CROSS-REFERENCE TO RELATED APPLICATIONS

This Patent Application claims priority from Italian Patent Application No. 102022000008069 filed on April 22, 2022, the entire disclosure of which is incorporated herein by reference.

TECHNICAL FIELD

The present invention concerns an improved chassis, in particular for a heavy vehicle.

The present invention is preferably although not exclusively applied in a heavy vehicle such as a military vehicle. Reference will be made below to said application by way of example.

STATE OF THE ART

Heavy vehicles such as military vehicles have to be reconfigured to accommodate cabs of different shape or type, according to the required use.

In particular, said cabs can require a different suspension system with respect to the side members of the chassis.

In this case, if the suspension system has to be altered, the side members have to be re-designed.

This re-design increases production costs and times as a different chassis has to be provided according to the type of cab scheduled for use.

There is therefore a need for chassis for heavy vehicles, in particular for military use, that can be used on different types of cab without increasing the vehicle production costs.

The object of the present invention is to meet the above needs in an optimized inexpensive manner.

SUMMARY OF THE INVENTION

The above-mentioned object is achieved by a chassis and a vehicle as claimed in the attached claims.

BRIEF DESCRIPTION OF THE DRAWINGS

For a better understanding of the present invention, a preferred embodiment is described below, by way of non-limiting example and with reference to the attached drawings in which:

• Figure 1 is a perspective view of a chassis of the invention in a first vehicle configuration;

• Figure 2 is an enlarged perspective view of a first portion of the chassis of figure 1;

• Figure 3 is an enlarged perspective view of a second portion of the chassis of figure 1;

• Figure 4 is an enlarged perspective view of a component of the chassis according to the invention;

• Figure 5 is a perspective view of a chassis of the invention in a second vehicle configuration;

• Figure 6 is an enlarged perspective view of a first portion of the chassis of figure 5; and

• Figure 7 is an enlarged perspective view of a second portion of the chassis of figure 6.

DETAILED DISCLOSURE OF THE INVENTION

In the attached figures the number 1 indicates overall a chassis for a heavy vehicle, such as a military vehicle, in two different vehicle configurations.

In both vehicle configurations, the chassis 1 comprises a pair of side members 2, specifically a right-hand side member 2a and a left-hand side member 2b, extending parallel to a longitudinal axis A of the vehicle and in particular symmetrically thereto. Each side member 2 therefore defines a first front end 2' and a second rear end 2'' along the longitudinal axis A.

Advantageously, each side member 2 has a C-shaped section facing the respective side member 2 and essentially comprising a vertical wall 3, substantially perpendicular to the ground, and a pair of walls 4', 4'’ extending cantilevered from the vertical wall 3, preferably perpendicular to it and parallel to each other.

In detail, the walls 4', 4'’ extend cantilevered from terminal ends of the vertical wall 3.

According to the invention, the chassis 1 comprises an extension system 5 connected to both the side members 2 so as to provide anchoring points for different vehicle cabs, in particular to different suspension systems for said cabs and to relative steering systems of the vehicle.

In further detail, the extension system 5 is fixed to the front end 2’ of the side members 2 and comprises a pair of lateral portions 6. The lateral portions 6 are advantageously each fixed to one of the side members 2, in particular outside the space laterally comprised by the latter, namely facing the outside.

In detail, as better illustrated in figure 4, each lateral portion 6 has a C-shaped section facing the opposite side with respect to the side member 2 to which it is fixed and comprising essentially a vertical wall 7, substantially parallel to the wall 3 of the side member 2, and a pair of walls 8', 8'' extending cantilevered from the vertical wall 7, preferably perpendicular to it and parallel to each other.

In particular, the vertical wall 7 defines a plurality of openings suitable for fixing the lateral portion 6 to the respective side member, for example by means of threaded elements.

Advantageously, the lower wall 8' of each lateral portion 6 is substantially parallel to the lower wall 4' of the respective side member 2. On the other hand, preferably the upper wall 8'' of each lateral portion 6 is vertically superior to the upper wall 4'' of the respective side member 2, in other words, the vertical wall 7 has a greater vertical extension than the vertical wall 3 of the respective side member 2.

Each lateral portion 6 extends longitudinally so that the respective vertical wall 7, for over half of its longitudinal extension, faces the respective vertical wall 3 of the side member 2 and for the remaining portion extends beyond the front portion 2' of the side member 2, thus defining a free portion 6'.

