WO2007087793A1

WO2007087793A1 - Driven vehicle axle comprising an independent wheel suspension

Info

Publication number: WO2007087793A1
Application number: PCT/DE2007/000189
Authority: WO
Inventors: Klaus Wallgren
Original assignee: Zf Friedrichshafen Ag
Priority date: 2006-02-01
Filing date: 2007-01-30
Publication date: 2007-08-09
Also published as: DE102006004960A1

Abstract

The invention relates to a driven vehicle axle for a motor vehicle, especially a driven rear axle for an automobile. Said axle comprises a rear axle transmission (4) as well as a number of wheel guiding elements (1, 2, 3) for each wheel. The inventive vehicle axle is characterized in that at least one of the wheel guiding elements (1, 2, 3) of each wheel is indirectly or directly hinged to the rear axle transmission (4) while the rear axle transmission (4) is elastically connected to at least one supporting device (8, 17) that is elastically connected to the body structure. The inventive axle system is more compact while being less heavy and less expensive to produce than in prior art while the acoustic disconnection between the wheel suspension or the rear axle transmission and the vehicle body is maintained or improved compared to prior art. Inventive axle systems can be modularly adapted to different types of vehicle.

Description

Powered vehicle axle with independent suspension

description

The invention relates to a driven vehicle axle of a motor vehicle, in particular a driven rear axle of a passenger car with independent suspension, according to the preamble of patent claim 1.

Generic powered vehicle axles have proven particularly useful in passenger cars, as they represent a well optimizable based on numerous geometrical factors compromise between the desirable ride comfort and the required driving stability, agility and directional stability.

An essential influencing factor for the driving behavior of the motor vehicle is formed by the elastokinematics of the components of the wheel suspension, that is to say by the manner of the relative changes in position of the wheel guide elements under the action of force; wherein such relative position changes, in particular due to the more or less elastic connection of the wheel guide elements or Radführungslenker on the axle or in the region of the chassis of the motor vehicle arise.

From DE 100 19 391 Al a driven rear axle with independent suspension for a motor vehicle is known, in which the wheel carrier leading the handlebars are elastically connected to a so-called. Subframe or axle. Here is the subframe itself - again elastic - connected to the vehicle body. This double elastic connection of the Radführungslenker to the vehicle body is done with the background as far as possible suppression of Structure-borne sound transmission from the road or from the wheels to the body, and is thus at the service of ride comfort and noise reduction, especially in high-quality motor vehicles.

Known vehicle axles or independent wheel suspensions, which include such subframe or axle, but are initially relatively expensive in construction and production. This depends in particular on the subframe, or subframe, which is usually in the form of a spatially complex component, which has the additional task of supporting vehicle axles to receive the rear-axle transmission or differential gear and, for the most part, likewise to store it elastically.

Therefore, known subframe or axle often have the form of a rigid cage, which receives the axle in its interior by means of corresponding elastic bearing points, and provides in its outer areas corresponding bearing points for connection of the Radführungselemente. In addition, such a subframe or axle generally has a number of attachment points to the likewise elastic connection of the axle carrier, and thus indirectly also the wheel guide elements and the rear axle, to the chassis or vehicle body.

As a result, such subframe or axle carrier in the result, however, complex, highly loaded and thus heavy and expensive, as well as considerable space-demanding components, which are also usually vehicle-specific differently formed, which complicates the actually desirable in the field of suspension or axle systems modularization or impossible.

Although known from the prior art vehicle axles or suspensions that have no axle or subframe, while initially characterized by a structurally simpler structure. In such vehicle axles, however, allows the acoustic decoupling of both the axle drive as also the wheel carrier or the wheel guide elements to be desired, since in such vehicle axles without subframe usually no double acoustic decoupling of the transaxle or the Radführungselemente occurs.

With this background, it is the object of the present invention to provide a driven vehicle axle with independent suspension, with which the above mentioned, existing in the prior art disadvantages are overcome. The vehicle axle should in particular lead to advantages in terms of the required installation space, in terms of weight savings and in terms of cost reduction in design, production and assembly. Furthermore, improvements in the modularity of wheel suspensions and axle systems are to be achieved. Finally, with the vehicle axle and improvements in acoustics and structure-borne noise decoupling can be achieved.

