DE8336369U1 - Frame construction for vehicle trailers with interchangeable or tipping bodies - Google Patents

Description

The invention relates to a frame structure for vehicle trailers with a swap body according to the preamble of claim 1.

Conventional frame structures for vehicle trailers consist of a stable, rigid and rigid frame load-bearing chassis frame with an associated front axle frame and a rear axle frame, while the structure has its own frame called the bridge frame. This bridge frame is in turn so stable that it can absorb the loads caused by the cargo.

The use of swap bodies has the advantage that there is no complete standstill during loading and unloading of the trailer is necessary, but the chassis is separated from the flatbed to be loaded or unloaded

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and be driven on with another bunk! tann. The platform, separated from the chassis, is there on insertable or swiveling fixed supports, which are in the area of the front and rear Platform ends are arranged. The bridge frame must be so flexible that it can also be loaded when loaded does not sag between the supports, otherwise the side walls can no longer be opened.

In the case of rear tipping bodies, there is usually a tipping press () roughly in the middle of the length of the vehicle in the chassis frame arranged, or two tilting presses arranged at a distance along the longitudinal axis of the vehicle are provided, to tip up the rear tipping body. The bridge frame must of course be designed so that it is so flexible and torsion-resistant that it is punctiform through the attacking tilting press on the one hand and the load from the load on the other hand are not significant Experiences bending or twisting.

20th

As a result, the conventional frame structure for vehicle trailers including semitrailers has

₍ ^ Interchangeable or tilting body has two frames that are practically equivalent in terms of their stability and load-bearing capacity, namely the chassis frame on the one hand and the bridge frame on the other. Of course, these two load-bearing frames both have a structural weight corresponding to their load-bearing capacity, which means that conventional frame constructions for vehicle trailers with interchangeable or tilting bodies have a considerably higher weight than comparable frame structures for vehicle trailers with a fixed body

t 1

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the maximum payload for trailers with swap * or The tipping body is smaller than that of trailers with a fixed body.

The invention is based on the object of providing a frame structure of the type mentioned at the beginning To improve with regard to a lower vehicle weight, but at the same time versatile and easily changeable To offer possible uses.

1-0 '

This object is achieved according to the invention by the arrangement specified in the characterizing part of claim 1 solved.

Advantageous embodiments of the invention are Subject of the subclaims.

A basic idea of the invention is that the conventional double arrangement of two practically fully sustainable Frame, namely a chassis frame connecting the front axle frame and the rear axle frame on the one hand and the bridge frame assigned to the superstructure on the other hand, through a single load-bearing frame is replaced by the bridge frame is designed so that it also functions as the chassis frame perceives while driving. While in conventional frame structures of the genus in question Bridge frame simply on the separate chassis frame rests and is only secured in its position on the chassis frame by means of locks According to the invention, the axle racks can be connected directly to the bridge frame via quick-release couplings, which of course does not preclude the use of additional interlocks.

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On the front axle frame lsi: in the usual way the front axle connected to the trailer drawbar via a Slewing ring arranged to be steerable. Of course, individually steered front wheels can also be used. The rear axle frame can be single-axis or multi-axis and optionally with a device be equipped to steer the rear wheels.

By eliminating the previously customary separate j

Chassis frame results in a considerable weight j

and cost savings. i

In addition, however, the invention has a considerable advantage in that, in the event of the occurrence of damage to the front axle frame or rear axle frame, a simple replacement of the relevant one Axle frame is possible and therefore not the entire vehicle is shut down by the necessary repairs is, but only the defective axle frame is brought for repair, while the rest of the vehicle with an exchange axle frame can continue to be driven.

Claims 2 and 3 relate to a connection of the front axle frame and rear axle frame that is independent of the bridge frame, which at the same time forms the actual chassis frame, in order to enable the axle frames to be easily extended or retracted under the bed in question, especially in the case of swap bodies. This axle frame connection, in turn releasably connected to the axle frames, can, since it only serves as a connection between the front axle frame and rear axle frame, be formed by a linkage or a non- load-bearing and therefore very light connecting frame. This linkage or this connecting frame can also be designed to be adjustable in length ,

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so that, for example, for an empty journey without a loading platform, the distance between the front axle frame and the rear axle frame can be shortened. Still open this training the possibility to use interchangeable platforms of different lengths optionally.

Claims 4 to 18 give design options for the quick-release couplings for connecting the axle racks with the bridge frame.

According to claims 4 and 5, these quick couplings can be formed like a saddle coupling, what the The advantage of quickly connecting and disconnecting the axle racks to or from the bridge frame is brought about, with the preferred arrangement according to claim 5, according to which the king pin is associated with the dent front axle frame Quick coupling on the front axle frame and with the quick coupling assigned to the rear axle frame on the bridge frame is arranged, has the advantage that when retracting the axle racks under the bridge frame and also When moving out the axle racks, the rear axle rack can be driven through unhindered under the bridge frame side Coupling part of the front quick coupling 'is possible.

The embodiments of the quick-release couplings specified in claims 6 to 9 as pin connections have the advantage of a structurally simple and cheap structure. So that when retracting and extending the axle racks, which are preferably connected to one another by the axle frame connection already discussed above, the rear axle frame from the front end of the bridge frame can be driven under this, the quick coupling assigned to the front axle frame is preferably on a higher level than that of the rear axle

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assigned quick coupling arranged so that the rear axle frame under the front, bridge frame side Quick coupling elements can be routed through. Instead, they can be used on both sides of the vehicle's longitudinal axis arranged bridge frame-side coupling elements of the front quick coupling a larger transverse distance from each other have than that of the rear quick coupling, so that the rear axle frame with its coupling elements can be passed between them. However, the first option with height-offset Schnellkupp-. ·>. lungs for the front and rear axle frame a lighter one Maneuvering. The design of the quick couplings specified in claims 10 to 18 has the advantage that all tenon connections run parallel to the vehicle's longitudinal axis and each quick-release coupling both the side Definition of the bridge frame as well as the definition of the bridge frame in the longitudinal direction of the vehicle is used.

The configurations of the quick-release couplings according to claims 11 to 14 are particularly advantageous they allow a largely automatic operation. To the There is absolutely no connection between the quick-release couplings when the axle racks are retracted under the bridge frame 'Manual activity required, but opening the Locking element and its engagement when inserted into the pin receiving opening pin and securing the The locking element in its locked position after it has clicked into place takes place fully automatically. For separating the quick-release couplings the only thing that is required to extend the axle racks is to open the safety device and the locking element necessary, but this automatically returns to its rest position after the respective quick coupling has been disconnected return, from which a fully automatic connection of the quick coupling can take place.

35

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• · · nt ·

• · ■ »

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With the design of the quick-release couplings according to claims 15 and 16, the possibility is created to retract the axle racks both from the front end and from the rear end of the bridge frame, i.e. to swap 5 practically at the front and rear of the bridge structure, which is particularly important in confined spaces Can be very useful % , since then the direction of travel when platforming

\ of the bridge structure no longer necessarily from the front

depends on the rear standing direction of the bridge structure. 10 Of course, it is necessary, the quick couplings ciaß am.vorderen and rear end of the bridge frame) or at the Vorderachsgestell and at Hinterachsgestell £ 'each have the same mutual transverse distance, and the same I altitude.

