WO2016096294A1

WO2016096294A1 - Connecting element between a transverse leaf spring and a wheel mount of a motor vehicle wheel suspension

Info

Publication number: WO2016096294A1
Application number: PCT/EP2015/076900
Authority: WO
Inventors: Klaus Wallgren
Original assignee: Zf Friedrichshafen Ag
Priority date: 2014-12-15
Filing date: 2015-11-18
Publication date: 2016-06-23
Also published as: DE102014225884A1

Abstract

Disclosed is a connecting element (30) for a motor vehicle wheel suspension (1) for connecting a transverse leaf spring (8) extending in the vehicle transverse direction to a wheel mount (2), which comprises a transverse leaf-side first fastening region (32), in which the connecting element (30) can be rigidly fastened to the transverse leaf spring (8), a wheel mount-side second fastening region (33), which comprises a bearing element (35), by means of which the connecting element (30) can be connected in an articulated manner to the wheel mount (2) at a wheel mount articulation point (29), and comprises an intermediate region (34) configured between said two fastening regions (32, 33). According to the invention, the intermediate region (34) is configured to be flexible configured in the transverse direction of the transverse leaf spring (8) provided therefor, and/or the bearing element (35) is configured to be axially displacable and/or elastically resilient in the transverse direction of the transverse leaf springs (8) provided therefor, such that the wheel carrier articulation point (29) provided therefor can be displaced in the vehicle longitudinal direction with respect to the transverse leaf spring (8) provided therefor, within a displacement region (31), so that the transverse leaf spring (8) is substantially decoupled with respect to the vehicle coordinate system from the wheel carrier (2), in terms of the longitudinal forces.

Description

Verbindungsunqselement between a transverse leaf spring and a Radträqer a

Kraftfahrzeuqradaufhänqunq

The present invention relates to a connecting element for a

Vehicle wheel suspension for connecting a transversely extending in the vehicle transverse direction transverse leaf spring with a wheel according to the closer defined in the preamble of claim 1. Art Furthermore, the present invention relates to a suspension for a motor vehicle with such a connecting element according to the closer defined in the preamble of claim 13. Art.

From DE 10 201 1 081 693 A1 a holder for a leaf spring is a

Vehicle wheel suspension known. The holder includes a

Spring mounting portion for fixing the spring to the bracket and a Radträgerbefestigungsbereich for mounting a wheel carrier to the spring. The holder has a deformation region for transmitting power from the

Spring attachment area on the Radträgerbefestigungsbereich on. Of the

Deformation is designed so that it plastically deformed when a force - which exceeds a certain limit force and in particular could lead to damage to the spring - from the Radträgerbefestigungsbereich on the

Spring attachment area is transmitted. The holder is also designed such that in the transmission of forces which are in the normal range, in the

Essentially not elastically deformed, allowing a stable and consistent guidance of the wheels.

The object of the invention is based on the features of

Claims 1 and 13 solved. Further advantageous embodiments will become apparent from the dependent claims and the drawings.

A connection element for a vehicle wheel suspension, in particular for a rear suspension, is proposed. The connecting element is used for

Connecting a transverse leaf spring extending in the vehicle transverse direction with a wheel carrier. The connecting element comprises a transverse-blade-side first

Mounting area. In this, the connecting element is rigid - ie in Vehicle longitudinal direction, vehicle transverse direction and vehicle vertical direction immovable - attachable to the transverse leaf spring. Furthermore, the connecting element has a wheel carrier-side second fastening region. In this second

Mounting area is arranged a storage element. By means of the

Storage element, the connecting element in a Radträgeranlenkpunkt the wheel carrier is pivotally connected thereto. As Radträgeranlenkpunkt that portion of the wheel carrier is to be understood, in which the connecting element can be hinged. In addition, the connecting element comprises an intermediate region formed between these two fastening regions. Of the

Intermediate area thus connects the two attachment areas together.

Especially when designed as a fiber composite component transverse leaf spring whose life is reduced when the transverse leaf spring is bent in its transverse direction or according to the intended installation position in the vehicle longitudinal direction. such

Vehicle longitudinal forces or transverse lateral forces, which cause a bending of the transverse leaf spring in its transverse direction, occur increasingly when the transverse leaf spring is wheel-guiding, in particular acting as a wishbone. In particular, in such applications, namely increasingly displacements occur between the transverse leaf spring and the Radträgeranlenkpunkt the wheel carrier

Vehicle longitudinal direction on.

Because of this, the intermediate area is in the proposed

Connecting element in the transverse direction of the transverse leaf spring provided for this purpose - d. H. in the transverse direction of the connecting element and / or according to the installation position in

Vehicle longitudinal direction - formed so flexible and / or flexible that the designated Radträgeranlenkpunkt in the vehicle longitudinal direction relative to the designated transverse leaf spring within a shift range is displaced. As a result, the intermediate region is formed such that the two

Fixing areas can shift relative to each other in the vehicle longitudinal direction. As a result, the transverse leaf spring from the wheel carrier with respect to the

Vehicle coordinate system, preferably in and / or counter to the direction of travel, are substantially longitudinal decoupled. As a result, the intermediate region is formed so flexible and / or flexible that the second attachment region relative to the first attachment region in the vehicle longitudinal direction is relatively movable. Preferably, this intermediate region, in particular due to its

Shaping, in vehicle vertical direction and / or vehicle transverse direction stiff, d. H.

unyielding, formed, so that the elastic displacement movement of the two attachment areas is guided to each other in the vehicle longitudinal direction.

Additionally or alternatively, the bearing element is in the proposed

Connecting element formed in the transverse direction of the transverse leaf spring provided axially displaceable, i. in particular axially displaceable, axially

slidably mounted and / or axially displaceable storable, in particular on a fastened in the Radträgeranlenkpunkt fastening bolts. The bearing element is thus formed so axially displaceable that provided for this purpose

Radträgeranlenkpunkt, especially in the passive steering of the wheel carrier on the Radhub, in the vehicle longitudinal direction relative to the designated transverse leaf spring within the displacement range is displaced. As a result, the transverse leaf spring is substantially longitudinally decoupled from the wheel carrier. The term "longitudinally decoupled" refers to vehicle longitudinal forces which act in the longitudinal direction of the vehicle with respect to the vehicle coordinate system, and thus vehicle longitudinal forces cause high lateral forces in the vehicle without a correspondingly formed longitudinal force decoupling

Transverse leaf spring (transverse leaf forces). In order to reduce and / or avoid such lateral transverse forces, the bearing element is thus designed to be axially displaceable (for example axially displaceable, axially displaceably storable and / or axially displaceable) that the second fastening region of the

Connecting element relative to the Radträgeranlenkpunkt the designated wheel carrier in the vehicle longitudinal direction is relatively movable. As a result, the forces acting on the transverse leaf spring vehicle longitudinal forces can be reduced, so that the

Life of the transverse leaf spring can be increased.

Alternatively or additionally, the bearing element of the proposed

Connecting element formed in the transverse direction of the provided transverse leaf spring elastically yielding that the designated Radträgeranlenkpunkt in the vehicle longitudinal direction relative to the designated transverse leaf spring within the displacement range is displaced. For this purpose, the storage element Preferably, a rubber body with at least one recess, by means of which the opposing movement resistance of the rubber body in the transverse-leaf transverse direction or vehicle longitudinal direction in comparison to a trained as a solid body

Rubber body is reduced.

The elastic compliance of the bearing element is therefore designed such that the transverse leaf spring from the wheel is substantially longitudinally decoupled. This means that vehicle longitudinal forces at least reduced and / or in the

Substantially fully compensated. The second attachment region of the connecting element is thus, in particular in the passive steering of the wheel carrier on the Radhub, relative to the Radträgeranlenkpunkt the designated wheel carrier in the vehicle longitudinal direction relatively movable. This can

be avoided advantageously that at a displacement of the wheel carrier relative to the transverse leaf spring in the vehicle longitudinal direction, in particular during the compression and rebound of the wheel, too high transverse forces - d. H. forces acting in the vehicle longitudinal direction or transverse transverse direction - are transmitted to the transverse leaf spring, which would cause a bending of the transverse leaf spring in the vehicle longitudinal direction or about the vehicle vertical axis.