This object is achieved by a vehicle axle having the features of patent claim 1.

Preferred embodiments are subject of the dependent claims.

In itself initially known manner, the vehicle axle according to the invention is provided in particular, but by no means exclusively, for use as a driven rear axle of a passenger car, and comprises in a manner also known per se a Hinterachsgetriebe and for each wheel a number of Radführungselementen, so for example a number of Radführungslenkern as wishbone, trailing arm and the like.

According to the invention, however, the vehicle axle is distinguished by the fact that at least one of the wheel guide elements associated with each wheel is articulated indirectly or directly on the rear axle transmission. The Hinterachsgetriebe is at the same time elastically connected to at least one support means, in turn, the support means is elastically connected to the body structure. In other words, this means first of all that at least one of the Radführungselemente each wheel - instead of the known from the prior art linkage on the subframe - according to the invention is rather hinged to the rear axle. This connection of at least one Radführungselements each wheel directly on the housing of the rear axle, or - for example via an adapter - indirectly on the housing of the Hinterachsgetriebes, first of all allows a significant simplification, or even the complete omission of the necessary in the prior art subframe and thus leads also to the weight and cost savings associated with this simplified design.

Furthermore, the inventive elastic connection of the rear axle on the support means, wherein the support means in turn is elastically connected to the body structure, also allows improvements in terms of Achsakustik or structure-borne sound decoupling. This is due to the fact that in the inventive connection of a Radführungselements - not as in the prior art only on the subframe, but rather sequentially both via the Hinterachsgetriebe and on the support means - leads to the vehicle body that initiated via the Radführungselement structure-borne noise has to go through a further, additional damping level compared to the prior art.

For in the prior art, the structure-borne sound is transmitted from the wheel guide via a first damping level on the subframe, and passed on from this via a second damping level partially to the body. In the invention, however, derived from the Radführungselement structure-borne sound is first on a first damping plane on the housing of the rear axle, from there via a further damping plane on the support means, and from this finally via a third damping level - to a much smaller proportion - to the vehicle body transfer. The contrast already existing in the prior art double acoustic decoupling of the rear axle (via the elastic connection of the rear axle on the subframe and the elastic connection of the subframe to the body) also remains in the vehicle axle or suspension of the invention (via the elastic connection of the rear axle on the support means, which in turn is also connected elastically to the body) obtained. Thus, the often acoustically conspicuous Hinterachsgetriebe or differential gear also in the present invention - compared to vehicle axles with subframe - simplified axle still remains twice and thus particularly well acoustically decoupled from the vehicle body.

Compared to conventional, also known from the prior art axles without axle or subframe, the vehicle axle according to the present invention, however, with respect to structure-borne sound and acoustics improved connection of both the axle and the Radführungselements over the vehicle body with comparable low structural complexity.

According to a particularly preferred embodiment of the invention, all of a wheel associated wishbone are indirectly or directly hinged to the rear axle. This embodiment has the advantage that in this way a subframe or axle is made obsolete, so can not only be simplified, but can be completely eliminated. In this way, a structurally particularly simple construction of the vehicle axle or wheel suspension is thus achieved. In addition, thus, the wishbone in the manner described above - not only as in the prior art on two sequential, ie successively connected attenuation levels - but even up to three sequential attenuation levels are connected to the vehicle body, with the corresponding advantageous consequences in terms of better structure-borne sound decoupling and acoustics. Furthermore, a stiff articulation of the wishbone is achieved due to the high rigidity of Hinterachsgetriebegehäuses so even without axle, which in turn brings beneficial effects in terms of driving dynamics and directional stability with it.

According to further preferred embodiments of the invention, at least one of the wheel guide elements of each wheel is articulated directly on the rear axle, or at least one of the Radführungselemente each wheel is articulated by means arranged on the rear axle flange device on the rear axle. The connection of a Radführungselements, such as a wishbone, directly on

Hinterachsgetxiebegehäuse leads to a particularly space-saving, robust and rigid connection between the rear axle and wishbone. Optionally, the connection of a wheel-guiding element on the rear-axle transmission by means of an adapter or flange device arranged on the rear axle transmission permits a particularly great flexibility and modularity with regard to variant formation as well as with respect to arrangement and length of the wheel-guiding element.