I 15

I The quick coupling design according to the invention in

; all of the design options specified above bring the

> Advantage that there is no vertical

I movements are necessary, but the coupling elements

20 can only be brought into and out of engagement by horizontal displacement. Due to the practical conical design or The bevel of the coupling elements results in any necessary height compensation.

r) direction-independent quick couplings according to the claims 25 and 16 this applies equally because of the requirement. Lateral distance and the same height for all quick-release couplings ;. of course not without further ado. Either a

■ Vertical movement of the bridge frame or the axle frame

are provided when looking up or down, or the I 30 advantageous, only horizontal relative movement I between axle racks and bridge frame when setting up or

I Ditching can be achieved by the fact that the axially

I frame-side quick-release coupling elements on the rear axle

§. frame are movably arranged in such a way that they are in one position for moving the axle frames in or out

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can be pivoted, in which they are when passing through ** The rear axle frame does not move under the respective front bridge frame-side Schriell coupling elements collide with these.

Claims 17 and 18 show a possibility of training the quick-release couplings in such a way that these can also be used as side-tilt hinges for side-tilt bodies.

10

Claims 19 to 22 give possibilities for the formation of a frame structure according to the invention for tipping bodies, whereby the frame construction is designed as a rear tipping body as well as Two-sided or three-sided tilting frame is possible. There here not the bridge frame itself, but each the part of the relevant quick coupling assigned to the axle racks with one in the relevant axle rack arranged tilting press can be completely normal Interchangeable platforms through the use of normal axle racks or by using axle racks set up for tipping operation, optionally as normal platforms or can be used as tipping platforms, or in other words, tipping bodies can also be used as a change flatbeds can be used, which has not been the case so far is. It is particularly advantageous that only the quick-release couplings have to be actuated when uni-loading, on the other hand no connections need to be made or loosened with the tilting press.

30th

The principle of a correspondingly arranged tilting press act on an extendable part of the quick coupling can also be used with an ordinary tractor unit by inserting a The tipping press built into the frame of the tractor unit acts on an extendable part of the fifth wheel coupling (claim 50).

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The guides provided according to claims 23 to 25 serve to make maneuvering easier the bridge frame and the axle parts at one and Extend. These guides take both the side guides and the height guides of the axle frames true relative to the bridge frame when extending and retracting, whereby the springs of the axle frames when retracting are of course true are also compressed by themselves depending on the height guidance. This can be used when retracting of the axle racks manage the seldom and correct height insertion of the snow coupling elements into one another.

The invention is not only applicable to normal, to be attached to a towing vehicle by means of a trailer drawbar Trailer, but also applicable to semi-trailers.

This possibility is the subject of claims 26 to The trailer-side part of the fifth wheel is included preferably not permanently connected to the bridge frame, but in the same way as the axle racks via a Quick coupling so that the bridge frame can be equipped with a fifth wheel as required, as a semi-trailer or, equipped with a front axle frame instead of the fifth wheel, as a normal trailer can be used. This results in a further advantage, namely that trailer beds of normal length, which are in the overland transport can be driven as a normal trailer for delivery in cities as a semi-trailer is shorter Articulated trucks can be used, which are much more mobile are considered normal long-distance haulage trains.

Claims 29 to 31 take into account in connection with the use of the frame construction according to the invention for semitrailers there is also the option of rear-axle steering depending on the at Cornering occurring kinks between the tractor unit and the trailer bridge frame.

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For reasons of cost and weight, it is desirable to use tilting devices only when they really needed. The constant carrying of a tilting device that is only required occasionally » reduces the available loading capacity due to the dead weight of the tipping device, and a vehicle equipped with a tipping device is more expensive than one Vehicle without tilting device and, if the tilting device is only used sideways, quite uneconomical Huh It is therefore desirable to have a frame construction according to the invention with a tilting device if necessary to be able to equip. This possibility opens up the embodiment of the invention according to claims 32 to

In the case of training the frame structure with a light connecting frame between the axle racks is provided according to claim 32 tilting frame on the Connection frame placed, for example by means of a forklift or similar common hallway conveyor can happen, with expediently the Frame profiles of the tilting frame and connecting frame are complementary to one another and this already secures the position of the tilting frame on the connecting frame will. The stable tilting frame takes everyone in between bending stresses occurring on the axle racks so that the lightweight connecting frame is not stressed.

If you want to work with swap bodies in tipping mode, the problem of secure connection naturally arises of the tilting ram head with the bridge frame when tilting up, this connection being on the one hand articulated and detachable, on the other hand, however, it must be secured against slipping of the tilting ram head from the counterpart on the bridge frame side. If, for example, the spherical tilting punch head engages in

ca

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a correspondingly deeply dimensioned receiving opening of the bridge frame, the requirements just mentioned are met, but the problem arises that if the bridge structure is to be sprayed off, the H 5 t.ippstamp head does not automatically move downwards from the I <2 receiving opening of the Bridge frame moved out and I therefore a relative vertical movement for dropping down

ξ is required between the tilt press and the bridge frame. % Claim 34 indicates a possible solution which is based on the] | 10 bridge frame bottom only a lateral guidance of the I, Kippstempelkopfes against lateral sliding requires ■ · '' and thus an easy retraction and extension of the axis I permits racks with the tilting frame below the bridge frame ■ \ while ein.Ausweichen of Kippstempelkopfes j | 15 in the longitudinal direction of the vehicle by the tension member positively guiding the tilting die head I with respect to the rear tilting axis

| is prevented. The training according to claim 35 expanded

1 this possible solution with regard to three-way tipping

I facilities.

; | In claims 36 to 40 is a training

I ·. of the tilting frame with two lifting rams in the course of I Vehicle length specified for side-tipping operation and

I ί) in the training according to claim 37 for three-way tipping operation 25 is provided. For side tilting, the two lifting rams are raised simultaneously via crank kinematics, for which purpose an actuating element in the form of a hydraulic cylinder or the like, which is arranged between the two crank arms, is used.
30th

The preferred geometry of the crank kinematics is the subject of claims 38 to 40, but it should be understood that that, in addition, other geometries can also be used for actuating the crank arms, for example with 35 below the crank articulation points on the tilting frame lying actuator.

• ·

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The inclined position of the rear tilt press specified in claim 40 serves to reduce the overall height.

For a two-way or three-way tilting operation, depending on the position of the respective tilting axis, one or on the other side of the vehicle or on the rear of the vehicle, the locks on the other side of the vehicle be solved, which can be done, for example, with reversible hinge bolts. A better solution is in the form of a quick-release mechanism, based on the design of the quick-release couplings claims 10 to 18, in claims 41 to 47 specified. The design is particularly advantageous according to claim 45, which automatically closes and secures the quick-locking mechanism caused each tilting process, so that the risk of forgetting when using reversible hinge bolts a locking after a tilting process is excluded. The refinements according to claims 43 and 44 serve to secure the closed quick locking mechanism against unintentional opening.

In claims 46 and 47 it is specified how the quick-locking mechanism also functions as a tilting joint, namely as a side tilt or rear tilt hinge bearing or can be designed as a combined side tilt and rear tilt pivot bearing.

When dropping down, it is necessary to build up the. First lift the load on the axle frame springs and then support them in the raised position by means of tucked-in or folded-down legs so that the relieved Aohsgeateile can be moved out from under the bridge frame. This lifting of the bridge frame

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usually takes place pneumatically or hydraulically, which requires considerable effort. The requirements and 49 give modified constructions of conventional leaf spring assemblies to cushion the axle racks in such a way that they can be used as a very simple lifting device for lifting of the bridge frame can be used.

