DE102012021433A1 - Motor vehicle rear axle has two longitudinal arms with first end portion and second end portion, cross beam and two longitudinal arm supports, where longitudinal arms are formed as leaf springs made from fiber reinforced plastic - Google Patents

Abstract

The motor vehicle rear axle has two longitudinal arms (11) with a first end portion (13) and a second end portion (14), a cross beam (12) and two longitudinal arm supports (21). The longitudinal arms are formed as leaf springs made from fiber reinforced plastic. The longitudinal arms are clamped with the first end portion in a longitudinal arm supports and are connected with the second end portion at the cross beam.

Description

The invention relates to a motor vehicle rear axle, comprising two trailing arms, each having a first end portion and a second end portion, a cross member and two trailing arm receivers, wherein the trailing arm are formed as leaf springs made of fiber reinforced plastic and clamped the trailing arm with the first end portion each in a trailing arm are and are connected to the second end portion of the cross member.

Such a motor vehicle rear axle was published in the post German Patent Application No. 10 2012 001 671.9 from 28.02.2012 described.

In this, the cross member connects the trailing arm in the wheel carriers together. The lateral forces are in this case supported solely on the trailing arm, so that the space between the trailing arms is not affected. This room can be used to accommodate an energy storage. This is particularly true in motor vehicles with alternative drives of interests in which large-volume energy storage such as electric batteries or gas containers must be arranged on the vehicle. For reasons of crash safety, the area under the rear seats to the rear wheel axle is preferred for this purpose. Since such energy stores usually have a very high weight, the center of gravity of the vehicle shifts to the rear.

The use of trailing arms made of fiber-reinforced plastic a particularly lightweight design of the rear axle is achieved, whereby a shift of the vehicle center of gravity is counteracted to the rear. This has a positive effect on the driving behavior.

In the present case, "fiber-reinforced plastic" is understood to mean all fiber-plastic composite materials (FRP). Only by way of example carbon fiber reinforced plastic (CFRP) and glass fiber reinforced plastic (GRP) may be mentioned here.

The connection of the cross member at the rear end portion of the trailing arm with respect to the forward direction of travel provides a large space for the crash-proof accommodation of a large-volume energy storage, which can extend in the area between the trailing arms to the cross member.

From DE 10 2012 001 671.9 known rear axle is particularly suitable for motor vehicles with electric drive and gas-powered vehicles, but can also be used in vehicles with conventional drive.

The present invention has for its object to further develop such a motor vehicle rear axle in an advantageous manner.

For this purpose, a motor vehicle rear axle is proposed in claim 1, which comprises in the following: two trailing arms each having a first end portion and a respective second end portion, a cross member and two trailing arm receivers. The trailing arms are designed as leaf springs made of fiber-reinforced plastic. Further, the trailing arm are clamped to the first end portion in each case in a trailing arm receiver and connected to the second end portion of the cross member. The motor vehicle rear axle according to the invention is characterized in that the first end portion of a trailing arm for adjusting the Fahrzeughöhenstands is clamped between two spring pads in the associated trailing arm receiver.

As a result, tolerances, such as occur in the manufacture of leaf springs made of fiber-reinforced plastic, can be compensated in a simple manner. If conventionally manufactured leaf springs were to be installed directly as trailing arms in a wheel suspension, there would be an excessive deviation on the rear axle in relation to the ride height of the associated motor vehicles. By using matched to the trailing arm spring pads such deviations are avoided.

After the production of a trailing arm made of fiber-reinforced plastic this is measured and receives assigned according to a load group classification a set of spring pads, which ensure the desired level.

The spring pads can hereby be attached directly to the first end portion. However, it is also possible to provide these loosely and install only at the assembly of the trailing arm on the trailing arm mount.

Advantageous embodiments of the invention are specified in further claims.

Preferably, the spring pads are selected from: plates of constant thickness and wedge-shaped in their thickness tapering plates. This makes the height adjustment particularly easy to accomplish. If the trailing arm is in the middle of the tolerance field, two plates each with a constant thickness are installed. Otherwise wedge-shaped plates are used. By contrasting arrangement of wedge-shaped plates of the Discharge angle of the trailing arm on the trailing arm mount slightly increased or decreased to set the desired ride height of the rear axle.

