CA2735838C - Truck - Google Patents
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- Publication number
- CA2735838C CA2735838C CA2735838A CA2735838A CA2735838C CA 2735838 C CA2735838 C CA 2735838C CA 2735838 A CA2735838 A CA 2735838A CA 2735838 A CA2735838 A CA 2735838A CA 2735838 C CA2735838 C CA 2735838C
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- longitudinal
- truck
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- piece
- frame
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D24/00—Connections between vehicle body and vehicle frame
- B62D24/04—Vehicle body mounted on resilient suspension for movement relative to the vehicle frame
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
- B62D25/20—Floors or bottom sub-units
- B62D25/2054—Load carrying floors for commercial vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D27/00—Connections between superstructure or understructure sub-units
- B62D27/04—Connections between superstructure or understructure sub-units resilient
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D27/00—Connections between superstructure or understructure sub-units
- B62D27/06—Connections between superstructure or understructure sub-units readily releasable
- B62D27/065—Connections between superstructure or understructure sub-units readily releasable using screwthread
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D33/00—Superstructures for load-carrying vehicles
- B62D33/02—Platforms; Open load compartments
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
Abstract
The invention relates to a truck having a flexurally rigid but torsionally flexible chassis frame on which a flexurally and torsionally rigid body is arranged, which comprises at least two longitudinal beams (15) that are spaced transversely to the vehicle longitudinal direction and connected to each other by at least one transverse beam (16) disposed between said beams. The body is connected to the chassis frame in at least three locations by motion bearings. At least one of the motion bearings is configured as a pivot bearing, the pivot axis thereof extending approximately in the longitudinal center axis of the vehicle. At least two motion bearings are configured as contact bearings disposed on both sides of the pivot axis and spaced from the pivot bearing in the longitudinal vehicle direction. The longitudinal beams (15) are each configured as an open profile, and the at least one transverse beam (16) is configured as a torsionally rigid hollow profile. At least one connecting flange facing the corresponding longitudinal beam (15) is disposed on the transverse beam (16) for each longitudinal beam (15). The connecting flanges are connected to the longitudinal beams (15) using screws and/or rivets.
Description
ak 02735838 2015-02-02 Truck The invention relates to a truck having a flexurally rigid but torsionally flexible chassis frame on which is arranged a flexurally rigid and torsionally rigid superstructure which has at least two longitudinal beams which are spaced apart from one another transversely with respect to the vehicle longitudinal direction and which are connected to one another by means of at least one transverse beam arranged between them, with the superstructure being directly or indirectly connected to the chassis frame via a subframe at at least three points by means of movement bearings, with at least one of the movement bearings being designed as a pivot bearing whose pivot axis runs generally in the vehicle longitudinal central axis, and with at least two movement bearings being designed as support bearings which are arranged laterally to both sides of the pivot axis and which are spaced apart from the pivot bearing in the vehicle longitudinal direction, wherein the longitudinal beams are designed in each case as an open profile, and the at least one transverse beam is designed as a torsionally rigid hollow profile, in that the transverse beam has arranged on it, for each longitudinal beam, in each case at least one connecting flange which faces toward the respective longitudinal beam, and in that the connecting flanges are connected to the longitudinal beams by means of screws, rivets and/or locking ring bolts.
A truck of said type is known from EP 1 231 129 Bl. Said truck has a flexurally rigid but torsionally flexible chassis frame on which a twistable subframe is arranged.
A flexurally and torsionally rigid superstructure is provided on the subframe, which superstructure has two longitudinal beams which are laterally spaced apart from - la -one another and which are connected to one another by means of transverse beams. The longitudinal beams each have an approximately trapezoidal, open hollow profile part which is connected at its longitudinal edges by weld seams to a base plate of the superstructure to form a circumferentially closed hollow profile. The superstructure is connected to the chassis frame via the subframe at four points by means of movement bearings.
Two of the movement bearings are designed as
A truck of said type is known from EP 1 231 129 Bl. Said truck has a flexurally rigid but torsionally flexible chassis frame on which a twistable subframe is arranged.
A flexurally and torsionally rigid superstructure is provided on the subframe, which superstructure has two longitudinal beams which are laterally spaced apart from - la -one another and which are connected to one another by means of transverse beams. The longitudinal beams each have an approximately trapezoidal, open hollow profile part which is connected at its longitudinal edges by weld seams to a base plate of the superstructure to form a circumferentially closed hollow profile. The superstructure is connected to the chassis frame via the subframe at four points by means of movement bearings.
Two of the movement bearings are designed as
- 2 -pivot bearings whose pivot axis runs approximately in the vehicle longitudinal central axis. Two further movement bearings are designed as support bearings which are arranged laterally to both sides of the pivot axis and which are provided approximately centrally between the pivot bearings in the vehicle longitudinal direction. The truck has in practice proven to be expedient primarily in that, between the longitudinal beams, there is formed a free movement space which receives a partial region of the subframe during the twisting of the chassis frame and subframe. This results in a small structural height of the arrangement formed from the chassis frame, the subframe, the longitudinal beams and the base plate, and the superstructure nevertheless twists only to a very small extent when travelling over uneven terrain.
A disadvantage of the truck is however that the base plate is composed of steel. In certain applications, however, such as for example when transporting munitions, a wood base is preferable for the users of the truck in order to reduce the risk of spark generation. It is also unfavourable that, during the production of the superstructure, relatively long weld seams must be produced, in which defects, for example pores, cavities and/or cracks, can occur. The weld seams must therefore undergo checking for defects, for example by means of X-rays or ultrasound. When a defect is found, the weld seam is flexed open at the location of the defect and is then welded again. The work operations associated with this cause dust to be generated which is harmful to health and which contaminates production plants inter alia with metal dust, which is a problem in particular for electrical appliances. It is also unfavourable that the weld seams demand high dimensional accuracy of the parts to be welded to one another, because bridging joint gaps is possible only to a limited extent with welding. In the ak 02735838 2015-02-02
A disadvantage of the truck is however that the base plate is composed of steel. In certain applications, however, such as for example when transporting munitions, a wood base is preferable for the users of the truck in order to reduce the risk of spark generation. It is also unfavourable that, during the production of the superstructure, relatively long weld seams must be produced, in which defects, for example pores, cavities and/or cracks, can occur. The weld seams must therefore undergo checking for defects, for example by means of X-rays or ultrasound. When a defect is found, the weld seam is flexed open at the location of the defect and is then welded again. The work operations associated with this cause dust to be generated which is harmful to health and which contaminates production plants inter alia with metal dust, which is a problem in particular for electrical appliances. It is also unfavourable that the weld seams demand high dimensional accuracy of the parts to be welded to one another, because bridging joint gaps is possible only to a limited extent with welding. In the ak 02735838 2015-02-02
- 3 -case in particular of large superstructures, therefore, it is necessary to provide corresponding production plants which have clamping and positioning devices for the parts to be welded. For this reason, a corresponding amount of expenditure is also required to configure the production plants such that superstructures with different dimensions, such as for example short and long superstructures and/or superstructures of different width, can be produced selectively or alternately by means of the same production plant. Finally, in the case of relatively large vehicles, it must be taken into consideration that distortion occurs during welding.
Furthermore, there is the problem that providing anti-corrosion protection for the superstructures is cumbersome because, for example in order to galvanize the superstructure, correspondingly large dipping baths are required.
It would therefore be desirable to provide a truck which makes it possible for the longitudinal beams of the superstructure to be arranged at a low height, which can be easily produced in an automated manner, and in which the superstructure remains substantially free from torsion when the chassis frame twists.
The longitudinal beams may for example be designed in each case as an open profile, and the at least one transverse beam may be designed as a torsionally rigid hollow profile, in that the transverse beam has arranged on it, for each longitudinal beam, in each case at least one connecting flange which faces toward the respective longitudinal beam, and in that the connecting flanges are connected to the longitudinal beams by means of screws, rivets and/or locking ring bolts.
ak 02735838 2015-02-02
Furthermore, there is the problem that providing anti-corrosion protection for the superstructures is cumbersome because, for example in order to galvanize the superstructure, correspondingly large dipping baths are required.
It would therefore be desirable to provide a truck which makes it possible for the longitudinal beams of the superstructure to be arranged at a low height, which can be easily produced in an automated manner, and in which the superstructure remains substantially free from torsion when the chassis frame twists.