In the arrangement according to claim 48, this lifting device works as follows: When the trailer brake is applied the towing vehicle pushes the trailer backwards slightly, whereby because of the vertical offset the articulation parts of the axle guide lever on the front spring bracket and the relevant axle sets a torque, which is the articulation point of the axle guide lift on the front spring bracket around the braked axle to the rear seeks to pan. As a result, the axle frame rises in relation to the axle, with the leaf spring assembly at the same time deflects downwards in the rear spring bracket. This allows an increase of 10 cm to 15 cm ' achieve what due to the construction of the quick-release couplings already described above, which are used to disengage and Coupling does not require any vertical relative movement between the axle racks and the bridge frame, without further ado sufficient.

In the arrangement according to claim 49, the lifting device works similarly, but with the leaf spring package is not deflected. If the trailer is pushed backwards with the trailer brake applied, it will roll the wheel in question slightly backwards, and the axle construction rotates because of the applied brake, which thus also executes a rotation around its geometrical axis The crank arm is pivoted upwards and lifts the leaf spring assembly via the connecting link that is attached to it and thus the whole axle frame. The same

5:

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An effect could also be achieved by slightly pulling the trailer forward with the brake applied, when the crank arm protrudes laterally backwards from the axle.

The construction according to claim 49 is somewhat more favorable compared to that according to claim 48, than the leaf spring assembly and its connection with the front spring bracket are less stressed, since none Deflection of the leaf spring assembly takes place.

The invention is explained below with the aid of a few exemplary embodiments explained in more detail with reference to the accompanying drawings. In the drawings shows: 15th

Fig. 1 shows a frame structure according to

Invention with fifth wheel-like quick couplings in the Elevation, 20

Fig. 2 the axle racks of the frame

construction in Fig. 2 in plan view,

. 3 shows a modified rear tipping frame

Frame construction similar to that of FIGS. 1 and 2,

a frame construction according to the invention with tenon joints as quick couplings in elevation,

in an enlarged representation a cross section in the plane V-V in Fig. 4,

Fig. 4th 30th Fig. 5 35

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6 shows an axle frame in an end view

with side tilting device in a tilted position to the right,

Fig. 7 shows another embodiment of a

Frame construction according to the invention with tenon joints as quick-release couplings in elevation,

10 Fig. 8a a quick coupling of the Rahraen-

( construction according to Fig. 7 in

ί ^{ ") longitudinal section,

Ί. _ Fig. 8b the quick coupling according to Fig. 6a

; 15 in front view,

9 shows a frame structure

according to Fig. 7 tilting frame with central press in plan view, 20th

10 shows a frame construction according to FIG.

• with a tilting frame placed on top

according to Fig. 9 in plan view, '".I

Fig. 11 is a cross section along the

Plane XI-XI in Fig. 10,

Fig. 12 shows a modified lay-on

Tilting frame with two lifting stacks in plan view,

13 shows the tilting angle according to FIG. 12 in

Side view,

14 shows a frame structure

s according to the invention for two-sided

«♦ * till III · * I

, «.. Λ Ι

• ··

10

15th

20th

25th

30th

Pig. 14a

Figure 14b

Fig. 15

Fig. 16

Figure 16a

Figure 16b

Fig. 17

Fig. 18

Fig. 19

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or three-way tilting operation usable quick locking mechanism in side view,

the quick locking mechanism 14 in front view in the closed state,

the quick locking mechanism 14 in front view in the open state,

a modified embodiment the quick locking mechanism,

a frame structure according to the invention for semi-trailers with Rear axle steering,

a securing arrangement (detail S) of the construction according to '

16 in an enlarged side view tt

the fuse arrangement in rear view,

the drawbar frame of the construction according to Fig. 7 in plan view,

a frame construction similar to Fig. 7 for semi-trailers without rear axle steering,

one designed as a lift device Leaf spring assembly, and

I ICIC

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Pig. 20, another embodiment of a

leaf spring assembly designed as a lifting device.

All drawings are kept very schematic and show only the basic structure of the invention Frame construction without going into construction details that are known per se or their Education does not present any difficulties for the specialist designer. The drawings are also not to scale.

ν , the frame structure shown in Fig. 1 in elevation

consists of a bridge frame 1, a front axle frame 2 with a trailer drawbar 2a and a rear axle frame The two axle racks 2 and 3 are connected to one another by a lightweight connecting frame 4, which means Bolt 4a releasably with the front axle ge alternate 2 and the bolt 4a releasably with the front axle frame 2 and the Rear axle frame 3 is connected. The two axle racks and 3 and the connecting frame 4 are shown in FIG. 2 in Top view shown. The connection frame can (not shown) also be adjustable in length, for example by telescopic design.

^ 25 The front axle frame is by means of a quick coupling 11 can be connected to the bridge frame 1, while for connecting the rear axle frame 3 to the bridge frame a quick coupling 12 is used.

These two quick couplings 11 and 12 are each designed like a saddle coupling and consist of one Saddle plate 14 with king pin 15 on the one hand and a coupling plate 16 with king pin receiving opening 17 on the other hand. With the Vprderachsgestell quick coupling 11, the fifth wheel plate 14 with the king pin 15 is on the axle frame arranged, while the coupling plate 16 with the king pin receiving opening 17 on the bridge frame is arranged. At the rear quick coupling 12 is

• · · t ι

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on the other hand, the saddle plate 14 with the king pin 15 on the bridge frame and the coupling plate 16 with the Königsüüpfen receiving opening 17 arranged on the axle frame. The inverted coupling arrangement on the front axle frame enables the rear axle frame to pass freely through the two quick-release couplings at the same height under the coupling plate 16 of the front quick coupling.

It is essential that the fifth wheel plate and the coupling plate of each quick coupling are non-rotatably on top of one another, which is e.g.

through longitudinal, interacting

\ 7 tongue and groove profiles (not shown) on the fifth wheel and coupling plate or by guiding the side edges of the plate on the respective axle frame between the Longitudinal spars 1a of the bridge frame can be achieved. In addition, the retraction and extension of the axle racks are facilitated under the bridge frame that the longitudinal spars 1a of the bridge frame as a guide for the side edges of the saddle plate 14 arranged on the front axle frame and that arranged on the rear axle frame Clutch plate 16 are formed.

3 shows a frame construction of the type just described, modified as a rear tilting frame. Here the coupling plate 16 of the quick couplings 12 for the rear axle frame can be tilted via a hinge connection 20 hinged to the rear axle frame. In the tilted state, the coupling plate 16 is secured by means of a lock 20a locked with the axle frame 3. In the front axle a tilting press 13 is installed, which is on one of the King pin 15 supporting extendable part 14a of the Saddle plate 14 of the quick coupling 11 for the front axle frame works. The press lock is not shown for the sake of clarity.

35

In the embodiment shown in FIGS. 4 and 5, the two quick-release couplings 11 and 12 each formed by a group of plug connections.

J ■ - 31 -

Each quick coupling has two on either side of the vehicle's longitudinal axis on the bridge frame, horizontally extending in the vehicle longitudinal direction on pins 21, which in

■ '■> a corresponding pin receiving opening 22 on the

">'■ 5 intervene in the relevant axle frame.

} · <Lead the pins 21 are beveled at their front ends.

