Abstract
The present invention concerns an axle unit comprising a stub axle and an axle tube, wherein the stub axle has a longitudinal channel which extends inside the stub axle substantially along a stub axis, wherein the stub axle has a transverse channel which extends inside the stub axle substantially transversely to the stub axis and opens to the environment at the outer face of the stub axle, wherein the longitudinal channel and the transverse channel are connected together, wherein the stub axle has a stub joining region to which the hollow-bodied axle tube can be secured.
Claims
1.-13. (canceled)
14. An axle unit, comprising: a stub axle; and an axle tube; wherein the stub axle has two longitudinal channels which extend inside the stub axle substantially along a stub axis; wherein the stub axle has two transverse channels which extend inside the stub axle substantially transversely to the stub axis and open to the environment at the outer face of the stub axle; wherein in each case on of the longitudinal channels and one of the transverse channels are connected together; wherein the stub axle has a stub joining region onto which the hollow-bodied axle tube is directly secured; wherein a first connecting portion is located on the outer face of the stub axle; wherein the opening points of the transverse channels are arranged inside the first connecting portion; and wherein the first connecting portion, starting from a vertical to the stub axis, has an arcuate extension of maximum 30° to 120°.
15. The axle unit as claimed in claim 14, wherein the axle tube extends with a tube length substantially along a tube axis, wherein the stub axle extends with a stub length substantially along the stub axis, and wherein the ratio of the stub length to the tube length is 0.1 to 1.2.
16. The axle unit as claimed in claim 15, wherein the ration of the stub length to the tube length is 0.25 to 0.99.
17. The axle unit as claimed in claim 16, wherein the ration of the stub length to the tube length is 0.4 to 0.7.
18. The axle unit as claimed in claim 14, wherein the stub axle has a reinforcing portion in at least one of the region of the longitudinal channel and the transverse channel, wherein the reinforcing portion comprises a material with higher strength than the stub axle.
19. The axle unit as claimed in claim 14, wherein the reinforcing portion is cast into a recess of the stub axle, and wherein at least one of the longitudinal channel and the transverse channel is provided inside the reinforcing portion.
20. The axle unit as claimed in claim 14, wherein the two longitudinal channels are two of three longitudinal channels, and wherein the two transverse channels are two of three transverse channels.
21. The axle unit as claimed in claim 20, wherein the two longitudinal channels are two of four longitudinal channels, and wherein the two transverse channels are two of four transverse channels.
22. The axle unit as claimed in claim 14, wherein the first connecting portion, has an arcuate extension of maximum 50° to 110°.
23. The axle unit as claimed in claim 22, wherein the first connecting portion, has an arcuate extension of maximum 85° to 100°.
24. The axle unit as claimed in claim 20, wherein the first connecting portion has a first engagement means configured to secure a line element.
25. The axle unit as claimed in claim 14, wherein at an end face of the stub axle facing away from the axle tube, the stub axle has a second connecting portion with a second engagement means configured to connect the longitudinal channel to an additional unit.
26. The axle unit as claimed in claim 14, wherein at an end of the stub axle facing away from the axle tube, the stub axle has a force transmission portion onto which an additional unit can be secured by at least one of a form fit and a force fit.
27. A chassis system, comprising: an axle unit; and a suspension arm unit; wherein the axle unit has a stub axle; wherein the stub axle at least in regions is configured rotationally symmetrically to a stub axis and has a first connecting portion on an outer face of the axle stub; wherein the suspension arm unit extends substantially along an arm axis and has an engagement portion; wherein the stub axle is configured to be secured to the engagement portion of the suspension arm unit such that the stub axis is oriented transversely to the arm axis; wherein the connecting portion is connected to the channels of the stub axle and is configured for connection of line elements; wherein the engagement portion has a connecting recess which is configured to be arranged on the first connecting portion such that the first connecting portion is accessible via the connecting recess; and wherein the suspension arm unit is secured to the axle unit in the region of the first connecting portion.
28. The chassis system as claimed in claim 27, wherein the engagement portion comprises two webs which are spaced apart from each other and surround the stub axle in regions, and wherein the connecting recess is arranged between the webs.
29. The chassis system as claimed in claim 28, wherein the connecting recess and the connecting portion have the same extension along the stub axis and are preferably substantially congruent.
30. The chassis system as claimed in claim 29, wherein adjacent to the connecting portion, the stub axle has a stub joining region onto which an axle tube can be secured.
31. The chassis system as claimed in claim 27, wherein the connecting recess and the connecting portion have the same extension along the stub axis and are preferably substantially congruent.
