DE10258021A1 - Wheel suspension system for road vehicle, has outer and inner guide links and central axle support block containing differential - Google Patents

Abstract

The independent suspension system for driven wheels (1) of a road vehicle has outer and inner guide links and central axle support block (20) containing a differential. Drive shafts (60) extend from the differential to the wheel bearings and each shaft has two universal joints (61,62). Swing links (41) support the wheel bearings (2) and accommodate gas springs (100). There are inner (30,31) and outer (42,43) swivel supports for the swing links.

Description

The invention relates to a trailing arm axle with an axle carrier, at the front end in the direction of travel to the center of the vehicle arranged inner pivot bearing of the semi-trailing arms are located, as well as a on the axle carrier mounted or integrated differential gear housing and a stabilizer for connecting the two semi-trailing arm.

Such axle suspension is from the specialist literature "Matschinsky, The bike guides the road vehicles, Publisher TÜV Rheinland GmbH, Cologne 1987, ISBN NO. 3-88585-297-7 "known. Here is on page 264 a trailing arm axle - rear axle of the BMW 3 series (factory picture BMW AG) - too see. This trailing arm axle is a driven one Car rear axle. The axle carrier is designed here as a sheet metal part and extends in the front Range of the axis over almost the entire vehicle width in the form of a cross member. On these ends is the axle support over elastomeric bearings stored on the vehicle body. In the rear area of the axle beam is this over a bowl-shaped Blechträgerbrücke firmly connected to the differential gear housing. To further Bearing is laterally at the rear end of the differential gearbox a cantilever arm with elastomer storage provided. The differential gear housing is in this embodiment integrated as co-supporting component of the axle beam. The semi-trailing arm are with both investors - inside and äuße res pivot bearing - at the front crossbeam similar Area of the axle beam pivoted. These bearings are as rubber-elastic pivot bearings educated. Each of these bearing elements allows according to his constructive interpretation of a three - dimensional mobility of the Anlenklager.

The vehicle springs are in front of the side drive shafts on the trailing arms arranged. The shock absorbers are with their lower links directly behind the wheel carriers attached to the side drive shafts.

Another commonly used embodiment the semi-trailing link connection can be seen in the picture on page 272. It is about a special form of trailing arm axle Mercedes-Benz "450 SE "(Werkbild der Daimler-Benz AG). Here, the axle carrier is V-shaped converging over the differential gear housing positioned. The semi-trailing arm are over with both pivot bearings Bearing arms elastic on the axle attached. The axle carrier is over with its front ends Elastomeric bearings mounted on the body. A rear storage is omitted in this Example, because the wheel carrier over the rear lying coupling with the vehicle body are connected.

The present invention is Therefore, the problem is based, a particularly flat and compact built-up semi-trailing arm axle to accomplish.

This problem is with the Characteristics of the main claim solved. Here are the inner ones Swivel bearing of the semi-trailing arm firmly with the axle carrier connected. They are designed as rigid bearings. The Center lines of the inner pivot bearings are transverse to the direction of travel aligned and aligned with each other.

The outer pivot bearings of the semi-trailing arms are over appropriate Elastomer bearings mounted directly on the vehicle body. Here too are the center axes of these pivot bearings on a common, Arranged transversely to the direction of the center line. The Differential gear case is on the axle carrier stored or incorporated as an integral component mittragend in the axle. The differential gear housing has at the rear of an elastomeric storage for storage of Semi-trailing arm axle.

This combination of front storage over the trailing arm and the connection of the differential gear housing on the vehicle body corresponds the function and effect of a subframe. In common Platforms are the wheel-carrying and wheel-guiding components completely from the body stored separately on the subframe.

This solution principle has advantages in the acoustic and vibration decoupling and is therefore essential involved in the ride comfort of a vehicle. In the case of the present Invention is achieved by saving the actual subframe gained important space. Due to the large support base, - in the longitudinal and transverse direction - as well The possibility the inner tension or coupling between the axle and Semi-trailing arm - conditional Due to the rigid inner pivot bearings - a ride comfort can be compared an axle suspension with Reach subframe.

Next is through the reduction of elastomeric bearings and by the coupling between the axle and semi-trailing arms an increase in self-steering precision and thus achieved an improvement in vehicle dynamics. The subframe is elastically mounted on the vehicle body. At least the bike-leading Components are in turn elastically mounted on the subframe. With one-sided elastodynamic reactions of the wheel-guiding components become these reactions - forces, movements or accelerations - over the Subframe on the opposite Transfer side of the axle suspension. hereby finds a corresponding support of the subframe and the wheel-guiding Components on the vehicle body instead.

Further details of the invention emerge from the dependent claims and the following description of several schematically illustrated Embodiments.