According to a further advantageous embodiment of the invention, the trailing arm receiver has a first shell with a first contact surface and a second shell with a second contact surface. In this case, the first contact surface and the second contact surface to each other. The first end portion of a trailing arm is supported with the interposition of a respective spring pad against the first and second contact surface in the vehicle vertical direction. At the trailing arm receiver a tensioning device is provided, via which the first shell is braced against the second shell while clamping the first end section of the trailing arm. This allows a trailing arm very easy to attach to a vehicle body or a subframe.

According to a further advantageous embodiment of the invention, the trailing arms each have two spring legs extending one above the other, each having a central portion between the first and second end portion, wherein the trailing arms are einfederbar unimpedably einfederbar at their central portions and the spring legs converge at the first end portion and together in the associated trailing arm are clamped. By a targeted vote of the distance between the two spring legs of a trailing arm in the vehicle vertical direction and on the shape of the same, the reciprocal spring rate of each trailing arm made of fiber-reinforced plastic can be tailored. Due to the common clamping of the spring legs, the assembly is easy. The ends of the spring legs can thereby rest loosely on one another or else be connected to one another in a material-locking manner.

Furthermore, one of the shells of a trailing arm receiver can embrace the first end section of the trailing arm and the other shell of the same trailing arm receiver U-shaped. This ensures a particularly stable and robust clamping of the trailing arm.

According to a further advantageous embodiment of the invention, the first end portion is supported on opposite sides, namely with an upper side and with a lower side in the vehicle vertical direction on the associated trailing arm receiver. In this case, the contact region between the underside and the trailing arm receiver extends further in the direction of the second end section than the contact region between the upper side and the trailing arm receiver. As a result, on the one hand, the spring rate is kept soft during compression. On the other hand, the forces in the lower stop, d. H. reduced at maximum rebound.

The different extension of the contact areas can be provided independently of the above-described spring documents, d. H. even in those cases where the first end portion of a trailing arm is clamped directly and without additional spring pads between the contact surfaces of a trailing arm receiver.

Preferably, however, the contact areas are determined by the spring pads, which in view of the manufacturing tolerances of leaf springs made of fiber-reinforced plastic tunability is facilitated. The spring pad, against which the underside is supported, extends in this case further in the direction of the second end portion, as the spring pad, against which the top is supported.

According to a further advantageous embodiment of the invention, one or more inserts are embedded in the fiber-reinforced plastic at the first end portion. An adjoining the first end portion in the direction of the second end portion region of the trailing arm, however, is free of inserts. The fiber density of the fiber-reinforced plastic at the first end section corresponds to the fiber density in the adjoining insert-free region. As a result, it is possible to achieve high strength in the edge regions in the region of the trailing arm attachment, where high loads occur, with continuous fiber flow on the trailing arm. By embedding inserts also better decoupling of the spring legs can be ensured so that the middle sections can deflect freely without mutual interference. A mere thickening of the first end section would be associated with a reduction in the fiber density in the plastic and a lower strength with continuous fiber flow.

The embedding of one or more inserts can be provided independently of the above-described spring pads, d. H. even in those cases where the first end portion of a trailing arm is clamped directly and without additional spring pads between the contact surfaces of a trailing arm receiver.

In an advantageous embodiment, an insert is provided per spring leg. Preferably, the inserts are arranged such that each spring leg in the region of the first end portion by a depositor in two fiber-reinforced sections of fiber reinforced plastic is split, which converge to the respective central portion of the spring leg, wherein the fiber flow is continued from the end portion in the central portion. At the edge regions of the first end section, which are supported against the trailing arm receiver, the proportion of fiber relative to the volume of space corresponds to the fiber portion in the middle section. This allows a considerable increase in strength at the first end section.

The invention will be explained in more detail with reference to embodiments shown in the drawing. The drawing shows in:

1 a schematic representation of a motor vehicle with a large-volume energy storage and with a rear axle according to an embodiment of the invention;

2 a spatial view of the rear axle with regard to their connection to the rear of a motor vehicle;

3 a spatial view of the rear axle in construction position;

4 a spatial view of the rear axle when cornering with mutual compression;

5 a detailed view of the connection of a trailing arm to the cross member,

6 a side view of a trailing arm,

7 a detailed view of the coupling of a trailing arm on the vehicle body,

8th a sectional view of a first variant of the coupling of the trailing arm on the vehicle body with straight spring pads,

9 a sectional view of the first variant of the coupling of the trailing arm on the vehicle body with wedge-shaped spring pads,

10 a sectional view of a second variant of the coupling of the trailing arm on the vehicle body, and in

11 a sectional view of a third variant of the coupling of the trailing arm on the vehicle body.