If a plurality of wheel-guiding elements of a wheel are articulated on the rear-axle transmission, a combination of wheel-guiding elements articulated directly on the rear-axle transmission and indirectly via a wheel-guide element arranged on the rear-axle transmission can also be provided. Such a combination of directly and indirectly on Hinterachsgetriebe articulated wheel guiding elements is advantageous in terms of a better space utilization, modularity and in the sense of broadening the support base between the individual Radführungselementen or wishbones.

According to a further preferred embodiment of the invention, the rear axle is connected by means of at least two spaced-apart support means with the vehicle body. In this case, a rear carrier device is arranged in the direction of travel in the rear region of the rear axle, or behind the rear axle. The connection of the Hinterachsgetriebes to the body by means of two spaced support means allows a better and safer support of the rear axle, in particular with regard to torques, which are introduced from the drive, or via the articulated at the rear axle Radführungselemente in the housing of the Hinterachsgetriebes.

According to further preferred embodiments of the invention, the rear support means is connected via two horizontally spaced elastic bearing means connected to the Hinterachsgetriebe or to the body. On the one hand, these embodiments make possible a structurally simple design of the carrier device and, on the other hand, permit the taking up of torques with at the same time little twisting.

The latter applies in particular, as provided by a further embodiment of the invention, when the horizontal distance of the elastic bearing devices, with which the rear support means is connected to the vehicle body, is greater than or equal to half the gauge of the motor vehicle. Thanks to this embodiment, despite the desirable in terms of comfort improvement use of soft elastomeric bearings considerable torques are introduced into the body, without - thanks to the wide support base due to the large distance of the storage facilities - comes to significant twisting between the support means and the body.

For the realization of the invention, it is initially not essential, which constructive design and shape receives the rear support means, as long as the initiation of the costs incurred in the rear axle and forces on the rear support means in the body structure is guaranteed. According to a preferred embodiment of the invention, however, the rear support means is formed substantially by a transverse to the direction of travel strut.

The execution of the rear support means in the form of such a carrier strut leads to a very simple construction of the suspension of the present invention serving as a point of articulation for Radführungselemente rear axle. In this way, in the design, manufacture and assembly can be compared to the complex axle carriers or subframes from the prior art, first of all considerable cost savings to save. Furthermore, a rear carrier device designed essentially in the form of a carrier strut for the rear axle drive can very easily be produced or held in different lengths. In this way, the desirable modular structure of the suspension or the axle system is supported, and the axle system can be easily adapted to the most diverse vehicle types with little effort, for example by means of adapter devices.

According to a further preferred embodiment of the invention, a front support means for suspending the rear axle is arranged direction of travel in the front region of the rear axle, or in front of the rear axle. In this way, together with the rear support means, an enlarged support base is provided for suspending the rear axle for the introduction of forces and torques from the rear axle to the body structure.

In this case, the front carrier device is particularly preferably connected via at least one elastic bearing device both to the rear axle transmission and to the vehicle body. In this way, similar to the rear support means, also in the front support means a double acoustic decoupling of the rear axle, starting from the first elastic bearing means, on the front support means and the second elastic support means, on the vehicle body.

Preferably, the front carrier device is arranged on a boom connected to the rear axle, wherein the boom extends substantially in the direction of travel of the vehicle. Due to the thanks to the boom further forward displaced front Anlenkpunkts for rear axle again softer elastomeric bearings can be used to suspend the rear axle, without that at the same time undesirable shifts of the rear axle in force or Momentum comes. At the same time a better acoustic decoupling between Hinterachsgetriebe and body structure is achieved by the softer designed storage facilities.

According to a further preferred embodiment of the invention, the connection between the boom and the front support means is formed by a substantially annular elastomer bearing embracing the arm. Such an annular elastomeric bearing, which preferably surrounds the boom at the end, is robust and at the same time particularly space-saving.

According to further preferred embodiments of the invention, the boom is formed by a boom tube, wherein preferably the propeller shaft extends to the rear axle at least in sections by the boom tube. The design of the boom as a boom tube is advantageous in that a tubular boom has a high bending stiffness with low weight.

