of a motor vehicle known.

Of the the present innovation is based on the object, an axle suspension of a commercial vehicle of the aforementioned To develop such a way that they are easier and cheaper to be finished.

Innovation is This object is achieved by the characterizing features of claim 1 solved.

Advantages of the innovation

The form both trailing arm and the Starrachskörper together a torsion beam axis, in which according to the renewal both trailing arms are designed so stiff that except they take no further lateral forces Achsführungselemente such as a Panhardstab available or necessary. In addition, the connection also points between the trailing arms and the Starrachskörper one for essentially sole lateral force transmission sufficient rigidity. This means that on the rigid axle acting lateral forces apart from a negligible low proportion which the air springs or shock absorbers take over, essentially only by the two trailing arms on the Frame transferred.

Consequently are no further transverse force transmitting axle guide elements together with their attachment and articulation more necessary, so that the Axle suspension made easily and inexpensively can be.

Under a stiff training of the trailing arm is intended above all a high bending stiffness transverse to the longitudinal extent of the Starrachskörpers be understood to the lateral forces to transfer to the frame.

Especially preferred are the trailing arm with the rigid axle welded. This results in flared over and screwed solutions a weight and cost advantage. In addition, such a welded connection be very stiff, which is also cheap with regard to the transmission of shear forces From the rigid axle on the trailing arm affects.

Of Further forms at least a central portion of the rigid body a torsion bar and the trailing arms each form one Stabilizer arm of a stabilizer. For this purpose, the trailing arm preferably so rigid and arranged between them Central portion of the rigid body preferably such rigid and torsionally executed that at a Rolling motion of the construction of the commercial vehicle a deformation of the stabilizer mainly in the Starrachskörper in the form of a Torsionsverformung takes place.

By the measures listed in the dependent claims are advantageous developments and improvements in the protection claim 1 indicated invention possible.

The End portions of the rigid body between trailing arm and wheel connection can be made resistant to bending and torsion be to reliably override the braking torque of the axle to support the trailing arm.

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

The U-shaped structure of the rigid axle body and the trailing arms therefore not only transmits the forces acting on the wheels longitudinal and lateral forces and acts as a torque support in case of braking, but also stabilized in the sense of a dual function the construction of the commercial vehicle to avoid strong rolling movements. As with a separate stabilizer, the U-shaped structure of the rigid axle body and the trailing arms rotates at equilateral suspension in the frame-side bearings of the trailing arm, wherein the rigid axle body does not twist and the stabilizer remains ineffective. On the other hand, with mutual deflection, as occurs, for example, during rolling, the rigid body tumbles to counter the rolling motion act and the trailing arm experience a relatively low bending deformation.

As a general rule are the two trailing arms with regard to their flexural rigidity in conjunction with the torsional rigid body tuned to the overall stabilization effect, via appropriate dimensioning and shaping of their cross-section. The profile and the size of the cross section of the central portion of the rigid body are in the sense of the desired Torsion ability on the respective vehicle-specific Application adapted.

drawings

below is an embodiment of the innovation in the drawings shown and in the following description in more detail 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 Obersichtlichkeitsgründen only 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 innovation, the two trailing arms 6 . 8th formed so stiff that except them no further lateral forces receiving axle guide elements such as se Panhard rod are available. This means that on the rigid axle 2 acting transverse 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 essentially coplanar with the star rachskörper 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

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• DE 19809281 A1 [0002]
• - JP 58053505A [0003]

Claims (6)

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 utility vehicle are articulated, wherein the two trailing arms ( 6 . 8th ) are designed so stiff that except them no further transverse forces receiving Achsführungselemente such as a Panhard rod are present, characterized in that the trailing arm ( 6 . 8th ) with the rigidrachbody ( 4 ) are rigidly connected and preferably welded and 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, and 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 and 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 1, 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 one of the preceding claims, 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 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 1 to 4, 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 5, 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.