1 shows a schematic representation of a passenger vehicle 1 in which a large-volume energy storage 2 is arranged in the area in front of the rear wheel axle A. The energy storage 2 is for example an electric battery or a pressure vessel for gas. In principle, the energy storage 2 but also be a conventional fuel tank.

To provide a large accommodation space for the energy storage 2 is a space-saving rear axle 10 provided with a structurally simple structure, which counteracts due to their low total weight of a shift of the vehicle's center of gravity to the rear, that is opposite to the forward direction of travel V.

The in the 2 to 4 illustrated rear axle 10 has two trailing links 11 and a cross member connecting them 12 on. Each of the trailing arm 10 is with a first end section 13 to a vehicle body 3 , optionally also to an auxiliary frame thereof, coupled, and with a second end portion 14 torsionally rigid with the cross member 12 connected. This configuration is reminiscent of a torsion crank axle in terms of the arrangement of trailing links and cross beams. However, the rear axle according to the invention differs 10 fundamentally of such.

According to the invention, each of the trailing arm 11 two spring legs running one above the other 15 and 16 on. Both spring legs 15 and 16 extend predominantly in the vehicle longitudinal direction. They are at least in a middle section 17 respectively. 18 between the first and second end portions 13 and 14 unconnected with each other and spaced from each other in the vehicle vertical direction, so that they can deflect freely from each other. This is per trailing arm 11 a double leaf spring formed. About the distance between the two spring legs 15 and 16 as well as by the shape of the two spring legs 15 and 16 can the spring rate of the rear axle 10 be tuned during simultaneous and mutual compression.

3 shows the two trailing arms 11 the rear axle 10 in a design situation in which they are elastically deformed by the vehicle weight compared to an unloaded state. When cornering, there is a mutual compression of the vehicle wheels 5 , The outside of the curve wheel springs in, while the inside of the curve rebounds. Such reciprocal compression is in 4 shown. This results in an elastic bending deformation of the trailing arm 11 and the spring leg 15 and 16 around a bending axis running in the vehicle transverse direction. The crossbeam 12 In contrast, has a much greater torsional and bending stiffness and can therefore be referred to as torsion and bending stiff. The lateral force support preferably takes place solely via the trailing arm 11 , which are firmly clamped on the body side and in turn are rigid in the vehicle transverse direction.

In the illustrated embodiment, both spring legs 15 and 16 a longitudinal member 10 each formed strip-shaped. Preferably, the spring legs 15 and 16 each an approximately rectangular cross-sectional profile. In the area of the connection to the crossbeam 12 may be made a broadening of the cross section. However, deviating shapes are also possible as long as two roughly mutually parallel, spaced apart in the vertical direction spring elements are formed, which are flexurally rigid in the vehicle transverse direction and flexible about an axis in the vehicle transverse direction.

The trailing arm 11 are made of a fiber-reinforced plastic, such as CFRP or GRP, which can be realized with high strength, a slim design and low weight.

Like that 2 to 6 can be further removed, in the illustrated embodiment, the two spring legs 15 and 16 a trailing arm 11 through a bow section 19 which the cross member 12 encompasses, integrally connected. The bow section 19 goes at its two ends directly into each one of the two spring legs 15 and 16 over, so that the shape of a lying "U" results, the flanks of which approach the free end again. The fiber flow F in the side member 11 follows the longitudinal direction of the spring legs 15 and 16 and sits down along the arch section 19 continued. In the area of the bow section 19 Thus follows the fiber profile of the arch form (see. 6 ). Due to the continuous fiber flow F is a particularly high component strength and load capacity of the trailing arm 11 achieved.

For stable, torsionally stiff connection of the trailing arm 11 to the cross member 12 the latter has a non-circular profile cross-section in the connection region, resulting in the snuggled arc section 19 of the longitudinal member 11 a positive connection results. In the illustrated embodiment, the cross member 12 a square profile with rounded corners, on the outer shape of the arc section 19 is adjusted. Instead of a square profile, however, other profile shapes, in particular polygonal profiles, can be provided. However, it is also possible to provide a circular cross-section, if a rotationally fixed connection is otherwise ensured. It is also possible, the trailing arm 11 integral with the cross member 12 perform.