The course of the cardan shaft through the boom tube brings a structurally advantageous double benefit and also leads to further mass and space savings. Particularly preferably, the propeller shaft is at least partially stored in the boom tube. In this way, a particularly high structural integration is achieved, and the propeller shaft and its storage are particularly effectively protected against environmental influences or damage.

The invention can be realized independently of how many wheel guide elements are present and how the existing wheel guide elements are structurally designed and arranged. According to a preferred embodiment of the invention, however, the vehicle axle has a trailing arm element. In this case, the spring element assigned to the respective wheel engages directly on the trailing arm element. This embodiment allows - compared to the articulation of the spring element on the wheel or wishbone - a greater freedom of design in the area of the wishbone and the spring element. In particular, the spring element can be arranged deeper in this way, whereby in the area of Wheel suspension space is free, which can be used for example to increase the vehicle interior or trunk.

With this background, it is provided according to a further preferred embodiment of the invention that all of a wheel associated wishbone are designed as tension or compression struts. This leads to further weight savings, since due to the arrangement of the spring element on the trailing arm element of the wishbones no bending moments more, but only tensile or compressive forces are to be transmitted. In this way, the driving comfort with decisive unsprung masses are further reduced.

According to a further preferred embodiment of the invention, the vehicle axle comprises a roll stabilizer. In contrast to the prior art, the wheel-side connection of the roll stabilizer does not take place on one of the control arms, but rather on the wheel carrier or on the trailing arm. In this way, the bending loads acting on the wishbone are reduced, which in turn allows the mass reduced design of the wishbone with a smaller cross section.

According to a further, likewise preferred embodiment of the invention, it is provided to arrange the body-side connection of the trailing arm such that the connection of the trailing arm in the vehicle transverse direction - with respect to the wheel inner plane spanned by the vehicle-side wheel surface - is on the vehicle side.

This means in other words that the front linkage of the trailing arm according to this embodiment of the invention, which is often arranged approximately in the wheel center plane in the prior art, is displaced approximately horizontally to a certain extent toward the center of the vehicle. This ensures that the forces acting on the trailing arm, in particular the spring force of a spring element articulated on the trailing arm, only low tilting moments transmitted to the trailing arm and thus also to the suspension or on the wheel. In this way, the under Einhiss the spring force of the spring element caused tilt tendency or camber change of the respective wheel and reduce the rubber bearing preload and improve the toe behavior.

A further embodiment of the invention provides that the body-side connection of the trailing arm element takes place on the front support means of the rear axle. This embodiment, which can be used, for example, when the front support device is designed, for example, as a cross member, is particularly advantageous insofar as in this way also a double acoustic decoupling of the trailing arm element - on the one hand via the elastic connection of the trailing arm element to the front support means and on the other hand via the likewise elastic connection of the front support means to the body - can be done.

In the following the invention will be explained in more detail with reference to exemplary embodiments illustrative drawings. It shows:

Figure 1 is an isometric view of suspension or axle system of a driven rear axle of a passenger car according to the prior art in an oblique front view.

2 is a schematic isometric view of a wheel suspension of a driven rear axle according to an embodiment of the present invention in an oblique front view;

Fig. 3 in a figure 1 corresponding representation and view suspension of a driven rear axle according to another embodiment of the present invention;

4 shows in a figure 1 and 3 corresponding representation and view suspension of a driven rear axle according to another embodiment of the present invention; FIG. 5 is an isometric view of the wheel suspension according to FIG. 3 in a further oblique front view; FIG.

Fig. 6 in a figure 5 corresponding representation and view of the suspension according to Figure 4;

7 is an isometric view of the wheel suspension according to FIGS. 3 and 5 in an oblique rear view; and

Fig. 8 in a figure 7 corresponding representation and view of the suspension according to Figure 4 and 6.

In Figure 1 shows in isometric view in an oblique front view of the suspension or the axle system of a driven rear axle of a passenger car according to the prior art.