32. The chassis system as claimed in claim 27, wherein adjacent to the connecting portion, the stub axle has a stub joining region onto which an axle tube can be secured.
Description
BRIEF DESCRIPTION OF THE DRAWINGS
[0017] The drawings show:
[0018] FIG. 1 a perspective view of a preferred embodiment of the chassis system according to the invention;
[0019] FIG. 2; a top view of the preferred embodiment of the chassis system according to the invention shown in FIG. 1;
[0020] FIG. 3; a further section view of the embodiment of the chassis system shown in FIGS. 1 and 2;
[0021] FIG. 4 a section view of a preferred embodiment of the axle unit according to the invention; and
[0022] FIG. 5 a perspective view of a preferred embodiment of the chassis system according to the invention.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0023] In the preferred embodiment of FIG. 1, the chassis system 1 comprises a stub axle 6, a suspension arm unit 20 and an axle tube 2 which is preferably secured to the stub axle 6. The stub axle 6 extends substantially along a stub axis S and at least in regions is configured rotationally symmetrically to this stub axis S. The rotationally symmetrical configuration of the stub axle 6 here relates in particular to its outer faces, since preferably at least one longitudinal channel 62 and at least one transverse channel 64 are provided in the interior of the stub axle 6, constituting a deviation from the rotational symmetry. The figure shows (in dotted lines) only one of the longitudinal channels 62 arranged in the stub axle 6. At its end facing away from the axle tube 2 and shown on the left in the figure, the stub axle 6 has a force transmission portion 61. The force transmission portion 61 serves to secure an additional unit (not shown) and to transfer a moment from the additional unit to the stub axle 6. Furthermore, on the end face of the stub axle 6 shown on the left in the figure, at least one second connecting portion 66 is provided which serves to connect fluid-tightly corresponding hydraulic lines of the additional unit to the longitudinal channel 62 or to the plurality of longitudinal channels 62. The stub axle 6 furthermore has a first connecting portion 65 which is preferably arranged on the surface or outer casing surface of the stub axle 6, and particularly preferably is the region in which the transverse channels 64 emerge from the stub axle 6. In their opening region on the casing surface of the stub axle 6, the transverse channels 64 are preferably provided with a reinforcing portion 69. Instead of an integrally configured longitudinal suspension arm or suspension arm unit 20 as shown in FIG. 5, a multipiece longitudinal suspension arm is provided. The webs 26 of the suspension arm unit 20 are here configured preferably as U-shaped brackets which are clamped against the stub axle 6 against a carrier arm configured as a spring element. The suspension arm unit 20 is secured to the stub axle with its engagement portion 22, wherein the figure shows only the upper part or the part of the engagement portion 22 pointing towards the observer. In the region of the engagement portion 22, the suspension arm unit 20 preferably has a connecting recess 24, which in particular guarantees the accessibility of the first connecting portion 65 of the stub axle 6. Adjacent to the first connecting portion 65 and hence preferably to the connecting region between the suspension arm unit 20 and the stub axle 6, the stub axle has a stub joining region 63. The axle tube 2 is preferably secured to the stub joining region 63. Here, preferably, an overlap region is provided between the axle tube 2 and the stub joining region 63 which serves to transmit additional bending and torsion moments between the axle tube 2 and the stub axle 6. Preferably, in the region of the engagement portion 22, the suspension arm unit 20 has two webs 26, between which the connecting recess 24 is arranged. The webs 26 here in particular allow a geometry of the suspension arm unit 20 which is optimized for force flow at low stress peaks, in order to be able to transmit the corresponding bending moments in the region of the engagement portion 22. On the underside of the suspension arm unit 20 shown in the figure, a receiving region for an air spring is depicted diagrammatically.
[0024] FIG. 2 shows a top view of the preferred embodiment of FIG. 1. The preferred extension of the connecting recess 24 and the connecting portion 65 accessible through this (shown in dotted lines) can be seen. Furthermore, the arm axis A, along which the suspension arm unit 20 mainly extends, is depicted. Preferably, the web elements 26 delimit the connecting recess 24 in a direction running parallel to the stub axis S. Furthermore, a preferred configuration of the stub joining region 63 is shown, which is configured to overlap with the axle tube 2 at least in regions. The axle tube 2 and the stub axle 6 are preferably joined by substance bonding by means of a welding process. Here, the best strength values result for the connection between the stub axle 6 and the axle tube 2. A friction welding process is used for preference, particularly preferably a rotational friction welding process, since this creates a particularly strong material joint. In the case where the possibility of subsequent separation of the connection between the stub axle 6 and the axle tube 2 should be retained, in particular for maintenance-intensive vehicles, an arc welding process may also be used to connect the stub axle tube 6 to the axle tube 2.