In the illustrated embodiment is per trailing arm 11 a clamping piece 20 between its spring legs 15 and 16 used. This clamp 20 is the outer contour of the cross member 12 adapted and reinforced the positive connection of trailing arm connection. Through the clamping piece 20 becomes the attachment area of the trailing arm 11 from the resilient middle sections 17 and 18 between the end sections 13 and 14 largely decoupled, creating a particularly stable and durable connection of the trailing arm 11 on the cross member 12 is ensured.

Incidentally, the cross member 12 tubular, wherein in the region between the attachment points of the trailing arm 11 preferably a circular cross-section is provided. To reduce the total weight of the rear axle 10 consists of the cross member 12 made of a fiber-reinforced plastic, such as CFRP or GRP. In a preferred embodiment, the fibers of the fiber-reinforced plastic close with longitudinal generatrices of the cross member 12 a winding angle α in the range of 5 to 40 °. However, it is also possible, the cross member 12 made of light metal.

The two spring legs 15 and 16 of each trailing arm 11 are further at the first end portion 13 of the trailing arm 11 merged. Basically, it is possible unconnected, free spring leg ends together with the vehicle body 3 to tense. In the illustrated embodiment, however, as in 6 shown the ends of the spring legs 15 and 16 cohesively connected to each other, so that the trailing arm 11 , as in 6 represented, forms a closed loop of fiber-reinforced plastic. The trailing arm 11 thus represents an easy-to-use single-level component during assembly.

For fastening the trailing arm 11 on the vehicle body 3 serve trailing arm shots 21 , in turn, with the vehicle body 3 , in 7 by way of example with a side member 4 of the vehicle body 3 , screwed or otherwise attached to this.

The trailing arm shots 21 are present clamshell and have a first shell 22 with a first contact surface 23 and a second shell 24 with a second contact surface 25 on. Both contact surfaces 23 and 25 point to each other and take the first end section 13 a trailing arm 11 between each other, around its bottom 26 and top 27 to be supported in the vehicle vertical direction. In this case, one of the shells engages, in this case the first shell 22 the first end section 13 of the trailing arm 11 and the other shell, ie here the second shell 24 from below and roughly U-shaped.

At the trailing arm receiver 21 is a further a clamping device 28 provided over which the first shell 22 against the second shell 24 is tense. At the same time thereby the first end portion 13 of the trailing arm 11 between the contact surfaces 23 and 25 clamped.

As a result, a robust and stable clamping is created, which allows moments about a vehicle vertical axis, about a vehicle transverse axis and about the longitudinal axis of the respective trailing arm 11 support.

The clamping device 28 For example, a fastening bolt 29 be from the bottom through the first shell 22 and the first end portion 13 of the trailing arm 11 stuck and with the second shell 24 or, as in 10 shown with a mother 30 is screwed. In a modification of the embodiment, two fastening bolts 29 be provided. Optionally, in the first end section 13 for each fastening bolt 28 a through sleeve laminated to a squeezing of the first end portion 13 to avoid when tightening.

8th and 9 show a first variant of the clamping of the first end portion 13 , In this case, between the first end portion 13 and the trailing arm receiver 21 two spring pads 31 and 32 with clamped. About these spring documents 31 and 32 the adjustment of the vehicle height is made.

The spring documents 31 and 32 are formed as plates, each between the first bearing surface 23 the trailing arm receiver 21 and the bottom 26 of the first end section 13 of the trailing arm 11 and the second contact surface 25 the trailing arm receiver 21 and the top 27 of the first end section 13 of the trailing arm 11 are arranged.

These plates are matched in different dimensions and shapes to the compression behavior of the trailing arm 11 maintained. After the production of a trailing arm 11 made of fiber-reinforced plastic, this is measured and receives according to a load group classification a set of spring pads 31 and 32 assigned, which ensure the desired level. As a result, manufacturing tolerances that occur in the manufacture of leaf springs made of fiber-reinforced plastic can be compensated in a simple manner.

The spring documents 31 and 32 are preferably equal to the first end portion 13 attached. However, it is also possible to initially allocate them loosely and only during assembly of the trailing arm 11 at the trailing arm receiver 21 install.

