Multi-link rear axle and motor vehicle

Abstract

The invention relates to a multi-link rear axle (1, 20, 33) for a motor vehicle, comprising at least one transverse leaf spring (2, 21, 34) which is arranged to extend on the motor vehicle in a transverse vehicle direction and which serves exclusively for damping the vehicle structure of the motor vehicle relative to a wheel carrier (3, 22) of the multi-link rear axle (1, 20, 33), wherein the transverse leaf spring (2, 21, 34) is also designed as a stabilizer. In order to provide a multi-link rear axle (1, 20, 33) which is optimized in terms of installation space and is lightweight, the multi-link rear axle (1, 20, 33) has exclusively transverse links (4, 5, 6, 7, 8, 23, 24, 25, 26, 27) for guiding the wheel carrier (3, 22).

Description

Technical Field

[0001] The invention relates to a multi-link rear axle for a motor vehicle, having at least one transverse leaf spring which can be arranged on the motor vehicle so as to extend in the transverse direction of the motor vehicle and which serves exclusively to dampen the vehicle structure of the motor vehicle relative to the wheel carrier of the multi-link rear axle, wherein the transverse leaf spring is also designed as a stabilizer. The invention further relates to a motor vehicle having a multi-link rear axle. Background Art

[0002] A motor vehicle may be provided with a multi-link rear axle forming a single-wheel suspension for each rear wheel. Each single-wheel suspension has a wheel carrier rotatably supported by the respective rear wheel and a plurality of links connected to the respective wheel carrier. Typically, the multi-link rear axle additionally has a stabilizer which counteracts the rolling movement of the motor vehicle in order to improve the driving dynamics of the motor vehicle.

[0003] In order to damp the vehicle structure of a motor vehicle, a coil spring is usually arranged on each single-wheel suspension, which is supported on the one hand on the vehicle structure and on the other hand on a spring plate, which is at least indirectly connected to the respective wheel carrier. In addition, at least one vibration damper, also called shock absorber, is arranged on each single-wheel suspension, by means of which vibrations of the vehicle structure relative to the respective wheel carrier can be damped. The vibration damper can be supported on the one hand on the vehicle structure and on the other hand at least indirectly on the respective wheel carrier.

[0004] DE 102013210338 A1 discloses a longitudinal link rear axle for a motor vehicle, which has a transverse leaf spring which is arranged on the motor vehicle and extends in the transverse direction of the vehicle and is used specifically to damp the vehicle structure of the motor vehicle relative to the wheel carrier of the longitudinal link rear axle. Each single wheel suspension of the longitudinal link rear axle has a longitudinal link (also called a control link) for guiding the wheel carrier and a plurality of transverse links. The transverse leaf spring replaces conventional coil springs and conventional stabilizers.

[0005] DE 102014215872 A1 discloses a longitudinal link rear axle for a motor vehicle, which has a transverse leaf spring, which is arranged on the motor vehicle and extends in the transverse direction of the vehicle, and serves to damp the vehicle structure of the motor vehicle relative to the wheel carrier of the longitudinal link rear axle. Each single wheel suspension of the longitudinal link rear axle has a longitudinal link for guiding the wheel carrier and a plurality of transverse links. In addition, the transverse leaf spring serves to guide the wheel carrier. The transverse leaf spring replaces conventional coil springs and conventional stabilizers.

[0006] US 9073400 B2 discloses a multi-link rear axle for a motor vehicle, which has a transverse leaf spring, which is arranged on the motor vehicle to extend in the transverse direction of the vehicle, and which serves to damp the vehicle structure of the motor vehicle relative to the wheel carrier of the multi-link rear axle. Each individual wheel suspension of the multi-link rear axle has a plurality of transverse links for guiding the wheel carrier. In addition, the transverse leaf spring serves to guide the wheel carrier. The transverse leaf spring replaces a conventional coil spring and a conventional stabilizer.