1 : Dimetric plan view of a trailing arm axle with axle support and straight stabilizer;

2 : Dimetric plan view of a trailing arm axle with assembled axle carrier and coupled stabilizer halves;

3 : Built stabilizer with two torsion bars and a torsion bar coupling;

4 : Dimetric plan view of a trailing arm axle with additional longitudinal leaf springs and stabilizer with two spring windings;

5 : Side view to 1 ;

6 : Top view to 1 ,

The 1 to 6 show a trailing arm axle with an axle carrier ( 20 ), at the front end of which the vehicle center arranged inner pivot bearing ( 30 ) of the semi-trailing arm ( 40 . 41 ) and one on the axle carrier ( 20 ) mounted differential gear housing ( 50 ) - see. 2 - and a stabilizer ( 80 ) for connecting the two semi-trailing arms ( 40 . 41 ).

The in 1 Subframes acting as subframes ( 20 ), consists of a fork carriage ( 21 ), with its two in the direction of travel ( 4 ) pointing forked ends over a bridge ( 22 ) connected is. At the two ends of the fork carriage ( 21 ) is ever a joint tube ( 26 ) appropriate. The joint tube ( 26 ) is in each case the outer bearing sleeve of the pivot bearing ( 30 . 31 ). To increase the rigidity is between the two ends of the fork carriage ( 21 ) and to the outside of the vehicle outstanding articulated tubes ( 26 ) one stiffening each ( 29 ) intended. Seen from the vehicle exterior, each projecting a second joint tube ( 28 ) as a journal in the joint tube ( 26 ) into it. Facing the middle of the vehicle are the articulated tubes ( 26 ) through bearing caps ( 39 ) sealed and closed. The two joint tubes ( 26 . 28 ) are via a movement joint ( 27 ) are arranged concentrically with respect to one another and, for example, via one in the movement joint ( 27 ) located rolling bearing unit against each other pivotally mounted.

The semi-trailing arm ( 40 . 41 ) are essentially box-shaped components, which are designed for example as forgings or castings or stamped sheet metal parts. The in direction of travel ( 4 ) pointing ends of the semi-trailing arm ( 40 . 41 ) are formed with two approximately parallel, fork-shaped arms, wherein at the end of the arm oriented to the vehicle center, the joint tube ( 28 ) is attached. The outer arms are at their ends via Anlenklager ( 42 ) for mounting the trailing arm axle on the vehicle body ( 8th ) - see. 5 - Rubber-elastic attached. The investor warehouses ( 42 ) are in the embodiment with their pivot axes a few millimeters above the pivot axes of the pivot bearing ( 30 . 31 ). The bearings ( 30 . 31 . 42 ) lie below the horizontal wheel center transverse plane ( 10 ). Based on the length of the semi-trailing arm ( 40 . 41 ) in the side view, cf. 5 and 6 , are the pivot axes of the pivot bearing ( 30 . 31 ) about 5 to 6% below the horizontal wheel center transverse plane ( 10 ). The swivel axes of the Anlenklager ( 42 ) are approximately 7 - 8% below the horizontal mid-wheel transverse plane ( 10 ) and are about 25% in front of the pivot axes of the pivot bearing ( 30 . 31 ) arranged. The semi-trailing arm ( 40 . 41 ) end on each side of the wheel in an at least partially tubular section ( 7 ), which receives the wheel hub bearing.

In the 1 are in the middle, rear area of the semi-trailing arm ( 40 . 41 ) in front of the vertical wheel center plane ( 11 ) - see. 5 - For example, the gas spring bellows ( 100 ) and the associated pistons ( 101 ), cf. also 4 , In the installation position of the trailing arm axle, these gas spring bellows ( 100 ) each have a bearing plate ( 102 ) on the vehicle body ( 8th ). Between the vertical wheel center transverse plane ( 11 ) and the central axes of the gas spring bellows ( 100 ) are on the inside of the semi-trailing arm ( 40 . 41 ) the shock absorbers ( 110 ) appropriate. The connections of the shock absorbers ( 110 ), see. 5 , are located at the height of the lower limit of the semi-trailing arm ( 40 . 41 ), about 18% below the horizontal wheel center transverse plane ( 10 ) and about 12% in front of the vertical wheel center transverse plane ( 11 ). The shock absorbers ( 110 ) are to the vertical wheel center transverse plane ( 11 ) by about 32 degrees in the direction of travel ( 4 ) and lie with their upper attachment point approximately at the same height with the upper edge of the bridge ( 22 ).

In approximately central position of the semi-trailing arm ( 40 . 41 ) is at the rear ends of a cantilever ( 104 ) - see. 2 - for receiving a rubber-elastic jounce stop ( 103 ) available.