Basically, a vote can be realized only on different thickness plates. Preferably, however, come to compensate for larger deviations wedge-shaped tapered plates used, as in 9 based on the spring documents 33 and 34 is shown. These are installed opposite, so that the exit angle of the trailing arm 11 from the trailing arm receiver 21 compared to a trailing arm 11 in the middle of the tolerance field according to 8th slightly changes. Due to the length of the trailing arm 11 allows such an angle change to compensate for a larger deviation from the center of the tolerance field, as would be possible only by different plate thicknesses. Due to the arrangement in 9 a deviation to one side of the tolerance field is compensated. By reverse installation of the spring pads 33 and 34 If a deviation in the opposite direction, ie to the other side of the tolerance field can be compensated.

By selecting the spring pads 31 and 32 such as 33 and 34 From plates with constant thickness and in their thickness wedge-shaped tapered plates can be trailing arm 11 use of fiber reinforced plastic with relatively large deviations in terms of static deflection, thereby reducing the manufacturing cost of the described rear axle 10 be significantly reduced.

10 shows a second variant of the clamping of the first end portion 13 of the trailing arm 11 in a trailing arm receiver 21 , The latter may be related to 7 be explained explained. In particular, the trailing arm receiver 21 a first contact surface 23 and a second abutment surface facing this 25 on. The contact surfaces 23 and 25 take the first end section 13 of the trailing arm 11 between each other, around its bottom 26 and top 27 to be supported in the vehicle vertical direction.

In this case, the contact area extends between the bottom 26 and the trailing arm receiver 21 further in the direction of the second end portion 14 as the contact area between the top 27 and the trailing arm receiver 21 , This leaves the spring rate of the trailing arm 11 soft during compression. Further, by the second end portion 14 towards longer contact area between the bottom 26 and the trailing arm receiver 21 the force in the lower stop of the rear axle 10 , ie reduced at maximum rebound. Such a lower stop is needed to limit the travel because of the dimensioning of flexible connections such as brake hoses, brake cables, cables and the like. The extended contact area leads to a higher spring stiffness during maximum rebound and thus reduces the maximum impact force.

The contact areas can be directly through the contact surfaces 23 and 25 be determined. In the illustrated embodiment, however, spring pads are again 35 and 36 between these and the first end portion 13 of the trailing arm 11 incorporated. About these spring documents 35 and 36 The length of the contact areas can be adjusted very flexibly and thus influence the suspension behavior as needed.

The spring documents 35 and 36 in 10 can also be in their thickness as in connection with the first variant with reference to 8th and 9 described modified in thickness to set a desired ride height on the vehicle.

11 shows a third variant of the clamping of the first end portion 13 of the trailing arm 11 in a trailing arm receiver 21 which differs from the above variants by the configuration of the first end section 13 different.

In this case, at the first end portion 13 one or more depositors 37 embedded in the fiber-reinforced plastic, wherein 11 merely an example of an embodiment with two inserts 37 shows.

The at the first end section 13 subsequent middle sections 17 and 18 of the underlying spring leg 15 and the upper spring leg 16 are free of deposit. The depositors 37 allow the maintenance of a consistent fiber density in the fiber reinforced plastic material at the transition from the central portion 17 respectively. 18 in the first end section 13 , As 11 shows, the fiber path F from the first end portion 13 in the middle section 17 respectively. 18 continued. In particular, in the edge region a uniform fiber profile is achieved. This is advantageous for component strength.

The depositors 37 can be made of metal or also of a fiber-reinforced plastic. Their embedding is done by inserting, gluing or lamination.

In the illustrated embodiment, each spring leg 15 respectively. 16 a depositor 37 intended. In particular, each spring leg 15 and 16 in the area of the first end section 13 by one depositor each 37 split into two fiber reinforced sections of fiber reinforced plastic. These two fiber reinforced sections per spring leg 15 respectively. 16 run to the respective middle section 17 respectively. 18 the associated spring leg 15 respectively. 16 together. In this case, the fiber flow F sets from the first end portion 13 , ie here the two fiber-reinforced sections in the respectively associated central section 17 respectively. 18 continued. Through the two depositors 37 is a spacing of the middle sections 17 and 18 in vehicle vertical direction to close to the clamping of the trailing arm 11 or even into the trailing arm receiver 21 in possible so that a large effective spring length between the first and second end portion 13 and 14 is achieved, over which the leaf spring-like middle section 17 and 18 can spring in without contact.