[0007] DE 102014206772 A1 discloses a wheel suspension with a first leaf spring, wherein a first end and a second end of the first leaf spring are fastened to a wheel carrier. A first region of the first leaf spring is fastened to a frame and / or a body of the vehicle so that a second region of the first leaf spring extending between the first region and the first end forms a first two-point link and a third region of the first leaf spring extending between the first region and the second end forms a second two-point link. The first leaf spring is arranged in such a way that it is tensioned when the wheel carrier deflects.

[0008] US 6378881 B2 relates to a wheel suspension for a vehicle, having an elastic device which is arranged transversely with respect to the longitudinal direction of the vehicle and has a first end arranged in the left half of the vehicle and a second end arranged in the right half of the vehicle with respect to a vertical longitudinal plane passing through the center of the vehicle, wherein each end is directly or indirectly fixed to a wheel carrier carrying a left or right wheel of the vehicle, respectively, at an outer fixed position with respect to the longitudinal plane, and wherein the elastic device is fixed to the vehicle by means of spring seats mounted in inner fixed positions on each side of the plane. In addition, the wheel suspension has an upper deflection limiting device with engagement means for engagement in the elastic device mounted in each case in the left and right half of the vehicle. The spring seats each have a rod having a central suspension portion in which the rod can be pivoted relative to the vehicle about a suspension axis and which is substantially arranged in the longitudinal direction of the vehicle. The rod has an inner end, which is arranged below and in the central suspension part relative to the longitudinal plane, wherein the inner fixed position of the inner end is provided with a load-bearing element in contact with the elastic means, wherein the load-bearing element can be displaced in a sliding manner along the elastic means in the transverse direction of the vehicle in accordance with a rotation of the rod about the suspension axis. Furthermore, the rod has an outer end, which is arranged outside the central suspension part, whereby the elastic means are in contact with an engagement device of the redirection limiting device and an actuating device, which is connected to the engagement device and is arranged to provide a mechanical action on the outer end, in such a way that the rod can be pivoted about the suspension axis, whereby the load-bearing element and the inner fixed position can be displaced in a downward and upward direction towards the outer fixed position of the elastic means.

[0009] US 6457729 B2 relates to a wheel suspension for a vehicle, wherein the right wheel and the left wheel are each carried by a rod assembly having a first end and a second end, wherein the first end located on the opposite side of the vehicle relative to the respective wheel is connected to the vehicle and the second end is connected to the respective wheel. The rod assembly is formed into a substantially U-shaped form and each has two part portions, which are mainly formed in a parallel manner and extend in a substantially transverse direction relative to the vehicle, wherein the free ends of the two part portions form the first end. The rod assembly also has a closed portion connecting the two part portions, wherein the portion forms the second end. A free space is defined between the two part portions of each rod assembly. The part portion on each rod assembly extends into the free space between the part portion and the other rod assemblies. The second end is provided with a device for rigidly assembling a fixing member for a vehicle tire bracket. The second end of each rod assembly is connected to the same end of the vehicle only by elastic means and / or a shock absorber.

[0010] WO 2009 / 028942 A1 relates to a vehicle suspension system having at least one elongated leaf spring connected to a wheel carrier at opposite ends. The leaf spring is provided with at least two mutually spaced flexure joints, wherein each joint is configured in such a way that it limits the extent of translational movement in at least one predetermined direction. In particular, the respective joint is configured to connect the leaf spring to a rigid frame part. Summary of the invention

[0011] The object of the present invention is to provide a multi-link rear axle for a motor vehicle which is optimized with regard to installation space and is lightweight.

[0012] This object is achieved according to the invention by a multi-link rear axle having the features of claim 1 and having exclusively a transverse link for guiding the wheel carrier.

[0013] It should be noted that the features and means stated individually in the following description can be combined with each other in any technically advantageous manner and explain other embodiments of the invention. In particular, the description additionally characterizes and explains the invention in conjunction with the accompanying drawings.