On both semi-trailing arms ( 40 . 41 ) are on their insides - see. 1 - one retaining plate each ( 82 ) via screws ( 84 ) on the flanges ( 83 ) attached. The flanges ( 83 ) are solid components and integral with the trailing arms ( 40 . 41 ) connected.

The holding plates ( 82 ) lie close behind the pivot bearings ( 30 . 31 ) and are designed as resilient triangular plates, wherein in the direction of travel ( 4 ) lying in the form of a cantilever over the pivot bearing ( 30 . 31 ) protrude. At these ends is to connect both semi-trailing arm ( 40 . 41 ) a torsion bar ( 81 ) as stabilizer ( 80 ), for example, via splines in the holding plates ( 82 ) is installed non-rotatably. The stabilizer ( 80 ) lies in horizontal extent close to the fork carriage ( 21 ) connecting bridge ( 22 ) and just above the pivot bearings ( 30 . 31 ) of the semi-trailing arm ( 40 . 41 ).

Starting from the pivot bearings ( 30 . 31 ), the fork carriage ( 21 ) between the pivot bearings ( 30 . 31 ) and the vertical wheel center transverse plane ( 11 ) a height jump for receiving the differential gear housing ( 50 ) on. This is about the fixing screws ( 51 ) with the axle carrier ( 20 ) connected.

From the differential gear housing ( 50 ) to the wheel hub ( 2 ) is a propeller shaft per vehicle side ( 60 ) with wheel-side outer joints ( 62 ) and on the differential side with two internal joints ( 61 ) arranged.

The axle carrier ( 20 ) has at its the direction of travel ( 4 ) opposite end laterally each a Lagerkragarm ( 23 ). Parallel to the vehicle's longitudinal axis ( 6 ) are behind the bearing journals ( 23 ) Elastomer bearing ( 25 ) in Aufbaulagerböcke ( 24 ) arranged for rear support and connection of Schräglenkerachs- and drive unit. The entire trailing arm axle and the axle carrier ( 20 ) are connected to the drive unit - differential gear housing ( 50 ) with cardan shafts ( 60 ) and inner and outer joints ( 61 . 62 ) - only via the rear body mounts ( 24 ) and the front Anlenklager ( 42 ) on the vehicle body ( 8th ) attached.

5 shows the side view 1 , Here is the lower edge of the vehicle body ( 8th ) approximately with the upper edge of the wheel rim ( 9 ) at the same height, the lower edge of the semi-trailing arm ( 40 . 41 ) forms the lower boundary of the entire axle construction. Since this trailing arm axis in a vertical extent less space than the diameter of the wheel rim ( 9 ), such a construction is particularly suitable for vehicles with low loading edge or low vehicle body ( 8th ) suitable.

The 6 shows a plan view of the execution of the trailing arm axle after 1 , In the design position - ready to drive and not spring loaded - the swivel axis ( 44 ) of the right-hand trailing arm ( 40 ) through the virtual fulcrum ( 140 ) and the virtual pivot ( 141 ) of the pivot bearing ( 30 ). On the left side of the vehicle, this pivot axis ( 45 ) by the symmetrical arrangement of the virtual pivot points ( 140 . 141 ) educated. The virtual semi-trailing arm lever ( 144 ) of the semi-trailer ( 40 ) passes through the wheel center ( 143 ) and the intersection ( 142 ) of the virtual skew lever arm ( 144 ) and the pivot axis ( 44 ), where the intersection ( 142 ) about 1/4 of the length of the pivot axis ( 44 ) from the virtual pivot ( 140 ) on the pivot bearing ( 30 ) directed away. The extensions of the swivel axes ( 44 . 49 ) intersect in the middle of the vehicle ( 46 ) on a vehicle longitudinal axis ( 6 ) lie lowing vertical plane. This intersection ( 46 ) is approximately in the middle position of the bridge ( 22 ) and with its projection onto the vertical wheel center longitudinal plane ( 12 ) the upper virtual endpoint ( 14 ), in connection with the wheel contact point ( 13 ) straight ( 15 ). The included angle between the vehicle footprint ( 5 ) and this line ( 15 ) forms the important for the brake support of a vehicle axle support bracket. Since this trailing arm axle is a spatial axle suspension, the orthogonal projection ( 16 ) at the wheel contact point ( 13 ) through the straight line ( 15 ), relative to the vertical wheel center transverse plane ( 11 ) of the in this case positive helical suspension angle.