This embodiment of the first end portion 13 according to 11 regardless of the height setting via spring pads 38 and 39 according to the 8th and 9 and regardless of the length of the contact surfaces according to 10 be provided. However, it is possible to combine this third variant with one or both of the first and second variants described above.

In all cases can be attached to the side over the trailing arm 11 protruding ends of the cross member 12 two wheel carriers 40 be provided. To further reduce weight can also the wheel 40 be made of plastic. They are in the illustrated embodiment, the cross member 12 attached. However, it is also possible the wheel carrier 40 and the cross member 12 to manufacture as a one-piece integral component. Furthermore, it is possible the wheel carrier 40 not on the crossbeam 12 but at the trailing arms 11 to fix. To accommodate a wheel bearing is on the wheel 40 a journal 41 intended. This is preferably made of metal and in the plastic material of the wheel carrier 40 embedded. In particular, the wheel carrier 40 be manufactured as injection molded parts.

As already explained, the trailing arm 11 assume the function of conventional body springs, ie the rear axle 10 as well as the vehicle wheels 5 opposite the vehicle body 3 support elastically in vehicle vertical direction. Further attacks per vehicle 5 a vibration damper 42 at the rear axle 10 at. The vibration damper 42 is inclined with its upper end in the forward direction V and hired to the vehicle vertical direction at an angle in the range of 5 ° to 30 °. Furthermore, the upper end may additionally be inclined in the direction of the vehicle longitudinal center axis, suitable angles being in the range of 0 ° to 15 °. Radseitig is the vibration damper 42 in the forward direction V in front and in the vertical direction of the vehicle below the center of the wheel on the wheel carrier 40 coupled. As 2 can be removed, lies the lower end of the vibration 42 over the rear second end portion 14 of the trailing arm 11 , The space between the trailing arms 11 is thus due to the vibration damper 42 not or only slightly affected. This space allows the accommodation of a large volume energy storage 2 that goes up to the cross member 12 can extend.

For this it is also advantageous that the cross member 12 viewed in the vehicle longitudinal direction in the region of the rear wheel axle A runs. In the illustrated embodiment, the profile of the central region of the cross member lies 12 between the trailing arms 11 below and mainly behind the wheel axle A. It is possible, this central region and possibly also the entire cross member 12 to be arranged entirely behind the wheel axle A.

In a modification of the illustrated embodiment, the vibration damper 42 also be executed as a strut. Furthermore, it is possible, in addition to the resilient trailing arms 11 between the rear axle 10 and the vehicle body 3 to integrate additional construction springs.

In all cases, results in a lightweight and inexpensive motor vehicle rear axle, which allows a large space for the crash-proof placement of large-volume energy storage, such as batteries, gas pressure vessels or other fuel tanks.

In particular, the invention enables a stable and robust body-side support of the trailing arm.

About spring pads can trailing arm made of fiber-reinforced plastic with a wide. Tolerance field while maintaining a well-defined vehicle height are used.

Furthermore, the jounce behavior can be improved via the contact regions on the first end section of the trailing arm.

By using inserts on the clamped region of the trailing arm, an increase in component strength is achieved.

The invention has been described above with reference to an embodiment and further variants and modifications. However, it is not limited to this. Rather, individual features, as explained above, can also be combined with one another, if this is not expressly described, as long as this is technically possible. The invention comprises in particular all embodiments defined by the claims.

LIST OF REFERENCE NUMBERS

1

Passenger car

2

energy storage

3

vehicle body

4

longitudinal beams

5

wheel

10

rear axle

11

Trailing arm

12

crossbeam

13

first end section

14

second end section

15

spring leg

16

spring leg

17

midsection

18

midsection

19

arc section

20

clamp

21

Trailing arm receptacle

22

first shell

23

first contact surface

24

second shell

25

second contact surface

26

bottom

27

top

28

tensioning device

29

mounting bolts

30

mother

31

Spring pad

32

Spring pad

33

Spring pad

34

Spring pad

35

Spring pad

36

Spring pad

37

depositors

38

Spring pad

39

Spring pad

40

wheel carrier

41

journal

42

vibration

A

wheel axle

F

grain

V

Forward direction

α

winding angle

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102012001671 [0002, 0007]

Claims (10)