The longitudinal beams may for example be designed in each case as an open profile, and the at least one transverse beam may be designed as a torsionally rigid hollow profile, in that the transverse beam has arranged on it, for each longitudinal beam, in each case at least one connecting flange which faces toward the respective longitudinal beam, and in that the connecting flanges are connected to the longitudinal beams by means of screws, rivets and/or locking ring bolts.
ak 02735838 2015-02-02
- 4 -It has surprisingly been found that the superstructure of the truck according to an aspect of the invention permits a high level of flexural and torsional stiffness despite the longitudinal beams designed as open profiles. An open profile is to be understood to mean a profile which has a progression which deviates from a straight line and which is not annularly closed. The open longitudinal beams with the transverse beam which is situated between them and which is designed as a hollow profile also result in a small structural height of the arrangement formed from the longitudinal beams and the transverse beam. The hollow profile runs preferably in a plane spanned by the longitudinal beams, or in a plane running parallel thereto, transversely with respect to and in particular perpendicular to the vehicle longitudinal direction. The at least one pivot bearing may be spaced apart from the hollow profile in the direction of the vehicle longitudinal central axis, such that the pivot bearing may be arranged entirely or partially in the space situated between the longitudinal beams. Since the hollow profile is connected to the longitudinal beams in a torsionally rigid manner by means of screws, rivets and/or locking ring bolts, the hollow profile and the longitudinal beams can be assembled in a simple manner without welding processes during the production of the truck. In this way, it is possible in particular for superstructures with different dimensions to be produced by means of the same production plant.
In an expedient embodiment of the invention, the face ends of the hollow profile are welded to the connecting flanges. Since the hollow profile has relatively small dimensions in relation to the longitudinal beams, it is , - 4a -possible during the production of the truck for the welding operations at the connecting flanges to be carried out with little expenditure. The hollow profile
In an expedient embodiment of the invention, the face ends of the hollow profile are welded to the connecting flanges. Since the hollow profile has relatively small dimensions in relation to the longitudinal beams, it is , - 4a -possible during the production of the truck for the welding operations at the connecting flanges to be carried out with little expenditure. The hollow profile
- 5 -may thereafter be coated, if appropriate, with an anti-corrosion protection layer.
In a preferred embodiment of the invention, the connecting flanges which face toward the individual longitudinal beams are designed as flange plates which are connected to one another in a torsionally rigid manner by means of at least one hollow profile part, with the flange plates projecting laterally beyond the at least one hollow profile part transversely with respect to the longitudinal extent thereof and having holes through which the screws and/or rivets can be passed. The screws, rivets and/or locking ring bolts are then easily accessible at the flange plates during the assembly of the truck. It is however also possible for the connecting flanges and for the holes which may if appropriate be provided therein to be arranged entirely within the outer contour of the hollow profile, or the straight elongation thereof.
In one refinement of the invention, the flange plates are connected to one another in a torsionally rigid manner by means of at least two hollow profile parts which are spaced apart from one another in the direction of the vehicle longitudinal central axis.
This results in a particularly torsionally rigid transverse member with a low weight. The flange plates bear preferably in each case areally against a wall region of the longitudinal beam adjacent to the flange plate. The transverse beam is preferably designed such that, during the assembly of the truck, a plurality of structurally identical transverse beams can be stacked directly on top of one another.
It is advantageous for the at least one hollow profile to comprise a round cylindrical hollow profile and/or a box profile designed preferably as a rectangular profile. The transverse beam can then be produced cost-
In a preferred embodiment of the invention, the connecting flanges which face toward the individual longitudinal beams are designed as flange plates which are connected to one another in a torsionally rigid manner by means of at least one hollow profile part, with the flange plates projecting laterally beyond the at least one hollow profile part transversely with respect to the longitudinal extent thereof and having holes through which the screws and/or rivets can be passed. The screws, rivets and/or locking ring bolts are then easily accessible at the flange plates during the assembly of the truck. It is however also possible for the connecting flanges and for the holes which may if appropriate be provided therein to be arranged entirely within the outer contour of the hollow profile, or the straight elongation thereof.
In one refinement of the invention, the flange plates are connected to one another in a torsionally rigid manner by means of at least two hollow profile parts which are spaced apart from one another in the direction of the vehicle longitudinal central axis.
This results in a particularly torsionally rigid transverse member with a low weight. The flange plates bear preferably in each case areally against a wall region of the longitudinal beam adjacent to the flange plate. The transverse beam is preferably designed such that, during the assembly of the truck, a plurality of structurally identical transverse beams can be stacked directly on top of one another.
It is advantageous for the at least one hollow profile to comprise a round cylindrical hollow profile and/or a box profile designed preferably as a rectangular profile. The transverse beam can then be produced cost-
- 6 -effectively. The width of the box profile may be between 200 and 600 mm, and preferably between 300 and 500 mm. The height of the box profile may be between 80 and 160 mm and preferably between 100 and 140 mm.
In one preferred embodiment of the invention, the longitudinal beams are designed as Z-shaped profiles which have in each case two limb parts connected to one another by means of a longitudinal web, with the screws, rivets and/or locking ring bolts extending preferably through the longitudinal webs and the connecting flanges. The longitudinal beams then permit a high level of flexural rigidity about a bending axis running in the horizontal direction transversely with respect to the vehicle longitudinal axis. The planes in which the limb parts of the longitudinal beams are arranged run preferably parallel to one another and in each case at right angles to the plane of the longitudinal web. The limb parts may also have a progression which deviates from a plane, for example an angled progression.
It is advantageous for the longitudinal beams to have at least one front beam part, a rear beam part and an intermediate piece arranged between these, with the beam parts and the intermediate piece being arranged as a straight elongation of one another, with the connecting flanges which face toward the longitudinal beams bridging in each case the intermediate piece of the respective longitudinal beam, and with the beam parts and the intermediate piece being connected to the connecting flange facing toward them in each case by means of screws and/or rivets. Here, it is even possible for holes for receiving the screws, rivets and/or locking ring bolts to be arranged in the beam parts and in the connecting flanges in such a way that, during the assembly of the longitudinal beams, the latter can be connected to one another, by means of the
In one preferred embodiment of the invention, the longitudinal beams are designed as Z-shaped profiles which have in each case two limb parts connected to one another by means of a longitudinal web, with the screws, rivets and/or locking ring bolts extending preferably through the longitudinal webs and the connecting flanges. The longitudinal beams then permit a high level of flexural rigidity about a bending axis running in the horizontal direction transversely with respect to the vehicle longitudinal axis. The planes in which the limb parts of the longitudinal beams are arranged run preferably parallel to one another and in each case at right angles to the plane of the longitudinal web. The limb parts may also have a progression which deviates from a plane, for example an angled progression.
It is advantageous for the longitudinal beams to have at least one front beam part, a rear beam part and an intermediate piece arranged between these, with the beam parts and the intermediate piece being arranged as a straight elongation of one another, with the connecting flanges which face toward the longitudinal beams bridging in each case the intermediate piece of the respective longitudinal beam, and with the beam parts and the intermediate piece being connected to the connecting flange facing toward them in each case by means of screws and/or rivets. Here, it is even possible for holes for receiving the screws, rivets and/or locking ring bolts to be arranged in the beam parts and in the connecting flanges in such a way that, during the assembly of the longitudinal beams, the latter can be connected to one another, by means of the
- 7 -connecting flanges, with at least two different spacings to one another. To produce superstructures of different lengths, the longitudinal beams, during the assembly thereof, may be connected to the transverse beam with their ends facing toward one another preferably directly adjacent to one another, or the longitudinal beams are mounted on the transverse beam with an axial spacing to one another, with the spacing being bridged by means of the intermediate piece.
In one expedient embodiment of the invention, the superstructure has an outer frame with a front and a rear frame transverse piece and two frame longitudinal pieces connecting these to one another, with the front frame transverse piece and the rear frame transverse piece having connecting points which are connected to the longitudinal beams by means of screws and/or rivets. It is therefore possible for the outer frame to be connected to the longitudinal beams without welding during the production of the truck.
It is advantageous for those end regions of the front beam parts which are spaced apart from the at least one hollow profile to be connected in each case by means of an elongation piece to the front frame transverse piece, and/or for the rear end regions, which are spaced apart from the at least one hollow profile, of the rear beam parts to be connected in each case by means of an elongation piece to the rear frame transverse piece. It is then possible during the production of the truck for the same longitudinal beams to be used for superstructures of different lengths.
The elongation pieces are connected at one side to the longitudinal beams and at the other side to the outer frame preferably by means of screws, rivets and/or locking ring bolts.