By means of the appropriately trained intermediate area and / or

Storage element of the connecting element can thus a

Longitudinal force decoupling between the wheel and the transverse leaf spring can be effected. Furthermore, a rotation of the transverse leaf spring about its longitudinal axis by the thus formed intermediate region and / or the thus formed

Storage element avoided. Thus, advantageously, the life of the transverse leaf spring, especially if it is designed as a fiber composite component, can be significantly increased because a bending of the transverse leaf spring in the vehicle longitudinal direction and / or torsion about its longitudinal axis is at least reduced and / or prevented.

It is advantageous if the connecting element has at least one connecting element in its intermediate region. The connection element is designed to be flexible in the vehicle longitudinal direction or in the transverse-leaf transverse direction. Additionally or alternatively, the connection element in the vehicle vertical direction or in Querbelatthochrichtung and / or Vehicle transverse direction stiff and / or rigid. This can

advantageously a guided relative movement between the two

Fastening areas in the vehicle longitudinal direction or in transverse transverse direction can be effected. About the cross-directional transverse direction flexible training of

Connecting element can be reduced by the wheel carrier in the direction of the transverse leaf spring transmitted longitudinal forces or transverse transverse forces, in particular so strong that the transverse leaf spring is not bent in its transverse direction. Furthermore, about the in vehicle vertical direction or

Querblatthochrichtung rigid and / or rigid training of the connection element in the vehicle vertical direction acting spring forces are transmitted from the wheel to the transverse leaf spring. As a result, the transverse leaf spring can completely fulfill its task as suspension and / or stabilizer.

It is advantageous if the attachment element about the longitudinal axis of the

Connecting element is twistable. As a result, advantageously a torsion of the transverse leaf spring can be avoided. This too can contribute to increasing the life of the transverse leaf spring, since torsional moments can have a detrimental effect on the fiber structure of the transverse leaf spring.

In order to be able to ensure a symmetrical introduction of forces acting in the vehicle transverse direction and vehicle vertical direction between the wheel carrier and the transverse leaf spring, it is advantageous if the connection element extends in the vehicle longitudinal direction centrally and / or coaxially to the transverse leaf spring provided for this purpose.

Additionally or alternatively, it is also advantageous if the attachment element extends in the transverse direction of the vehicle from the first attachment region to the second attachment region. As a result, the connection element can be formed very long within the available space, whereby the

Increased leverage and / or the flexibility of the connection element can be increased.

A flexible in the vehicle longitudinal direction and rigid in the vehicle vertical direction

Connecting element can be structurally simple and low in the production realized be when the width of the connection element in the vehicle vertical direction or

Querblatthochrichtung greater than in the vehicle longitudinal direction or transverse leaf transverse direction is formed. In this regard, it is also advantageous if the connection element is designed as a, in particular straight, bending beam which has a lower rigidity in the transverse-leaf transverse direction than in the transverse-leaf-spring upright direction. The end of the bending beam facing the first fastening region preferably represents the stationary bearing point of the bending beam.

In an advantageous embodiment of the invention, the connection element is designed to protect the transverse leaf spring as an overload protection. When exceeding a defined threshold, in particular acting in the vehicle longitudinal direction and / or vehicle transverse direction threshold and / or a

Schwellverlagerungsweges the second mounting area, that is as

Overload protection formed connecting element plastically deformable and / or bendable. In case of excessive energy input, damage to the

Would cause transverse leaf spring, thus deforms the connection element, so that at least part of the energy introduced is reduced and thus not completely forwarded to the transverse leaf spring. This can prevent the transverse leaf spring from being damaged.

It is also advantageous if the overload protection is designed such that the connection element does not deform from the first and second

Fixing area releases. The connecting element thus connects even in the deformed state, the wheel carrier with the transverse leaf spring, so that the wheel is still guided over the transverse leaf spring. However, the overload protection is designed such that changes in the deformed connection element, the track and / or the fall of the wheel. This gives the driver the changed driving behavior

Feedback that the suspension is damaged. At the same time, however, a safe onward journey, at least immediately after the action of force, due to the still connected to the wheel carrier and the transverse leaf spring connecting element is possible. It is advantageous if the overload protection is designed in such a way that the connecting element is plastically deformable and / or bendable in the transverse direction of the transverse leaf spring when the introduction of force exceeds the threshold value.

It is also advantageous if the connection element has at least one predetermined bending range in which this kinks when the threshold value is exceeded. In this way, a defined click behavior of the connection element in case of overload can be determined.

It is advantageous if the bearing element is a ball and socket joint. The

Ball sleeve joint can be immovable, i. without play, fastened in the Radträgeranlenkpunkt and / or be attached. In order to form a bearing element which is axially displaceable relative to the Radträgeranlenkpunkt in the vehicle longitudinal direction, it is advantageous if the ball sleeve joint is axially displaceable in itself and / or axially displaceable relative to the Radträgeranlenkpunkt fastened and / or fixed. It is particularly advantageous if the ball and socket joint a rotatably mounted ball sleeve with a vehicle in the longitudinal direction or

Transverse transverse direction extending through bore has. Preferably, the ball sleeve in its radially outer region in a bearing shell of

Ball-and-socket joint gimbal mounted. The bearing shell can in one

Be arranged joint housing. The joint housing is in the bearing eye

preferably, in particular immovable in the axial direction, attached. Alternatively, the joint housing to form a Axialverschiebbarkeit the bearing element but also be arranged axially movable in the bearing eye. Furthermore, preferably extends through the through hole, a fastening bolt in the

Radträgeranlenkpunkt the wheel carrier releasably and / or immovably fastened with this.

So that the ball sleeve joint between the wheel end of the

Connecting element and the Radträgeranlenkpunkt a relative displacement, in particular substantially in the vehicle longitudinal direction, cause, the ball sleeve joint, in particular the ball sleeve, preferably mounted on the mounting bolt so movable that the ball sleeve joint in Vehicle longitudinal direction within the displacement area on the

Fixing bolts and axially displaceable relative to the Radträgeranlenkpunkt is displaced from this. As a result, an axial Relativverschiebbarkeit between the second mounting portion and the Radträgeranlenkpunkt be ensured. Furthermore, this Relativverschiebbarkeit is guided axially by means of the fastening bolt. This can be a transfer of longitudinal forces on the

Cross leaf spring can be avoided.

Additionally or alternatively, this can also be effected if the ball sleeve is advantageously designed in several parts, wherein these are preferably a

in particular hollow cylindrical, inner sleeve and a on the outer circumference of the

Inner sleeve arranged ball element comprises. The ball element has for this purpose a through hole through which the inner sleeve extends. The ball element is preferably axially displaceable relative to the inner sleeve. The ball element is thus arranged displaceably on the inner sleeve in the longitudinal direction.

Additionally or alternatively, this relative Axialverschiebbarkeit can also be effected in that the bearing shell is arranged axially displaceable in the joint housing. Additionally or alternatively, it is also advantageous if the joint housing is received axially displaceable in the bearing eye.

It is advantageous if the bearing shell and / or the ball sleeve is made of a plastic. As a result, the game of Kugelhülsengelenks can be reduced.

To limit the Axialverschiebbarkeit the ball and socket joint, it is advantageous if the ball sleeve joint two from each other in the longitudinal direction of the

Attachment pin spaced stop elements are assigned. The

Stop elements may in this case preferably be formed on the wheel carrier and / or be formed integrally therewith. The distance between the two

Stop elements preferably corresponds to the displacement area. Furthermore, it is advantageous if the two stop elements project from the wheel carrier in the direction of the transverse leaf spring and / or the fastening bolt extends through two mutually coaxially arranged through bores of the two stop elements. To form a bearing element that is elastically yielding in the vehicle longitudinal direction relative to the wheel carrier connecting point, it is advantageous if the

Storage element is a rubber bearing. Preferably, the rubber bearing comprises a, in particular in the radial direction between an inner and outer bearing bush disposed rubber body. The rubber body preferably has at least one recess. The at least one recess is preferably designed such that the elastic axial displaceability of the rubber bearing is increased in comparison to a rubber bearing with solid rubber body. In this way, the transmission of forces acting in the transverse direction of the transverse leaf spring forces can be reduced.