Rear vehicle axle, comprising: two trailing links ( 11 ) each having a first end portion ( 13 ) and in each case a second end section ( 14 ), a cross member ( 12 ), and two trailing arm receivers ( 21 ), the trailing arms ( 11 ) are formed as leaf springs made of fiber-reinforced plastic, the trailing arm ( 11 ) with the first end portion ( 13 ) each in a trailing arm receiver ( 21 ) and with the second end section ( 14 ) to the cross member ( 12 ) and the first end section ( 13 ) of a trailing arm ( 11 ) for adjusting the vehicle height between two spring pads ( 31 . 32 . 33 . 34 ) in the associated trailing arm receiver ( 21 ) is clamped. Motor vehicle rear axle according to claim 1, characterized in that the spring pads ( 31 . 32 . 33 . 34 ) are selected from: plates of constant thickness and wedge-shaped in their thickness tapered plates. Motor vehicle rear axle according to claim 2, characterized in that the trailing arm receiver ( 21 ) a first shell ( 22 ) with a first contact surface ( 23 ) and a second shell ( 24 ) with a second contact surface ( 25 ), wherein the first contact surface ( 23 ) and the second contact surface ( 25 ), the first end portion ( 13 ) of a trailing arm ( 11 ) with interposition of a respective spring pad ( 31 . 32 . 33 . 34 ) against the first and second contact surface ( 23 . 25 ) is supported in the vehicle vertical direction, and on the trailing arm receiver ( 21 ) a tensioning device ( 28 ) is provided, over which the first shell ( 22 ) against the second shell ( 24 ) with clamping of the first end section ( 13 ) of the trailing arm ( 11 ) is braced. Motor vehicle rear axle according to one of claims 1 to 3, characterized in that the trailing arm ( 11 ) in each case two overlying spring legs ( 15 . 16 ) each having a middle section ( 17 . 18 ) between the first and second end portions ( 13 . 14 ), the spring legs ( 15 . 16 ) at their middle sections ( 17 . 18 ) are einfederbar unhindered from each other, and the spring legs ( 15 . 16 ) at the first end portion ( 13 ) converge and together in the associated trailing arm ( 21 ) are clamped. Motor vehicle rear axle according to claim 3 or 4, characterized in that one of the shells ( 22 ) the first end section ( 13 ) of the trailing arm and the other shell ( 24 ) U-shaped embraces. Motor vehicle rear axle according to one of claims 1 to 5, characterized in that the first end portion ( 13 ) on opposite sides, namely with an upper side ( 27 ) and a bottom ( 26 ) in the vehicle vertical direction at the associated trailing arm receiver ( 21 ), and the contact area between the underside ( 26 ) and the trailing arm receiver ( 21 ) in the direction of the second end section ( 14 ) extends as the contact area between the top ( 27 ) and the trailing arm receiver ( 21 ). Motor vehicle rear axle according to claim 6, characterized in that the contact areas by spring pads ( 35 . 36 ), the spring pad ( 35 ) against which the underside ( 26 ), in the direction of the second end section ( 14 ) as the spring pad ( 36 ), against which the upper side ( 27 ) is supported. Motor vehicle rear axle according to one of claims 1 to 7, characterized in that at the first end portion ( 13 ) one or more depositors ( 37 ) in the fiber-reinforced plastic of the trailing arm ( 11 ), one in the direction of the second end portion ( 14 ) subsequent area of the trailing arm ( 11 ) and the fiber density of the fiber-reinforced plastic at the first end portion ( 13 ) corresponds to the fiber density in the adjoining insert-free area. Motor vehicle rear axle according to claim 8, characterized in that the trailing arm ( 11 ) in each case two overlying spring legs ( 15 . 16 ) each having a middle section ( 17 . 18 ) between the first and second end portions ( 13 . 14 ), the spring legs ( 15 . 16 ) at their middle sections ( 17 . 18 ) are einfederbar unhindered from each other, and each spring leg ( 15 . 16 ) an inserter ( 37 ) is provided. Motor vehicle rear axle according to one of the claims 8 or 9, characterized in that each spring leg ( 15 . 16 ) in the region of the first end section ( 13 ) by a depositor ( 37 ) is split into two fiber-reinforced sections of fiber-reinforced plastic facing the middle section ( 17 . 18 ) of the associated spring leg ( 15 . 16 ), wherein the fiber path from the first end portion ( 13 ) in the middle section ( 17 . 18 ) is continued.

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