In one expedient embodiment of the invention, the superstructure has an outer frame with a front and a rear frame transverse piece and two frame longitudinal pieces connecting these to one another, with the front frame transverse piece and the rear frame transverse piece having connecting points which are connected to the longitudinal beams by means of screws and/or rivets. It is therefore possible for the outer frame to be connected to the longitudinal beams without welding during the production of the truck.
It is advantageous for those end regions of the front beam parts which are spaced apart from the at least one hollow profile to be connected in each case by means of an elongation piece to the front frame transverse piece, and/or for the rear end regions, which are spaced apart from the at least one hollow profile, of the rear beam parts to be connected in each case by means of an elongation piece to the rear frame transverse piece. It is then possible during the production of the truck for the same longitudinal beams to be used for superstructures of different lengths.
The elongation pieces are connected at one side to the longitudinal beams and at the other side to the outer frame preferably by means of screws, rivets and/or locking ring bolts.
- 8 -In another advantageous embodiment of the invention, supporting profiles for the floor part are arranged between the front frame transverse piece and the rear frame transverse piece and run substantially parallel to the frame transverse pieces, with a first end region of each supporting profile being connected in each case by means of screws, rivets and/or locking ring bolts to a longitudinal beam, and a second end region of each supporting profile being connected in each case by means of screws, rivets and/or locking ring bolts to a frame longitudinal piece of the outer frame. During the production of the truck, it is then possible for identical longitudinal and transverse beams to be used for superstructures of different widths, wherein in each case only the lateral supporting profiles need have different dimensions. In this way, it is possible to produce a multiplicity of different vehicle variants from a construction set composed of a relatively small number of different components.
It is advantageous for at least one supporting profile to have at least one first section and one second section which are arranged offset with respect to one another in the direction of extent of the supporting profile and which overlap at least in regions, for the sections to have holes through which screws, rivets and/or locking ring bolts can pass, and for holes to be arranged such that, in at least two relative positions, which are offset with respect to one another in the direction of extent of the supporting profile, of the sections, in each case at least two holes of the first section are in alignment with at least two holes of the second section. In this way, it is possible, during the assembly of the superstructure, for the overlap region of the sections to be varied in order to produce supporting profiles of different lengths, and therefore superstructures of different widths, in small batches.
It is advantageous for at least one supporting profile to have at least one first section and one second section which are arranged offset with respect to one another in the direction of extent of the supporting profile and which overlap at least in regions, for the sections to have holes through which screws, rivets and/or locking ring bolts can pass, and for holes to be arranged such that, in at least two relative positions, which are offset with respect to one another in the direction of extent of the supporting profile, of the sections, in each case at least two holes of the first section are in alignment with at least two holes of the second section. In this way, it is possible, during the assembly of the superstructure, for the overlap region of the sections to be varied in order to produce supporting profiles of different lengths, and therefore superstructures of different widths, in small batches.
- 9 -In one refinement of the invention, at least one transverse traverse is arranged between the longitudinal beams and is screwed and/or riveted to these, with the pivot bearing having a first bearing part and a second bearing part which is pivotably connected thereto, and with the first bearing part being arranged on the transverse traverse and the second bearing part being arranged on a transverse profile part of the subframe or of the chassis frame.
Here, at least the bearing upper part may be arranged entirely or partially in a free space situated between the longitudinal beams, which permits a small structural height of the arrangement formed from the longitudinal beams, the transverse beam and the pivot bearing.
It is advantageous for the first bearing part to have a projection which has two first walls preferably running parallel to the vehicle longitudinal axis and arranged obliquely with respect to one another, for the second bearing part to have a depression which has two walls arranged approximately parallel to the first walls, and for at least one first elastomer material layer which connects the bearing parts to one another to be arranged between the first walls and the second wall.
This results in a robust pivot bearing which can be produced cost-effectively and which can transmit bearing forces acting both in the vertical direction and also in the horizontal direction transversely with respect to the vehicle longitudinal axis. Furthermore, the pivot bearing may also transmit torsional moments running in the direction of the vehicle longitudinal central axis.
In one advantageous embodiment of the invention, the truck has at least two pivot bearings whose pivot axes run in the vehicle longitudinal central axis, with the support bearings being in each case spaced apart from
Here, at least the bearing upper part may be arranged entirely or partially in a free space situated between the longitudinal beams, which permits a small structural height of the arrangement formed from the longitudinal beams, the transverse beam and the pivot bearing.
It is advantageous for the first bearing part to have a projection which has two first walls preferably running parallel to the vehicle longitudinal axis and arranged obliquely with respect to one another, for the second bearing part to have a depression which has two walls arranged approximately parallel to the first walls, and for at least one first elastomer material layer which connects the bearing parts to one another to be arranged between the first walls and the second wall.
This results in a robust pivot bearing which can be produced cost-effectively and which can transmit bearing forces acting both in the vertical direction and also in the horizontal direction transversely with respect to the vehicle longitudinal axis. Furthermore, the pivot bearing may also transmit torsional moments running in the direction of the vehicle longitudinal central axis.
In one advantageous embodiment of the invention, the truck has at least two pivot bearings whose pivot axes run in the vehicle longitudinal central axis, with the support bearings being in each case spaced apart from
- 10 -said pivot bearings in the vehicle longitudinal direction. In this way, more uniform support of the superstructure on the subframe or on the chassis can be attained in particular in the case of superstructures of large length.
At least one longitudinal beam is expediently connected to a frame longitudinal piece, which is adjacent to the longitudinal beam, of the outer frame by means of at least one transverse strut arranged on an accessory part, with the transverse strut having at least one first clamp at an end region facing toward the longitudinal beam and having at least one second clamp at an end region facing toward the frame longitudinal piece, and with an edge region of the longitudinal beam being clamped on the first clamp and an edge region of the frame longitudinal piece being clamped on the second clamp. In this way, it is possible for the accessory part to be fastened to the superstructure without drilling holes in the superstructure for receiving screws, rivets and/or locking ring bolts.
Exemplary embodiments of the invention will be explained in more detail below on the basis of the drawing, in which:
figure 1 shows a side view of a truck, figure 2 shows a plan view of a subframe of the truck, figure 3 shows a view from below of a superstructure arranged on the subframe, figure 4 shows a torsionally rigid load-bearing structure of the superstructure, which has longitudinal beams connected to one another
At least one longitudinal beam is expediently connected to a frame longitudinal piece, which is adjacent to the longitudinal beam, of the outer frame by means of at least one transverse strut arranged on an accessory part, with the transverse strut having at least one first clamp at an end region facing toward the longitudinal beam and having at least one second clamp at an end region facing toward the frame longitudinal piece, and with an edge region of the longitudinal beam being clamped on the first clamp and an edge region of the frame longitudinal piece being clamped on the second clamp. In this way, it is possible for the accessory part to be fastened to the superstructure without drilling holes in the superstructure for receiving screws, rivets and/or locking ring bolts.
Exemplary embodiments of the invention will be explained in more detail below on the basis of the drawing, in which:
figure 1 shows a side view of a truck, figure 2 shows a plan view of a subframe of the truck, figure 3 shows a view from below of a superstructure arranged on the subframe, figure 4 shows a torsionally rigid load-bearing structure of the superstructure, which has longitudinal beams connected to one another
- 11 -by means of a torsionally rigid transverse beam which has hollow profiles, figure 5 shows a side view of the load-bearing structure shown in figure 4, figure 6 shows a plan view of the load-bearing structure shown in figure 4, figure 7 shows a view of the rear side of the load-bearing structure shown in figure 4, figure 8A shows a longitudinal section through the load-bearing structure, with the section plane running through the hollow profiles, figure 8B shows a side view of a transverse beam, figures 9A
and 9B show a view of the transverse beam from below, figure 10 shows a plan view of the transverse beam, figure 11 shows a view of the front side of the transverse beam, figure 12 shows a partial transverse section through the superstructure, showing a supporting profile which connects a longitudinal beam to a frame longitudinal piece of an outer frame, figure 13 shows a perspective view of the supporting profile,
and 9B show a view of the transverse beam from below, figure 10 shows a plan view of the transverse beam, figure 11 shows a view of the front side of the transverse beam, figure 12 shows a partial transverse section through the superstructure, showing a supporting profile which connects a longitudinal beam to a frame longitudinal piece of an outer frame, figure 13 shows a perspective view of the supporting profile,
- 12 -figure 14 shows a view from below of a transverse traverse on which a bearing upper part of a pivot bearing is arranged, 5 figure 15 shows a view of the front side of the arrangement shown in figure 14, figure 16 shows a partial transverse section through the superstructure, showing the pivot bearing, figure 17 shows a view of the underside of a transverse traverse on which a bearing lower part of a pivot bearing is arranged, figure 18 shows a partial longitudinal section through the truck in the region of the pivot bearing, 20 figure 19 shows a transverse section through the truck, showing two support bearings by means of which the superstructure is mounted on a subframe, 25 figure 20 shows a partial transverse section through the truck in the region of a support bearing, figure 21 shows a partial longitudinal section 30 through the truck in the region of the support bearing, figure 22 shows a cross section through the truck at the level of a pivot joint, with the 35 chassis being arranged in the horizontal position,
- 13 -figure 23 shows an illustration similar to figure 22, but with the wheels of the truck being arranged on uneven terrain such that the chassis frame is twisted about the vehicle longitudinal axis, figure 24 shows a view of the rear side of the truck when travelling over uneven terrain, figure 25 shows a view of a tanker vehicle from below, figure 26 shows a partial transverse section through the tank vehicle, figure 27 shows a plan view of a truck provided for transporting a container or shelter, and figure 28 shows a rear-side view of a motor vehicle laden with a container or shelter.