It can be seen the two each with trailing arms 1 and wishbones 2, 3 provided suspension as well as the rear axle or differential gear 4. The axle system shown here includes in particular a rear axle 5, which extends like a cage over and around the rear axle 4. The rear axle 5 is first connected by means of a series of elastomeric bearings 6 once with the chassis (not shown), or with the body structure of the motor vehicle.

Furthermore, 5 essential components of the suspension or the rear axle are attached to the rear axle. This applies in particular for both the upper and lower wishbones 2 of the respective suspension as well as for the rear axle 4 itself. In other words, the axle support 5 represents the component that the vibration-decoupled assembly of the entire rear axle as an assembly, including the rear axle 4 on the vehicle chassis.

In this case, both the rear axle 4, and the control arms 2, 3 are acoustically or vibrationally double in this known from the prior art axle system decoupled from the vehicle chassis, since both the Hinterachsgetriebe 4 and the control arm 2, 3 are initially hinged once elastically on the axle 5, while the axle 5 is itself connected by means of the elastomeric bearing 6 again elastically to the vehicle chassis. In this way, a good acoustic decoupling between the road and the vehicle, or between the rear axle 4 and the vehicle interior is already achieved in the prior art.

However, due to the axle support 5 previously required, such axle systems are comparatively complicated and thus expensive. This is particularly related to the fact that the axle 5 of such a rear axle is a highly loaded and thus tends to be heavy and expensive component, which also claimed a significant amount of space on the underbody of the motor vehicle. In addition, such an axle carrier 5 usually has to be designed vehicle-specific, which likewise leads to comparatively high costs, and as a result of which the modularization of wheel suspensions or axle systems, which is desirable in the course of reducing the variety of variants, is made more difficult.

2 shows a schematic, isometric view of the suspension of a driven rear axle according to an embodiment of the present invention. It can be seen first of all that the axle system according to FIG. 2, in contrast to the prior art according to FIG. 1, does not comprise a complicated cage-like axle carrier 5. Rather, in the rear axle according to FIG. 2, in particular the wishbones 2, 3 are no longer connected to the axle carrier 5, which has been omitted here, but instead are articulated on the housing of the rear axle 4. This means in other words that the Hinterachsgetriebe 4 here according to the invention assumes a substantial part of the tasks of the fallen axle carrier 5.

Already this leads to an increased functional integration of the entire axle system, and thus initially enables considerable cost and weight reduction due to omission of the axle carrier 5. Furthermore, with the omission of the axle carrier 5, installation space is also saved to a not inconsiderable extent, in particular in the region above Hinterachsgetriebes 4. As a result, for example, either the ground clearance of the motor vehicle increase, or the body floor in the region of the rear axle 4 can be lowered, which can be achieved, for example, enlargements of the trunk.

Finally, in this way, the effective length of the control arm 2, 3 can be increased, whereby the resulting geometry changes during compression fail smaller and with what the driving behavior can be influenced in an advantageous manner.

It can be seen in Figure 2 further that the Hinterachsgetriebe 4 is connected by means of two trained as a cross member 7, 8 fasteners with the vehicle chassis. In this case, front cross member 7 and rear cross member 8 are connected by means of elastomer bearings 9, 10 and 11, 12 each with both the rear axle 4 and the vehicle chassis. This means in other words that the Hinterachsgetriebe 4 despite the dropped axle carrier 5 is still doubly acoustically decoupled from the vehicle body.

With the axle system according to FIG. 2, with respect to the control arms 2, 3-in comparison to the prior art according to FIG. 1-even an acoustic attenuation improved by an additional damping level is achieved. Because the wishbone 2, 3 are first elastically connected by the elastomeric joints 13 with the housing of the Hinterachsgetriebes 4, the housing of the Hinterachsgetriebes 4 is in turn also by means of elastomeric bearings 10, 12 elastically connected to the cross members 7, 8, and finally are the cross member 7, 8 itself in turn connected by means of the elastomeric bearings 9, 11 with the vehicle chassis, or with the vehicle body.

