Note: Descriptions are shown in the official language in which they were submitted.
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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
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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
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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
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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.
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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
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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
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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-
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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
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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.
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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.
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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
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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
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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,
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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,
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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.
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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
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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
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.
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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
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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.
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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
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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.
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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
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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.
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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
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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
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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
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
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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.