A truck denoted as a whole by 1 in figure 1 has a chassis frame 3 which is flexurally rigid and which is torsionally flexible about the vehicle longitudinal central axis 2. The chassis frame 3 has two longitudinal profiles 4 which run in the vehicle longitudinal direction, are arranged to both sides of a vehicle longitudinal central axis 2 and are laterally spaced apart from one another. The longitudinal profiles 4 may for example have a C-shaped cross section. At a front and a rear region of the longitudinal profiles 4, these are connected to one another in each case by means of a transverse profile 5. The chassis frame 3 is connected, in a manner known per se, by means of chassis springs 6 and shock absorbers 7 to axles 8 on which wheels 9 are arranged.
A truck denoted as a whole by 1 in figure 1 has a chassis frame 3 which is flexurally rigid and which is torsionally flexible about the vehicle longitudinal central axis 2. The chassis frame 3 has two longitudinal profiles 4 which run in the vehicle longitudinal direction, are arranged to both sides of a vehicle longitudinal central axis 2 and are laterally spaced apart from one another. The longitudinal profiles 4 may for example have a C-shaped cross section. At a front and a rear region of the longitudinal profiles 4, these are connected to one another in each case by means of a transverse profile 5. The chassis frame 3 is connected, in a manner known per se, by means of chassis springs 6 and shock absorbers 7 to axles 8 on which wheels 9 are arranged.
- 14 -A torsionally flexible subframe 10 is arranged on the chassis frame 3. Figure 2 shows that the subframe 10 has two subframe longitudinal profiles 11 which are connected to one another at their front end regions by means of a front transverse profile part 12a and at their rear end region by means of a rear transverse profile part 12b. A further transverse profile part 13 which connects the subframe longitudinal profiles 11 to one another is also arranged approximately centrally between the transverse profile parts 12a, 12b.
A superstructure 14 which has a flatbed or similar substantially planar loading surface and which is illustrated in more detail in figure 3 is. arranged over the subframe 10. The superstructure 14 has two longitudinal beams 15 which are spaced apart from one another transversely with respect to the vehicle longitudinal direction and which are connected to one another by means of a transverse beam 16 arranged between them.
The superstructure 14 is connected to the subframe 10 by means of movement bearings at four points. Two of the movement bearings are designed as pivot bearings 17 whose pivot axes run approximately in the vehicle longitudinal central axis 2. Two further movement bearings are designed as support bearings 18 which are arranged laterally to both sides of the vehicle longitudinal central axis 2 with a spacing to the latter. The support bearings 18 are provided approximately centrally between the pivot bearings 17 in the vehicle longitudinal direction.
Figure 4 shows that the longitudinal beams 15 are designed as open profiles with an approximately Z-shaped cross section. Each longitudinal beam 15 has in each case one longitudinal web 19 which is arranged in a vertical plane extending in the vehicle longitudinal
A superstructure 14 which has a flatbed or similar substantially planar loading surface and which is illustrated in more detail in figure 3 is. arranged over the subframe 10. The superstructure 14 has two longitudinal beams 15 which are spaced apart from one another transversely with respect to the vehicle longitudinal direction and which are connected to one another by means of a transverse beam 16 arranged between them.
The superstructure 14 is connected to the subframe 10 by means of movement bearings at four points. Two of the movement bearings are designed as pivot bearings 17 whose pivot axes run approximately in the vehicle longitudinal central axis 2. Two further movement bearings are designed as support bearings 18 which are arranged laterally to both sides of the vehicle longitudinal central axis 2 with a spacing to the latter. The support bearings 18 are provided approximately centrally between the pivot bearings 17 in the vehicle longitudinal direction.
Figure 4 shows that the longitudinal beams 15 are designed as open profiles with an approximately Z-shaped cross section. Each longitudinal beam 15 has in each case one longitudinal web 19 which is arranged in a vertical plane extending in the vehicle longitudinal
- 15 -direction. Limb parts 20 are connected to the longitudinal web 19 at each side of the longitudinal web 19. An upper limb part 20a of each longitudinal beam 15 is arranged on the inner side, which faces toward the in each case other longitudinal beam 15, of the longitudinal web 19, and a lower limb part 20b is arranged on the outer side of the longitudinal web 19.
The planes in which the limb parts 20b are arranged run approximately at right angles to the planes of the longitudinal webs 19.
Figures 4 and 5 show that the height of the longitudinal web 19 decreases in each case from the transverse beam 16 in the direction of the front and rear end of the longitudinal beam 15. The upper limb parts 20a are arranged in a common plane running approximately parallel to the loading surface. The lower limb parts 20b run obliquely with respect to the plane of the loading surface in each case in a section of the longitudinal beam 15 situated between the rear end of the longitudinal beam 15 and the transverse beam
The planes in which the limb parts 20b are arranged run approximately at right angles to the planes of the longitudinal webs 19.
Figures 4 and 5 show that the height of the longitudinal web 19 decreases in each case from the transverse beam 16 in the direction of the front and rear end of the longitudinal beam 15. The upper limb parts 20a are arranged in a common plane running approximately parallel to the loading surface. The lower limb parts 20b run obliquely with respect to the plane of the loading surface in each case in a section of the longitudinal beam 15 situated between the rear end of the longitudinal beam 15 and the transverse beam
16 and in a section of the longitudinal beam 15 situated between the transverse beam 16 and the front end of the longitudinal beam 15.
Figures 4 to 6 and figure 8 show that the transverse beam 16 is designed as a torsionally rigid hollow profile which has two hollow profile parts 21 which are arranged parallel to one another, which run transversely with respect to the vehicle longitudinal direction and which are spaced apart from one another in the vehicle longitudinal direction. The hollow profile parts 21 each have a rectangular cross section.
Figure 8 shows that the hollow profile parts 21 are arranged with their greatest cross-sectional dimension b in the direction of longitudinal extent of the longitudinal beams 15.
It can also be seen that the height h of the hollow profile parts 21 is smaller than the height of the longitudinal beams 15. In the vertical direction, the hollow profile parts 21 are arranged so as to be offset eccentrically with respect to the longitudinal beams 15 in the direction of the upper limb parts 20a. Here, the upper wall of the hollow profile parts 21 is arranged in each case approximately as a straight elongation of the upper limb parts 20a. The height h of the hollow profile parts 21 corresponds to approximately half of the height of the longitudinal webs 19.
The hollow profile parts 21 are arranged between two flange plates 23 which run approximately parallel to one another and which are arranged transversely with respect to the direction of longitudinal extent of the hollow profile parts 21. The flange plates 23 are connected in a torsionally rigid manner to the face-side ends of the hollow profile parts 21. In the exemplary embodiment shown in figures 8A and 9A, the flange plates 23 are welded to the face-side ends of the hollow profile parts 21. In the exemplary embodiment according to figures 8B and 9B, lugs 51 are integrally formed on the ends of the hollow profile parts 21, which lugs are arranged in a plane running at right angles to the longitudinal extent of the hollow profile parts 21 and are connected by means of screws in each case to the flange plate 23 assigned thereto and/or to the longitudinal beam 15. Figures 9-11 show that, adjacent to the flange plates 23, stiffening plates 24 are attached to the hollow profile parts 21, which stiffening plates are arranged with their plate plane approximately horizontal and bridge an intermediate space formed between the hollow profile parts 21. The stiffening plates 24 are welded to the hollow profile parts 21 and to the flange plates 23. In the exemplary embodiment according to figure 9, the
Figures 4 to 6 and figure 8 show that the transverse beam 16 is designed as a torsionally rigid hollow profile which has two hollow profile parts 21 which are arranged parallel to one another, which run transversely with respect to the vehicle longitudinal direction and which are spaced apart from one another in the vehicle longitudinal direction. The hollow profile parts 21 each have a rectangular cross section.