The at least one recess preferably extends in the axial direction over the entire length of the rubber body. Furthermore, the recess extends in the circumferential direction over an angular interval of less than 180 °, more preferably of less than 120 °. The recess is also preferably arranged in a relation to the installation position upper or lower angular interval. Preferably, the width related to the circumferential direction and / or the height of the recess related to the radial direction change in the axial direction of the rubber body. In this regard, it is also advantageous if the width and / or height of the recess decreases towards the axial center of the rubber bearing.

It is thus advantageous if the rubber body in the vehicle longitudinal direction and / or vehicle vertical direction has a lower resistance to movement than in

Vehicle transverse direction. This allows in particular for steering the wheel

Radquerkräfte be transferred to the transverse leaf spring. At the same time, however, a bending of the transverse leaf spring about its vertical axis causing forces - d. H.

Vehicle longitudinal forces - by an enlarged compared to elastic

Relativbeweglichkeit the rubber body at least partially compensated, so that they are not transmitted from the wheel or only partially on the transverse leaf spring.

It is thus furthermore advantageous if the rubber body, in particular by means of the at least one recess, is designed in such a way that it engages around an inward direction

Vehicle transverse direction or transverse leaf longitudinal direction aligned first torsion axis has a lower resistance to movement than a vehicle in the vertical direction or Querbelatochochrichtung aligned second torsion axis. As a result, in particular for steering the wheel, torsional forces can be transmitted to the transverse leaf spring about the second torsion axis. At the same time, however, those forces which would cause a torsion of the transverse leaf spring about its longitudinal axis are at least partially compensated for by a comparatively enlarged elastic relative mobility of the rubber body about its first torsion axis. These torsional forces are thus not transmitted from the wheel or only partially on the transverse leaf spring.

For the same reason, it is advantageous if the at least one recess is designed and / or arranged such that the rubber body has a lower resistance to movement in the vehicle longitudinal direction and / or around the first torsion axis than in the vehicle transverse direction and / or the second torsion axis. For this purpose, it is particularly advantageous if the at least one recess in the circumferential direction of the rubber bearing is formed in a lower or upper area, in particular an angle range, relative to the installation position.

In an advantageous development of the invention, the rubber body to increase the mobility in the vehicle longitudinal direction or in the transverse leaf transverse direction and / or about the first torsion axis in relation to the vehicle vertical direction lower and / or upper recess. The two recesses are preferably in

Circumferential direction of the rubber body separated from each other. Furthermore, these are preferably designed such that a first rubber body part assigned to the inner bearing bush and / or a second rubber body part assigned to the outer bearing bush are formed in the longitudinal section and / or in the cross section of the rubber bearing.

The first and / or second rubber body part is preferably convexly curved, in particular in such a way that they can roll over one another upon torsion about the first torsion axis. As a result, the resistance to movement is reduced by the first torsion axis. Furthermore, viewed in the circumferential direction, the two rubber bodies of the first and / or second recess merge again in relation to

Vehicle transverse direction outer and inner region of the rubber body to a solid body. As a result, the rubber mount can preferably be designed such that it has a higher rigidity in the vehicle transverse direction and / or about the second torsion axis than in the vehicle vertical direction, vehicle longitudinal direction and / or about the first torsion axis. As a result, in particular in the vehicle longitudinal direction and / or about the first torsion axis defined by the rubber body

Movement resistance can be reduced, so that the inner bearing bush with respect to the outer bearing bush further move out of this in the axial direction and / or can twist against this further to the first torsion axis.

For the same purpose, it is advantageous if the inner first rubber body part in

Substantially formed as part of an intersecting with the outer bearing bush ellipsoid. The ellipsoid is preferably arranged centrally to the outer bearing bush.

It is also advantageous if the upper recess is formed such that the inner and outer rubber body part in longitudinal section and / or in cross-section of the rubber bearing have a central contact area. The contact area can serve here as a pivot point around which the inner bearing bush is able to pivot together with the first rubber body part assigned to it. The first torsion axis preferably extends through this contact region.

Additionally or alternatively, it is also advantageous if the lower recess is formed such that the inner and outer rubber body part in longitudinal section and / or in the cross section of the rubber bearing are spaced from each other. Between the inner and outer rubber body part, a gap extending in the transverse and / or longitudinal direction is thus formed in the region of the lower recess. This distance or gap favors a pivoting movement of the inner bearing bush to the

Contact area or the first torsion axis. In an advantageous development of the invention, the connecting element has, in its first attachment region, a transverse leaf receptacle comprising, in particular substantially U-shaped and / or two holding surfaces lying opposite in the vehicle vertical direction. In this cross sheet recording is the designated

Leaf spring rigidly attachable. The attachment between Querblattaufnahme and

Transverse leaf spring is preferably formed positively, materially and / or non-positively. The relative movement compensation between the wheel carrier and transverse leaf spring thus takes place exclusively in the second attachment region.

Also, it is advantageous if the connecting element in its second

Mounting region has a extending in the vehicle longitudinal direction bearing eye, in which the bearing element is arranged. Preferably that is

Storage element fixed immovably inside the bearing eye. This can be done in particular via adhesion.

In order to ensure sufficient strength, flexibility and / or deformability of the

To be able to ensure connecting element at the same time low weight, it is advantageous if the connecting element of a metal, in particular of

Aluminum, is made.

Further proposed is a wheel suspension for a motor vehicle with two transversely arranged in the vehicle transverse direction and each pivotable about a steering axis wheel carriers for the steerable receiving a wheel. The two wheel carriers are in each case articulatedly connected to at least one link, in particular to a wheel-guiding link arranged in a lower link plane, preferably trapezoidal links, and to a wheel-guiding control link arranged in an upper link plane and articulated via this link with a construction provided for this purpose connectable. Furthermore, the

Wheel suspension extending between these two wheel carriers

Transverse leaf spring. The transverse leaf spring has a two-point mounting on the body side. Furthermore, the transverse leaf spring comprises one in the region of its two ends

Connecting element, by means of which the transverse leaf spring is pivotally connected to the respective associated wheel carrier. The connecting element is in accordance with previous description, wherein the features may be present individually or in any combination.

It is advantageous if the transverse leaf spring in relation to the direction of travel behind the

Radmitte arranged and / or hingedly connected to the respective wheel carrier. As a result, the transverse leaf spring may be designed to guide the wheel.

Preferably, the transverse leaf spring is designed and arranged on the wheel carrier and articulated so that it acts as a steering arm. By means of the transverse leaf spring thus the toe and / or fall behavior can be controlled via the Radhub. The transverse leaf spring thus influences the self-steering behavior of the suspension.

It is also advantageous if the wishbone for passive steering of the wheel over the Radhub is formed as a steering arm, which is preferably arranged in the direction of travel in front of the transverse leaf spring and / or is pivotally connected in the vehicle vertical direction below the wishbone with the wheel.

The invention is explained in more detail with reference to drawings. Show it:

1 is a perspective view of a rear suspension in the region of a left rear wheel with track-guiding transverse leaf spring, which is connected relative to the wheel carriers in each case via a connecting element relative to these in the vehicle longitudinal direction,

FIG. 2 is a plan view of the rear suspension of FIG. 1;

FIG. 3 is a front view of the rear suspension of FIG. 1;

FIG. 4 shows a side view of the vehicle exterior

Rear suspension of Figure 1, Figure 5 is a perspective detail of the rear suspension of Figure 1 in the wheel carrier side

Transverse leaf spring connection,

FIG. 6 shows a perspective view of a connecting element which, according to a first exemplary embodiment, has a bearing element designed as a ball-and-socket joint,

Figure 7 is a sectional view of the connecting element of Figure 6 in

Area of the ball sleeve joint,

8 shows a side view of a connecting element, which according to a second embodiment comprises a bearing element designed as a rubber bearing, and

Figures 9 and 10, the rubber bearing of the connecting element shown in Figure 8 in a perspective longitudinal section and in an end view.