Furthermore, each quick coupling has two on either side

y of the vehicle's longitudinal axis on the bridge frame,

"} 10 pins 23 running horizontally in the transverse direction, the

. ■? ^ι y in their locking position in pin receiving openings ι. intervene on the relevant axle frame.

I While the longitudinal pin 21 rigidly on the bridge frame

15 are arranged, the cross pins 23 are between an unlocked position and a locked position

4 can be extended and retracted. For this purpose, the two transverse pins 23,

: | ■ which, for example, have a square profile and in one

Square tube or the like. Are displaceably guided, over 20 a common threaded spindle 25 with eir.tam right and , .. a left-hand thread coupled together so that

|! both pins 23 when the spindle is turned off at the same time.

I _Λ move inwards or inwards. The cross pins 23 are

guided in a square tube 26 and even as a square I 25 tubes formed, and the spindle 25 can at its ends 1 an external hexagon or the like.

have stuff to turn. Of course, other options for locking and unlocking the Cross pin 23 find application. 30th

By combining two longitudinal tenon connections and two cross-pin connections per quick coupling a quick-to-manufacture and quick-release, safe and torsion-proof coupling between the axle frame and the bridge frame 35 given.

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Like from Pig. 4 as can be seen, the pin connections of the front quick coupling 11 are on a higher level Level than those of the rear quick coupling 12 arranged so that the rear axle frame 3 easily Can be driven through under the parts of the pin connections of the front quick-release coupling Π on the bridge frame side is.

Fig. 6 shows in an end view from behind an axle frame for a two-sided designed according to the invention or three-sided tilting frame construction in a sideways tilted state. The quick coupling 12 for connection this bogie with the bridge frame corresponds to that according to FIGS. 4 and 5.

An auxiliary frame 31 rests on the actual axle frame 3, on which a tilting press 13 installed in the middle of the width of the axle frame acts. This auxiliary frame 31, which carries the pin connecting elements of the quick-release coupling 12 on the axle frame, is assigned a tilting joint arrangement 32 on both sides of the axle frame 3. This tilting joint arrangement 32 on each axle frame side consists of an intermediate body 33, which can be detachably connected to the subframe 31 via a side tilting hinge joint 34 with a hinge axis running parallel to the longitudinal direction of the vehicle and a detachable hinge pin and via a rear tilting hinge joint running at right angles to it with a hinge pin that is constantly inserted transversely to the vehicle longitudinal direction and with a hinge axis running in the longitudinal direction of the vehicle is connected to the axle frame. In the tilted state, the auxiliary frame 31 is secured in its position resting on the axle frame by the indicated tilting press lock 13a.

In the illustration according to FIG. 6, the auxiliary frame 31 is tilted up to the right, including the hinge pin of the

• · · 11 ι

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left side tilt hinge joint 34 pulled out so / ie of course the press lock 13a is released.

For backward tilting operation, the hinge pins of both side tilting hinge joints 34 remain inserted and only the press lock 13a is released. Of course, other locks can also be used independently of the tilt press to secure the tilted subframe 31.
.

In Fig. 7, a further embodiment of a frame structure according to the invention is in elevation Pin connections shown as quick couplings, with each bogie two on either side of the vehicle. centrally arranged tenon joints 70 are assigned, and wherein the tenon axes of all tenon joints run parallel to the longitudinal direction of the vehicle.

One of these tenon joints 70 is shown in greater detail in FIGS. 8a and 8b on a larger scale. The pin 71 of this pin connection is designed as a double pin with two conical pin ends 71a and connected in the middle to the bridge frame 1 via a connecting web 72. Behind the conical A circumferential groove 71b is pierced in the section of each pin end 71a.

The Zapfenaufnahmeöffnuny is through an on Achsyestell fixed tube 73 is formed, which in its rear part has a longitudinal slot 73a for insertion of the connecting web 72, as can be seen from Fig. 8a. The tube and the pin are each circular Cross-sectional shape, as can be seen from FIG. 8b / and the longitudinal slot 73a can be in the connecting web 72 when the pin receiving area is fully inserted in the circumference sr I device be expanded / festered in such a way that the pin

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with the connecting web within the tube 73 rotatable through a certain angle and consequently as a side tilt hinge joint is usable.

The design of the pin 71 as a double pin with a conical pin end 71a on both sides enables a optional approach of the axle racks with the tube 73 from one or the other pin end, so that when. Unfolding the front-back direction of the bridge structure can be reversed.

To secure the quick coupling connections between the axle racks and the bridge frame in the longitudinal direction of the vehicle, the pin connections 70 each have a locking device to secure the pin 71 received in the pin receiving opening against relative axial displacement in the tube 73. This locking device 74 has a locking element 74a in the form of a locking plate, which is pivotably articulated on a retaining lug 74b arranged at the front end of the tube 73 and engages in the respective front groove 71b d ^Q n pin 71. Upon insertion of the pin into the pipe, what happens when Aufpritschen characterized in that the 'fixed to the Achsgestell tube when approaching the Achsgestells slides over the fixed to the bridge frame pin, the locking plate is forward through the respective 74a, tapered pin end 71a automatically pivoted to its open position and then, when the pin 71 is completely located in the tube 73, it also automatically engages in the circumferential groove 71b. This latching process is supported by a spring 74c which biases the locking plate into its closed position. A stop 74d defines the closed position of the locking plate 71a even when the pin 71 is not located in the tube 73.

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Unintentional opening of the locking plate 74a and thus an unintentional unlocking of the pin connection is prevented by a safety device 75, which has a safety bolt 75a, which is guided longitudinally displaceably on a retaining element 75b mounted on the bridge frame parallel to the pin axis and is biased forward into its locking position by means of a spring 75c . If upon closing of the mortise and tenon joint, the pipe 73 slides over the pin 71, in the end phase of this motion 10 is güng, as already mentioned, the held the pipe Sperrj i ^ ~ i plate 74a by the conical Zapfenendteil 71a self ■ 'active in their Open position raised and pushes in

this raised position in the last phase of the

<Pushing the pin and pipe into one another will

^! 15 bolt 75a back into its release position, and after the locking plate 74a has snapped into place in the groove 71b of the pin

: if the spring 75c presses the safety bolt 75a automatically

■ matically back to its safety position, in which

he secures the locking plate against unintentional opening. 20th

To loosen the pin connection 70 it is only necessary to pull the securing bolt 75a back into its loosening position against the biasing force of the spring 75c and then to raise the locking plate 74a into its loosening position. If the securing bolt 75a is then released again, the securing bolt tensioned against the locking plate 74 by the spring 75c holds the locking plate in its open position by the frictional engagement thus produced, so that the tube 73 can now be pulled down from the pin 71 by moving away the axle frame. As a \ consequence that the securing bolt 75a of himself into his own

The locking position returns and är.ch removes the locking plate 74a automatically returns to its closed position, so that the next restoration of the tenon connection can be done by simply sliding the tube 73 onto the pin 71 without any manual activity.

t <■

• ·

- 36 -

FIG. 9 shows a tilting frame 5 which can be placed on a frame structure according to FIG. 7 and has a central press in FIG Top view. This tilting frame enables a simple frame construction to be easily converted at any time for tilting operation. While only the tilting frame is shown in FIG. 9, FIG. 10 shows a frame construction according to FIG. 7 with the tilting frame in place Top view and FIG. 11 shows a cross section in the plane XI-XI, from which it can be seen how the frame profiles of the the two axle racks 3 and 4 connecting the light connecting frame 1 and the tilting frame 5 are designed to be complementary to one another. Accordingly, is at the illustrated embodiment, the connecting frame 4 made of C-profiles; while the on- lying tilting frame 5 consists of Z-profiles. Because of this profile design and the frame shape sits the tilting frame placed on the connecting frame in longitudinal and Transversely fixed on the connecting frame, The tilting frame 5 is rigid and transmits the during operation occurring loads without bending stress on the connecting frame directly on the two axle racks.