In the prior art according to FIG. 1, on the other hand, the control arms 2, 3 are not triply, but only two times acoustically decoupled from the vehicle body; namely on the one hand on the elastic connection of the control arms 2, 3 on the axle 5, and on the other hand by means of the elastic connection 6 of the axle beam 5 on the body. The axle system according to Figure 2 also has the peculiarity, according to which the front cross member 7, which serves primarily for suspending and supporting the front portion of the rear axle 4 relative to the vehicle chassis, in the embodiment according to Figure 2 also as a linkage for the trailing arm 1 of Suspension is used. This means in particular that in this way, the trailing arm 1 can be acoustically decoupled from the vehicle chassis via an additional damping level.

Figures 3 and 4 show two mutually constructively related embodiments of suspensions for a driven rear axle according to further embodiments of the present invention.

One recognizes first of all in particular the connection of the control arms 2, 3 on the rear axle 4, which takes place in the embodiments according to Figure 3 and Figure 4 each by means of an auxiliary flange 14. In this case, the auxiliary flange 14 is disposed in the front region of the rear axle 4 between the Hinterachsgetriebegehäuse 4 and a boom 15, wherein the boom 15 receives parts leading to the rear propshaft 16. Further, from the figure 3 and 4, each formed as a cross member 8 rear suspension of - at the same time the axle forming or replacing - rear axle 4 shows.

It can be seen that the trained as a cross member 8 rear suspension of the rear axle s 4 can be structurally particularly simple, also space-saving in the direction behind the rear axle 4 is arranged, and also, for use in different types of vehicles, in the simplest way modular in different versions and in particular length dimensions can be performed.

In this case, the rear cross member 8 is connected by means of two elastomer bearing points 11, 12 both with the body structure and with the rear axle 4. Is - as in the embodiment of Figure 3, the case - a rear cross member. 8 chosen with comparatively long length, so can be used in particular for the connection 11 between the cross member 8 and body, with a suitable design, however, also for the connection 12 between the rear axle 4 and cross member 8, comparatively soft elastomeric bearings, without causing undesirably large movements or Twists of the rear axle 4 against the body comes. Thanks to the thus usable soft elastomeric bearings but also generated by the suspension or rear axle 4 or introduced vibrations and acoustic disturbances are particularly effectively ausgefütert.

The embodiments according to FIG. 3 and FIG. 4 also differ on the basis of the front connection between the rear axle 4 and the vehicle body. In both cases, that is to say both in the embodiment according to FIG. 3 and in the embodiment according to FIG. 4, the rear axle 4 has a bracket 15 projecting forward in the direction of travel of the motor vehicle, which also accommodates a portion of the propeller shaft 16 leading to the rear axle 4. However, the boom 15 is used at the same time the front support and suspension of the rear axle 4, and thus also the suspension or the control arm 2 and 3 on the vehicle body. For this purpose, an intermediate carrier 17 is arranged in the region of the direction of travel related front end of the boom 15 of the rear axle 4, which is in turn connected by means of other elastomeric bearings 19 both elastically with the front end of the boom and with the vehicle body.

In other words, this means that in this way double acoustic decoupling of the rear axle 4 relative to the body structure of the motor vehicle also takes place in the region of the front suspension of the rear axle. In the embodiment according to FIG. 3, the intermediate carrier 17 is essentially connected to the front end of the arm by means of a standard elastomer bearing 18 (here covered by the universal joint). The connection of the intermediate carrier with the body structure, or with the (not shown) Kardantunnel, also takes place again on elastomeric bearings 19th In the embodiment according to FIG. 4, the intermediate carrier is connected to the front end of the extension arm 15 by means of an annular elastomer bearing 20. Two further elastomeric bearings 19 again make the connection with the body structure, whose extensions are indicated here by the box-shaped component 21.

In FIGS. 5 and 6, the wheel suspensions or axle systems according to FIGS. 3 and 4 are shown again in a different oblique view with a different bracket angle. It can be seen again the rear axle 4 with the respective receiving flange 14 for the vehicle side bearing of the control arm 2, 3, the rear suspension of the rear axle 4 in the form of the cross member 8, and the front suspension of the rear axle 4 by means of boom 15 and intermediate carrier 17th

From Figures 5 and 6 also shows a significant further difference from the prior art. This difference is that in the embodiments of inventive suspension according to Figure 1 to 8 both spring elements 22 and 23 and damper element 24 directly on the wheel or on the directly connected to the wheel longitudinal arm 1 attack. This is advantageous insofar as the wheel carrier or trailing arm 1 in any case represent highly loaded and thus comparatively solid components that readily enable the introduction of forces and moments via spring or damper elements 22, 23, 24.

