DE102016219138A1 - Rear suspension for a vehicle - Google Patents

Abstract

The invention relates to a rear axle suspension (1) for a vehicle, having a torsion-beam axle (2) mounted pivotably on a vehicle body (20) with a torsion portion (3.1) extending along the Y-axis (Y) and two through the torsion portion (3.1). connected, along the X-axis (X) of the vehicle rearwardly extending handlebar sections (3.2), each having a Radträger-Anbindungsbereich (3.3). To provide a suspension with a torsion beam available, which has improved stability, the invention provides that the handlebar sections (3.2) with the torsion (3.1) are integrally formed from a tubular profile (3), wherein the tube profile (3) on both sides of the torsion section (3.1) in each case has a support region (3.6), on the upper side (3.7) of which a spring (7) and / or a shock absorber (8) is at least indirectly supported.

Description

The invention relates to a rear suspension for a vehicle, having the features of the preamble of claim 1, comprising a torsion beam pivotally mounted on a vehicle body with a torsion portion extending along the Y-axis and two connected through the torsion portion along the X-axis of the Vehicle rearwardly extending handlebar sections, each having a Radträger-connection area.

In motor vehicles a wide variety of suspensions for the wheels of the vehicle are known. In particular, it is possible to differentiate between the independent suspension used predominantly in cars today and the rigid suspension used primarily in the rear axles of commercial vehicles. In addition, however, there are also so-called semi-rigid axles, in which the wheels provided on both sides of an axle or its wheel carrier are connected to two trailing arms which are pivotally connected at a body-side end to the vehicle body, usually the chassis. The two trailing arms are connected to each other via a transversely extending cross member (sometimes also referred to as Achsbrücke or Torsionsprofil). The latter is rigid but torsionally soft, so that it transmits a kind of stabilizer in uneven compression of the trailing arm torque between them. Depending on the position of the axle jumper along the trailing arm, a distinction is made between a torsion beam axle (axle jumper closer to the body-side end) and a torsion crank axle (axle jumper at the body end). Apart from the inclusion of the wheel carrier, the trailing arm often also serve to support springs and spring damper.

In a typical semi-static axis, the axle bridge is formed as a closed tube or U-shaped profile and is welded end to the trailing arms. In addition, spring plate or the like and mounts for spring damper or wheel as separate prefabricated parts are welded, and usually on the side of the respective trailing arm, so that they hang mostly without support "in the air". In order to allow the necessary stability, the latter parts are normally relatively heavy, which adversely affects the total weight. In addition, the numerous welds weaken the overall structure and complicate the manufacturing process.

The US 4,787,680 A shows a U-shaped rear axle for a motor vehicle, with a cross member, which is pivotally connected to a vehicle body, and two arms, at the ends of steering knuckles are attached. The Traverse and the arms are hereby integrally formed from a tube. The arms are at a right angle to the traverse backwards. In the area of the traverse, the tube is reshaped so that it has a partially double-walled profile, for example in X-shape or H-shape. This is to ensure that the traverse is simultaneously rigid and torsionally soft.

In the US 6,126,199 A there is described a metallic suspension member for motor vehicles, which is made of a tubular piece and has a tubular central zone, from each of which emanate at each of its two ends two arms, which have substantially the cross section of an open half-pipe. The open part of the profile is closed by a welded metal band. The forwardly directed arms of each end serve for direct or indirect connection to a vehicle body, while the rearwardly directed arms ensure the connection to the rear axle of the vehicle.

The EP 0 650 860 A1 discloses a welded motor vehicle rear axle, with a base body articulated to a car body, welded to the main body wheel carriers and provided on the body receptacles for legs, handlebars, shock absorbers and / or springs. The main body is made by hydroforming of a tube profile. For receiving spring-damper assemblies welding nuts can be arranged at an end portion of the base body with which bearing bolts are screwed.

In the US Pat. No. 7,959,175 B2 a half-axis is shown in which a middle portion and side arm portions are made of a single piece of pipe. While the middle section extends in the transverse direction of the vehicle, the arm sections extend obliquely rearward. In a bent transition portion between the central portion and the respective arm portion connecting parts are welded, via which the rotatable connection with a vehicle body is produced. The arm sections have end openings, in each of which the wheel connection elements are inserted and welded herewith. A wheel connection element may have a plate for fastening a wheel carrier.