In particular, said free portion 6' has a tapered shape, namely, preferably, it has a lesser vertical extension as it moves longitudinally away from the side members 2 until reaching a minimum at the end. In particular, the reduction of the vertical extension is substantially linear on the edge facing the ground.

The extension system 5 also comprises an end element 9 connecting the lateral portions 6 to each other, in particular the free portions 6' of the lateral portions 6.

In detail, the end element 9 extends crosswise to the longitudinal axis A and comprises a central portion 9' and a pair of end portions 9'’ with respect to the extension thereof. The end flanges 9'’ are advantageously configured as flanges suitable for being fixed to the free portions 6' of the lateral portions 6 so as to connect the latter to each other. Advantageously, the central portion 9' is shaped as a quadrangular section and advantageously formed as a box element.

As mentioned above, the extension system 5 is configured to support different suspension configurations 20, 30 for a vehicle cab and a steering system 11 for the same.

In both the suspension configurations 20, 30, the steering system 11 comprises a steering mechanism 13, not further described, since it can be made in any way, fixed to the lateral portions 6 of the extension system 5, advantageously on the respective free portions 6'.

In particular, the steering mechanism 13 is fixed by means of a hub 12 rigidly carried, for example via threaded means, by the respective vertical wall 7 of the lateral portion 6 and extending cantilevered from it in a transverse direction beyond the extension of the end walls 8', 8''.

Figures 1 to 3 illustrate a first configuration of a suspension system 20 for cab applicable to the chassis according to the invention.

In this configuration, the suspension system 20 comprises frontally a hinge element 21 carried by a bracket 22 fixed integrally to the vertical wall 7 of the lateral portion 6.

In particular, the bracket 22 is shaped so as to define a support wall 22' which is advantageously aligned with the upper wall 8'' of the lateral portion 6 and sized to allow fixing of the hinge element 21.

The suspension system 20 comprises at the rear a bridge element 24 carried via the use of brackets 23 on the side members 2. In particular, the brackets 23 comprise a fixing portion 23' which is configured to be fixed, outside the space delimited by the side members 2, on the vertical wall 3 of one of the aforementioned and an end portion 23'’ configured to allow fixing of the bridge element 24.

In particular, the fixing portion 23' extends vertically partly facing the vertical wall 3 and partly above the upper wall 4'’, namely above the side members 2. In particular, the brackets 23 therefore have an inverted L shape with respect to the ground.

The bridge element 24 comprises an intermediate portion 24' extending crosswise relative to the longitudinal axis A of the vehicle and a pair of vertical portions 24'’ extending substantially perpendicular to the ground. Therefore the bridge element 24 has substantially a U shape with the opening facing the ground.

The rear portion of the suspension system 20 comprises in particular a rocker element 25 movably supported by the bridge element 24 and configured to cooperate with the vehicle cab.

In particular, the rocker element 25 is connected at a central portion 25' thereof to the vehicle cab whereas at respective terminal portions 25'' it is connected by damping means 26, such as hydraulic cylinders, interposed between said end portions 25'' and the bridge element 24.

The rocker element 25 is also connected by means of a Panhard bar 27, operatively interposed between one of the end portions 25'’ and the bridge element 24, advantageously with respect to the central portion 24' thereof. As known per se, the bar 27 is interposed crosswise, inclined with respect to the vertical, between the above-mentioned elements in a plane defined by a vertical axis and an axis transverse to the longitudinal axis A.

Figures 5 to 7 illustrate a second configuration of a suspension system 30 for cab applicable to the chassis according to the invention.

The suspension system 30 comprises, at the front, a support plate 31 configured to be connected to the vehicle cab and carried in a suspended manner with respect to a flange 33.

The flange 33 is fixed to the vertical wall 7 of the lateral portion 6, advantageously at the free end 6' of the latter and is shaped to laterally surround on one side, frontally and at the top the hub 12 of the steering system 11.

In particular, the plate 31 is connected to a hinge element 32 suitable for allowing the rotation of a lower end portion of the plate 31 around an axis transverse to the longitudinal axis A. In particular, the hinge element 32 is carried by damping means 34, advantageously comprising a spring-damper system, operatively interposed between the hinge element 32 and a portion of the flange 33.

The suspension system 30 further comprises a torsion bar 35 hinged with respect to the hinge element 32 and configured to connect to each other the plates 31 of each side member so as to compensate for relative torsion loads imparted by the cab.

One end of said torsion bar 35 is also connected to the flange 33 by means of an oscillating arm 38 preferably hinged at a first end to the torsion bar 35 and at a second end to the flange 33.