[0014] The multi-link rear axle according to the invention does not use any longitudinal links or control links for guiding the wheel carrier. Instead, the wheel carrier is guided exclusively via transverse links. Furthermore, the wheel carrier is not guided by means of transverse leaf springs either, since the wheel carrier is guided exclusively via transverse links and the transverse leaf springs are used exclusively to dampen the vehicle structure relative to the wheel carrier and act as a stabilizer.

[0015] Due to the exclusive use of transverse links for guiding the wheel carriers, in addition to the driving dynamics differences, above all there are construction space advantages compared to rear axles with longitudinal links with respect to the arrangement of further subassemblies under the vehicle floor (e.g., for example, the battery pack of an electric or hybrid electric vehicle). In addition, the longitudinal links usually require cutouts in the vehicle structure in order to be able to receive the structural side bearings by means of which the longitudinal links are articulated to the vehicle structure. This weakens the body structure or the vehicle structure at this location, which leads to a worsening of the "noise vibration harshness" behavior, the deformation behavior, etc., or in any case has to be compensated by weight-enhancing reinforcements. Since the longitudinal links are omitted, these disadvantages do not occur with the multi-link rear axle according to the invention.

[0016] Since the wheel carrier is not guided with the multi-link rear axle according to the invention either by means of transverse leaf springs or no transverse leaf springs are provided and used for this purpose, different mechanical loads of the transverse leaf springs and different driving behavior of the motor vehicle result compared to the use of transverse leaf springs for guiding the wheel carrier. Since the guidance of the wheel carrier of the multi-link rear axle according to the invention is mechanically decoupled from the damping of the vehicle structure, the kinematic characteristics of the multi-link rear axle on the one hand and the suspension characteristics and stabilizer characteristics of the multi-link rear axle on the other hand can be adjusted or configured separately from one another. In contrast, by guiding the wheel carrier by transverse leaf springs, a change in the kinematic characteristics of the multi-link rear axle also influences the suspension characteristics and stabilizer characteristics of the multi-link rear axle and vice versa.

[0017] The transverse leaf spring can be manufactured in an integral or monolithic manner or can consist of two or more elastic elements (in particular leaf spring elements) connected to one another. The transverse leaf spring can be supported directly or indirectly on the vehicle structure or fixed to the vehicle structure. The transverse leaf spring can be connected indirectly or directly to the wheel carrier of the multi-link rear axle. The transverse leaf spring is located in the multi-link rear axle according to the invention and is mainly subjected to vertical loads. In contrast, transverse loads and longitudinal loads are absorbed by the transverse links and the transverse link bearing bushings. The transverse leaf spring therefore reacts mainly to bending forces as required.

[0018] For guiding the wheel carrier, the multi-link rear axle can have five transverse links for each wheel carrier, which transverse links extend substantially in the transverse vehicle direction. The multi-link rear axle can additionally have a subframe, which is connected to the wheel carrier via transverse links. Two transverse links of each wheel suspension of the multi-link rear axle can extend above the wheel rotation axis defined by the respective wheel carrier, wherein the transverse links thereof can be arranged at the front side offset relative to the wheel rotation axis with respect to the longitudinal vehicle center axis of the motor vehicle, and the additional transverse link can be arranged at the rear side offset relative to the wheel rotation axis. Furthermore, two transverse links of each wheel suspension of the multi-link rear axle can extend below the wheel rotation axis defined by the respective wheel carrier, wherein the transverse links thereof can be arranged at the front side offset relative to the wheel rotation axis with respect to the longitudinal vehicle center axis of the motor vehicle, and the additional transverse link can be arranged at the rear side offset relative to the wheel rotation axis. The fifth transverse link of the multi-link rear axle serves as a tie rod or toe link, which can be arranged laterally or rearwardly offset relative to the wheel rotation axis defined by the respective wheel carrier. Alternatively, the toe link may also be arranged in front of the wheel's axis of rotation.