In Figures 1 to 5 is in perspective and different lateral

Views a preferred embodiment of a suspension shown. The suspension is in this case a rear suspension. 1 The representations are reduced to the essential components in order to better see in particular the connection areas of the components. Furthermore, these essentially show a half-view of the rear wheel axle in the region of the left rear wheel.

The illustrated in Figures 1 to 5 rear suspension 1 has two in

Vehicle transverse direction opposite arranged wheel carrier 2, of which only the left is shown due to the half-view. The wheel carrier 2 receives a wheel 3 rotatably mounted in the wheel center 4. The wheel 3 comprises a rim 5, which is connected rotatably mounted with the wheel carrier 2. The wheel 3 is formed driven via an engaging in the wheel center 4 drive shaft 6. The drive train further comprises a transmission 7, which at the end facing away from the wheel carrier 2 Drive shaft 6 is arranged. Alternatively, however, the wheel 3 may also be driven by an electric wheel hub motor as well.

The wheel 3 or the wheel carrier 2 is connected to a structure of the vehicle, not shown here so articulated that the wheel 3 against the structure and rebound and can be rotated about a steering axis. The steering of the wheel 3 is passively formed in the present rear suspension 1. This means that the steering angle of the wheel 3 is controllable exclusively via the Radhub.

The control of the steering angle or the steering of the wheel 3 is effected in the present case by a transverse leaf spring 8. For this purpose, the transverse leaf spring 8 is formed and arranged relative to the wheel-guiding links of the rear suspension 1 such that the transverse leaf spring 8 acts for passive steering of the wheel 3 over the wheel as a steering arm or is designed as such. Accordingly, the takes over

Transverse leaf spring 8 in the present rear suspension 1 not only the below explained in more detail suspension and stabilization of the suspension, but also also the passive steering of the wheel 3 on the Radhub. It therefore combines three functions in a single component, so that the

Rear suspension 1 with a reduced number of components as well as very space-saving and can be easily formed.

According to the present embodiment, the rear suspension 1 comprises a wheel-guiding link 9. This is arranged in relation to the vehicle vertical axis in a lower link plane. The handlebar 9 is presently designed as a trapezoidal link. For this purpose, this is articulated both body side and the wheel side at two hinge points with the structure and the wheel carrier 2, not shown here.

The link 9 has a transverse and a trailing arm portion. For this purpose, the handlebar 9 according to the present embodiment is substantially L-shaped. The handlebar 9 accordingly has a trailing arm area 10 and a

Wishbone range 1 1 on. The trailing arm region 10 extends from a first body-side joint 13, starting in relation to the direction of travel 12 towards the rear in the direction of the transverse leaf spring 8. The wishbone region 1 1 extends in contrast essentially in the vehicle transverse direction. The wishbone area 1 1 is in

Vehicle longitudinal direction behind the Radmitte 4 arranged. Furthermore, this is at its the trailing arm portion 10 remote from the end with a second

body-side joint 14 of the handlebar 9 hinged body side. In contrast to the first body-side joint 13 of the handlebar 9 is articulated in its second joint 14 is not directly on the structure, but indirectly to a mounting bracket 15 and subframe. The mounting bracket 15 can in turn be connected to the structure of the vehicle.

The link 9 can be pivoted relative to the structure by a passing through the two body-side joints 13, 14 virtual axis. To dampen this compression and rebound of the wheel 3, the rear suspension 1 comprises a damper 16. The damper 1 6 is in the vehicle longitudinal direction behind the transverse leaf spring. 8

arranged. At its end remote from the handlebar 9, the damper 1 6 is supported on the structure, not shown here. At its the handlebar 9 facing the end of the damper 1 6 is articulated on the handlebar 9 supported. As can be seen in particular in Figure 4, the damper 1 6 with the handlebar 9 at the end facing away from the first body-side joint 13 end of the trailing arm portion 10 releasably secured.

On the wheel side, the handlebar 9, designed in particular as a trapezoidal link, has a first and second connecting region 17, 18. In these, the handlebar 9 is pivotally connected to the wheel carrier 2, that it can be pivoted about the steering axis during engagement and / or rebounding. The control of this self-steering behavior takes place via the transverse leaf spring 8 acting as a wishbone. The transverse leaf spring 8 is therefore also designed to guide the wheel.

The wheel carrier 2 is in the first connection region 17, in particular via a

Ball joint, directly - ie without the interposition of an additional component - articulated to the handlebar 9. In contrast, in the second connection region 18, the wheel carrier 2 is connected indirectly to the handlebar 9 indirectly via an integral universal link 19 interposed therebetween. The two connecting portions 17, 18 are spaced from each other in the vehicle longitudinal direction. According to the present Embodiment, the first connection portion 17 in the vehicle longitudinal direction in the region of the wheel center 4 is arranged. Alternatively, the first connection region 17 but also viewed in the direction of travel 12 may be formed in front of the wheel center 4. The second connection region 18 is arranged behind the wheel center 4 in the direction of travel 12.

According to the present embodiment, both connecting portions 17, 18 are arranged in the vehicle transverse direction inside the rim 5. For this purpose, the handlebar 9 extensions 20, at whose the wheel carrier 2 facing the end of the joint of the respective connecting portion 17, 18 is arranged. To preserve the

Clarity is provided in the present figures, only one of these extensions 20 with a reference numeral. The extensions 20 extend from

Trailing arm portion 10 of the handlebar 9, starting in the vehicle transverse direction in the direction of the wheel carrier second

The integral link 19 is arranged in the direction of travel 12 behind the wheel center 4. It is connected to the wheel carrier 2 and the link 9 respectively via a rotary joint 21, 22. The integral link 19 is articulated in such a way that it is substantially in

Can move vehicle transverse direction. For this purpose, the axes of rotation of the two

Swivel joints 21, 22 aligned parallel to each other and in the vehicle longitudinal direction. In the unguided condition, d. H. at neutral position of the wheel 3, the integral link 19 is aligned substantially in the vehicle vertical direction. The two pivots 21, 22 of the integral universal link 19 are thus arranged one above the other in a neutral position of the wheel 3 in a plan view. Furthermore, the integral link 19 is protected against external interference completely positioned inside the rim 5.

By positioning the second connection region 18 or the integral link 19 in the direction of travel 12 behind the wheel center 4, there is preferably sufficient space available for other components in the area in front of the center of the wheel. Thus, in the present embodiment in the vehicle longitudinal direction in front of the wheel center 4, a brake 23 is disposed in the interior of the rim 5.

For supporting Radquerkräften, the rear suspension 1 further comprises a transverse link 24. The transverse link 24 extends in the vehicle transverse direction. Radseitig this is pivotally connected to the wheel carrier 2 in a pivot point 25. On the body side, the transverse link 24 is articulated directly on the mounting bracket 15 in the present embodiment. Alternatively, the wishbone 24 but also be articulated directly on the structure.

According to the illustrated embodiment, the transverse link 24 has at least one bend. This is presently designed such that the transverse link 24 has a concave bend in a vehicle front view shown in FIG. In this way, above the wishbone 24 additional space can be created, which can be used to increase the trunk volume or for other components. Furthermore, the bend according to FIG. 2 is formed in a vehicle top view in such a way that the transverse link 24 is bent in the direction of travel 12. As a result, for example, the damper 1 6 between the transverse leaf spring 8 and the

Wishbone 24 are arranged. Alternatively, the wishbone 24 could also be formed in a straight and / or rod-shaped embodiment not shown here. In both embodiments, however, the wheel-side and body-side pivot point of the control arm 24 in the vehicle vertical direction is preferably in the same height.