Figure 8 shows that the hollow profile parts 21 are arranged with their greatest cross-sectional dimension b in the direction of longitudinal extent of the longitudinal beams 15.
It can also be seen that the height h of the hollow profile parts 21 is smaller than the height of the longitudinal beams 15. In the vertical direction, the hollow profile parts 21 are arranged so as to be offset eccentrically with respect to the longitudinal beams 15 in the direction of the upper limb parts 20a. Here, the upper wall of the hollow profile parts 21 is arranged in each case approximately as a straight elongation of the upper limb parts 20a. The height h of the hollow profile parts 21 corresponds to approximately half of the height of the longitudinal webs 19.
The hollow profile parts 21 are arranged between two flange plates 23 which run approximately parallel to one another and which are arranged transversely with respect to the direction of longitudinal extent of the hollow profile parts 21. The flange plates 23 are connected in a torsionally rigid manner to the face-side ends of the hollow profile parts 21. In the exemplary embodiment shown in figures 8A and 9A, the flange plates 23 are welded to the face-side ends of the hollow profile parts 21. In the exemplary embodiment according to figures 8B and 9B, lugs 51 are integrally formed on the ends of the hollow profile parts 21, which lugs are arranged in a plane running at right angles to the longitudinal extent of the hollow profile parts 21 and are connected by means of screws in each case to the flange plate 23 assigned thereto and/or to the longitudinal beam 15. Figures 9-11 show that, adjacent to the flange plates 23, stiffening plates 24 are attached to the hollow profile parts 21, which stiffening plates are arranged with their plate plane approximately horizontal and bridge an intermediate space formed between the hollow profile parts 21. The stiffening plates 24 are welded to the hollow profile parts 21 and to the flange plates 23. In the exemplary embodiment according to figure 9, the
- 17 -stiffening plates 24 are arranged on the underside of the hollow profile parts 21. A hole 22 through which a screw can be passed is provided in each stiffening plate 24, in each case between the hollow profile parts 21.
The flange plates 23 bear with their outer surfaces, which face away from the hollow profile parts 21, flat against the inner surfaces, which face toward one another, of the longitudinal webs 19 of the longitudinal beams 15. Figures 8 and 9 show that the flange plates 23 and the longitudinal beams 15 have a number of holes through which screws extend, by means of which screws the longitudinal beams 15 are fixedly connected to the transverse beam 16. The screws are preferably screwed into nuts, which may if appropriate be designed as cap nuts. It is however also possible for the holes which are provided in the flange plates 23 and/or in the longitudinal beams 15 to be provided with internal threads into which threaded sections of the screws are screwed.
Figures 4 and 8 show that the longitudinal beams 15 have a front beam part 15a, a rear beam part 15b and an intermediate piece 15c arranged between them. The beam parts 15a, 15b and the intermediate piece 15c are in each case arranged as a straight elongation of one another.
The flange plates 23 in each case bridge the intermediate piece 15c and are screwed with a front plate section to the front beam part 15a by means of a plurality of screws and are screwed with a rear plate section to the rear beam part 15b by means of a plurality of screws. Furthermore, a further plate section situated between said plate sections is screwed to the intermediate piece 15c by means of a plurality of screws.
The flange plates 23 bear with their outer surfaces, which face away from the hollow profile parts 21, flat against the inner surfaces, which face toward one another, of the longitudinal webs 19 of the longitudinal beams 15. Figures 8 and 9 show that the flange plates 23 and the longitudinal beams 15 have a number of holes through which screws extend, by means of which screws the longitudinal beams 15 are fixedly connected to the transverse beam 16. The screws are preferably screwed into nuts, which may if appropriate be designed as cap nuts. It is however also possible for the holes which are provided in the flange plates 23 and/or in the longitudinal beams 15 to be provided with internal threads into which threaded sections of the screws are screwed.
Figures 4 and 8 show that the longitudinal beams 15 have a front beam part 15a, a rear beam part 15b and an intermediate piece 15c arranged between them. The beam parts 15a, 15b and the intermediate piece 15c are in each case arranged as a straight elongation of one another.
The flange plates 23 in each case bridge the intermediate piece 15c and are screwed with a front plate section to the front beam part 15a by means of a plurality of screws and are screwed with a rear plate section to the rear beam part 15b by means of a plurality of screws. Furthermore, a further plate section situated between said plate sections is screwed to the intermediate piece 15c by means of a plurality of screws.
- 18 -Figure 8 shows that the front face end of the intermediate piece 15c directly adjoins the rear face end of the front beam part 15a. Correspondingly, the rear face end of the intermediate piece directly adjoins the front face end of the rear beam part 15b.
As is clearly shown by figure 3, the superstructure 14 has an outer frame with a front frame transverse piece 25a, a rear frame transverse piece 25b and two frame longitudinal pieces 26 connecting these to one another.
The front frame transverse piece 25a and the rear frame transverse piece 25b have connecting points which are connected to the ends of the longitudinal beams 15 by means of screws (not illustrated in any more detail).
A plurality of supporting profiles 27a, 27b for a floor part 29 situated on the longitudinal beams 15 is arranged between the front frame transverse piece 25a and the rear frame transverse piece 25b. The floor part 29 may be composed for example of a metal panel, plastic panels, wood panels, slats or the like. The supporting profiles 27a, 27b run approximately parallel to the frame transverse pieces 25a, 25b. Additional supporting elements 28 are arranged, as a straight elongation of the supporting profiles 27a, 27b, between the longitudinal beams 15, which additional supporting elements are each connected at one end thereof to one longitudinal beam 15 and at the other end thereof to the other longitudinal beam 15.
As is shown in figure 12, in each case a first end region of each supporting profile 27a, 27b is connected to a longitudinal beam 15 and a second end region of each supporting profile 27a, 27b is connected to a frame longitudinal piece 26 of the outer frame.
Furthermore, the frame longitudinal pieces 26 are screwed to the longitudinal beams 15 via transverse
As is clearly shown by figure 3, the superstructure 14 has an outer frame with a front frame transverse piece 25a, a rear frame transverse piece 25b and two frame longitudinal pieces 26 connecting these to one another.
The front frame transverse piece 25a and the rear frame transverse piece 25b have connecting points which are connected to the ends of the longitudinal beams 15 by means of screws (not illustrated in any more detail).
A plurality of supporting profiles 27a, 27b for a floor part 29 situated on the longitudinal beams 15 is arranged between the front frame transverse piece 25a and the rear frame transverse piece 25b. The floor part 29 may be composed for example of a metal panel, plastic panels, wood panels, slats or the like. The supporting profiles 27a, 27b run approximately parallel to the frame transverse pieces 25a, 25b. Additional supporting elements 28 are arranged, as a straight elongation of the supporting profiles 27a, 27b, between the longitudinal beams 15, which additional supporting elements are each connected at one end thereof to one longitudinal beam 15 and at the other end thereof to the other longitudinal beam 15.
As is shown in figure 12, in each case a first end region of each supporting profile 27a, 27b is connected to a longitudinal beam 15 and a second end region of each supporting profile 27a, 27b is connected to a frame longitudinal piece 26 of the outer frame.
Furthermore, the frame longitudinal pieces 26 are screwed to the longitudinal beams 15 via transverse
- 19 -struts 30. The transverse struts 30 run from the upper limb parts 20a of the longitudinal beams 15 to a lower end region of the frame longitudinal piece 26. Said lower end region is arranged at a lower height than the upper limb part 20a. A retaining lug or a retaining web 43 is integrally formed on that edge region of the upper limb part 20a of the longitudinal beam 15 which faces away from the longitudinal web 19, the plane of extent of which retaining lug or retaining web is inclined relative to the plane of the floor part 29 resting on the limb part 20a, in such a way that a free space is formed between the floor part 29 and that edge of the retaining web 43 which is remote from the limb part 20a.
At a first end region adjacent to the retaining web 43, the transverse strut 30 has a first clamp 44a, between the clamping limbs of which the retaining web 43 is clamped. The first clamp 44a has a first clamping limb, which bears against the top side of the retaining web 43, and a second clamping limb which is adjustable in terms of spacing relative to said first clamping limb and which bears against the underside of the retaining limb 43. A clamping screw extends through the clamping limbs, the screw head of which clamping screw engages in regions into the free space formed between the retaining web 43 and the floor part 29.