For example, in a one-sided compression of the right wheel ( 1 ) wants the semi-trailing arm ( 40 ) about its pivot axis ( 44 ) want to pan. But since the inner pivot bearing ( 30 ) of the semi-trailer ( 40 ) is a rigid bearing, this pivot bearing moves ( 30 ) vertically upwards. The pivot bearings ( 30 . 31 ) are connected to the axle carrier ( 20 ), so that in this case the pivot bearing ( 31 ) of the semi-trailer ( 41 ) also performs a vertical upward movement. It is thus the bearing base of the semi-trailer ( 40 ), whereby the virtual fulcrum ( 141 ) from the pivot axis ( 44 ) on the opposite pivot axis ( 45 ) relocated. Here, the new, imaginary pivot axis intersects ( 47 ) with the pivot axis ( 45 ) of the left-hand trailing arm ( 41 ) at the intersection ( 49 ). This intersection ( 49 ) and the virtual fulcrum ( 140 ) of the semi-trailer ( 40 ) determine the new imaginary pivot axis ( 47 ). The intersection ( 47 ) depends on the size of the deflection and moves with increasing deflection in the direction of the virtual pivot ( 140 ) of the semi-trailer ( 41 ).

The virtual semi-trailing arm lever ( 144 ) - as a projection on the pivot axis ( 44 ) - shifts to the extension of the imaginary pivot axis ( 47 ) and cuts them at the intersection ( 145 ). The resulting new virtual Schräglenkerhebelarm ( 146 ) is less oblique to the vertical wheel center longitudinal plane ( 12 ) hired. An external force acting in this situation - longitudinal impact, braking force - has been reduced by the approach of the virtual oblique lever lever arm (FIG. 146 ) to the vertical wheel center longitudinal plane ( 12 ) lower self-steering reactions of the wheel ( 1 ) and the wheel-guiding components ( 40 . 41 ) result. The trailing arm axle and thus the entire vehicle have a neutral driving behavior.

With equilateral compression or rebound changed the bearing support base not essential. The trailing arm axle shows a neutral self-steering behavior.

In a reciprocal suspension - one wheel each and spring-loaded - is the example einfedernde swivel bearing ( 30 ) vertically upwards and the eg spring-loaded pivot bearing ( 31 ) move vertically downwards. Both swivel bearings ( 30 . 31 ) tense here, whereby the Lagerabstützbasen ( 140 . 141 . 49 ) of the semi-trailing arm ( 30 . 31 ) these according to the imaginary pivot axes ( 47 . 48 ) want to relocate. Due to the two-sided bracing but the imaginary pivot axes ( 47 . 48 ), so the virtual pivot points ( 140 ) in the direction of the center of the vehicle according to their elasticity. This effect leads to a stabilization - less changes - the toe. Vehicles with such self-steering behavior are more manageable in critical steering maneuvers and in sudden load change reactions, - brakes and gas again or go from gas to sudden braking maneuver - easier in corners and less prone to breaking out of the vehicle rear.

In 2 is a dimetric plan view of another constructive variant of the trailing arm axle with a composite axle ( 20 ) and coupled stabilizer halves ( 86 ), cf. also 3 ,

The axle carrier ( 20 ) is in this case essentially per vehicle side of a composite support tube ( 35 . 36 ) with a in the direction of travel ( 4 ) rear frame ( 34 ) for receiving the differential gear housing ( 50 ) educated. At its front end, the axle carrier ( 20 ) with a bridge ( 38 ) connected transversely. This bridge ( 38 ) has at its ends laterally projecting tubular end pieces ( 57 ), from each of which a front support tube ( 36 ) opposite to the direction of travel ( 4 ) stands out. In each front support tube ( 36 ) protrudes ever a rear support tube ( 35 ), each with the frame ( 34 ) is firmly connected.

The connection area of the carrier tubes ( 35 . 36 ) has a transition piece ( 37 ) for adjusting the diameter jumps of the support tubes ( 35 . 36 ) on. This transition piece ( 37 ) can with the two support tubes ( 35 . 36 ) be made in one piece. In a further embodiment of the support tubes ( 35 . 36 ) protrudes the rear support tube ( 35 ) in the front support tube ( 36 ) into it. Both carrier tubes ( 35 . 36 ) are here mutually displaceable and by the transition piece ( 37 ), which is formed in this case as a union nut with clamping property is fixed in position. This embodiment has the advantage that after releasing the transition piece ( 37 ) the support tubes ( 35 . 36 ) can be completely pulled apart. In the case of repair can thus perform a partial disassembly and assembly of the trailing arm axle. Also can be compensated for by this displacement manufacturing tolerances. For axle versions, with modified length dimensions of the semi-trailing arm ( 40 . 41 ), this adjustment can be used to adjust the axle carrier ( 20 ) and thus the use of identical parts can be achieved. For a change of the axle carrier ( 20 ) and / or the connection of the Aufbaulagerböcke ( 24 ), the component group consisting of the rear support tubes ( 35 ), the frame ( 34 ) and the bearing support arms ( 23 ), whereby other differential gearboxes ( 50 ) can be used.