The transverse link 24 is arranged in the vehicle vertical direction above the wheel center 4 in an upper link plane. Furthermore, the wheel-side articulation point 25 is located above the wheel center 4. In the vehicle longitudinal direction is the wishbone 24,

in particular its wheel-side articulation point 25, in the area of the wheel center 4

positioned. Alternatively, it is also conceivable that this is arranged in the direction of travel 12 in front of the wheel center 4.

According to the present exemplary embodiment, the articulation point 25 of the transverse link 24 and the first connecting region 17 of the link 9 in the vehicle transverse direction are arranged in mutually equal area. They are therefore on top of each other.

The transverse leaf spring 8 is, as can be seen in particular in Figures 3 and 4, arranged in the vehicle vertical direction between the lower and upper link level, ie between the arm 9 and the wishbone 24. Furthermore, there is the Transverse leaf spring 8 according to the present embodiment, viewed in the direction of travel 12 behind the Radmitte 4. Also, this is behind the Radmitte 4 in one

Radträgeranlenkpunkt 29 of the wheel carrier 2 hingedly connected thereto.

For articulating the transverse leaf spring 8 with the wheel carrier 2, the

Transverse leaf spring 8 at its two ends in each case a connecting element 30. Of these two connecting elements 30, only one is shown in FIGS. 1 to 5 on the basis of the half illustration. The connecting elements 30 are designed and / or connected to the respective wheel carrier 2 such that the wheel carrier 2 can move relative to the transverse leaf spring 8 in the vehicle longitudinal direction within a displacement region 31. This allows the on the

Transverse leaf spring 8 acting vehicle or Radlängskräfte - d. H. the forces acting in relation to the transverse direction of the transverse leaf spring 8 or in the vehicle longitudinal direction are reduced. As a result, a bend of the transverse leaf spring 8 in

Vehicle longitudinal direction or to the transverse leaf high axis at least reduced, but preferably completely avoided. Advantageously, therefore, the

Life of the transverse leaf spring 8 are increased, especially if the

Transverse leaf spring 8 is formed as a fiber composite component.

Furthermore, the connecting elements 30 are designed and / or connected to the respective wheel carrier 2 such that the wheel carrier 2 can rotate relative to the transverse leaf spring 8. As a result, the forces acting on the transverse leaf spring 8 torsional forces - d. H. the moments of torsion acting around the transverse leaf longitudinal axis or about a first torsion axis are reduced. As a result, a torsion of the transverse leaf spring 8 is at least reduced about its longitudinal axis,

but preferably completely avoided. Advantageously, therefore, the

Life of the transverse leaf spring 8 are increased, especially if the

Transverse leaf spring 8 is formed as a fiber composite component.

The detailed design of the connecting elements 30 will be discussed in detail below, wherein in Figures 6 and 7, a first and in Figures 8 to 10, a second embodiment will be described. According to the embodiment shown in Figures 1 to 5, the transverse leaf spring 8 is made of a fiber composite material, in particular of carbon, glass and / or aramid fibers, in a thermosetting and / or

embedded thermoplastic matrix. This can reduce the weight of the

Rear suspension 1 reduced.

The transverse leaf spring 8 is preferably formed torsionally stiff. Also, this is stiff in the vehicle longitudinal direction or in its transverse direction. In

Fahrzeughochrichtung the transverse leaf spring 8 in contrast to the suspension of the rear suspension 1 is flexible. On the body side, the transverse leaf spring for this purpose via a two-point bearing 26 with the mounting bracket 15 is connected (see Figure 2).

The two-point bearing 26 of the transverse leaf spring 8 comprises a first bearing 27 and a second bearing 28, so that the two ends of the transverse leaf spring 8 for suspension of the rear suspension 1 can pivot about the respective bearing points 27, 28. With a uniform deflection of the two wheel carrier 2 - of which in the present figures only that of the left rear wheel is shown - takes the

Transverse leaf spring 8 thus approximately a U-shape. The transverse leaf spring 8 in this case pushes the structure of the vehicle over both bearings 27, 28 in the rest position. The transverse leaf spring 8 thus assumes the task of lifting suspension.

In the case of cornering, in which one of the two wheel carrier 2 or wheels 3 is compressed more than the other, the transverse leaf spring 8 takes approximately an S-shape. Also in this case, the transverse leaf spring 8 pushes the structure of the vehicle via the two bearings 27, 28 in the rest position. The transverse leaf spring 8 thus acts as a roll suspension and thus takes over the task of a stabilizer, so that it can be omitted in the present rear suspension 1. This allows the

Rear suspension 1 are very lightweight and compact.

Radträgerseitig the transverse leaf spring 8 is connected in the Radträgeranlenkpunkt 29 hinged to the wheel carrier 2. The Radträgeranlenkpunkt 29, in which the transverse leaf spring 8 is pivotally connected to the wheel carrier 2, is arranged in the direction of travel 12 behind the wheel center 4. Furthermore, the Radträgeranlenkpunkt 29 is in the vehicle vertical direction below the transverse link 24, in particular below its pivot point 25, arranged. Preferably, the Radträgeranlenkpunkt 29 is the

Transverse leaf spring 8 in the vehicle vertical direction at the level of the wheel center 4 or at least in the area. The second pivot 22 of the integral link 19 is in

Vehicle vertical direction below the Radträgeranlenkpunkts 29 of the transverse leaf spring 8 is positioned. The integral link 19 is thus positioned in the vehicle vertical direction between the arranged in the lower link level arm 9 and the transverse leaf spring 8 arranged above. Furthermore, the transverse leaf spring 8 and the

Wishbone area 1 1 of trained as trapezoidal link arm 9 in

Vehicle longitudinal direction arranged in the same area. The transverse link 24 is spaced therefrom in the direction of travel 12.

Due to the two-point bearing 26 and the flexibility of the transverse leaf spring 8, this acts as described above, both as a suspension and as a stabilizer of the rear suspension. 1 Because the wishbone 24 is further arranged in front of the transverse leaf spring 8 in the direction of travel 12 and the transverse leaf spring 8 in its

Radträgeranlenkpunkt 29 is also connected in the vehicle vertical direction below the control arm 24 pivotally connected to the wheel carrier 2, the transverse leaf spring 8 also acts as a steering arm. As a result, the wheel 3 by means of acting as a steering arm

Transverse leaf spring 8 are passively steered over the Radhub. The transverse leaf spring 8 thus replaces three components of an ordinary rear suspension, since it is designed as a suspension, stabilizer and steering arm. As a result, the rear suspension 1 can be made very compact and space-saving. Furthermore, the transverse leaf spring 8 can be positioned closer in the vehicle vertical direction in the direction of the lower link plane, whereby additional space is created above the transverse leaf spring 8.

In the present exemplary embodiment, the joint arranged in the first connection region 17 is preferably made unyielding. In contrast, arranged in the second connection portion 18 first pivot 21 of the

Integralenkers 19 compliant, especially as a rubber bearing trained. This can additionally be influenced by the utilization of Elastokinematik the desired toe over the Radhub. The setting of this self-steering behavior is However, as stated above, controlled mainly by acting as a wishbone transverse leaf spring 8.

In particular, when the transverse leaf spring is formed as in the Figures 1 to 5 embodiment illustrated as a wishbone transverse leaf spring, when the transverse leaf spring 8 controlled self-steering behavior of the suspension takes place a relatively strong displacement of Radträgeranlenkpunkts 29 of the wheel carrier 2 relative to the transverse leaf spring 8. In particular the transverse leaf spring 8 from a

Fiber composite material is formed, their life is reduced if they are often bent in the vehicle longitudinal direction and / or twisted around the transverse leaf spring longitudinal axis. Due to this, in the present embodiment, the transverse leaf spring 8 is connected to the respective wheel carrier 2 by means of the connecting members 30 so as to be substantially decoupled from the above forces and moments. The transverse leaf spring 8 is thus when springs and steering of the wheel carrier 2 in

Essentially loaded in the vehicle's vertical and transverse direction.