The US 2011/0115183 A1 shows a made of a single tube cross member for a semi-axis, in which in a central portion, one side of the tube profile is concavely folded against the opposite side. Lateral connecting sections are welded to longitudinal arms of the vehicle extending in the longitudinal direction of the vehicle. The trailing arm For example, can be made of square tubes, in turn, the wheel carrier, spring plate and the like are welded. A similar construction with a cross member and welded trailing arms is in the US 6,022,034 A shown, wherein in a connecting region between the cross member and the respective trailing arm still a reinforcing plate is welded.

The DE 21 64 530 A1 discloses an axle assembly for vehicles with a torsionally rigid axle and rigidly mounted on the rigid axle, torsion and rigid handlebars, the rigid axle is mounted in its plane of symmetry on the vehicle body. According to one embodiment, the trained as trailing arm handlebars are integrally formed with the rigid axle and rigidly connected to connecting rods which are pivotally mounted at a front end to the vehicle body. A similar axle assembly is from the DE 30 28 124 A1 known, with end of the handlebars recordings for wheel, shock absorbers and spring plate are welded.

From the DE 39 09 916 A1 is known a suspension for air suspension vehicles, with a hollow, designed as a welded construction, wheel guiding part, as well as with a bellows, which reduces its volume during compression, and an associated air tank, which substantially maintains its volume during compression. The wheel-guiding part, which may be formed, for example, as a torsion beam axis, is formed closed and the interior thereof is pneumatically connected to the bellows, so that the interior space is used as an air tank.

The DE 40 24 256 A1 shows a welded torsion beam rear axle for a motor vehicle, with two axle links and an axle carrier arranged between them. The wishbones are arranged at their front end on the vehicle body and have at their rear end in each case a axle journal for the rear wheels. While the wishbones are formed as curved flat iron, the axle is designed as a U-shaped tube having a longitudinal slot in a central portion.

The DE 100 53 411 A1 discloses a vehicle axle with a component designed as a hollow shell structure. According to one embodiment shown, the vehicle axle may be formed as a torsion beam axle, wherein an upper and a lower shell are welded together and wherein on the axle housing so formed bearing housing for pivotal mounting to a vehicle body are welded. The axle body may also have bearings for air springs or the like.

In the JP 2000-318420 A a torsion beam axle is shown, wherein on a torsion part, which is formed from a piece of pipe, forwardly directed arm parts are welded to bearing sleeves for connection to a vehicle body. The torsion part has a transversely extending central portion in which the tube profile is folded back concavely, and adjoining arm portions at which end a wheel carrier is arranged with a journal for receiving a wheel. A similar twist beam axle is from the JP 2008-213603 A known.

The JP 2003-025821 A discloses a torsion beam axle, with a cross member formed integrally with two lateral arm portions of a tubular member. At the arm portions spring mounts and journal may be welded for the storage of wheels. A part of the cross member is cut along its longitudinal direction and welded on the opposite side to the cross member.

The WO 2003/053725 A1 shows a torsion beam axle, in which a transverse torsion portion is made together with two forward arm portions of a piece of pipe. The arm portions serve for rotatable connection with a vehicle body. In the transition region between the Torsionsabschnitt and the arm portions formed as sheet metal parts support arms are welded, which are provided for receiving the wheels and for supporting springs.

In view of the prior art presented, the provision of a rear suspension with a torsion beam axle, which is optimized in terms of their stability and possibly also in terms of their weight, quite room for improvement.

The invention has for its object to provide a rear suspension with a twist beam axle available, which has improved stability.

According to the invention the object is achieved by a rear suspension with the features of claim 1, wherein the dependent claims relate to advantageous embodiments of the invention.

It should be noted that the features listed in the following description as well as measures in any technically meaningful way can be combined with each other and show other embodiments of the invention. The description additionally characterizes and specifies the invention, in particular in connection with the figures.

The invention provides a rear suspension for a vehicle. The rear suspension is intended especially for motor vehicles such as trucks or cars. However, for example, an application for trailers is possible.

The rear suspension has a torsion beam axle pivotally mounted to a vehicle body having a torsion portion extending along the Y axis and two link portions extending rearwardly along the X axis of the vehicle through the torsion portion, each having a wheel carrier attachment area. The term "vehicle body" serves as a collective term for the body, the chassis and possibly a subframe. The torsion beam axle is pivotally mounted on the vehicle body, with the corresponding pivot axis normally extending in the Y-axis direction (transverse axis). Usually, the torsion beam axle is mounted on a chassis of the vehicle. The storage can be given over elastic bearings, for example. Rubber-metal bearings.

