Heavy-duty trailer with MacPherson independent wheel suspension

Abstract

The invention relates to a heavy-duty trailer (10) in which at least one of the wheels (12) has a MacPherson independent wheel suspension (16). The wheel (12) can be a steered wheel, wherein the steering cylinders (94) of the steering device (40) enclose an angle (a) with the longitudinal direction (L) of the trailer. The transverse control arms (30l, 30r) can also be articulated onto the trailer frame at least in the longitudinal center plane (E) of the trailer (10).

Claims

1. A heavy-duty trailer comprising: plural wheels; plural independent wheel suspensions mounted to a chassis of the heavy-duty trailer; one of the plural independent wheel suspensions being a first MacPherson wheel suspension; a first control arm connecting the first MacPherson wheel suspension to the chassis; another of the plural independent wheel suspensions being a second MacPherson wheel suspension arranged opposite the first MacPherson wheel suspension; and a second control arm connecting the second MacPherson wheel suspension to the chassis, wherein the first and second control arms have portions that extend past a longitudinal center plane of the chassis.

2. A heavy-duty trailer comprising: plural wheels; plural steerable independent wheel suspensions mounted to a chassis of the heavy-duty trailer; one of the plural steerable independent wheel suspensions being a first MacPherson wheel suspension; a first control arm connecting the first MacPherson wheel suspension to the chassis; another of the plural steerable independent wheel suspensions being a second MacPherson wheel suspension arranged opposite the first MacPherson wheel suspension; and a second control arm connecting the second MacPherson wheel suspension to the chassis, wherein ends of the first and second control arms that connect to the chassis extend past a longitudinal center plane of the chassis.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The invention will be described in more detail in the following using implementation examples based on the attached drawing. Wherein:

(2) FIG. 1 shows a side view of a heavy-duty trailer in which, according to the invention, the MacPherson independent wheel suspension can be used;

(3) FIG. 2 shows a sectional view orthogonal to the longitudinal trailer direction to illustrate the independent wheel suspension according to the invention;

(4) FIG. 3 shows a perspective view of a first embodiment of the main components of the independent wheel suspension according to the invention;

(5) FIG. 4 shows a perspective view of the stub shaft and its assigned assembly group in accordance with the first embodiment;

(6) FIG. 5 shows a top view of the main components shown in FIG. 3 of the independent wheel suspension according to the invention;

(7) FIG. 6 shows a cross-sectional view of the piston cylinder aggregate of the first embodiment;

(8) FIG. 7 shows a top view on the chassis and the steering gear of the heavy-duty trailer, the wheels of which are provided with an independent wheel suspension according to the invention in the first embodiment, to explain the steering of the heavy-duty trailer;

(9) FIG. 8 shows a view similar to FIG. 2 to explain a variation to the first embodiment;

(10) FIG. 9 shows a perspective view to explain essential details of the invention in the variation to the first embodiment;

(11) FIG. 10 shows a bottom view under the heavy-duty trailer according to the invention to explain essential details of the invention in the variation to the first embodiment;

(12) FIG. 11 shows a perspective view of a second embodiment of the main components of the independent wheel suspension according to the invention;

(13) FIG. 12 shows a perspective view of the piston cylinder aggregate of the second embodiment;

(14) FIG. 13 shows a perspective view of the stub shaft and its assigned assembly group in accordance with the second embodiment; and

(15) FIG. 14 shows a perspective view of a third embodiment of the independent wheel suspension according to the invention.

DETAILED DESCRIPTION OF THE INVENTION

(16) In FIG. 1, a heavy-duty trailer design according to the invention is generally designated as 10. According to the invention, at least one of the wheels 12 of the heavy-duty trailer is equipped with an independent wheel suspension in MacPherson design, which will be explained in detail in the following. At this point it should be pointed out that the heavy-duty trailer 10 in accordance with FIG. 1 is shown merely as example as semitrailer in form of a flat-bed trailer, and that the present invention maybe embodied in the same manner also in a semitrailer with flatbed or drop-deck design, with a drawbar trailer, or in a heavy-duty trailer with modular design, and this regardless of whether the respective wheel 12 is non-steered or steered or is an actuated wheel or a drawn wheel.