In the middle of the tilting frame 5 is a tilting press gimbal arranged so that they both can be used as a side and rear tilt press. The tilting ram head 51, which is designed as a spherical head, for example, engages in a hollow-conical or hollow-pyramid-shaped intermediate piece 52, which transmits the lifting force on the bridge frame and via a Drawbar-like tension member 53 with the rear tipping axle 54 connected is. As a result, the tilting die head 51 is with respect to the rear tilting axis when the tilting press is extended forcibly guided and cannot move forward. For a safe tipping operation it is still necessary,

- 37 -

that the intermediate piece 52 in the longitudinal direction on the bridge frame underside guided, so it is only secured against sideways evasion / what the driving under the axle frame tilting frame assembly relieved under the bridge frame. The rear tipping axle 54 is with the rear axle frame side Elements 73 of the two pin connections 70 assigned to the rear axle frame are connected. and thus fixed on the bridge frame after it has been pushed onto the bridge. In side-tipping mode, the rear-tipping axis 54 tilted sideways, so that in this case too the definition of the tilting ram head 51 is retained in the longitudinal direction of the vehicle.

In Fig. 10 are also arranged on the connecting frame Guide rollers 6 can be seen, which are used for vertical and lateral guidance serve the axle rack connecting frame assembly when extending and retracting under the bridge frame. Every these guide rollers 6, which are connected to the longitudinal spars of the Cooperate bridge frame, has a cylindrical roller part 6a, which with the underside of the relevant Bridge frame lengthways cooperates and takes over the height guidance, and a plate-shaped roller part 6b, which, together with the side surface of the relevant longitudinal spar, serves as the lateral guide. In Fig. 7 these are guide rollers also recognizable in the front view of its plate-shaped roller part 6b.

Fig. 12 shows another embodiment of a lay-on Tilting frame 5 with two lifting rams 55 in plan view. This tilting frame is also suitable for both side and can also be used for rear-tipping operation.

As can be seen from the side view according to FIG. 13, the two lifting rams 55 are each articulated to the end of a crank arm 56 via a coupling element.

- 38 -

wherein the coupling element of the rear lifting ram is a coupling rod 57 is / while the coupling element of the front lift station is designed as a rear tilt press 13H, the cylinder on the crank arm 56 and the piston rod on the lifting ram 55 is hinged. The geometry of the arrangement is chosen so that the articulation parts 56a between the crank arm 56 and the respective coupling element below the pivot axis 56b of the crank arm on the tilting frame 5 and with respect to this pivot axis is offset towards the longitudinal center of the tilting frame. Each crank arm 56 also has one above-facing approach 56c, and these approaches of the two crank arms are through a lying between them Side folding press 133 connected to one another. Of the Cylinder of this side-tilt press and its piston rod are each via a fork piece 58 on the relevant Crank arm extension 56c articulated, the geometry of the arrangement being designed so that the articulation point 56d of the Fork piece 58 is located on the relevant crank arm attachment above the pivot axis 56b of the relevant crank arm.

As is readily apparent, the side-tilt press 133 is actuated by being pushed apart of the crank arm extensions 56c a simultaneous but opposite pivoting of the two crank arms 56 ' their articulation axes 56b around, whereby a simultaneous lifting of the two lifting rams according to the sliding crank principle he follows. The stroke of the lifting ram achieved in this way is sufficient for side tilting the end. To tilt back, the rear tilt press 13H is also extended so that the front lifting ram is raised further than the rear lifting ram 55. The 13, the inclined position of the coupling rod 57 and the rear tilt press 13H can be seen from the side view according to FIG bring a reduction in the overall height of the arrangement.

S ■ - 39 -

^; It is for two-way or three-way tilting operation

I «necessary to tilt the bridge frame around one to the

# Side tilt axis located on one or the other side of the vehicle

§, on the other side of the vehicle or for tipping

$ 5 to unlock the rear tipping axle in the front area. _5i 'To this end, 1st in FIGS. 14, 14a and 14b, a

ff Quick locking mechanism shown, the a

quick release of the respective tilt lock and in;. In the course of tipping, an automatic re-tipping

1G bars enabled. The Schnellverriegelungsmachanismus 80 shown in Fig. 14 in the side view ι has a ι bearing shell 81 attached to the relevant axle frame,

one in this bearing shell resting on the axle frame side,: quick coupling element fastened bearing body 82 and

15 has a locking bracket 83 which extends over the bearing body in its closed position. In the achsgestellseitigen _r quick coupling element is in the ones shown,

I presented embodiment around the pipe 73 as a

Pin connection formed quick coupling according to the 20, Fig. 8a and 8b. Figures 14a and 14b show the mechanism in the front view in the closed or in the open state.

₍ The locking bracket 83 is by means of an eccentric

i 25 crank 84 with a handle 84a between its closed position (Fig. 14a) and its open position (Fig. 14b)

; '* movable. One attached to the pipe 73, for example

; ' Driver is arranged and designed so that he when

I Tilting during the last phase of the insertion movement

30 of the bearing body 82 in the bearing shell 81 on the locking bracket 83 attacks, as can be seen from FIG. 14b, and pivots it into its closed position and into this closed position also secures against unintentional opening. The driver is a matter of course 35 in turn movably arranged so that he can open the

■ »

■ *

I <

• ·
■ ι

- 40 -

Snap-lock mechanism out into one of the opening of the
Closure bracket by means of the handle 84a enabling
Release position can be moved.

Since it can happen when tilting due to non-horizontal vehicle position in uneven terrain or due to load-related twisting of frame parts that when tilting the bearing body initially not exactly in the
Bearing shell is seated, the eccentric crank 84 of the

closing bracket 83 in its closed position preferably by

a biasing force baufschlagt which the locking bracket
^ further biased in the closing direction, so that when through
subsequent vehicle vibrations while driving the
The bearing body slides completely into the bearing shell,

the locking clip can be moved completely into its closed position. To generate this biasing force \ either a disposed on handle 84a § weight or a spring, not shown, can be used, but the \ arrangement must be made such that this biasing force% is not effective in the open position of the eccentric crank. '· ■ A acting on the eccentric crank 84 Zahnrichtgesperre 86
Although allows a more complete closing of the closure; bracket 83, but counteracts unintentional opening ■ (movement of the locking bracket.

'* ■

When dargestellen embodiment, the storage, the body formed as a cylindrical, resting in a substantially semi-cylindrical \ bearing shell bearing body, so that it
in cooperation with the bearing shell 81 at the same time as
Rear tilt hinge bearing can be used. A side> tilting operation is then possible by designing the pin connections 70 as side tilting hinge bearings.