[0025] FIG. 3 shows a section view of the preferred embodiment of FIGS. 1 and 2. Here the course of the transverse channels 64 in the stub axle 6 is illustrated. The two transverse channels 64 shown cut in this section plane are each connected fluid-tightly to a longitudinal channel 62 running substantially parallel to the stub axis S, and open at the outer face of the stub axle 6 in the connecting portion 65. In their opening region, the transverse channels 64 have engagement means for attaching a fluid line or pipe, via which preferably hydraulic fluid may be introduced into the stub axle 6 and discharged from this again. The connecting portion 65 preferably has a maximum extension along the circumference of the outer face of the stub axle 6 with an arcuate extension φ. The arcuate extension φ is preferably an arcuate angle and is measured in a plane which stands perpendicular to the stub axis S.
[0026] FIG. 4 shows a section view of a preferred embodiment of the stub axle 6 according to the invention. The transverse channel 64 shown on the right of the two is depicted in a lower section plane than the left transverse channel 64. This illustrates the arrangement of the longitudinal channels 62 and transverse channels 64 at different depths, viewed by the observer, in the stub axle 6. The longitudinal channel 62 extends between a second connecting portion 66, parallel to the stub axis S, up to its transition into the transverse channel 64. In the first connecting portion 65, the transverse channel has a first engagement means 67 via which a line element (not shown) may be attached. Particularly preferably, the first engagement means 67 is made in the reinforcing portion 69 which is preferably provided on the transverse channel 64. A releasable connection between the transverse channel 64 and a line element has proved advantageous, wherein preferably a thread, particularly preferably a self-locking and self-sealing thread is used. At the second connecting portion 66, the longitudinal channel 62 preferably has a second engagement means 68 which is configured advantageously as a thread, similar to the first engagement means 67. Alternatively, the first engagement means 67 and/or the second engagement means 68 may also be configured as form-fit engagement mechanisms, or advantageously have a bayonet catch, in order to achieve as simple an installation of the hydraulic lines as possible. At its end opposite the second connecting portion 66 and the force transfer portion 61, the stub axle 6 has a stub joining region 63 via which the axle tube 2 may be secured to the stub axle 6, preferably both by form fit via an overlap and by substance bonding via a weld connection.
[0027] FIG. 5 shows a perspective view of a further preferred embodiment of the chassis system according to the invention. The suspension arm unit 20 is here secured to the stub axle 6 in its engagement portion 22. In the region of the first connecting portion 65 of the stub axle 6, the suspension arm unit 20 has a connecting recess 24 which allows access to the corresponding transverse channels 64 in the region of the first connecting portion 65. Furthermore, the figure clearly shows the reinforcing portions 69 which support the strength of the respective transverse channels 64. Preferably, the length of the stub axle 6 between the first connecting portion 65 and the force transmission portion 61, shown on the left in the figure, is configured such that sufficient space is available for mounting of a wheel bearing and for attaching further elements, such as for example a brake carrier as indicated in FIGS. 1 and 2. In the context of the present invention, it is preferred to keep the stub length l as short as possible in order to reduce the weight of the axle unit, but at the same time the stub length l must be large enough to guarantee accordingly sufficient installation space for mounting the wheel suspension and further peripheral systems, such as for example a brake carrier. These requirements lead to a preferred ratio range of the stub length l to the tube length k of 0.1 to 1.2. In contrast to the embodiment of the chassis system shown in FIGS. 1 and 2, the suspension arm unit 20 in FIG. 5 is preferably configured as a casting optimized for force flow, and particularly preferably integrally.
LIST OF REFERENCE NUMERALS
[0028] 1 Chassis system [0029] 2 Axle tube [0030] 6 Stub axle [0031] 20 Suspension arm unit [0032] 22 Engagement portion [0033] 24 Connecting recess [0034] 26 Web [0035] 61 Force transmission portion [0036] 62 Longitudinal channel [0037] 63 Stub joining region [0038] 64 Transverse channel [0039] 65 First connecting portion [0040] 66 Second connecting portion [0041] 67 First engagement means [0042] 68 Second engagement means [0043] 69 Reinforcing portion [0044] φ Arcuate extension [0045] A Arm axis [0046] k Tube length [0047] l Stub length [0048] R Tube axis [0049] S Stub axis