In particular, in Figure 5, the configuration, orientation and arrangement of

Connecting element 30 in conjunction with the other components of the suspension visible. Furthermore, two different embodiments of the connecting element 30 are shown in FIGS. 6-7 and 8-10. These have an identical base body to each other. The difference between the two embodiments is essentially in the

Storage element 35, which according to the first shown in Figure 6

Embodiment as a ball and socket joint and is formed in the second embodiment shown in Figure 8 as a rubber bearing. Before on the specific

Differences between the two described in detail below

Embodiments will be received, the body of the first

Connecting element 30 described which is identical in both embodiments.

As can be seen in particular in a combination of FIGS. 5, 6 and 8, the connecting element 30 comprises a first and a second fastening region 32, 33. The first fastening region 32 is assigned to the transverse leaf spring 8. In this first attachment portion 32, the transverse leaf spring 8 rigid, ie immovable, connected to the connecting element 30. For this purpose, the first fastening region 32 has a transverse leaf receptacle 59. As can be seen in particular from FIG. 8, the first fastening region 32 is substantially U-shaped. It thus comprises two spaced from each other in the vehicle vertical direction and opposite

arranged holding surfaces 36, 37. The two holding surfaces 36, 37 are connected to one another in the vehicle vertical direction between these two extending connecting surface 38 with each other. The two holding surfaces 36, 37 are inclined relative to each other such that the transverse leaf spring 8 is held in a form-fitting manner in the vehicle transverse direction. The transverse leaf spring 8 has for this purpose at its end a thickening. Additionally or alternatively, the transverse leaf spring 8 cohesively and / or non-positively,

in particular by means of a fastening element, be fixed in the first attachment region 32.

The second attachment portion 33 is shown in FIG 5 wheel carrier on

Connecting element 30 is arranged. The connecting element 30 is articulated in its second fastening region 33 and is movable relative to the wheel carrier 2 in FIG

Radträgeranlenkpunkt 29 of the wheel carrier 2 connected. For this articulated connection of the connecting element 30 on the wheel carrier 2, the connecting element 30 has the bearing element 35 in its second fastening region 33. For receiving the bearing element 35, the connecting element 30 has a bearing eye 39 in its second fastening region 33. This is essentially a tubular receiving element. The bearing eye 39 is aligned in the vehicle longitudinal direction or in transverse sheet transverse direction. Inside the bearing eye 39, the bearing element 35 is arranged. The bearing element 35 is in this case preferably fixed in the bearing eye 39, that this in the axial direction bzw.in

Vehicle longitudinal direction relative to the bearing eye 39 can not move.

In particular, according to Figure 5, 6 and 8, the connecting element 30 of the

Further, an intermediate region 34. The intermediate region 34 is in

Vehicle transverse direction or in cross-sheet longitudinal direction between the first and second mounting portion 32, 33 are arranged. It is designed in such a way that the second fastening region 33 faces the first fastening region 32 or the Transverse leaf spring 8 in the transverse direction of the connecting element 30 is displaced.

As a result, the transverse leaf spring 8 fastened in the first fastening region 32 can be decoupled from longitudinal forces of the vehicle which, in the present embodiment, are decoupled

Self-steering behavior controlling transverse leaf spring 8 in particular during the compression and rebound of the wheel carrier 2 occur.

The connecting element 30 is thus formed according to Figure 5 such that the first mounting portion 32 together with the transverse leaf spring 8 secured therein in

Vehicle longitudinal direction is substantially stationary. In contrast, the Radträgeranlenkpunkt 29 of the wheel carrier 2 in the vehicle longitudinal direction with respect to the first mounting portion 32 and the transverse leaf spring 8 can move axially. In particular, the passive steering of the wheel carrier 2 over the Radhub is the

Radträgeranlenkpunkt 29 thus in the vehicle longitudinal direction relative to the transverse leaf spring 8 within a displacement range 31 displaced. As a result, the lateral transverse forces acting on the transverse leaf spring 8 can be reduced so much that a bending of the transverse leaf spring 8 about its vertical axis is avoided.

The intermediate region 34 of the connecting element 30 is flexible in the vehicle longitudinal direction or in the transverse direction of the connecting element 30. As a result, the intermediate region 34 can bend so flexibly that the first

Mounting portion 32 in the vehicle longitudinal direction relative to the second

Fixing portion 33 within the displacement region 31 displaceable or reciprocally movable (see Figures 5, 6 and 9). Here, the intermediate region 34, in particular at one of its two ends, be formed so flexible that the second attachment portion 33 to a particular between the first

Fixing portion 32 and the intermediate portion 34 formed pivot axis is pivotable. Alternatively, however, the intermediate region 34 may also be designed so flexible that it is able to bend substantially S-shaped upon displacement of the second fastening region 33. As a result, a substantially parallel relative displacement of the two attachment regions 32, 33 to each other can be effected. Accordingly, the attachment element 40 is either designed in such a way that the second attachment region 33 either displaces parallel to the first attachment region 32 in the vehicle longitudinal direction or substantially pivots relative thereto, wherein the pivot axis is preferably arranged in the region between the first attachment region 32 and the attachment element 40 ,

To form this above-described relative mobility between the first attachment region 32 and the transverse leaf spring 8 and the second

Mounting portion 33 and / or the Radträgeranlenkpunkt 29 is in the

Intermediate area 34 according to the present embodiment a

Connecting element 40 is arranged. The attachment element 40 is in

Vehicle longitudinal direction or flexible in the transverse direction of the connecting element 30. As a result, the connecting element 40 can bend back and forth from a central basic position shown in the figures such that the bearing eye 39 can be displaced within the displacement region 31 (compare FIGS. 5, 6 and 9).

In order to shift the first fastening region 32 relative to the second fastening region 33 in the vehicle vertical direction or transverse blade vertical direction

To be able to avoid, the connection element 40 is rigid in the vehicle vertical direction. According to the present exemplary embodiment, this is ensured by the fact that the width of the connecting element 40 in the vehicle vertical direction or transverse leaf vertical direction is greater than in the vehicle longitudinal direction or in the vehicle longitudinal direction.

Cross-sheet transverse direction is.

As can be seen in particular in FIG. 5, the connecting element 40 extends in the transverse direction of the vehicle from the first fastening region 32 to the second fastening region 33, namely to the bearing eye 39

Connecting element 40 in the transverse direction of the connecting element 30 and in

Vehicle longitudinal direction arranged centrally. Also, the connection element 40 is arranged centrally or coaxially with the transverse leaf spring 8.

According to FIGS. 5, 6 and 8, the connecting element 30 further comprises an overload protection 41. By means of this overload protection 41, the transverse leaf spring 8 at an excessive introduction of energy to be protected from damage by the connecting element 30 permanently deformed in the area of the overload protection 41 and this energy dissipates. As a result, only a part of the introduced energy is transmitted to the transverse leaf spring 8. This prevents that the transverse leaf spring 8 is damaged.

The overload protection 41 is furthermore designed in such a way that it continues to connect the wheel carrier 2 to the transverse leaf spring 8 even after a corresponding energy-reducing deformation. As a result, the wheel carrier 2 and the wheel 3 is guided despite deformed overload protection 41 on the transverse leaf spring 8, so that a further journey is possible. According to the present embodiment, the

Overload fuse 41 is formed by the connection element 40. The

Connecting element 40 is thus plastically deformable and / or kinkable when exceeding a defined threshold value.

In addition or as an alternative to the above-described flexibly flexible intermediate region 34 or connecting element 40, which is flexible in the vehicle longitudinal direction, this can

Connecting element 30 according to Figure 5 also be designed such that the second mounting portion 33, in particular the bearing eye 39, relative to the

Radträgeranlenkpunkt 29 of the wheel carrier 2 in the vehicle longitudinal direction in such a way

is formed relatively movable that the Radträgeranlenkpunkt 29 during passive steering of the wheel carrier 2 via the Radhub in the vehicle longitudinal direction relative to the transverse leaf spring 8 within the displacement region 31 is displaced. This also allows the transverse leaf spring 8 acting in the vehicle longitudinal direction

Querblattquerkräften or vehicle longitudinal forces are decoupled.