Pig. 15 shows a modification of the | just described

Sonell locking mechanism in such a way that the bearing 1

peel Ö1 roughly hemispherical and the bearing body 82 %

- 41 -

is spherical. The locking bracket 83 is designed accordingly. This variation enables one Use of the quick lock mechanism as a combined Side and rear tilt pivot bearings. The geometry of the arrangement is chosen so that the spherical Bearing body 83 with the about sideways protruding therefrom, it with the axle frame-side quick coupling element connecting connecting element 83a both about an axis parallel to the longitudinal direction of the vehicle (side tilt axis) as well as about an axis running transversely to the vehicle's longitudinal direction (rear tipping axis), each with sufficient Rotation angle is rotatable, while the locking bracket 83 in its closed position in bearing body 82 against a Lifting off from the bearing shell 81 secures.

Fig. 16 shows in elevation a frame structure for a semi-trailer with rear axle steering on one multi-axis, namely, for example, two-axis rear axle frame. A drawbar frame 40 is lifted with the rear axle frame via hinge joints 40a and hinged. The drawbar frame 40 visible in plan view in FIG. 17 has a at its front end Spectacles 40b, which have a turntable 41 with a wedge 41a rigidly arranged thereon. The bridge frame is as in the exemplary embodiments described above, via a quick-release coupling to the rear axle frame 3 connectable and carries at its front end a fifth wheel plate 42 with king pin 42a, which interacts with the coupling plate 50 of the tractor unit. the When saddling up, glasses 40b slide over the coupling plate 50 of the tractor unit and are below the Coupling plate received by an annular spectacle receptacle. The wedge 41a then fits snugly into that King pin «£ in the guide collar of the coupling plate 50, see above that egg turntable 41 if the tractor unit one

- 42 -

Performs bending movement with respect to the semi-trailer, is rotated relative to the Deiehselrahinen 40. The turntable with the steering axis is via a steering cable 43 or connected to the steering axles of the rear axle frame and thus effects their steering as a function of the respective bend between the tractor and the semi-trailer.

The arrangement enables the bridge frame to either be mounted or removed from the platform or to be attached and detached

of the entire semi-trailer including the rear axle frame 3 .j and drawbar frame 40. The arrangement is of course made so that when saddling no collision occurs between the king pin 42a of the saddle plate 42 and the wedge 4la of the turntable 4l moves backwards, the glasses 40b of the slightly raised drawbar frame 40 with the glasses first slide over the upper, sloping rear part of the coupling plate 50 and then first fall onto the shoulder 52. In this position, the kingpin 42a can be inserted into the insertion mouth 50a in front of the wedge 4la the clutch; latte occur, and after full insertion dee royal _/} pin in its receiving opening the glasses falls 40b

the turntable 41 into the annular spectacle receptacle 51. The conical insertion mouth 50a extends vertically so far down that in this latter position of the glasses the wedge 4la in a opposite to the king pin 42a lower position in the lower part of the insertion mouth 50a lies.

On the underside of the wedge 4la a clamping bracket 4lb is articulated, which has a securing lug 50b on the underside the coupling plate 50 cooperates. These details can be found in supplementary figures 16a and 16b

.. '' jet j

I ·

> a

■ ·

- 43 -

16 can be seen more clearly. The safety bracket 4Ib, which is folded up for saddle-up, is activated after the saddle-up process pivoted down over the securing lug 50b. The clamping bracket 4lb is by a not shown, for example a torsion spring built into its suspension or another spring preloaded into its tensioned position in such a way that it always has a tension force in cooperation with the inclined underside of the securing lug 50b exerts on the wedge 4la, which this firmly into its receiving opening pushes into the clutch plate 50. the end Fig. L6b it can be seen that the side edges 4lc of the wedge 4la as well as the cooperating flank surfaces the receiving opening in tier coupling plate 50 tapered downwards, which on the one hand when saddling the sliding of the wedge into its receiving opening facilitated and on the other hand ensures a tight fit of the wedge in the receiving opening, regardless of signs of wear, which are compensated automatically. To open the clamping bracket 4lb and if necessary to initiate its closing process, a for reasons of clarity of the drawings hand lever, also not shown, can be provided.

Instead of the securing arrangement just described for the wedge 4la with a clamping bracket and a securing lug on the coupling plate 50, with a tensile force after is exercised below on the wedge 4la, a safety device can also be used in an analogous manner, which is supported on the underside of the back frame and exerts a compressive force on the wedge 4la in order to this fed up of pushing into its receiving opening.

In a modification of the arrangement shown and just described, the glasses 40b can themselves as

I 4
t C
III I « »4
• < ■ :: ·· ■■ · J f
t I

- 44 -. _χ

Saddle plate be designed with kingpins, which then
in turn, by means of a quick-release coupling, can be connected to the bridge, ran 1st. i

FIG. 10 shows, similar to FIG. 16, an elevation of a Rahiaen- ii

construction is provided for a semi-trailer, in which aller-) recently no rear axle. Here contributes

the drawbar frame 40 at its front end a saddle:

plate 42 with king pin, which is in a coupling plate f.

a tractor unit can be coupled and via a ':

f ; Quick coupling of the type already described with the ή

front end of the bridge frame can be coupled. The |

Drawbar frame 40 is here, however, rigid, but |

releasably connected to the Hinteraunsgesteil 3 as required. tj

!

Finally, FIG. 19 shows a possibility of designing a leaf spring assembly as a lifting device
for lifting the bridge frame for unloading. ;

The leaf spring assembly consists of a conventional 'leaf spring package 60, a front spring bracket 61, a | rear spring bracket 62, and an axle guide lever 63.
In contrast to common leaf spring units, this is
^ Spring assembly 60 in the rear spring bracket 62 by a considerable amount

Distance down to a safety stop 62a
deflectable. In addition, the axle guide lever 63 is in
In contrast to conventional leaf spring assemblies, it is not arranged horizontally, but rather its pivot point 64 on the
The front spring bracket 61 is relative to that on the spring assembly 60

attached axis 65 offset upwards.

If now a trailer whose axle frames with a
such a leaf spring assembly are equipped, is turned back slightly when the trailer brake is on, provides
between the articulation point 64 of the axle guide lever

- 45 -

a torque on the front spring bracket 6l and the axle 65, which the articulation point 64 and thus via the Spring bracket 6l swivels the entire axle frame backwards and upwards around the axis 65, with the spring assembly swings out in the rear spring bracket 62 downwards. This lift position is shown in phantom in FIG. This therefore results in a lifting of the axle frame with respect to the axle 65 by a height difference h.

To limit the maximum deflection, as an alternative to the limit stop 62a or in addition * also rope connections between the axle frame and axle or a dashed line on the Axis articulated and in a guide 6la in the front Spring bracket 61 guided rod 66 may be provided with limit stop 66a, in this rod or between. this rod and the spring bracket 61 also a damper (not shown for reasons of clarity) can be built in.

The other embodiment shown in FIG a leaf spring assembly designed as a lift device works basically in the same way as the Arrangement according to FIG. 19. In contrast to the arrangement according to FIG. 19, however, in the embodiment according to FIG. the leaf spring assembly 60 cannot be deflected in the rear spring bracket 62 to an uncen, but in the usual way as well as in the front spring bracket 61 essentially fixed. The axle guide lever 63 also runs at the embodiment of FIG. 20 in the usual manner, for example horizontally from its articulation point on the front spring bracket 61 to the center of the leaf spring assembly, but is not attached to the axle, but to the leaf spring package. That Leaf spring package 60 rests loosely on axis 65, to which a forward-facing crank arm 67 is attached

- 46 -

is. On this crank arm 67 there is a connecting member that is rigidly connected to the leaf spring assembly and the axle guide lever 68 hinged.