(17) FIG. 2 shows both wheels 12 of one of the axles of the heavy-duty trailer 10. Both wheels 12 are connected via the independent wheel suspension 16 with the frame 14 of the heavy-duty trailer 10. Every independent wheel suspension 16 comprises a wheel trunk 18, its stub shaft 20 (see for example FIG. 3) connected via an assembly group 22 with a piston cylinder aggregate 24. The piston cylinder aggregate 24 is articulated onto one end at braces 26 of the frame 14 of the heavy-duty trailer 10, which are positioned below the loading area 28 of the heavy-duty trailer 10, and at the other end via the triangular transverse control arms 30 onto the frame part 32, which extends downward from the excavator recess 34 or the central tube of the heavy-duty trailer 10. Furthermore, the independent wheel suspension 16 also comprises a brake cylinder 36 which is connected a with brake assembly 19. Only roughly schematically indicated with a dashed line is steering rod 38, via which the independent wheel suspensions 16 are connected with the frame 14 of the heavy-duty trailer 10, or in case of steered wheels 12 in FIG. 2 with a merely roughly schematically indicated steering gear 40 of the heavy-duty trailer 10.

(18) In reference to FIGS. 3 to 7, the design of the independent wheel suspension 16 is to be explained in more detail:

(19) In FIGS. 3 to 5, the stub shaft 20 of the wheel trunk 18 is recognizable, which is connected to assembly group 22 through an adhesive bond. Assembly group 22 comprises a support plate 42 for the piston cylinder aggregate 24, which is framed by an upward pointing edge 44 such that the piston cylinder aggregate 24 is held in the thus constituted bracket in a form-fitting manner. According to FIG. 6, the support plate 42 is bolted to a subsequently in more detail explained guide tube 46 of the piston cylinder aggregate 24. In addition, assembly group 22 has two more connection points 48 with respect to cylinder axis X of the piston cylinder aggregate 24 in an axial distance to support plate 42, which can be connected to the associated connection lugs 50 of the guide tube 46 (not visible due to the location of the cross-sectional plane in FIG. 6), for example by way of a screw connection. In this way, the piston cylinder aggregate 24 can be connected securely and reliably with the assembly group 22.

(20) The as a hydraulic damper designed piston cylinder aggregate 24 comprises, according to FIG. 6, aside from the guide tube 46 also a cylinder 52, a piston rod 54, which extends out of one end of cylinder 52 with the help of a sealing and guiding unit 56, which is positioned there, and a piston 58, which is fastened to the end of the piston rod 54 positioned in the interior of cylinder 52.

(21) Piston rod 54 is reliably connected with guide tube 46 via support plate 42 in such a manner that the guide tube 46 also moves relative to the cylinder 52 when the piston rod 54 moves relative to cylinder 52. To make these relative movements between the guide tube 46 and cylinder 52 possible, two slide bearing assembly groups 60 and 62 are provided. As the slide bearing assembly groups 60 and 62 have no other functions to fulfill, they can be designed robustly enough that they can take over the function of supporting braking and, if necessary, also driving torques. This support therefore needs not be assumed by the seals of the sealing and guiding unit 56 and piston 58.

(22) The free end 64 of cylinder 52 can be embodied with a through-hole 66, which can be penetrated by a hinge bolt 68 (see FIG. 2) for the purpose of a non-twistable articulation with respect to the frame 14 onto the frame braces 26. Generally, other types of articulation are also conceivable. At its opposite end 70, the piston cylinder aggregate 24 is connected to a ball stud 72 for the articulation onto the transverse control arm 30. In particular, the shaft of the ball stud 72 can penetrate the support plate 42 and be bolted to the piston rod 54.