The torsion beam axle has a torsion portion that extends along the Y-axis (transverse axis) of the vehicle. The torsion section can in this case run at least in sections parallel to the Y-axis, but at least partially it can also be at an angle to the Y-axis. Furthermore, the torsion beam axle has two link portions which are connected by the torsion portion and extend rearwardly along the X axis. The handlebar sections do not have to run parallel to the X-axis, but can at least partially extend at an angle thereto, even at right angles. Overall, however, they extend along the X-axis, so that one can speak of a "front end" and a "rear end" of the respective handlebar section. Each of the handlebar sections has a wheel carrier connection area. This serves to connect a wheel carrier, which in turn serves to receive a wheel of the vehicle. Usually, the wheel carrier connection region is arranged in a rear part of the handlebar section, for example in the rear third thereof. In the wheel carrier connection area, a separately produced holder for the wheel carrier can be connected to the tube profile of the handlebar section, in particular welded. As usual with twist-beam axles, the torsion portion is preferably rigid, but at least partially torsionally soft, while the handlebar sections are preferably formed stiff against bending and torsion. Both the torsion portion and the handlebar portions may be straight but also at least partially bent and / or angled.

According to the invention, the handlebar sections are formed integrally with the torsion section from a tube profile. D. h., There are no single, prefabricated link welded to a cross member, which connects them, but it is made a one-piece production of a single tube profile. Preferably, the pipe profile made of metal, especially steel, but there are also other suitable materials in question, eg. B. fiber reinforced plastics. All suitable hot and / or cold forming processes can be used during production. In particular, the orientation of the handlebar sections to the torsion section can be adjusted by one or more bending operations. Both the shape of the tube profile and its transverse dimension can change along its length. For example, it is conceivable that a different cross-sectional profile is set in the region of the torsion portion than in the handlebar portions in order to achieve a torsional softness with simultaneous flexural rigidity in the former case. For example, the cross section of the torsion portion can be concave on one side and convex on the opposite side, so that the overall result is a U-shaped cross section. This is just an example and other forms are conceivable to set the desired torsional softness. In particular, the handlebar sections may have a round or oval cross-section. Between the torsion portion and the respective link portion, a (in particular curved) transition region can be arranged, which can optionally be assigned to the torsion portion or the link portion.

The one-piece production of the handlebar sections with the torsion section may simplify the manufacturing process, since the separate production of the links and the welding thereof with a cross member (or a jumper) omitted. In particular, however, there is no unnecessary weakening of the material due to the welding seams known in the prior art, so that the component becomes more resilient overall. This is especially true since the transitional areas between the handlebar sections and the torsion section can be subjected to considerable torsional moments, which would require a weld as well as the surrounding, heat-affected material in a considerable way. Thus, the stability of the torsion beam axle is improved.

In addition, the total weight can be reduced by eliminating welds.

According to the invention, the tube profile has on both sides of the torsion section in each case a support region, on the upper side of which a spring and / or a shock absorber can at least indirectly be supported. D. h., Between the sprung and the unsprung mass forces transmitted by the spring or shock absorber act on the top of said support area. Thus, there is an introduction of force such that the force is taken up, so to speak, directly from the pipe profile. This is in contrast to the prior art, where usually holders for shock absorbers or springs are laterally welded to the trailing arm. In such an arrangement, on the one hand, the holder in itself must be very stable and therefore normally heavy, on the other hand, a complex weld with the handlebar is necessary to accommodate the forces and torques occurring can. Although a holder for a spring (eg a spring plate) or a shock absorber can also be provided on the support region described here. However, since the introduction of force takes place in the direction of the tube profile, the connection with the holder is exposed to comparatively low loads, so that any weld seams can be made more economical or may be dispensed with altogether. Also, the corresponding bracket can be made smaller and lighter. The mechanical load for such a holder is low compared to the prior art, which reduces the risk of damage and increases the life of the component. Overall weight saving results and the stability and durability of the suspension are further improved. The two bearing areas are formed on both sides of the Torsionsabschnitts, ie they are arranged in the parts of the raw profile, which connect to both sides of the Torsionsabschnitt. However, this does not necessarily mean that the support areas must be arranged along the Y-axis laterally of the Torsionsabschnitts.