[0019] The transverse leaf spring replaces a conventional coil spring and a conventional stabilizer and takes over the functions of these components. Alternatively, it is also possible to replace only one conventional coil spring and take over its functions. In most cases, the conventional connection of the coil spring to the lower transverse link requires a curved structure of the remaining transverse links of the same wheel suspension in order to provide sufficient structural space for the coil spring. However, the curved structure of the transverse link is associated with a higher link weight, higher costs and lower transverse link stiffness. In addition, the transverse link supporting the coil spring has a relatively low stiffness due to the spring sleeve formed thereon, which impairs the driving characteristics, in particular the steering feel associated therewith. In addition, the elastic force of the coil spring does not always act on the longitudinal axis of the transverse link connected to the coil spring, thereby generating a torque that impairs the NVH behavior. The guidance of a conventional stabilizer around the components of a multi-link rear axle provided with a coil spring, in particular around the corresponding coil spring, is in most cases relatively complicated, which impairs the function of the stabilizer. In addition, the stabilizer, the coil spring and the mechanical device for assembling these components (for example, such as a clamp) increase the weight of the multi-link rear axle. All these disadvantages are avoided by replacing the helical spring and the stabilizer with the transverse leaf spring according to the invention. In particular, the transverse link which conventionally supports the helical spring can be configured in a structurally simpler manner, since no spring pocket for the helical spring is constructed thereon. As a result, the transverse link has a lower weight, a higher degree of rigidity and can be produced at lower costs. The remaining transverse link can also be positioned in a more advantageous manner without a helical spring and be constructed, for example, in a linear manner.

[0020] The motor vehicle can be, for example, a passenger car or a utility vehicle. In particular, the motor vehicle can be an electric or hybrid electric vehicle, wherein, due to the exclusive use of the transverse link to guide the wheel carrier, as described above, more construction space is available for the traction battery of the motor vehicle.

[0021] According to an advantageous embodiment, the multi-link rear axle has at least two fixing units which engage in a mutually spaced manner on the transverse leaf spring and via which the transverse leaf spring can be fixed to the vehicle structure or the subframe of the multi-link rear axle, which subframe can be fixed to the vehicle structure, at two locations arranged symmetrically with respect to the longitudinal vehicle center axis. The transverse leaf spring can be supported on the vehicle structure or the subframe via the fixing units in an uninterrupted manner or only under load, and the transverse leaf spring can be fixed to the vehicle structure or the subframe in an immovable manner in the direction of its longitudinal extent by means of the fixing units. Each fixing unit can have at least one damping member, for example made of an elastomeric material, in order to acoustically separate the transverse leaf spring from the vehicle structure or the subframe as much as possible. A portion of the transverse leaf spring located between the fixing units moves vertically during spring operation. This vertical displacement of the portion of the transverse leaf spring must comply with certain free space requirements for additional vehicle components. For example, the free space required for the exhaust system should remain free under the vehicle floor and not be occupied by the vertically displaced portion of the transverse leaf spring.

[0022] A further advantageous embodiment provides that the opposite ends of the transverse leaf spring with respect to its longitudinal extent are at least indirectly connected to one of the transverse links or to one of the wheel carriers. For example, the ends can each be indirectly connected to one of the transverse links or to one of the wheel carriers via a connecting element, in particular a connecting rod. By means of an articulated connection of such a connecting element, changes in the length of the transverse leaf spring during deflection and release operations can be absorbed. If the transverse leaf spring is additionally fixed to the vehicle structure or the subframe via the above-mentioned fixing unit, the transverse leaf spring can be referred to as a 4-point bending rod. If the rear wheels deflect or rebound simultaneously during the driving operation of the motor vehicle, the transverse leaf spring assumes a C-shaped attitude in each case. In the case of an opposite rebound movement of the rear wheels, the transverse leaf spring assumes an S-shape. The geometry of the transverse leaf spring and the position of the fixing unit relative to the transverse leaf spring and the connection position of the ends of the transverse leaf spring on the transverse links or on the wheel carrier are parameters that can be selected and determined in an optimal manner to provide the desired suspension characteristics of the motor vehicle and the desired rolling movements.