Concentric with the aligned center lines ( 32 . 33 ) of the pivot bearing ( 30 . 31 ) are in this embodiment per pivot bearing ( 30 . 31 ) a torsion bar half ( 86 ). Both torsion bar halves ( 86 ) lie for the most part within the pivot bearing ( 30 . 31 ), wherein the vehicle outer sides facing ends rotationally fixed on the second joint tube ( 28 ) with the associated semi-trailing arm ( 40 . 41 ) are connected. Towards the middle of the vehicle, these torsion bar halves ( 86 ) from the pivot bearings ( 30 . 31 ) out. The end areas of these torsion bar halves ( 86 ) are formed for example with splines. For transmission of torques, the vehicle-centered ends of the torsion bar halves ( 86 ) via a U-shaped coupling ( 85 ), cf. 3 ,

The positioning of the paddock ( 85 ) with bottom web still has the additional function of a safety gear for the cardan shaft ( 70 ). In case of failure of the connection between propshaft ( 70 ) and connection to the differential gear ( 58 ) is replaced by this coupling ( 85 ) a complete dropping of the cardan shaft ( 70 ) prevented. This effect is also for maintenance of advantage because here the propeller shaft ( 70 ) on this paddock ( 85 ) can be supported.

These in the 2 and 3 illustrated torsion bar halves ( 86 ) with coupling ( 85 ) become necessary, since at low vertical height of the trailing arm axle in driven execution a continuous torsion spring ( 81 ) with the cardan shaft ( 70 ) would collide. In a non-driven embodiment, the torsion bar halves ( 86 ) and the paddock ( 85 ) of course by a continuous torsion bar to replace.

4 shows a dimetric plan view of a trailing arm axis with additional longitudinal leaf springs ( 120 ) and a stabilizer ( 80 ) with two resilient turns ( 88 ). In this embodiment, the differential gear housing ( 50 ) as a co-bearing component in the axle carrier ( 20 ) and not, as in the 2 and 3 shown on the axle carrier ( 20 ) attached.

To both sides of the wheel is ever a bell housing ( 52 . 53 ) fixed to the differential gear housing ( 50 ) connected. In the outer area of the housing bells ( 52 . 53 ) are in the direction of travel ( 4 ) one connecting part each ( 56 ) arranged in the form of a longitudinal carrier. These connecting parts ( 56 ) end at the Schwenklagern ( 30 . 31 ) and are interconnected in these areas by a bridge ( 22 ) connected. In the rear area of the housing bells ( 52 . 53 ) is in each case, for example, a sickle-shaped curved cantilever ( 54 . 55 ), with its free end behind the respective semi-trailing arm ( 40 . 41 ) at the level of the gas spring bellows ( 100 ) ends. At this end is in horizontal alignment a spring support ( 121 ) in the form of a plate. On these spring pads ( 121 ) are parallel to the vehicle longitudinal axis ( 6 ) Leaf springs ( 120 ) eg via vibration-damping intermediate supports ( 125 ) arranged. These leaf springs ( 120 ) are each provided with two clamping brackets ( 123 ) and one on top of the leaf springs ( 120 ) arranged pressure piece ( 122 ) on the spring support ( 121 ) held. In the direction of travel ( 4 ) in front of the spring support ( 121 ) has each leaf spring ( 120 ) a vertical offset upwards and ends in its longitudinal extent on the bearing plate ( 102 ) of the respective gas spring bellows ( 100 ) on which they rest. At the opposite end, each of these leaf springs ( 120 ) a reduction of the spring thickness, which in a spring eye ( 124 ) ends. This spring eye ( 124 ) is ever a U-shaped rocker ( 130 ) associated with its open end about the central axis of the spring eye ( 124 ) is pivotally mounted and whose closed area below the spring eye ( 124 ) is positioned. In the closed area of this rocker ( 130 ) is a sleeve ( 131 ) arranged. This sleeve ( 131 ) is on the vehicle body ( 8th ) or with a vehicle body ( 8th ) connecting component attached to this. The vehicle body ( 8th ) is hanging on the leaf spring ( 120 ), whereby the rocker ( 130 ) is loaded on train. This connection of the leaf springs ( 120 ) via a rocker ( 130 ) becomes necessary, because during the compression and rebound of the trailing arm axis the spring eye ( 124 ) a shift in the direction of travel ( 4 ) learns.

According to the 1 and 2 are the gas spring bellows ( 100 ) and their pistons ( 101 ) in the same installation position on the trailing arms ( 40 . 41 ) arranged. Likewise, the shock absorbers ( 110 ) with their lower ends on the vehicle-inner side of the respective semi-trailing arm ( 40 . 41 ) and with their in the direction of travel ( 4 ) inclined forward upper ends, for example via shock absorber bearing bolts ( 111 ) with the vehicle body ( 8th ) connected. The forward in the direction of travel free ends of the leaf springs ( 120 ) are on the upper bearing plates ( 102 ) of the gas spring bellows ( 100 ) attached. In vehicle standard position - not spring-loaded or rebounded - are the semi-trailing arms ( 40 . 41 ) and the leaf springs ( 120 ) in nearly parallel alignment with each other.