Such a relative displaceability of the second fastening region 33 relative to the Radträgeranlenkpunkt 29 can be effected with a correspondingly formed and / or mounted bearing element 35 (see Figures 6 and 8). Here, the bearing element 35 itself, according to the first embodiment shown in Figures 6 and 7, be mounted axially displaceable in the vehicle longitudinal direction in Radträgeranlenkpunkt 29 of the wheel carrier 2. Additionally or alternatively, the bearing element 35 for accomplishing this Relativverschiebbarkeit according to the be formed elastically yielding in the second embodiment shown in Figures 8 to 10.

According to the first embodiment of the illustrated in Figures 6 and 7

Storage element 35, this is designed as a ball sleeve joint 42. The

Ball sleeve joint 42 is in this case in the vehicle longitudinal direction or in the transverse direction of the connecting element 30 fixedly connected to the bearing eye 39. As a result, forms the second mounting portion 33, in particular the bearing eye 39, together with the ball sleeve joint 42 a unit. This can be slidably mounted together relative to the Radträgeranlenkpunkt 29 of the wheel carrier 2 in the vehicle longitudinal direction.

According to the cross-sectional view of the ball-and-socket joint 42 shown in FIG. 7, this comprises a ball sleeve 43 with a through bore 44 extending in the vehicle longitudinal direction or in the transverse direction of the connecting element 30. The ball sleeve 43 is gimbaled or received in a radially outer bearing shell 45. The ball sleeve 43 can thus rotate relative to the bearing shell 45 about a fixed pivot point. As a result, a torsion of the transverse leaf spring 8 about its longitudinal axis can be avoided. The radially outer bearing shell 45 of

Kugelhülsengelenks 42 is fixed in the axial and circumferential direction inside the

Lagerauges 39 attached.

According to FIG. 5 in conjunction with FIG. 6, a fastening bolt 46 extends through the through-bore 44 of the ball-and-socket joint 42. The fastening bolt 46 is fixed immovably to the wheel carrier 2 and extends essentially in the vehicle longitudinal direction. Between the ball sleeve 43, in particular between its two end faces, and the wheel carrier 2, in particular a respective one of the two end faces associated bolt receptacle of the wheel carrier 2, a game is formed. This allows the wheel carrier 2 relative to the ball sleeve joint 42 and the

Bearing eye 39 are displaced or moved in the vehicle longitudinal direction. During this displacement, the ball sleeve 43 is in the vehicle longitudinal direction on the

Mounting bolt 46 axially guided. The maximum displacement region 31 is determined according to Figure 5 by means of two spaced apart in the longitudinal direction of the fastening bolt 46 stop elements 47, 48. Accordingly, the ball sleeve 43 proposes the end face on the corresponding stop element 47, 48 when it has traveled its maximum permissible displacement path.

In an alternative embodiment, not shown here, the

Axialverschiebbarkeit the ball sleeve joint 42 can also be realized by the ball sleeve 43 is formed in several parts, which preferably one, in particular hollow cylindrical, inner sleeve and a on the outer circumference of the

Inner sleeve arranged ball element comprises. The ball element has for this purpose a through hole through which the inner sleeve extends. The ball element is preferably axially displaceable relative to the inner sleeve. The ball element is thus arranged displaceably on the inner sleeve in the longitudinal direction. Additionally or alternatively, this relative Axialverschiebbarkeit can also be effected when the bearing shell 45 is arranged axiallyverschiebblich in a joint housing and / or directly in the bearing eye 39.

FIG. 8 shows the connecting element 30 with an alternative design

Storage element 35. Accordingly, the storage element 35 is in this

Embodiment designed as a rubber bearing 49. A perspective longitudinal section through the rubber bearing 49 is shown in FIG. Furthermore, an end view of the rubber bearing 49 is visualized in FIG.

The rubber bearing 49 is fixed in the bearing eye 39. It comprises a radially inner bearing bush 50, which is surrounded by a radially outer bearing bush 51. Between the two bushings 50, 51 a rubber body 52 is arranged. The radially outer bearing bush 51 is axially non-displaceable with the bearing eye 39, in particular non-positively connected. The outer bearing bush 51 can thus not be moved relative to the bearing eye 39 in the axial direction. Due to the elastic rubber body 52, however, the inner bearing bushing 50 can be displaced relative to the outer bearing bush 51, in particular in the vehicle transverse direction, vehicle vertical direction and / or vehicle longitudinal direction. The inner bearing bushing 50 likewise has a through-bore 44, through which the fastening bolt 46 extends for fastening to the wheel carrier 2 (see FIG. 5). In contrast to the first embodiment shown in Figures 6 and 7 is in the illustrated in Figure 8 to 10 second embodiment of

Storage element 35, the radially inner bushing 50 relative to the

However, fastening bolts 46 are not axially displaceable. For this, the inner

Bearing bush 50, for example, be positively fixed on the mounting bolt 46. Additionally or alternatively, the inner bushing 50 may be to the two

Stop elements 47, 48 rest in the axial direction without play.

As can be seen in FIG. 9, the outer bearing bush 51 is shorter in comparison to the inner bearing bush 50. Preferably, the difference in length between these two bushings 50, 51 defines the maximum possible

Relocation area 31.

To be able to ensure a sufficiently large axial mobility and / or Tordierbarkeit about the transverse leaf longitudinal axis between the inner and outer bushing 50, 51, the rubber body 52 according to Figure 8 to 1 0 at least one

Recess 53, 54 on. This is designed such that the movement resistance of the rubber body 52 is reduced in the axial direction, so that the inner bearing bushing 50 relative to the outer bearing bush 51 within the displacement region 31st

is relocatable.

According to the exemplary embodiment of the rubber bearing 49 shown in FIGS. 9 and 10, the rubber body 52 has a first and a second recess 53, 54. As can be seen in Figure 10, the two recesses 53, 54 from each other in

Circumference separated. In the vehicle transverse direction of the rubber body 52 is thus formed as a solid body, so that the rubber bearing 49 has an increased resistance to movement in the vehicle transverse direction. As a result, the inner and outer bushing 50, 51 is less widely displaceable in the vehicle transverse direction than in

Vehicle vertical direction. From the longitudinal sectional view shown in Figure 9 it can be seen that the lower first recess 53 and the upper second recess 54 are each formed such that the rubber body 52 in one of the inner bearing bushing 50 associated first rubber body part 55 and in the outer bearing bushing 51 associated second Rubber body part 56 is divided. The rubber body parts 55, 56 are convex in

Vehicle longitudinal direction and / or vehicle transverse direction curved. Furthermore, the inner first rubber body part 55 is formed substantially as part of an ellipsoid intersecting with the outer bushing 51. Also, the second one

As a result, the upper recess 54 is formed such that its inner and outer rubber body parts 55, 56 are formed in accordance with the longitudinal section shown in FIG. 9 have a contact region 57. The contact region 57 is punctiform according to the present embodiment.

Further, the lower recess 53 is formed such that its inner and outer rubber body parts 55, 56 are spaced from each other in the radial direction.

As a result, a gap 58 is formed therebetween. Of the

Contact area 57 thus forms a pivot point about which the inner bearing bush 50 can pivot relative to the outer bearing bushing 51. As a result, a torsion of the transverse leaf spring 8 about its longitudinal axis can be avoided.

In order to avoid a torsion of the transverse leaf spring 8 about its longitudinal axis, the bearing element 35 according to the two above-described

Embodiments thus formed such that the bearing eye 39

can rotate 46 relative to the fastening bolt. This is according to the first embodiment shown in Figures 6 and 7 on the correspondingly mounted ball sleeve 43 and according to the second embodiment shown in Figures 8 to 10 via the two recesses 53, 54, in particular the

Contact area 57 and the gap 58, ensured.