(23) In the shown embodiment, a mounting panel 74 for the brake cylinder 36 is furthermore connected, for example through welding, with guide tube 46 of the piston cylinder aggregate 24. In addition, the assembly group 22 contains a steering lever 76 with which the steering rod 38 engages, as well as a support device 78 for the brake shaft (according to brake shaft 80 of the variation in accordance with FIG. 9) of the brake assembly 19.

(24) To be able to design the brake shaft as short as possible, the brake cylinder 36 is not placed exactly on the opposite side from the stub shaft 20 of the piston cylinder aggregate 24, but instead in driving direction F of the heavy-duty trailer 10 placed slightly forward. In particular, the axis Y of the stub shaft 20 and the axis Z of the brake cylinder 36 have, in accordance with FIG. 5, a pre-defined distance d from each other. Furthermore, it must be pointed out that brake cylinder 36 is positioned practically flush to the guide tube 46, and to be more exact, it has a distance from it that is only large enough to ensure during the operation of the heavy-duty trailer 10 that these two parts do not collide with one another, which, aside from an undesired noise that is created, could also lead to these parts being damaged.

(25) FIG. 7 shows a top view of the chassis and the steering of the heavy-duty trailer 10, in which, to simplify understanding of the drawing, only those components are shown that are required for the explanation of the embodiment of the triangular transverse control arms 30 and the steering gear 40.

(26) As is recognizable in FIG. 7, the triangular transverse control arms 30l and 30r are not designed identical for the left or right wheels 12, respectively, and instead in such a manner that of the two shafts 82l, 84l and 82r, 84r of the transverse control arms 30l, 30r, the free end of one of these shafts, respectively, namely the free end of the shafts 82r or 84l engages between the two shafts 82l, 84l or 82r, 84r, respectively, of the respective other triangular transverse control arm 30l or 30r. In the embodiment according to FIG. 7, the transverse control arms 30l, 30r thereby extend in lateral direction Q of the heavy-duty trailer 10 up to precisely the longitudinal center plane E of the heavy-duty trailer 10. At this point, the bearing bushings arranged at the free ends of shafts 82l, 84l, 82r, 84r are positioned in pairs over a common bearing bolt 86 (see also FIG. 2) at the frame parts 32. This way, the transverse control arms 30 can be designed longer than, for example, known from EP 1 985 474 A2. This has an advantageous impact on the change of the wheel track as well as the camber inclination during the compression and rebound of the wheels 12.

(27) In variation of the first embodiment, FIGS. 8 to 10 show that the transverse control arms 30 can be designed even longer, if they extend from their assigned wheel 12 even beyond the longitudinal center\ plane of the heavy-duty trailer 10, in particular preferably to the opposite edge of the excavator recess 34, and are only there articulated with bearing bolts 86 onto the frame parts 32 of the frame 14 of the heavy-duty trailer 10. With this variation, it is possible to further reduce the change of the wheel track and the camber inclination when the wheels 12 compress and rebound.

(28) In order to ensure a large ground clearance during every compression and rebounding of the wheels 12 despite the great length of the transverse control arms 30, the shafts 82, 84 of the transverse control arms 30 are designed in a bent form such that the concave side of the bend points downward in height direction H of the heavy-duty trailer 10.