In this way, however, at the same time the wishbones 2, 3 are completely relieved of the introduced by spring or damper elements 22, 23, 24 forces and moments, and thus can be formed substantially as a rod-shaped tension or compression struts. The associated advantage becomes clear in particular on the basis of a comparison with the prior art according to FIG. 1, where it can be clearly seen that in particular the upper transverse link represents a comparatively solid component. This is related to the prior art so that the articulation of the spring element 22 takes place on the upper wishbone 3, whereby the upper wishbone 2 in the known axle system according to Figure 1 not only tensile and compressive forces, but also significant bending moments must be transmitted and dimensioned accordingly , The wishbones 2, 3 of the embodiments according to Figure 2 to 8, however, must transmit, however, no bending moments. The wishbones 2, 3 of the embodiments according to Figures 2 to 8 are thus shown as much simpler and less expensive strut-like components, which further not only the space occupied by the control arms 2, 3 space, but also in particular the unsprung masses can be reduced.

In order to minimize the generation and initiation of tilting moments, in particular by the spring element 22 in the trailing arm 1, which may otherwise lead to lane and in particular unwanted camber changes of the wheel is in the embodiments of the vehicle axles according to the invention according to Figure 3 to 8, the vehicle-side articulation point 25th of the trailing arm 1 - compared to the prior art according to Figure 1 - arranged to a certain extent from the Radmittelebene away towards the vehicle center shifted. This results in that the point 26 of the particular introduced by the spring element 22 forces closer to the imaginary connecting line 27 between front connection point 25 of the trailing arm 1 and wheel center is moved, whereby the spring force and the distance d of the point 26 of the spring force of this imaginary line 27 tilting moments accordingly be reduced proportionally.

FIGS. 7 and 8 again show the wheel suspensions or axle systems according to FIGS. 3 and 4, or according to FIGS. 5 and 6, in a further isometric oblique view with an oblique view from the rear. It can be seen in particular the above-described arrangement of the spring elements 22, 23 and damper elements 24 which act directly on the wheel carrier or trailing arm 1. Furthermore, front and rear suspensions of the rear axle 4 are also recognizable by means of the intermediate carrier 17 or by means of the cross member 8, including the respective double acoustic decoupling by series-connected elastomer bearings 11, 12 and 19, 20. A comparison with the prior art shown in Figure 1 makes it clear that with the axle systems or wheel suspensions according to Figures 2 to 8, a considerably simplified structure is achieved in which in particular due to the omission of the complex axle carrier, and due to Umplatziemng the Spring or damper elements 22, 23, 24 of the wishbones 2, 3 to the wheel or to the trailing arm 1 a considerable amount of space, especially in the vertical direction, is released. This space is thus available for other modules, or can be used to increase the vehicle interior or trunk.

As a result, it is clear that with the invention, a suspension or an axle system is provided, which bring over the prior art significant advantages due to a reduced space requirement with parallel reduction of weight and cost with it. At the same time, the vibration characteristics and the acoustic decoupling between the wheel suspension and the vehicle body can be maintained or even improved compared to the prior art. Furthermore, axle systems can be interpreted thanks to the invention with less design effort and with greater modularity, or it can be changes or variants easier, faster and more cost-effective.

The invention thus makes a significant contribution to constructive simplification while maintaining or improving the central quality parameters in demanding axle systems; especially for the case that in the construction of wheel suspensions and axle systems cost reductions with simultaneously increased performance requirements stand in the foreground. LIST OF REFERENCE NUMBERS

Trailing arm

wishbone

Rear axle drive e, Differential gearbox

axle

elastomeric bearings

Front cross member

Rear cross member

elastomeric bearings

elastomer joint

Hüfsflansch

boom

propeller shaft

subcarrier

elastomeric bearings

body connection

spring element

Damping element

Trailing arm pivot point

Force application point

distance

connecting line

Claims

Self-propelled vehicle axle with independent suspension Patent claims

1. Driven vehicle axle of a motor vehicle, in particular driven rear axle of a passenger car, the axle having independent suspension and a Hinterachsgetriebe (4), and for each wheel a number of Radführungselementen (1, 2, 3), characterized in that at least one of Radführungselemente (1 , 2, 3) of each wheel is articulated directly or indirectly on the rear axle (4) and that the rear axle (4) is elastically connected to at least one support (8, 17), the support (8, 17) being resiliently connected to the body structure is.