In principle, it is conceivable that the support region is formed in each case by a link section and, for example, is arranged between the torsion section and the wheel carrier connection region. According to an advantageous embodiment of the support region is formed in each case at one end of a handlebar section arranged end portion. The said end portion is of course part of the pipe profile. Herein, "end" means that the end portion is closer to the respective end of the tube profile than the handlebar portion, or in other words, viewed from the torsion portion, the end portion is on the other side of the handlebar portion. In particular, the mutual ends of the pipe profile may be formed by the end portions.

In particular, the end section to the center of the vehicle can extend inwards. This makes it possible to take advantage of space available inside the wheel carrier to arrange there a spring and / or a shock absorber. Opposite the handlebar section with the wheel carrier attachment region, the end section extends along the Y-axis towards the vehicle center, which explicitly includes the possibility that the end section extends at an angle to the Y-axis. In particular, however, it can also run at least predominantly parallel to the Y-axis. It is understood that in this embodiment, the support region relative to the Radträger-Anbindungsbereich along the Y-axis to the vehicle center is offset inwards.

In accordance with one embodiment, the support region is offset towards the rear relative to the wheel carrier connection region along the X axis. This includes in particular the possibility that the support area is arranged overall behind the wheel carrier connection region. However, it is also possible that parts of said areas overlap with respect to their X coordinates, but the centers of the respective areas are offset as described. For example, this may mean that in the assembled state, the arranged on a wheel carrier axis of rotation of a wheel in the X direction in front of the center of a spring or a shock absorber is arranged, which are supported on the support area.

Furthermore, the support region can be offset downwards relative to the wheel carrier connection region along the Z axis. Such a configuration is advantageous in many cases in terms of the available space and the accommodation of a spring or a shock absorber. As a result, the area in which the spring or shock absorbers are supported, shifted towards the wheel carrier downwards. Since the space above is usually limited by parts of the body or the chassis, this makes it possible to use a longer spring or a longer shock absorber. In addition, there are positive effects for the connection of the wheel carrier. In the prior art brackets for springs or shock absorbers for stability reasons are usually welded laterally to the trailing arm and possibly to the Achsbrücke and extend along the Z-axis at about the same height with these. If the spring or the shock absorber should be supported below the wheel center point, therefore, a corresponding holder for the wheel carrier must be extended upward, thereby increasing their weight. This problem does not arise in the embodiment discussed here. The support region formed by the tube profile is offset downwards relative to the connection region, wherein the wheel center point in the Z direction can lie at the level of the handlebar section. A holder for the wheel carrier can hereby be made smaller and lighter, since it is arranged at least predominantly in the Z direction at the level of the handlebar section. Basically, the support area However, also be compared to the Radträger-connection area offset up or lie at the same height with this. As part of a corresponding shaping of the pipe profile, all these variants are conceivable.

For example, to offset the support area, the above-mentioned inward-extending end portion could be inclined downwardly. According to another embodiment, the end portion connects to a downwardly extending intermediate portion. The intermediate section, which of course is also part of the pipe profile, can in this case extend in sections parallel to the Z-axis. In a sense, it establishes a connection between the handlebar section with the wheel carrier connection area and the end section. Its function is already to shift the beginning of the end section in height, ie preferably downwards. Of course, such an intermediate section as well as the o.g. End section can be made by bending the pipe profile.

In order to facilitate the support of the shock absorber or the spring, it may be advantageous that the upper side of the support region is formed flattened. Such a flattened surface can be created by suitable deformation of the pipe profile. For example. the tubular profile in the Radträger-Anbindungsbereich can have a round cross-section, while in the support area of the cross-section total z. B. is square or rounded in a lower area and straight at the top.

With regard to the connection of the torsion beam axle to the vehicle body different variants are conceivable, for. As well as those in which a pivot axis is given, which corresponds to the extension of the Torsionsabschnitts. According to another embodiment, the torsion beam axle is mounted on the vehicle body via connection arms, which are rigidly connected to the tube profile and which extend forwards along the X-axis. The rigid connection can be made in particular by welding the connection arms with the tube profile. The connection arms can z. B. be manufactured as sheet metal parts or they may in turn have partially tubular profiles. End of the connection arms bearing sleeves may be formed or welded, which serve to receive bearing journals, which produce the pivotal connection to the vehicle body. Of course, rubber-metal composite bearings can be used. It is possible that the tie arms, the torsion portion and at least portions of the handlebar portions extend within a plane (which may coincide with the X-Y plane, depending on the pivotal position of the torsion beam axis). In general, the attachment arms extend forward, which explicitly includes the possibility that they extend at least in sections at an angle to the X-axis and even perpendicular thereto.