At a second end region adjacent to the frame longitudinal piece 26, the transverse strut 30 has a second clamp 44b, between the clamping limbs of which an edge region of the frame longitudinal piece 26 is clamped in a corresponding way. An accessory part not illustrated in any more detail in the drawing, such as for example a toolbox, a wheel chock holder and/or a shovel holder, may be connected to the transverse strut 30.
At a first end region adjacent to the retaining web 43, the transverse strut 30 has a first clamp 44a, between the clamping limbs of which the retaining web 43 is clamped. The first clamp 44a has a first clamping limb, which bears against the top side of the retaining web 43, and a second clamping limb which is adjustable in terms of spacing relative to said first clamping limb and which bears against the underside of the retaining limb 43. A clamping screw extends through the clamping limbs, the screw head of which clamping screw engages in regions into the free space formed between the retaining web 43 and the floor part 29.
At a second end region adjacent to the frame longitudinal piece 26, the transverse strut 30 has a second clamp 44b, between the clamping limbs of which an edge region of the frame longitudinal piece 26 is clamped in a corresponding way. An accessory part not illustrated in any more detail in the drawing, such as for example a toolbox, a wheel chock holder and/or a shovel holder, may be connected to the transverse strut 30.
- 20 -Figure 13 shows that the supporting profiles 27a each have a first section 45a connected to the longitudinal beam 15 and a second section 45b connected to the frame longitudinal piece 26. It can be clearly seen that the sections 45a, 45b are arranged offset with respect to one another, and overlap in regions, in the direction of extent 46 of the supporting profile 27a.
Each section 45a, 45b has in each case a plurality of holes 47a, 47b through which screws can be passed. The holes 47a, 47b are arranged such that, in at least two relative positions, which are offset with respect to one another in the direction of extent 46 of the supporting profile 27a, of the sections 45a, 45b, in each case at least two holes 47a of the first section 45a are in alignment with at least two holes 47b of the second section 45b. It is therefore possible during the assembly of the superstructure for the width of the superstructure to be varied depending on which holes 47a, 47b the screws are inserted into. It should also be mentioned that a stanchion pocket 48 is arranged on the second section 45b which is connected to the frame longitudinal piece 26.
Figures 3, 14, 15 show that two transverse traverses 31a, 31b are arranged between the longitudinal beams 15, which transverse traverses each have a box profile which runs parallel to the hollow profile parts 21 of the transverse beam 16 and which, at its face ends, is connected in each case to a fastening flange 32. One of the fastening flanges 32 is screwed to the longitudinal web 19 of one longitudinal beam 15 and the other fastening flange 32 is screwed to the longitudinal web 19 of the other longitudinal beam 15.
The pivot bearings 17 each have a first bearing part 17a and a second bearing part 17b pivotably connected to said first bearing part. The first bearing part 17a
Each section 45a, 45b has in each case a plurality of holes 47a, 47b through which screws can be passed. The holes 47a, 47b are arranged such that, in at least two relative positions, which are offset with respect to one another in the direction of extent 46 of the supporting profile 27a, of the sections 45a, 45b, in each case at least two holes 47a of the first section 45a are in alignment with at least two holes 47b of the second section 45b. It is therefore possible during the assembly of the superstructure for the width of the superstructure to be varied depending on which holes 47a, 47b the screws are inserted into. It should also be mentioned that a stanchion pocket 48 is arranged on the second section 45b which is connected to the frame longitudinal piece 26.
Figures 3, 14, 15 show that two transverse traverses 31a, 31b are arranged between the longitudinal beams 15, which transverse traverses each have a box profile which runs parallel to the hollow profile parts 21 of the transverse beam 16 and which, at its face ends, is connected in each case to a fastening flange 32. One of the fastening flanges 32 is screwed to the longitudinal web 19 of one longitudinal beam 15 and the other fastening flange 32 is screwed to the longitudinal web 19 of the other longitudinal beam 15.
The pivot bearings 17 each have a first bearing part 17a and a second bearing part 17b pivotably connected to said first bearing part. The first bearing part 17a
- 21 -of the front pivot bearing 17 is arranged approximately centrally on the front transverse profile part 12a of the subframe 10, and the first bearing part 17a of the rear pivot bearing 17 is arranged approximately centrally on the rear transverse profile part 12b of the subframe 10. The second bearing part 17b of the front pivot bearing 17 is arranged approximately centrally on the front transverse traverse 31a, and the second bearing part 17b of the rear pivot bearing 17 is arranged approximately centrally on the rear transverse traverse 31b.
Figure 16 shows that the first bearing part 17a has a projection which has two first walls 33 which run substantially parallel to the vehicle longitudinal central axis 2 and which are arranged approximately in a V shape. Said first walls 33 enclose between them an angle of approximately 120 . The second bearing part 17b has a depression which matches the projection and which has two second walls 34 arranged approximately parallel to the first walls 33. A first elastomer material layer 35a is arranged between the first walls 33 and the second walls 34 and connects the bearing parts to one another areally. The first elastomer material layer 35a is composed preferably of rubber which is vulcanized onto the second walls 34.
Figure 14 shows that, under the second bearing part 17b, a bridge 36 is provided which bridges the V-shaped depression and which runs parallel to the transverse profile parts 12a, 12b and which, at both sides of the depression, is connected to the second bearing part 17b by means of screws. The bridge 36 is spaced apart from the first elastomer layer 35a and engages under the projection of the first bearing part 17a. Said first bearing part 17a is thus enclosed in a positively locking fashion by the second bearing part 17b and the bridge 36.
Figure 16 shows that the first bearing part 17a has a projection which has two first walls 33 which run substantially parallel to the vehicle longitudinal central axis 2 and which are arranged approximately in a V shape. Said first walls 33 enclose between them an angle of approximately 120 . The second bearing part 17b has a depression which matches the projection and which has two second walls 34 arranged approximately parallel to the first walls 33. A first elastomer material layer 35a is arranged between the first walls 33 and the second walls 34 and connects the bearing parts to one another areally. The first elastomer material layer 35a is composed preferably of rubber which is vulcanized onto the second walls 34.
Figure 14 shows that, under the second bearing part 17b, a bridge 36 is provided which bridges the V-shaped depression and which runs parallel to the transverse profile parts 12a, 12b and which, at both sides of the depression, is connected to the second bearing part 17b by means of screws. The bridge 36 is spaced apart from the first elastomer layer 35a and engages under the projection of the first bearing part 17a. Said first bearing part 17a is thus enclosed in a positively locking fashion by the second bearing part 17b and the bridge 36.
- 22 -On its underside, the first bearing part 17a has third walls 49 which are arranged obliquely with respect to one another and which run in each case approximately parallel to the direction of longitudinal extent of the transverse profile parts 12a, 12b of the subframe 10.
The third walls 49 are connected to one another and to the transverse profiles 12a, 12b by a fourth wall 50 arranged substantially parallel to the plane of extent of the subframe 10. The clear width between the third walls 49 increases in the downward direction proceeding from the fourth wall 50.
The third walls and the fourth wall are coated with a second elastomer layer 35b which bears with its underside areally against the bridge 36. Here, side surfaces of the bridge 36 abut areally against those partial regions of the second elastomer layer 35b which are situated on the third walls 49, and a base surface of the bridge 36 abuts areally against that partial region of the second elastomer layer 35b which is situated on the fourth wall 50. The bearing parts 17a, 17b are held together by a screw which extends through the bearing parts 17a, 17b, the elastomer layers 35a, 35b and the bridge 36 (figure 18).
Figures 19-21 show that the support bearings 18 have in each case one bearing lower part 38 which is screwed at the outside to the subframe longitudinal profile 11 and which interacts with the stiffening plate 24 which serves as a bearing upper part. A first elastomer layer 39a is arranged between a substantially planar abutment surface of the bearing lower part 38 and the underside of the stiffening plate 24. A second elastomer layer 39b is arranged on the stiffening plate 24, and a first washer 40a is arranged on said second elastomer layer.
A third elastomer layer 39c is arranged under the bearing lower part 38, and a second washer 40b is
The third walls 49 are connected to one another and to the transverse profiles 12a, 12b by a fourth wall 50 arranged substantially parallel to the plane of extent of the subframe 10. The clear width between the third walls 49 increases in the downward direction proceeding from the fourth wall 50.