The present invention is not limited to those shown and described

Embodiments limited. Variations within the scope of the claims are as well as a combination of features, even if they are shown and described in different embodiments.

REFERENCE CHARACTERS

1 . rear suspension

2nd wheel carrier

3rd wheel

4th wheel center

5th rim

6. Drive shaft

7. Transmission

8. transverse leaf spring

9. Handlebar

10. trailing arm area

1 1. Wishbone area

12th direction of travel

13. first body-side joint

14. second body-side joint 5. mounting bracket

1 6. Damper

17. first connection area

18. second connection area

19. Integral handlebar

20th extension

21. first rotary joint

22nd second pivot

23. brake

24. Wishbone

25. articulation point of the control arm

26. Two-point storage

27. first camp

28th second camp

29 Radträgeranlenkpunkt

30. Connecting element

31. displacement area 32. first attachment area

33. second mounting area

34. intermediate area

35. storage element

36. first holding surface

37. second holding surface

38. interface

39. bearing eye

40. connection element

41. Overload protection

42. ball sleeve joint

43. Ball sleeve

44. Through hole

45th bearing shell

46. fastening bolts

47. first stop element

48. second stop element

49. Rubber bearing

50th inner first bearing bush 51. outer second bearing bush

52. Rubber body

53. first recess

54th second recess

55th first piece of gum body

56th second piece of gum body

57. Contact area

58. split

59. transverse sheet recording

Claims

claims

1 . Connecting element (30) for a vehicle wheel suspension (1) for connecting a transversely extending in the vehicle transverse direction transverse leaf spring (8) with a

Wheel carrier (2), which a first side fixing region (32), in which the connecting element (30) is rigidly fastened to the transverse leaf spring (8), a wheel carrier side second mounting portion (33) comprising a bearing element (35), by means of the Connecting element (30) in a Radträgeranlenkpunkt (29) pivotally connected to the wheel carrier (2) is connectable, and between these two attachment regions (32, 33) formed intermediate region (34), characterized in that the intermediate region (34) in the transverse direction of for this

provided transverse leaf spring (8) is designed so flexible and / or that the bearing element (35) in the transverse direction of the designated transverse leaf spring (8) is axially displaceable and / or elastically yielding designed such that the designated Radträgeranlenkpunkt (29) in the vehicle longitudinal direction opposite the transverse leaf spring (8) provided for this purpose is displaceable within a displacement region (31), so that the transverse leaf spring (8) is movable in relation to the wheel carrier (2)

Vehicle coordinate system is substantially longitudinal decoupled.

2. Connecting element according to the preceding claim, characterized in that in the intermediate region (34) at least one connection element (40) is arranged, which is flexible in the vehicle longitudinal direction and / or rigid in vehicle vertical direction and / or vehicle transverse direction.

3. Connecting element according to claim 2, characterized in that extends the connecting element (40) in the vehicle transverse direction from the first attachment portion (32) starting up to the second attachment portion (33) and / or in

Vehicle longitudinal direction is arranged centrally and / or coaxially with the transverse leaf spring (8) provided for this purpose.

4. Connecting element according to one of claims 2 to 3, characterized in that the connecting element (40) is designed as a bending beam and / or the width of the connection element (40) in the vehicle vertical direction is greater than in

Vehicle longitudinal direction is.

5. Connecting element according to one of claims 2 to 4, characterized in that the connecting element (40) for protecting the transverse leaf spring (8) as

Overload protection (41) is formed and / or when a defined threshold is exceeded plastically deformable and / or bendable.

6. Connecting element according to one of claims 1 to 5, characterized in that the bearing element (35), in particular in itself axially displaceable and / or on a fastening bolt (46) axially movably storable and / or mounted, ball sleeve joint (42) ,

7. Connecting element according to claim 6, characterized in that the

Ball sleeve joint (42) has a, in particular in a bearing shell, rotatably mounted ball sleeve (43) extending in the vehicle longitudinal direction through hole (44) through which the fastening bolt (46) extends, which in the Radträgeranlenkpunkt (29) is detachably fastened, wherein the ball sleeve (43) preferably an inner sleeve and a on the outer circumference of the inner sleeve

arranged ball element comprises.

8. Connecting element according to one of claims 6 to 7, characterized in that for forming the axially displaceable bearing element (35), the ball sleeve (43), in particular the inner sleeve, on the fastening bolt (46) is mounted axially displaceable, so that the ball sleeve (43 ) in the vehicle longitudinal direction within the

Displacement region (31) on the fastening bolt (46) and / or axially displaceable relative to the Radträgeranlenkpunkt (29) is displaceable, that the

Ball element on the inner sleeve, that the bearing shell in the joint housing and / or that a joint housing of the ball sleeve joint (42) is axially displaceable in the bearing eye.

9. Connecting element according to one of claims 6 to 8, characterized in that the ball sleeve joint (42) two from each other, in particular in the longitudinal direction of Fastening bolt (46), spaced stop elements (47, 48), by means of which the Axialverschiebbarkeit the ball sleeve joint (42) is limited.

10. Connecting element according to one of claims 1 to 5, characterized in that the bearing element (35), in particular on the fastening bolt (46) immovably fixed in the axial direction, rubber bearing (49) and / or that the

Rubber bearing (49) one, in particular in the radial direction between an inner and outer bearing bush (50, 51) arranged rubber body (52) comprising at least one such formed and arranged recess (53, 54) that the rubber body (52) in Vehicle longitudinal direction a lower

Moving resistance than in the vehicle transverse direction has.

1 1. Connecting element according to claim 10, characterized in that the

Rubber body (52) for increasing the mobility in the vehicle longitudinal direction with respect to the vehicle vertical direction lower and upper recess (53, 54), which are separated from each other in the circumferential direction and / or each formed such that in longitudinal section and / or in cross section of the rubber bearing (49) a first rubber body part (55) assigned to the inner bearing bush (50) and / or a second rubber body part (56) assigned to the outer bearing bush (51) are convexly curved.

12. Connecting element according to claim 1 1, characterized in that the inner first rubber body part (55) substantially as part of a with the outer

Bearing bush (51) is formed cutting ellipsoids.

13. Connecting element according to one of claims 1 1 to 12, characterized

in that the upper recess (54) is formed in such a way that the inner and outer rubber body part (55, 56) have a central contact area (57) in longitudinal section and / or in cross section of the rubber bearing (49), and / or that the lower one Recess (53) is formed such that the inner and outer

Rubber body part (55, 56) in longitudinal section and / or in cross-section of the rubber bearing (49) are spaced from each other, so that between them a in the transverse and / or longitudinal direction extending gap (58) is formed.

14. Wheel suspension (1) arranged for a motor vehicle with two opposite in the vehicle transverse direction and each pivotable about a steering axis

Wheel carriers (2) for the steerable receiving a wheel (3), each articulated with at least one handlebar (9, 24) and articulated via this with a dedicated structure, and a between these two wheel carriers (2) extending transverse leaf spring (8) with body-side two-point bearing (26), each having a connecting element (30) in the region of its two ends, by means of which the transverse leaf spring (8) is pivotally connected to the respective associated wheel carrier (2), characterized in that the connecting element ( 30) is formed according to one or more of the preceding claims.

15. Suspension according to claim 14, characterized in that the

Transverse leaf spring (8) arranged in relation to the direction of travel (12) behind the wheel center (4) and / or behind the wheel center (4) is pivotally connected to the respective wheel carrier (2) in a Radträgeranlenkpunkt (29).

16. Suspension according to one of claims 14 to 15, characterized in that the transverse leaf spring (8) is designed for passive steering of the wheel over the Radhub as a steering arm, wherein preferably a wishbone (24) in the direction of travel in front of the transverse leaf spring (8) is arranged and the transverse leaf spring (8) in

Vehicle vertical direction below the transverse link (24) is pivotally connected to the wheel carrier (2).