The attachment arms may be connected to the handlebar sections. According to another advantageous embodiment, the connection arms are connected to the torsion section. In this case, the connection arms can be arranged with respect to their position along the torsion in the vicinity of the handlebar sections, ie at a relatively large distance from each other, or rather centrally, with a smaller distance. As already stated, the connection can be made in particular by welding.

Advantageously, the connection arms are connected to the tube profile exclusively by welds which run at least predominantly parallel to the tube profile. This relates in particular to the embodiment in which the connection arms are connected to the torsion section. In this case, an arrangement of the welds along the direction of the pipe profile prevents the torsion properties of the same are adversely affected. It is also advantageous if brackets for wheel carriers, springs and / or shock absorbers are connected to the pipe profile exclusively by welds that extend at least predominantly parallel to the pipe section.

Further advantageous details and effects of the invention are explained in more detail below with reference to an embodiment shown in the figures. Show it:

1 a top view of a rear suspension according to the invention,

2 a rear view of the rear suspension from 1 , such as

3 a sectional view along the line III-III in 2 ,

In the different figures, the same parts are always provided with the same reference numerals, which is why these are usually described only once.

1 to 3 show different views of a rear suspension according to the invention 1 that z. B. can be used for a car or truck. The rear suspension 1 has a torsion beam axle 2 on, for the connection of not shown here wheels of a vehicle rear axle to a vehicle body 20 serves.

Visible is a one-piece manufactured tube profile 3 preferably made of steel, over two joining arms 4 and arranged on this pivot bearing 5 with bearing suspensions 21 of the vehicle body 20 connected is. The connecting arms 4 are here about welds 9 with a torsion section running parallel to the Y-axis 3.1 of the pipe profile 3 connected. The welds 9 run parallel to the pipe profile 3 , whereby the torsional properties of the same are affected only insignificantly. To the torsion section 3.1 close laterally each handlebar sections 3.2 at the back along the X axis. In the present case, the handlebar sections run 3.2 - except for the adjacent sections 3.1 . 3.4 adjacent bends - parallel to the X-axis.

At each handlebar section 3.2 closes a parallel to the Z-axis downwardly extending intermediate section 3.4 on, in turn, at the end of a parallel to the Y-axis inwards (ie to the vehicle center) extending end portion 3.5 follows. At the handlebar section 3.2 is a wheel carrier pickup area 3.3 formed on which a Radträgerhalterung 6 is welded. The connection is via welds 12 made parallel to the pipe profile 3 run. The wheel carrier bracket 6 is shown here simplified. At her turn, a wheel carrier, for example, be attached by screwing.

The end section 3.5 has a support area 3.6 on top of it 3.7 a coil spring 7 as well as a shock absorber 8th support. Both the coil spring 7 as well as the shock absorber 8th on the other hand are based on the vehicle body 20 from. At the support area 3.6 are a spring plate 10 and a damper mount 11 provided with the tube profile 3 can be welded. Here, too, any welds, in particular parallel to the pipe profile 3 run. To the recording of the spring plate 10 and the damper mount 11 To facilitate, is the top 3.7 formed flattened. However, since both the coil spring 7 as well as the shock absorber 8th predominantly transmitted vertical forces are the spring plate 10 as well as the damper mount 11 in the direction of action of the forces between the coil spring 7 or the shock absorber 8th on the one hand and the support area 3.6 arranged on the other hand. This means that these elements 10 . 11 Overall, relatively material-saving and can be easily configured and that for securing position against the pipe profile 3 if necessary, a limited welded joint is necessary, which leads to no appreciable material weakening. Because of the support area 3.6 opposite the wheel carrier receiving area 3.3 is displaced downwards along the Z-axis, it is despite a comparatively low arrangement of the spring plate 10 and the damper mount 11 possible, the wheel carrier bracket 6 in the Z direction at the height of the handlebar section 3.2 (ie "next to"). An extension of the wheel carrier bracket in the Z direction is not necessary, which is why it can be made small and light.