The rear portion of the suspension system 30 is similar to the one described for the configuration of figures 1 to 3, namely it is made with an analogous bridge element 24. However, the latter is carried on the chassis 2 by means of brackets 36 which comprise relative fixing 36' and support 36'’ portions.

In said configuration the support plate 36'' is carried vertically above at a height greater than the configuration of figures 1 to 3 and therefore support ribs are provided having larger dimensions.

The chassis 1 also comprises a plurality of cross members 40, 50, 60 operatively interposed to connect the right-hand side member 2a and the left-hand side member 2b in a transverse direction relative to the extension thereof along the longitudinal axis A.

In the embodiment illustrated, the chassis 1 comprises a front cross member 40, a rear cross member 60 and an intermediate cross member 50 longitudinally comprised between the front and rear cross members 40, 60.

The front cross member 40 is advantageously fixed to the side members 2 at the end portion of their front portion 2’ so as to provide sufficient rigidity or further fix the extension system 5.

Advantageously the front cross member 40 comprises a central portion 40' and a pair of end portions 40'’ suitable for allowing connection with the side members 2. In particular the central portion 40' has a circular section and cylindrical shape along its extension in the transverse direction.

The end portions 40'’ are shaped so that the central portion 40' is lowered with respect to the lower edge 4' of the side members 2. In particular the end portions have a squared Z shape so that a portion thereof is in contact with the lower edge 4' of the side member 2 and a portion extends below it to support the central portion 40'.

The rear cross member 60 is advantageously fixed to the side members 2 in their rear portion 60 and comprises a central portion 60', a pair of end portions 60'’’ suitable for allowing connection with the side members 2, and an intermediate portion 60'’ connecting the end portions 60'’’ and the central portion 60'.

In particular the central portion 60' has a circular section and cylindrical shape along its extension in the transverse direction. Furthermore, advantageously, the central portion 60' is positioned vertically below the lower edges 4' of the side members 2.

The end portions 60'’’ are advantageously shaped as flanges suitable for allowing the fixing thereof with the respective vertical walls 3 of the side members 2. Consequently the connection portions 60'’ are inclined relative to the vertical direction so as to connect the end portions 60'’’ with the central portion 60'. Advantageously the connection portions 60'’ also have a circular section, preferably equal to that of the central portion 60'.

The intermediate cross member 50 is advantageously fixed to the side members 2 at the rear portion of the suspension system 20, namely of the bridge element 24, and comprises a fixing bracket 51 configured to be fixed laterally to the outside of each of the side members 2.

The fixing bracket 1 is shaped so as to define a seat for a rotatable element, for example a seat suitable for being engaged by a rotating shaft or a bush, below the lower edge 4' but on a plane parallel to the vertical wall 3 of the side members, and comprises a connection portion 51' extending vertically below the lower edge 4'.

The intermediate cross member further comprises a central portion 52 connected to the fixing brackets 51 by means of the connection portions 51'. Advantageously the central portion 52 is shaped as a plate parallel to the ground. Advantageously the intermediate cross member is made in one single piece.

The operation of the embodiment of the chassis and vehicle according to the invention described above is the following.

Once assembled, the chassis 1 is particularly rigid and can withstand forces and moments acting in any direction with respect to the longitudinal, transverse and vertical direction, and allows the assembly of cabs in various configurations according to the three-point support defined by the suspension systems 20, 30.

In particular, in the suspension system 20 the bridge element 24 more effectively withstands the damping loads since frontally the cab is fixed directly to the hinge elements 21 whereas in the suspension system 30 the bridge element 24 cooperates with the damping elements provided in the front part, guaranteeing a higher cab and greater comfort.

From the above, the advantages of a chassis and a vehicle according to the invention are evident.

Thanks to the extension system according to the invention, it is possible to install different cabs, requiring different suspension systems, in a simple inexpensive manner.

In particular, the extension system can be optimised for the specific front suspension without having to modify the side members used which can be of standard type for different vehicle configurations .

Said extension system, which can be customised according to the different vehicle configurations, can be fitted with different suspension and steering systems, thus saving time and costs in production of the vehicle.

In particular, the extension of the hub from the extension system so as to be vertically free from obstructions allows the installation of various vehicle configurations.

Lastly, it is clear that modifications and variations that do not depart from the protective scope defined by the claims can be made to the chassis and the vehicle according to the present invention.

For example, the forms of the side members and of the extension system and their relative position can be varied according to the type of cab to be connected to the chassis.

Again, the steering system could be absent and the suspension systems can be of various type.

Similarly, the form and number of transverse elements can be varied.