Now spring a semi-trailing arm ( 40 . 41 ) on or off, results in a different from the parallel positioning of these components to each other. As in this example - cf. 4 - shown, is the front end of the leaf spring ( 120 ) fixed to the bearing plate ( 102 ) connected. The gas spring bellows ( 100 ) takes over by appropriate inclinations and Verzwängungen the cardanic function of a joint. Of course, the leaf spring ( 120 ) but also via a separate joint with the bearing plate ( 102 ).

Both springs - gas spring bellows ( 100 ) and leaf spring ( 120 ) - are connected in series and can be used depending on the vote and interpretation of their spring rates in different spring ranges. It is conceivable, for example, that the leaf spring ( 120 ) for vibrations with large amplitudes and the gas spring bellows ( 100 ) can be tuned for short-stroke, high-frequency vibrations. Another possibility is the use of a regulated gas spring. In this case, for example, at high amplitudes of the gas spring bellows ( 100 ) are separated via throttle elements or switchable valves of a compensating volume, not shown. The gas spring bellows ( 100 ) then no longer allows gas displacement, whereby the leaf spring ( 120 ) takes over the sole spring share. The gas spring bellows ( 100 ) thus provides a relatively rigid connection between the trailing arms ( 40 . 41 ) and the leaf springs ( 120 ).

Another possibility is to increase the volume of the gas spring bellows ( 100 ) to adapt to the corresponding loading situation. When driving and during the loading process, the optimum level would always be set. Also, for ease of loading the vehicle by a partial emptying of the gas spring bellows ( 100 ) are drained. The vehicle is thereby lowered until the jounce stops ( 103 ) of the semi-trailing arm ( 40 . 41 ) on the vehicle body ( 8th ) come to the concern.

For active gas spring bellows ( 100 ) is in driving a corresponding to the vehicle body inclination counteracted roll compensation by appropriately increasing or decreasing the gas spring volume possible.

The in direction of travel ( 4 ) to the vehicle center oriented arms of the semi-trailing arms ( 40 . 41 ), have at their ends joint tubes ( 28 ), in the form of trunnions in the pivot bearings ( 30 . 31 protrude). In the embodiment according to 4 are in the direction of travel ( 4 ) oriented bearing cantilevers ( 90 ) on the joint tubes ( 28 ) appropriate. These cantilever arms ( 90 ) are frontally with a bearing cap ( 91 ), which are connected via the fastening screws ( 92 ) on the bearing support arms ( 90 ) are attached. The area of separation between the bearing bracket ( 90 ) and the bearing cap ( 91 ) is for receiving - in this case as a square recording - for the tail ( 89 ) of a stabilizer ( 80 ) educated. Of course, such a recording done in any geometric design. Transverse to the axial extent of the stabilizer ( 80 ) is close to the cantilever arms ( 90 ) the stabilizer ( 8th ), each with a helically wound spring coil ( 88 ) Provided. The at least approximately vertical center line of this spring coil ( 88 ) lies in the direction of travel ( 4 ) in front of the actual centerline of the stabilizer ( 80 ). Such a spring coil ( 88 ) facilitates a change in length of the stabilizer during compression or rebound ( 80 ). Also, the stabilizer ( 80 ) during compression and rebound by a length or compression of these spring coils ( 88 ) can take a smaller spatial inclination.

Here's a critical approach of stabilizer ( 80 ) and cardan shaft ( 70 ) - especially with equilateral rebound - to avoid, the propeller shaft ( 70 ) in the crossing area a constriction ( 71 ) on.

This variant also corresponds in its vertical dimension of the space-optimized versions comparative the 1 and 2 , The dimensions of the diameter of the wheel rim ( 9 ) is not exceeded.