(29) Again with reference to FIG. 7, the steering unit 40 of the heavy-duty trailer 10 shall now be explained:

(30) At the frame 14 of the heavy-duty trailer 10, the pivot plates 88 are attached in a manner to allow a pivoting movement respectively around a pivotal axis 90 in height direction H, which is preferably arranged on the longitudinal center plane E of the heavy-duty trailer 10. Each of the pivot plates 88 is assigned to two, in lateral direction Q of the heavy-duty trailer 10, opposite each other positioned wheels 12 and connected with their wheel suspensions 16 via the steering rods 38. In addition, in longitudinal direction L of the heavy-duty trailer 10, the pivot plates 88 positioned next to each other are connected with two primarily in longitudinal direction L positioned connecting rods 92. The two connecting rods 92 are thereby articulated to the left or right, respectively, of the longitudinal center plane E in a pro-defined distance from the pivotal axes 90 onto the pivot plates 88. Two steering cylinders 94 are connected with the, in FIG. 7, lowest pivot plate 88 to pivot this pivot plate 88 clockwise or counter clockwise. This pivoting movement is transmitted via connecting rods 92 also to the other pivot plates 88 and from there continue via steering rods 38 to the wheels 12. In this context, it is possible, through appropriate selection of the articulating points of the steering rods 38 to the pivot plates 88, to choose a different pivot angle to steering angle transmission ratio for every wheel pair.

(31) According to the invention, the steering cylinders are not positioned in the longitudinal direction L of the heavy-duty trailer 10, but instead relative to it in an angle .

(32) Through this, it is possible to provide sufficient installation space for the connection of the free shafts of the transverse control arms 30 to the frame 14 of the heavy-duty trailer 10.

(33) In FIGS. 11 to 13, a second embodiment of the invention at hand is presented. The second embodiment according to FIGS. 11 to 13 essentially corresponds to the first embodiment in accordance with FIGS. 3 to 6. Therefore, in FIGS. 1 to 13, analogous parts are indicated with the same reference numbers as in FIGS. 3 to 6, but in addition are marked with a. In addition, the embodiment of FIGS. 11 to 13 is only described to the degree it is different from the embodiment according to FIGS. 3 to 6, the description of which is explicitly referenced here.

(34) FIG. 11 shows the total of the main components of the independent wheel suspension 16 according to the invention in accordance with the second embodiment min a perspective view corresponding to FIG. 3, whereas FIG. 12 shows the piston cylinder aggregate 24 and FIG. 13 the stub shaft 20 including the assembly group 22 also in a perspective view.

(35) On the one hand, the independent wheel suspension 16 is different from the independent wheel suspension 16 for lack of the support plate 42. In replacement of the support plate 42, the assembly group 22 comprises two connection points 96 which, similar to connection points 48, are preferably designed as screw connection points, to which connection points 48 have, in reference to the cylinder axis X of the piston cylinder aggregate 24, however, an axial distance x. Accordingly, at the guide tube 46 of the piston cylinder aggregate 24, not only the connection lugs 50 assigned to the connecting points 48 are provided but in addition also the connection lugs 98 assigned to the connection points 96.

(36) On the other hand, the independent wheel suspension 16 is different from the independent wheel suspension 16 because the steering lever 76 is not connected to assembly group 22, but instead with guide tube 46 of the piston cylinder aggregate 24 in an adhesive bond.

(37) FIG. 14 is a third embodiment of the invention at hand, which essentially corresponds to the first embodiment in accordance with FIGS. 3 to 6. Therefore, in FIG. 14, analogous parts are indicated with the same reference numbers as in FIGS. 3 to 6, but in addition are marked with a . In addition, the embodiment of FIG. 14 is only described to the degree as it is different from the embodiment according to FIGS. 3 to 6, the description of which is explicitly referenced here.

(38) The independent wheel suspension 16 is different from the independent wheel suspension 16 because the wheel trunk 18 and in particular its shaft stub 20 is designed in a one-piece format or connected in an adhesive bond with guide tube 46 of the piston cylinder aggregate, for example, by way of welding. Also, the other parts arranged on this assembly, namely the mounting panel 74 for the brake cylinder, the steering lever 76 and the support device 78 for the brake shaft are preferably embodied in one piece with it or adhesively bonded, for example, through welding. The ball stud 72 for the articulation of the transverse control arm can, for example, be connected with this assembly group through a screw connection.