The entirety of the pipe profile 3 with the torsion section 3.1 , the handlebar sections 3.2 , the intermediate sections 3.4 and the end sections 3.5 is made in one piece without any welds, which has a positive effect on the structural stability. The pipe profile 3 can be made from a blank or semi-finished by means of suitable cold and / or hot forming process. Only the connection arms 4 as well as the wheel carrier bracket 6 , the spring plate 12 and the damper mount 13 are attached by welded joints. However, these welds are locally limited and do not lead to any critical material weakening. In particular, the connection arms 4 as well as the wheel carrier mounts 6 only by welds 9 . 12 with the torsion section 3.1 connected, parallel to the pipe profile 3 run. The course of the welds 9 . 12 parallel to the pipe profile 3 is advantageous, but not mandatory. It is also possible at least partially non-parallel alignment.

In the sectional view in 3 has the torsion section 3.1 a circular cross-section. However, this is purely exemplary or simplistic to understand. It can by appropriate deformation another, z. B. U-shaped, cross-section to the torsional softness of Torsionsabschnitts 3.1 to improve while maintaining its flexural rigidity.

LIST OF REFERENCE NUMBERS

1

 rear suspension

2

 Beam axle

3

 tube profile

3.1

torsion

3.2

arm section

3.3

Wheel-connecting region

3.4

intermediate section

3.5

end

3.6

support area

3.7

 top

4

 Anbindungsarm

5

 pivot bearing

6

 Radträgerhalterung

7

coil spring

8th

 shock absorber

9, 12

 Weld

10

 spring plate

11

 damper mount

20

 vehicle body

21

 bearing suspension

X

 X axis

Y

 Y-axis

Z

 Z-axis

QUOTES INCLUDE IN THE DESCRIPTION

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

Cited patent literature

• US 4787680A [0004]
• US 6126199 A [0005]
• EP 0650860 A1 [0006]
• US 7959175 B2 [0007]
• US 2011/0115183 A1 [0008]
• US 6022034 A [0008]
• DE 2164530 A1 [0009]
• DE 3028124 A1 [0009]
• DE 3909916 A1 [0010]
• DE 4024256 A1 [0011]
• DE 10053411 A1 [0012]
• JP 2000-318420 A [0013]
• JP 2008-213603 A [0013]
• JP 2003-025821 A [0014]
• WO 2003/053725 A1 [0015]

Claims (9)

Rear axle suspension ( 1 ) for a vehicle, comprising a pivotable on a vehicle body ( 20 ) mounted torsion beam axle ( 2 ) with a torsion section extending along the Y-axis (Y) ( 3.1 ) and two through the torsion section ( 3.1 ), along the X-axis (X) of the vehicle rearwardly extending handlebar sections ( 3.2 ), each having a wheel carrier connection area ( 3.3 ), characterized in that the handlebar sections ( 3.2 ) with the torsion section ( 3.1 ) in one piece from a tube profile ( 3 ) are formed, wherein the tube profile ( 3 ) on both sides of the torsion section ( 3.1 ) each have a support area ( 3.6 ), on the upper side ( 3.7 ) a spring ( 7 ) and / or a shock absorber ( 8th ) at least indirectly supported. Rear axle suspension according to claim 1, characterized in that the support area ( 3.6 ) each at one end of a handlebar section ( 3.2 ) arranged end portion ( 3.5 ) is trained. Rear axle suspension according to claim 1 or 2, characterized in that the end section ( 3.5 ) to the center of the vehicle to the inside. Rear axle suspension according to one of the preceding claims, characterized in that the support area ( 3.6 ) relative to the wheel carrier connection area ( 3.3 ) is offset rearward along the X-axis (X). Rear axle suspension according to one of the preceding claims, characterized in that the support area ( 3.6 ) relative to the wheel carrier connection area ( 3.3 ) is offset downwards along the Z-axis (Z). Rear axle suspension according to one of claims 2 to 5, characterized in that the end portion ( 3.5 ) to a downwardly extending intermediate section ( 3.4 ). Rear axle suspension according to one of the preceding claims, characterized in that the upper side ( 3.7 ) of the support area ( 3.6 ) is formed flattened. Rear axle suspension according to one of the preceding claims, characterized in that the torsion beam axle ( 2 ) via connecting arms ( 4 ) on the vehicle body ( 20 ) which is rigid with the tube profile ( 3 ) and extending forwards along the X-axis (X). Rear axle suspension according to claim 8, characterized in that the connecting arms ( 4 ) with the torsion section ( 3.1 ) are connected.

Images