2. Vehicle axle according to claim 1, characterized in that the wheel associated with a wishbone (1, 2) are articulated directly or indirectly on the rear axle.

3. Vehicle axle according to claim 1 or 2, characterized in that at least one of the wheel guide elements (1, 2, 3) of each wheel is articulated directly on the rear axle (4).

4. Vehicle axle according to one of claims 1 to 3, characterized in that at least one of the Radführungselemente (1, 2, 3) of each wheel by means of a Hinterachsgetriebe (4) arranged Flanscheinrichtung (14) is hinged to the rear axle (4).

5. Fahrzeugach.se according to one of claims 1 to 4, characterized in that the Hinterachsgetriebe (4) by means of at least two spaced-apart support means (8, 17) is connected to the body, wherein a rear support means (8) driving direction related in the rear area of the rear axle (4) and behind the Hinterachsgetriebe (4) is arranged.

6. Vehicle axle according to claim 5, characterized in that the rear support means (8) via two horizontally spaced elastic bearing means (12) with the Hinterachsgetriebe (4) is connected.

7. Vehicle axle according to claim 5 or 6, characterized in that the rear support means (8) via two horizontally spaced elastic bearing means (11) is connected to the vehicle body.

8. Vehicle axle according to claim 7, characterized in that the horizontal distance of the elastic bearing devices (11) is greater than or equal to half the track width of the motor vehicle.

9. Vehicle axle according to one of claims 5 to 8, characterized in that the rear support means (8) is formed substantially by a transverse to the direction of travel carrier strut (8).

10. Vehicle axle according to one of claims 5 to 9, characterized in that a front support means (17) is arranged in the direction of travel in the front region of the rear axle (4) or in front of the rear axle (4).

11. Vehicle axle according to claim 10, characterized in that the front support means (17) via in each case at least one elastic bearing means (20, 19) is connected both to the rear axle (4) and to the vehicle body.

12. Vehicle axle according to claim 10 or 11, characterized in that the front support means (17) on a boom (15) of the rear axle (4) is arranged, wherein the arm (15) extends substantially in the direction of travel of the motor vehicle.

13. Vehicle axle according to claim 12, characterized in that the connection between the boom (15) and the front support means (17) by a boom (15) encompassing, substantially annular elastomeric bearing (20) is formed.

14. Vehicle axle according to claim 12 or 13, characterized in that the boom (15) is formed by a boom tube.

15. Vehicle axle according to claim 14, characterized in that the propeller shaft (16) extends at least in sections through the boom tube (15).

16. Vehicle axle according to claim 14 or 15, characterized in that the propeller shaft (16) is at least partially mounted in the boom tube (15).

17. Vehicle axle according to one of claims 1 to 16, characterized in that the vehicle axle has a trailing arm element (l), wherein the respective wheel associated spring element (22, 23) engages the trailing arm element (l).

18. Vehicle axle according to claim 17, characterized in that the wheel-associated wishbones (2, 3) are designed as tension or compression struts.

19. Vehicle axle according to claim 17 or 18, characterized in that the vehicle axle comprises a roll stabilizer, wherein the wheel-side connection of the roll stabilizer on the wheel carrier or on the trailing arm (l) is arranged.

20. Vehicle axle according to one of claims 17 to 19, characterized in that the body-side connection (25) of the trailing arm element (1) is arranged on the vehicle side in the vehicle transverse direction with respect to the wheel inner plane spanned by the vehicle-side wheel surface.

21. Vehicle axle according to one of claims 17 to 20, characterized in that the body-side connection (25) of the trailing arm element (I] on the front support means (7).

22. Vehicle axle according to one of claims 10 to 22, characterized in that the front support means (7) is substantially formed by a transverse to the direction of travel strut.