(39) Item 1: Heavy-duty trailer with a plurality of wheels with independent wheel suspension, characterized in that the wheel suspension of at least one of the wheels, preferably all of the wheels, with independent wheel suspension is a MacPherson wheel suspension.

(40) Item 2: Heavy-duty trailer according to Item 1, characterized in that the cylinder of the piston cylinder aggregate of the MacPherson wheel suspension is encircled by a, preferably cylindrical, guide tube.

(41) Item 3: Heavy-duty trailer according to Item 2, characterized in that the one end of the guide tube is firmly axially connected with the free end of the piston rod of the piston cylinder aggregate.

(42) Item 4: Heavy-duty trailer according to Items 2 or 3, characterized in that at the outer side of the cylinder of the piston cylinder aggregate, and preferably adjacent to the end where the piston rod exits the cylinder, a slide bearing arrangement is provided, which forms a sliding engagement with the interior aide of the guide tube or/and that at the interior side of the guide tube, and preferably adjacent to its free end, a slide bearing arrangement is provided, which has a sliding engagement with the outer side of the cylinder of the piston cylinder aggregate.

(43) Item 5: Heavy-duty trailer according to one of the Items 1 to 4, characterized in that the free end of the cylinder of the piston cylinder aggregate is articulated onto the trailer frame relative to it around the axis of the cylinder in a non-twistable manner, for example, with a hinge bolt.

(44) Item 6: Heavy-duty trailer according to one of the Items 1 to 5, characterized in that the guide tube of the piston cylinder aggregate is connected with the wheel trunk, preferably with the stub shaft of the wheel trunk, in a one-piece format or through an adhesive bond.

(45) Item 7: Heavy-duty trailer according to one of the Items 1 to 5 characterized in that the piston cylinder aggregate, preferably the guide tube of the piston cylinder aggregate, has attachment points for attachment to an assembly group, preferably in a one-piece format with or adhesively connected to the wheel trunk, preferably the stub shaft of the wheel trunk.

(46) Item 8: Heavy-duty trailer according to Item 7, characterized in that at least one attachment point can include a support plate belonging to the assembly group, on which the piston rod end of the piston cylinder aggregate sits in an operational state.

(47) Item 9: Heavy-duty trailer according to Item 8, characterized in that the support plate together with an edge assigned to it forms a bracket which receives the piston rod end of the piston cylinder aggregate in a form-fitting manner when the piston cylinder aggregate is in an operational state.

(48) Item 10: Heavy-duty trailer according to Items 8 or 9 characterized in that the ball head of a ball joint is arranged at the support plate for the articulation of the piston cylinder aggregate onto a transverse control arm of the wheel suspension.

(49) Item 11: Heavy-duty trailer according to one of the Items 8 to 10, provided that these indirectly or directly back-reference Item 3, characterized in that the support plate also takes on the function of a connecting plate which connects the free end of the piston rod of the piston cylinder aggregate firmly axially with the guide tube.

(50) Item 12: Heavy-duty trailer according to one of the Items 8 to 11, characterized in that, in an axial distance to the support plate, at least one additional attachment point is provided for the attachment of the piston cylinder aggregate at the assembly group.

(51) Item 13: Heavy-duty trailer according to Item 7, characterized in that the piston cylinder aggregate is connected with the assembly group through a plurality of screw connection points of which at least two have an axial distance from each other.

(52) Item 14: Heavy-duty trailer according to one of the Items 1 to 13, further characterized in that the wheel suspension has a brake cylinder.

(53) Item 15: Heavy-duty trailer according to Item 14, characterized in that the brake cylinder of the wheel suspension is arranged next to the piston cylinder aggregate, preferably directly adjacent to it.

(54) Item 16: Heavy-duty trailer according to Items 14 or 15, characterized in that the cylinder axes of the brake cylinder and the piston cylinder aggregate are essentially parallel to each other.

(55) Item 17: Heavy-duty trailer according to one of the Items 14 to 16, characterized in that the free end of the brake cylinder points upward.