The third walls and the fourth wall are coated with a second elastomer layer 35b which bears with its underside areally against the bridge 36. Here, side surfaces of the bridge 36 abut areally against those partial regions of the second elastomer layer 35b which are situated on the third walls 49, and a base surface of the bridge 36 abuts areally against that partial region of the second elastomer layer 35b which is situated on the fourth wall 50. The bearing parts 17a, 17b are held together by a screw which extends through the bearing parts 17a, 17b, the elastomer layers 35a, 35b and the bridge 36 (figure 18).
Figures 19-21 show that the support bearings 18 have in each case one bearing lower part 38 which is screwed at the outside to the subframe longitudinal profile 11 and which interacts with the stiffening plate 24 which serves as a bearing upper part. A first elastomer layer 39a is arranged between a substantially planar abutment surface of the bearing lower part 38 and the underside of the stiffening plate 24. A second elastomer layer 39b is arranged on the stiffening plate 24, and a first washer 40a is arranged on said second elastomer layer.
A third elastomer layer 39c is arranged under the bearing lower part 38, and a second washer 40b is
- 23 -arranged under said third elastomer layer. A bearing screw 41 extends through the bearing arrangement formed from the elastomer layers 39a, 39b, 39c, the washers 40a, 40b, the bearing lower part 38 and the stiffening plate 24, which bearing screw 41 is screwed into a screw nut 42. The bearing arrangement is clamped between the head of the bearing screw 41 and the screw nut 42.
Figures 22 and 23 show that a free movement space is formed between the longitudinal beams 15, which free movement space receives the subframe 10, and if appropriate the chassis springs 6, in regions when travelling over uneven terrain. Despite the torsional forces acting on the chassis frame 3 here, the loading surface of the base part 29 remains substantially flat (figure 24).
In the exemplary embodiment shown in figure 25, the truck 1 is designed as a tanker vehicle which, on the longitudinal beams 15, has a tank 52 which can be filled with a liquid to be transported. It can be clearly seen that the tank has a width which is greater than the spacing between the longitudinal-side outer edges, which face away from one another, of the longitudinal beams 15. It can also be seen that the outer surface shell of the tank is convexly curved.
As in the exemplary embodiment shown in figure 4, the longitudinal beams 15 are designed as open profiles with an approximately Z-shaped cross section. In this regard, reference is made to the description of said figure 4. The longitudinal beams 15 are connected, approximately centrally in the vehicle longitudinal direction, by the transverse beams 16 shown in figure 9A. At their front and rear end regions, the longitudinal beams are also connected to one another by means of the transverse traverses 31a, 31b illustrated
Figures 22 and 23 show that a free movement space is formed between the longitudinal beams 15, which free movement space receives the subframe 10, and if appropriate the chassis springs 6, in regions when travelling over uneven terrain. Despite the torsional forces acting on the chassis frame 3 here, the loading surface of the base part 29 remains substantially flat (figure 24).
In the exemplary embodiment shown in figure 25, the truck 1 is designed as a tanker vehicle which, on the longitudinal beams 15, has a tank 52 which can be filled with a liquid to be transported. It can be clearly seen that the tank has a width which is greater than the spacing between the longitudinal-side outer edges, which face away from one another, of the longitudinal beams 15. It can also be seen that the outer surface shell of the tank is convexly curved.
As in the exemplary embodiment shown in figure 4, the longitudinal beams 15 are designed as open profiles with an approximately Z-shaped cross section. In this regard, reference is made to the description of said figure 4. The longitudinal beams 15 are connected, approximately centrally in the vehicle longitudinal direction, by the transverse beams 16 shown in figure 9A. At their front and rear end regions, the longitudinal beams are also connected to one another by means of the transverse traverses 31a, 31b illustrated
- 24 -in figure 14. The transverse traverses 31a, 31b are connected in each case by means of pivot bearings 17 to the transverse profile parts 12a, 12b (figures 2, 17) of the subframe 10. The support bearings 18 which are illustrated in figures 20 and 21 and which support the transverse beam 16 on the subframe 10 are arranged between the pivot bearings 17 laterally to both sides of the vehicle longitudinal central axis 2.
As is shown particularly clearly in figure 26, the tank 52 rests with its underside on the upper limb parts 20a of the longitudinal beams 15, in each case at least with linear contact. In each case one outwardly pointing retaining lug or an outwardly pointing retaining web 43 is integrally formed on that edge region of the upper limb part 20a of each longitudinal beam 15 which faces away from the longitudinal web 19, which retaining lug or retaining web is arranged with its plane of extent transversely with respect to a wall region, which is situated thereabove, of the tank 52.
The retaining web 43 has holes, through each of which extends a clamping screw 53. Each clamping screw 53 is connected to a retaining strap 53 which is guided around the outside of the tank 52 transversely with respect to the vehicle longitudinal direction and which, at its end remote from the clamping screw 53, is connected by means of a further clamping screw 53 to the other longitudinal beam 15 of the truck 1. For this purpose, the other longitudinal beam 15 has a corresponding retaining web 43 provided with holes through which the clamping screws can be passed. Figure
As is shown particularly clearly in figure 26, the tank 52 rests with its underside on the upper limb parts 20a of the longitudinal beams 15, in each case at least with linear contact. In each case one outwardly pointing retaining lug or an outwardly pointing retaining web 43 is integrally formed on that edge region of the upper limb part 20a of each longitudinal beam 15 which faces away from the longitudinal web 19, which retaining lug or retaining web is arranged with its plane of extent transversely with respect to a wall region, which is situated thereabove, of the tank 52.
The retaining web 43 has holes, through each of which extends a clamping screw 53. Each clamping screw 53 is connected to a retaining strap 53 which is guided around the outside of the tank 52 transversely with respect to the vehicle longitudinal direction and which, at its end remote from the clamping screw 53, is connected by means of a further clamping screw 53 to the other longitudinal beam 15 of the truck 1. For this purpose, the other longitudinal beam 15 has a corresponding retaining web 43 provided with holes through which the clamping screws can be passed. Figure
25 shows that, to fasten the tank 51 to the longitudinal beams 15, a plurality of retaining straps 53 are provided which are spaced apart from one another in the vehicle longitudinal direction.
In the exemplary embodiment shown in figures 27 and 28, the front and rear end regions of the longitudinal beams 15 are connected in each case by means of a transverse profile element 55a, 55b. The transverse profile elements 55a, 55b run at approximately right angles to the vehicle longitudinal central axis 2 and project laterally beyond the longitudinal beams 15 toward the outside of the vehicle. On their end regions projecting beyond the longitudinal beams 15, the transverse profile elements 55a have fastening elements 56 for detachable connection to a container 57.
It is also pointed out that, in the described exemplary embodiments, rivets and/or locking ring bolts may also be provided as connecting elements instead of the screws.
In the exemplary embodiment shown in figures 27 and 28, the front and rear end regions of the longitudinal beams 15 are connected in each case by means of a transverse profile element 55a, 55b. The transverse profile elements 55a, 55b run at approximately right angles to the vehicle longitudinal central axis 2 and project laterally beyond the longitudinal beams 15 toward the outside of the vehicle. On their end regions projecting beyond the longitudinal beams 15, the transverse profile elements 55a have fastening elements 56 for detachable connection to a container 57.
It is also pointed out that, in the described exemplary embodiments, rivets and/or locking ring bolts may also be provided as connecting elements instead of the screws.
Claims (20)
1. A truck having a flexurally rigid but torsionally flexible chassis frame on which is arranged a flexurally rigid and torsionally rigid superstructure which has at least two longitudinal beams which are spaced apart from one another transversely with respect to the vehicle longitudinal direction and which are connected to one another by means of at least one transverse beam arranged between them, with the superstructure being directly or indirectly connected to the chassis frame via a subframe at at least three points by means of movement bearings, with at least one of the movement bearings being designed as a pivot bearing whose pivot axis runs generally in the vehicle longitudinal central axis, and with at least two movement bearings being designed as support bearings which are arranged laterally to both sides of the pivot axis and which are spaced apart from the pivot bearing in the vehicle longitudinal direction, wherein the longitudinal beams are designed in each case as an open profile, and the at least one transverse beam is designed as a torsionally rigid hollow profile, in that the transverse beam has arranged on it, for each longitudinal beam, in each case at least one connecting flange which faces toward the respective longitudinal beam, and in that the connecting flanges are connected to the longitudinal beams by means of screws, rivets and/or locking ring bolts.
2. The truck as claimed in claim 1, wherein the face ends of the hollow profile are welded to the connecting flanges.
3. The truck as claimed in claim 1 or 2, wherein the connecting flanges which face toward the individual longitudinal beams are designed as flange plates which are connected to one another in a torsionally rigid manner by means of at least one hollow profile part, and in that the flange plates project laterally beyond the at least one hollow profile part transversely with respect to the longitudinal extent thereof and have holes through which the screws and/or rivets can be passed.