1

wheel

2

wheel hub

3

brake disc

4

direction of travel

5

Vehicle footprint

6

vehicle longitudinal axis

7

tubular section

8th

vehicle body

9

Rim, wheel rim

10

wheel center transverse plane, horizontal

11

wheel center transverse plane, vertical

12

wheel center longitudinal plane, vertical

13

wheel contact

14

virtual endpoint

15

Just, support bracket forming straight line

16

Projection on ( 15 ), orthogonal

20

axle

21

Gabelträger

22

Bridge for ( 21 )

23

Lagerkragarm

24

Bodybuilders for ( 20 )

25

Elastomeric bearings, elastomer joint

26

first Joint tube, first joint tube section,

outer bearing sleeve

27

expansion joint, junction

28

second Joint tube, second joint tube section,

pivot

29

stiffening

30

pivot bearing right

31

pivot bearing Left

32

Centerline to ( 30 ), Pivot axis to ( 30 )

33

Centerline to ( 31 ), Pivot axis to ( 31 )

34

frame

35

support tube behind

36

support tube ahead

37

Adapter, transition piece

38

Bridge with tubular tails

39

bearing cap

40

Trailing arm, right

41

Trailing arm, Left

42

Anlenklager, pivot bearing

43

Elastomeric bearing to ( 42 )

44

Swivel axis to ( 40 )

45

Swivel axis to ( 41 )

46

Intersection of ( 44 . 45 )

47

imaginary pivot axis to ( 40 )

48

imaginary pivot axis to ( 41 ), resulting

Swivel axis to ( 41 )

49

Intersection of ( 45 . 47 )

50

Differential gear case

51

Fixing screws for ( 50 )

52

housing bell right

53

housing bell Left

54

cantilever, Spring bracket right

55

cantilever, Spring bracket left

56

Side member, connecting part

57

tubular end piece

58

differential gear

60

Drive half-shafts, drive shafts

61

internal joint for ( 60 )

62

outboard hinge for ( 60 )

63

flange

70

Propeller shaft, drive shaft

71

Kardanwellentaille, constriction

80

stabilizer

81

Torsion bar, Torsion bar

82

Retaining plate for ( 81 ), springy

83

Flange for ( 82 )

84

Fixing screws to ( 81 )

85

Koppel, Torsion coupling

86

Torsion bar half, torsion bar short

87

Spline, Spline

88

spring coil

89

Tail to ( 80 ), Square shot

90

cantilever, Lagerkragarm

91

Bearing cover to ( 90 )

92

Fixing screws to ( 91 )

100

Gasfederbälge

101

Piston to ( 100 )

102

Bearing plate to ( 100 )

103

Einfederanschläge

104

Cantilever too ( 103 )

110

shock absorber

111

Shock bearing bolt to ( 8th )

112

Shock bearing bolt to ( 40 . 41 )

120

leaf spring

121

Leaf spring edition, spring Plate

122

Pressure piece

123

tensioning bow

124

spring eye

125

Liner, dampening

130

rocker, fork swingarm

131

Sleeve to ( 130 )

140

virtual pivot to ( 42 )

141

virtual pivot to ( 30 . 31 )

142

Intersection of ( 44 . 49 ) to ( 144 )

143

wheel center

144

virtual Schräglenkerhebelarm in

design position

145

Intersection of ( 47 . 48 ) to ( 146 )

146

virtual Schräglenkerhebelarm at bouncy

or Sprung wheel

147

virtual connection line to ( 42 )

Claims (21)