(56) Item 18: Heavy-duty trailer according to one of the Items 14 to 17, characterized in that the axis of the brake cylinder is offset relative to the wheel axle by a pre-defined distance, and preferably in driving direction of the heavy-duty trailer to the front.

(57) Item 19: Heavy-duty trailer according to one of the Items 14 to 18 characterized in that a support device is provided for a brake shaft connecting the brake cylinder with the brake assembly of the wheel trunk, which is arranged, for example, at the assembly group or/and the guide tube of the piston cylinder aggregate.

(58) Item 20: Heavy-duty trailer according to one of the Items 14 to 19, characterized in that a bracket for the brake cylinder is embodied at the guide tube of the piston cylinder aggregate or/and at the assembly group.

(59) Item 21: Heavy-duty trailer according to one of the Items 1 to 20, characterized in that the steering lever of the wheel suspension is embodied at the piston cylinder aggregate, for example, its guide tube, or/and at the assembly group.

(60) Item 22: Heavy-duty trailer according to one of the Items 1 to 21 characterized in that at least one wheel is a steered wheel.

(61) Item 23: Heavy-duty trailer according to Item 22, characterized in that, viewed in a projection in longitudinal direction of the trailer, the projection surface of the brake cylinder does not overlap with the projection surfaces of the transverse control arm and the steering rod.

(62) Item 24: Heavy-duty trailer according to Item 22 or 23 characterized in that, viewed in a vertical projection, the projection surface of the assembly group formed by the piston rod of the brake cylinder and the brake linkage in every steering position of the wheel does not overlap the projection surface of the steering rod.

(63) Item 25: Heavy-duty trailer according to one of the Items 1 to 24, characterized in that at least one wheel is a driven wheel.

(64) Item 26: Heavy-duty trailer according to one of the Items 1 to 25, characterized in that the articulating axis of the transverse control arm of the wheel suspension on the trailer frame is arranged below an excavator recess or central tube of the trailer.

(65) Item 27: Heavy-duty trailer according to the preamble of the Item 1, the characteristic of Item 26 and, if desired, the characteristic of one of the Items 1 to 25, characterized in that the articulating axis of the transverse control arm is arranged on the trailer frame a least in the longitudinal center plane of the trailer, preferably on the opposite side to the assigned wheel of the longitudinal center plane.

(66) Item 28: Heavy-duty trailer according to Item 27, characterized in that in the embodiment of the transverse control arms of two in trailer lateral direction each other opposing wheels as triangular transverse control arms, the articulation axes of the free ends of the shafts of the triangular transverse control arms are arranged so that one of the shafts of the two triangular transverse control arms, respectively, with its free end engages between the two shafts of the respective other triangular transverse control arm.

(67) Item 29: Heavy-duty trailer according to Item 28, characterized in that the two articulation axes of the two triangular transverse control arms are all arranged in the longitudinal center plane of the trailer, wherein preferably two of the articulation axes are combined to a joint articulation axis.

(68) Item 30: Heavy-duty trailer according to Item 28, characterized in that the articulation axes of each of the two triangular transverse control arms are arranged on the opposite side of the longitudinal center plane of the trailer of the corresponding wheel, preferably adjacent to the opposite edge of the excavator recess or central tube of the trailer.

(69) Item 31: Heavy-duty trailer according to Items 29 or 30, characterized in that the shafts of the transverse control arms are in a bent form, wherein the concave side of the bend is in an operational state points toward the running surface.

(70) Item 32: Heavy-duty trailer according to the preamble of Item 1, the characteristic of Item 21 and, if so desired, the characteristic of one of the Items 1 to 20 and 22 to 31, characterized in that the steering cylinders of the steering gear of the heavy-duty trailer include an angle to the trailer longitudinal direction which is different from zero, the value of which is preferably between 10 and approximately 70 and even more preferably between 35 and approximately 55.