4. The truck as claimed in claim 3, wherein the flange plates are connected to one another in a torsionally rigid manner by means of at least two hollow profile parts which are spaced apart from one another in the direction of the vehicle longitudinal central axis.
5. The truck as claimed in one of claims 1 to 4, wherein the at least one hollow profile comprises a round cylindrical hollow profile and/or a box profile.
6. The truck as claimed in claim 5, wherein the box profile is designed as a rectangular profile.
7. The truck as claimed in one of claims 1 to 6, wherein the longitudinal beams are designed as Z-shaped profiles which have in each case two limb parts connected to one another by means of a longitudinal web.
8. The truck as claimed in claim 7, wherein the screws or rivets extend through the longitudinal webs and the connecting flanges.
9. The truck as claimed in one of claims 1 to 8, wherein the longitudinal beams have at least one front beam part, a rear beam part and an intermediate piece arranged between these, in that the beam parts and the intermediate piece are arranged as a straight elongation of one another, in that the connecting flanges which face toward the longitudinal beams bridge in each case the intermediate piece of the respective longitudinal beam, and in that the beam parts and the intermediate piece are connected to the connecting flange facing toward them in each case by means of screws and/or rivets.
10. The truck as claimed in one of claims 1 to 9, wherein the superstructure has an outer frame with a front frame transverse piece and a rear frame transverse piece and two frame longitudinal pieces connecting these to one another, and in that the front frame transverse piece and the rear frame transverse piece have connecting points which are connected to the longitudinal beams by means of screws and/or rivets.
11. The truck as claimed in claim 10, wherein those end regions of the front beam parts which are spaced apart from the at least one hollow profile are connected in each case by means of an elongation piece to the front frame transverse piece, and/or the rear end regions, which are spaced apart from the at least one hollow profile, of the rear beam parts are connected in each case by means of an elongation piece to the rear frame transverse piece.
12. The truck as claimed in one of claims 10 or 11, wherein supporting profiles for the floor part are arranged between the front frame transverse piece and the rear frame transverse piece and run substantially parallel to the frame transverse pieces, in that a first end region of each supporting profile is connected in each case by means of screws and/or rivets to a longitudinal beam, and a second end region of each supporting profile is connected in each case by means of screws and/or rivets to a frame longitudinal piece of the outer frame.
13. The truck as claimed in one of claims 1 to 12, wherein at least one supporting profile has at least one first section and one second section which are arranged offset with respect to one another in the direction of extent of the supporting profile and which overlap at least in regions, in that the sections have holes through which screws, rivets and/or locking ring bolts can pass, and in that holes are arranged such that, in at least two relative positions, which are offset with respect to one another in the direction of extent of the supporting profile, of the sections, in each case at least two holes of the first section are in alignment with at least two holes of the second section.
14. The truck as claimed in one of claims 1 to 13, wherein at least one transverse traverse is arranged between the longitudinal beams and is screwed and/or riveted to these, in that the pivot bearing has a first bearing part and a second bearing part which is pivotably connected thereto, and in that the first bearing part is arranged on the transverse traverse and the second bearing part is arranged on a transverse profile part of the subframe or of the chassis frame.
15. The truck as claimed in claim 14, wherein the first bearing part has a projection which has two first walls .
16. The truck as claimed in any one of claims 1 to 15, wherein the two first walls run parallel to the vehicle longitudinal axis and arranged obliquely with respect to one another, in that the second bearing part has a depression which has two walls arranged generally parallel to the first walls, and in that at least one first elastomer material layer which connects the bearing parts to one another is arranged between the first walls and the second walls.
17. The truck as claimed in one of claims 1 to 16, wherein it has at least two pivot bearings whose pivot axes run in the vehicle longitudinal central axis, and in that the support bearings are in each case spaced apart from said pivot bearings in the vehicle longitudinal direction.
18. The truck as claimed in one of claims 1 to 17, wherein the support bearings are arranged on the transverse beam.
19. The truck as claimed in claim 18, wherein the support bearings are arranged on the stiffening plates.
20. The truck as claimed in one of claims 1 to 19, wherein at least one longitudinal beam is connected to a frame longitudinal piece, which is adjacent to the longitudinal beam, of the outer frame by means of at least one transverse strut arranged on an accessory part, in that the transverse strut has at least one first clamp at an end region facing toward the longitudinal beam and has at least one second clamp at an end region facing toward the frame longitudinal piece, and in that an edge region of the longitudinal beam is clamped on the first clamp and an edge region of the frame longitudinal piece is clamped on the second clamp.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/EP2008/007294 WO2010025754A1 (en) | 2008-09-06 | 2008-09-06 | Truck |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2735838A1 CA2735838A1 (en) | 2010-03-11 |
| CA2735838C true CA2735838C (en) | 2016-10-18 |
Family
ID=40627605
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA2735838A Active CA2735838C (en) | 2008-09-06 | 2008-09-06 | Truck |
Country Status (7)
| Country | Link |
|---|---|
| EP (1) | EP2318264B1 (en) |
| CN (1) | CN102143877B (en) |
| AT (1) | ATE551245T1 (en) |
| CA (1) | CA2735838C (en) |
| ES (1) | ES2381615T3 (en) |
| PL (1) | PL2318264T3 (en) |
| WO (1) | WO2010025754A1 (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102390538A (en) * | 2011-09-14 | 2012-03-28 | 中国航空工业集团公司西安飞机设计研究所 | Comprehensive environmental control/liquid cooling heat energy management system without ramjet inlet |
| CN104029735A (en) * | 2014-06-16 | 2014-09-10 | 苏州工业园区艾吉威自动化设备有限公司 | Shearing universal AGV (automatic guided vehicle) bogie |
| BE1023486B1 (en) * | 2016-02-24 | 2017-04-06 | Van Hool N.V. | Frame for a trailer and a trailer |
| DE102019124460A1 (en) * | 2019-09-11 | 2021-03-11 | Rheinmetall MAN Military Vehicles Österreich GesmbH | Chassis and utility vehicle |
| IT202100012593A1 (en) * | 2021-05-17 | 2022-11-17 | G G G S P A | Subframe for commercial vehicles designed for cell transport containing various material at risk of instability and breakage, furnishings for example, suitable for ensuring the vehicle, particularly when off-road, directional stability and contact with the ground for all four wheels on rough terrain as well as to absorb stresses to safeguard the integrity of the transported material |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4573707A (en) * | 1984-01-30 | 1986-03-04 | Pabst Rudolf D | Composite lightweight non-metallic vehicle frame |
| BE1010366A6 (en) * | 1996-06-14 | 1998-07-07 | Groep Stevens Int Nv | Support for a vehicle. |
| AU1553299A (en) * | 1998-12-23 | 2000-07-31 | Muller Kaltbach Eisen- Und Metallbau | Semi-trailer chassis |
| BE1012376A6 (en) * | 1999-01-05 | 2000-10-03 | Groep Stevens Int Nv | METHOD FOR MANUFACTURING A sleeper AND VEHICLE CHASSIS EQUIPPED WITH SUCH crossbar. |
| DE10106495C2 (en) * | 2001-02-13 | 2003-08-07 | Crossmobil Gmbh | heavy goods vehicle |
-
2008
- 2008-09-06 PL PL08801886T patent/PL2318264T3/en unknown
- 2008-09-06 CA CA2735838A patent/CA2735838C/en active Active
- 2008-09-06 AT AT08801886T patent/ATE551245T1/en active
- 2008-09-06 EP EP08801886A patent/EP2318264B1/en active Active
- 2008-09-06 WO PCT/EP2008/007294 patent/WO2010025754A1/en active Application Filing
- 2008-09-06 CN CN200880130959XA patent/CN102143877B/en active Active
- 2008-09-06 ES ES08801886T patent/ES2381615T3/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| ATE551245T1 (en) | 2012-04-15 |
| WO2010025754A1 (en) | 2010-03-11 |
| CA2735838A1 (en) | 2010-03-11 |
| CN102143877A (en) | 2011-08-03 |
| EP2318264B1 (en) | 2012-03-28 |
| ES2381615T3 (en) | 2012-05-29 |
| PL2318264T3 (en) | 2012-08-31 |
| EP2318264A1 (en) | 2011-05-11 |
| CN102143877B (en) | 2013-06-05 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request |
Effective date: 20130905 |