If the trailer is now pushed backwards with the trailer brake applied et v / a s, the wheel rolls backwards by a small angle of rotation on the floor, whereby the axle is due to the applied brake in turn rotates, so that the crank arm 67 rigidly attached to the axis 65 is pivoted upwards. Consequently the leaf spring assembly together with the entire axle frame is increased by a height difference h via the connecting member 68 raised without twisting or any other stress exceeding the normal load of the leaf spring assembly occurs.

In this latter embodiment, too, can of course a suitable organ, not shown for the sake of simplicity, for limiting the height deflection between the axle and the spring assembly and, if necessary, for damping when driving over large potholes occurring impacts be provided.

Claims (1)

nspray 1. Frame construction for vehicle trailers with a swap body, consisting of a chassis frame with a front axle frame and a rear axle frame and from the bridge frame of the body, thereby characterized in that the bridge frame (1) of the body is designed as a chassis frame and by means of quick-release couplings (11, 12) can be detachably connected to the front axle frame (2) and the rear axle frame (3) .y 2. Frame construction according to claim 1, characterized in that the front axle frame (2) and the Rear axle frame (3) by a linkage or not stable, lightweight connecting frames (4) can be connected to one another. • 15th
() 3 · Frame construction according to claim 2, characterized characterized in that the linkage or the connecting frame (4) between the front axle frame (2) and the rear axle frame (3) is adjustable in length / 20th 4. Frame construction according to one of claims 1 to 3j, characterized in that the releasable connection the front axle frame (2) and the rear axle frame (3) with the bridge frame (1) each by means of a fifth wheel Quick coupling with a king pin (15) and non-rotatable fifth wheel plates (14, 16) fixed on top of each other he follows. / em ι a * · 5. Frame construction according to claim 4, characterized characterized in that the front axle frame (2) assigned quick coupling (11) of the king pin (15) on the front axle frame and on the rear axle frame (3) assigned quick coupling of the king pin (15) on Bridge frame (1) is arranged. ^ - 6. Frame construction according to one of claims 1 to 3, characterized in that the quick-release couplings (11, 12) between the bridge frame (1) and the axle frames (2, 3) each have a group of pin connections (21, 23), the individual pin connections of which are partly approximately horizontal in the longitudinal direction of the vehicle and partly approximately have pin axes running horizontally in the transverse direction of the vehicle. j 7. Frame construction according to claim 6, characterized in that the single pin connections with in Vehicle longitudinal direction extending pin axis each one on the bridge frame (1) or on the relevant axle frame (2, 3) rigidly arranged pin (21) and a pin receiving opening arranged on the respective other frame component (22) have. • 8. Frame construction according to claim 6 or 7, characterized in that the single pin connections with the pin axis extending in the transverse direction of the vehicle each have a pin receiving opening (2 ¹ I) arranged on the axle frame (2, 3) or on the bridge frame (1) and one arranged on the other frame component , transversely to the longitudinal axis of the vehicle in the Zapfenaufnahraeöffung into or out of this movable pin (23). j 9. Frame construction according to claim 8, characterized in that there are two single-tenon connections • 4 with trunnion axis running in the transverse direction of the vehicle '; in pairs on both sides of the. Vehicle longitudinal axis provided \ are and the movable pins (23) of both single pin | connections via a common, through opposing f thread with the two pins cooperating threaded spindle (25) are jointly actuated _v 10 «Frame construction according to one of claims 1 to 3» characterized in that the quick couplings each pins r arranged on both sides of the vehicle longitudinal axis, are connections (70) each having a pin rigidly arranged on the bridge frame (1) or on the relevant axle frame (2, 3) with a pin axis (71) approximately parallel to the vehicle longitudinal direction and one on the other frame. ; component arranged pin receiving opening (73) as well as / a locking ^{device (7 1} O to secure the pin received in the ί pin receiving opening against relative f axial displacement _w \ left A frame structure according to claim 10, characterized in that the catch, means (7 ¹ I) on which the 'i pin receiving opening having component (73) movably mounted in a transverse groove (71b) of the pin (-71) mono- ^ cross-blocking member ( 74a) is that i of the pin into the pin receiving opening through the corresponding | I beveled spigot tip (71a) opens automatically./ 12. Frame construction according to claim 11, characterized characterized in that a safety device (75) for, Securing the locking element (7 ¹ Ia) is provided in its locking position. . 13. Frame construction according to claim 12, dadur.ch characterized in that the securing device (75) on the one Pin (71) supporting frame component arranged approximately in Direction of the longitudinal axis of the pin between a safety Position and a release position movable, by spring force pretensioned in its locking position locking element (75a) ./ 14. Frame construction according to claim 13, characterized characterized in that the locking element (74a) and the securing element (75a) are each arranged in such a way that the securing element is in the final phase of the insertion process of the pin into the pin receiving opening through the beveled Pin tip (71a) automatically opened locking element is automatically pushed back into its loose division and after the engagement of the locking element in the transverse groove (71b) of the pin by the spring force biasing it back into place its securing position across the locking element is moved back. _/ 15. Frame construction according to one of claims 10 to 14, characterized in that the pin (71) in each case designed as a double pin with two pin parts extending on either side of an element (72) carrying it and optionally insertable with one or the other pin part into the pin receiving opening (73) 16. Frame construction according to claim 15, characterized characterized in that the double pin (71) by means of a web-like engaging it in the middle of the length of the pin The support element (72) is arranged on the bridge frame (1) and the component (73>) arranged on the axle frame (2, 3) and forming the pin receiving opening such a dimensioned longitudinal slot (73a) for receiving the web-like support element has that the double pin can be inserted into the receiving opening with its entire length. 17. Frame construction according to one of claims 10 to 16, characterized in that the pin (71) and pin receiving opening (73) each have a circular cross-sectional shape and the pin connections at the same time as Side tilt hinges are used for side tilt bodies. 18. Frame construction according to claims 16 and 17, characterized in that the longitudinal slot (73a) in the area which is in the receiving opening inserted pin receives the support element (72), accordingly the side tilt angle to a circumferential slot extended is ^ 19. Frame construction according to one of claims 1 to 18 for trailers with a rear tipping structure, characterized in that that one arranged in the front axle frame (2) ^{Tilting press (13) acts on a part (I 1} Yes) of the quick coupling (11) that can be extended for tilting and is assigned to the front axle frame. 20. Frame construction according to one of claims 1 to 19 for trailers with a rear tipping structure, characterized in that that the part of the quick coupling assigned to the rear axle frame (3) arranged on the rear axle frame (12) is connected to the rear axle frame via a hinge joint (20). 