Trailing arm axle with an axle carrier at whose front end in the direction of travel are the inner pivot bearing of the trailing arm arranged to the vehicle center, and mounted on the axle carrier or integrated differential gear housing and a stabilizer for connecting the two semi-trailing arm, characterized in that - the inner pivot bearing ( 30 . 31 ) of the semi-trailing arm ( 40 . 41 ) with the axle carrier ( 20 ) are firmly connected and - that the inner pivot bearing ( 30 . 31 ) of the semi-trailing arm ( 40 . 41 ) are rigid bearings and - that the center lines ( 32 . 33 ) of the inner pivot bearing ( 30 . 31 ) of the semi-trailing arm ( 40 . 41 ) transverse to the vehicle longitudinal axis ( 6 ) and are aligned. Trailing arm axle according to claim 1, characterized in that - the outer pivot bearings ( 42 ) of the semi-trailing arm ( 40 . 41 ) on the vehicle body ( 8th ) are pivotally mounted and - that the outer pivot bearing ( 42 ) of the semi-trailing arm ( 40 . 41 ) on a common, transverse to the vehicle longitudinal axis ( 6 ) aligned virtual connection line ( 147 ) lie. Trailing arm axle according to claim 1, characterized in that the transversely to the vehicle longitudinal axis ( 6 ) arranged inner pivot bearing ( 30 . 31 ) in its axial dimension, consisting of a first joint pipe section ( 26 ) and a second joint pipe section ( 28 ) approx. 50% of the half gauge. Trailing arm axle according to claim 1, characterized in that in the direction of travel ( 4 ) transverse to the vehicle longitudinal axis ( 6 ) aligned centerlines ( 32 . 33 ) of the inner pivot bearing ( 30 . 31 ) about 25% of the effective trailing arm length behind the transverse to the vehicle longitudinal axis ( 6 ) aligned virtual connection line ( 147 ) of the outer pivot bearing ( 42 ) is located. Trailing arm axle according to claim 1, characterized in that in the direction of travel ( 4 ) transverse to the vehicle longitudinal axis ( 6 ) aligned centerlines ( 32 . 33 ) of the inner pivot bearing ( 30 . 31 ) about 5% and the transverse to the vehicle longitudinal axis ( 6 ) aligned virtual connection line ( 147 ) of the outer pivot bearing ( 42 ) about 7% of the effective trailing arm length below the horizontal wheel center transverse plane ( 10 ) are located. Trailing arm axle according to claim 1, characterized in that the axle carrier ( 20 ) in the direction of travel ( 4 ) at its rear end via two elastomeric bearings ( 25 ) and two Aufbaulagerböcke ( 24 ) on the vehicle body ( 8th ) is stored. Trailing arm axle according to claim 1, characterized in that the axle carrier ( 20 ) in the direction of travel ( 4 ) on the outer pivot bearings ( 42 ) of the semi-trailing arm ( 40 . 41 ) by elastomeric bearings ( 43 ) on the vehicle body ( 8th ) is stored. Trailing arm axle according to claim 1, characterized in that the axle carrier ( 20 ) consists of a box profile with one-sided bifurcated ends and that these forked ends via a bridge ( 22 ) are interconnected. Trailing arm axle according to claim 1, characterized in that the axle carrier ( 20 ) in the direction of travel ( 4 ) arranged carrier tubes ( 35 . 36 ), a rear frame ( 34 ) and one in the direction of travel ( 4 ) lying at the front, the support tubes ( 36 ) connecting bridge ( 38 ) having. Trailing arm axle according to claim 1, characterized in that the support tubes ( 35 . 36 ) are mutually displaceable and in pairs by a transition piece ( 37 ) are interconnected. Trailing arm axle according to claim 1, characterized in that the axle carrier ( 20 ) over two in the direction of travel ( 4 ) behind the semi-trailing arms ( 40 . 41 ) ending cantilevers ( 54 . 55 ). Trailing arm axle according to claim 1, characterized in that the free ends of the cantilevers ( 54 . 55 ) one spring rest ( 121 ) and that on these spring pads ( 121 ) in vehicle longitudinal axis ( 6 ) oriented leaf springs ( 120 ) via clamping bracket ( 123 ) are attached. Trailing arm axle according to claim 1, characterized in that the leaf springs ( 120 ) in the direction of travel ( 4 ) lying back over wings ( 130 ) on the vehicle body ( 8th ) are attached. Trailing arm axle according to claim 1, characterized in that the leaf springs ( 120 ) in the direction of travel ( 4 ) with their free ends on the bearing plates ( 102 ) of the gas spring bellows ( 100 ) and with these ( 102 ) are firmly connected. Trailing arm axle according to claim 1, characterized in that the leaf springs ( 120 ) and the semi-trailing arms ( 40 . 41 ) are aligned in the vehicle normal position almost parallel to each other. Trailing arm axle according to claim 1, characterized in that on the inner sides of the semi-trailing arm ( 40 . 41 ) about 18% below the ho horizontal wheel center transverse plane ( 10 ) and about 12% in front of the vertical wheel center transverse plane ( 11 ) of the effective trailing arm length, the lower shock absorber bearing bolts ( 112 ) the shock absorber ( 110 ), the shock absorbers ( 110 ) by 25 to 40 degrees in the direction of travel ( 4 ) are inclined. Trailing arm axle according to claim 1, characterized in that the stabilizer ( 80 ) parallel over the aligned centerlines ( 32 . 33 ) of the pivot bearing ( 30 . 31 ) and by resilient retaining plates ( 82 ) with the trailing arms ( 40 . 41 ) connected is. Trailing arm axle according to claim 1, characterized in that the stabilizer ( 80 ) concentric with the central axes ( 32 . 33 ) of the pivot bearing ( 30 . 31 ) runs. Trailing arm axle according to claim 1, characterized in that the stabilizer ( 80 ) of two concentric with the central axes ( 32 . 33 ) of the pivot bearing ( 30 . 31 ) arranged torsion bar halves ( 86 ) with one in the middle of the vehicle the torsion bar halves ( 86 ) connecting U-shaped coupling ( 85 ) consists. Trailing arm axle according to claim 1, characterized in that the stabilizer ( 80 ) vertical to the direction of travel ( 4 ) arranged via spring coils ( 88 ), but at least one spring coil ( 88 ). Trailing arm axle according to claim 1, characterized in that the stabilizer ( 80 ) with the spring coils ( 88 ) essentially in front of the pivot bearings ( 30 . 31 ), the stabilizer ( 80 ) via bearing support arms ( 90 ) with the joint pipe sections ( 28 ) of the semi-trailing arm ( 40 . 41 ) connected is.