21; Frame construction according to one of claims 1 to 16 for trailers with a two-sided or three-sided tipping structure, characterized in that the part (31) of the respective axle racks assigned to the front axle frame (2) or the rear axle frame (3) with a quick coupling in the relevant Axle frame arranged tilting press (13) and is pivotably articulated on both sides of the relevant axle frame via a side tilt hinge joint (34) with a hinge axis extending in the longitudinal direction of the vehicle and a detachable hinge pin _v 22. Frame construction according to claim 21, characterized in that the rear side tilt hinge joints (33) in turn, each via a rear tilt hinge (35) are connected to the rear axle frame (3) with the hinge axis running transversely to the vehicle longitudinal axis _v 23. Frame construction according to one of claims 1 to 22, characterized in that the bridge frame (1) and the. Axle frames (2,?) With interacting Guides (la) for guiding the axle racks when moving in and out are provided under the bridge frame are./ 24. Frame construction according to claim 23, characterized in that the guide elements on the bridge frame side are formed by two longitudinal spars (la) extending on both sides of the vehicle's longitudinal axis ^ 25. Frame construction according to claim 24, characterized in that the guide elements on the axle frame are formed by cooperating with the longitudinal spars guide rollers (6), each one for Cylindrical roller part (6a) serving for height guidance and a plate-shaped roller part serving for lateral guidance (6b) have a larger diameter / 26. Frame construction according to one of claims 1 to 25, characterized in that the bridge frame (1) is designed as a semi-trailer frame and one at the front Saddle plate (42) for connection to a tractor unit replacing the front axle frame has ^ 27. Frame construction according to claim 26, characterized in that the fifth wheel plate (42) can be releasably connected to the bridge frame (1) by means of a quick coupling and can optionally be exchanged for a front axle frame _v 35 28. Frame construction according to claim 27, characterized characterized in that the fifth wheel plate is connected to the rear axle frame (3) via a drawbar frame (40)., 29. Frame construction according to claim 28 for semi-trailers with rear axle steering, characterized in that that the drawbar frame (40) is provided with a turntable (41) cooperating with the fifth wheel, the one rigidly connected to it, in the kingpin Insertion opening of the coupling plate of the tractor engaging wedge (41a) and a J Q Cable (43) or a steering linkage on the steering axles of the | Rear axle frame acts. 5 30. Frame construction according to claim 29, characterized in f characterized in that the turntable (4l) with the -f King pin having fifth wheel is connected. ^k / I j 31. Frame construction according to claim 29, characterized in i in that the turntable (41) via the clutch 'plate (50) of the tractor and in überschiebbar one _of: is engageable clutch plate associated with the swivel head receiving device (51). 32. A frame structure according to any one of claims 1 to 25 for trailers with Hinterkipp- and / or Seitenkippaufbau, characterized in that a tilt of a press equipped for sound tipping frame '■ if necessary, with at least slight \ to the Achsgestelle or on the The connecting frame can be put on and connected to it in a detachable manner by means of quick-release locks./ ■■ 33 frame construction according to claims 2 and 32, characterized in that the tilting frame (5) extends to the | Lightweight connection £ made of C or L profiles frame (4) designed and arranged in a complementary manner Z-, C- or L-profiles is built up. 31. Frame construction according to claim 32 or 33 »characterized in that the tilt ram head (51) of a rear tilt press or a coupled component (52) which transmits the lifting force to the bridge frame via a tension member (53) with the rear tilt axis (5 ¹ O connected and forcibly guided with respect to this 35 · Frame construction according to claim 34 with side tilting option, characterized in that the rear tipping axle (54) can be tilted sideways together with the bridge frame is. G ^y 36. Frame construction according to claim 32 or 33 for side tipping operation, characterized in that the tilting frame (5) has two lifting rams (55) which are arranged on both sides of its longitudinal center and are articulated via a coupling rod (57) with a crank arm (56) pivoted on the tilting frame is connected, and that for the simultaneous rotation of the two crank arms an actuating element (13S) designed as a hydraulic cylinder or the like and running between the two crank arms is used, which is articulated to the two crank arms via articulation points (56d) offset in height with respect to the respective crank axis of rotation (56b). / ■ is bound and these articulation points of the two crank arms pushes apart or pulls together when actuated .. 37. Frame construction according to claim 36 for side and rear tipping operation, characterized in that the coupling rod assigned to the front lifting ram (55) is a rear tipping press (13H) is trained / 38. Frame construction according to claim 36 or 37, characterized in that the two crank arms (56) are approximately arranged symmetrically to one another and in opposite directions by means of the approximately horizontally extending actuating member (13S) are rotatable .. - 10 - 39. Frame construction according to claim 38, characterized in that that the articulation parts (56a) of the coupling rods (57) on the crank arms (56) each below the crank axis (56b) and are offset with respect to this to the longitudinal center of the tilting frame (5), while the articulation points (56d) of the actuator (13S) on the crank arms, respectively above the crank axes of rotation and with respect to these are also offset towards the longitudinal center of the tilting frame. 40. Frame construction according to one of claims 37 to 39, characterized in that the rear tilt press (13H) is arranged inclined with respect to the tilting frame longitudinal axis in its rest position. 41. Frame construction according to one of claims 10 to 18 for two-sided or three-sided tilting operation, characterized in that the axle frame-side element of the quick-release buckles (70) is detachably connected to the axle frames by means of a quick-release locking mechanism (80) which has a bearing shell (8l ), ^((! 73) bearing body fixed (82) and one in its closed position, the bearing body ■ cross Verechlußbügel (83) has a resting in said bearing shell on achsgestellseitigen quick coupling element. 25th 42. Frame construction according to claim 41, characterized in that the locking bracket (83) means a The eccentric crank (84) can be moved between my closed position and its open position. 30th 43. Frame construction according to claim 42, characterized in that the eccentric crank (84) is biased into its closed position by weight or spring force. 44. Frame construction according to claim 43, characterized in that between the bearing shell (81) and the • »c · ·> ■ ι * irifi »* ■ ·· - 11 - Lock clip (83) in an opening movement of the lock clip counteracting tooth alignment lock (86) arranged 45. Frame construction according to one of claims 41 to 44, characterized in that with the axle frame side Quick coupling element (73) is connected to a driver (85) which, when the bearing body is inserted into the Bearing shell engages the open locking bracket (83) and this in the course of the .Insertion movement of the 7-ngerkörpers moved into the bearing shell in its closed position and secured in this. 46. Frame construction according to one of claims 41 to 45, characterized in that the bearing shell (81) approximately semi-cylindrical and the bearing body (82) cylindrical is designed and these two bearing elements together serve as a side tilt or rear tilt hinge bearing. 47. Frame construction according to one of claims 41 to 54j, characterized in that the bearing shell (8l) is designed as a hemispherical shell and the bearing body (82) as a bearing ball and that these two bearing) elements together serve as a combined side-tilt and rear-tilt pivot bearing. 48. Frame construction according to one of claims 1 to 47, wherein the axle racks have leaf spring assemblies each with a leaf spring assembly connected to the axle, a front spring bracket, a rear spring bracket, and an axle guide lever articulated on the front spring bracket and connected to the axle are cushioned as a result characterized in that the leaf spring assembly (60) in the rear spring bracket (62) is guided downwardly deflectable and that the articulation point (64) of the axle guide lever (63) on the front The spring bracket (61) is offset upwards with respect to the axis (65). i · - 12 - 49. Frame construction according to one of claims 1 to 48, whereby the axle frames have leaf spring assemblies each with a leaf spring package, a front spring bracket, a rear spring book and one at the front Axle guide levers hinged to the spring bracket and connected to the axle are cushioned, characterized in that the leaf spring package (60) rests loosely on the axle (65) and that a crank arm (67) protruding sideways on the axle is attached to which via a with respect to the axis laterally offset articulation point, a connecting member (68) rigidly connected to the leaf spring assembly and the axle guide lever (63) is articulated. characterized in tractor for Kippaufl £ eee ^"k 7 ^'I' o ^r ABy that a imgalitfgeSieil the tractor unit is arrange £ &'^ tilt face extendable to a for tilting