[0023] According to a further advantageous embodiment, it is provided that the transverse leaf spring is arranged in the vicinity of the wheel rotation axis defined by the wheel carrier with respect to the longitudinal vehicle direction and that the ends are each at least indirectly connected to a respective upper transverse link or to the respective wheel carrier, the upper transverse link being arranged geographically higher than the transverse leaf spring. This embodiment of the multi-link rear axle is particularly advantageous when used on a motor vehicle with front wheel drive. By arranging the transverse leaf spring in the vicinity of the wheel rotation axis defined by the wheel carrier with respect to the longitudinal vehicle direction, the cancellation between the floor reaction forces and the reaction forces of the transverse leaf spring is limited, whereby the pretensioning of the bearing bushings of the multi-link rear axle can be reduced.

[0024] According to a further advantageous embodiment, it is provided that the transverse leaf spring is arranged in the longitudinal vehicle direction behind the wheel rotation axis defined by the wheel carrier with respect to the forward driving direction of the motor vehicle and that the ends are at least indirectly connected to the respective lower transverse link or to the respective wheel carrier, which is arranged geographically below the transverse leaf spring. This embodiment of the multi-link rear axle is particularly advantageous when used on a motor vehicle with rear wheel drive.

[0025] Advantageously, the transverse leaf spring partially extends through the hollow transverse carrier of the subframe. Therefore, the transverse leaf spring is protected by the transverse carrier of the subframe and does not come into contact with objects, which improves the durability of the multi-link rear axle.

[0026] Another advantageous embodiment provides that the transverse leaf spring is at least partially made of steel or a fiber composite material. The fiber composite material can, for example, contain fibers of glass fibers, carbon fibers, aramid fibers or other materials. In particular, when the transverse leaf spring is made of a fiber composite material, the multi-link rear axle achieves a significant weight reduction compared to a multi-link rear axle with steel coil springs and a steel stabilizer bar.

[0027] According to another advantageous embodiment, the transverse leaf spring is constructed in a linear manner or has a shape adapted to the available construction space. Due to the specific geometry of the transverse leaf spring, any necessary free space can also be provided for arranging other vehicle components.

[0028] According to the invention, this object is further achieved by a motor vehicle having the features of claim 9 , wherein the multi-link rear axle is designed according to one of the above-described embodiments or any combination of at least two of these embodiments with one another.

[0029] The advantages mentioned above with respect to the multi-link rear axle are therefore relevant to motor vehicles. A motor vehicle can have, for example, a front wheel drive or a rear wheel drive. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Further advantageous embodiments of the invention are disclosed in the dependent claims and in the following description of the drawings, in which:

[0031] Figure 1 is a schematic perspective view of an embodiment of a multi-link rear axle according to the present invention;

[0032] Figure 2 yes Figure 1 Another schematic perspective view of the multi-link rear axle shown in ;

[0033] Figure 3 is a schematic perspective view of another embodiment of a multi-link rear axle according to the present invention;

[0034] Figure 4 yes Figure 3 A schematic bottom view of the multi-link rear axle shown in ;

[0035] Figure 5 is a schematic perspective view of another embodiment of a multi-link rear axle according to the present invention; and

[0036] Figure 6 yes Figure 5 Schematic plan view of the multi-link rear axle shown in .

[0037] In the individual figures, identical components are always provided with the same reference symbols, so that these identical components are generally also described only once. DETAILED DESCRIPTION

[0038] Figure 1 is a schematic perspective view of an embodiment of a multi-link rear axle 1 according to the invention for a motor vehicle (not shown). In particular, the motor vehicle may be provided with a front wheel drive.

[0039] The multi-link rear axle 1 has a transverse leaf spring 2 which can be arranged to extend on the motor vehicle in a transverse vehicle direction and which serves specifically to damp the vehicle structure of the motor vehicle relative to the wheel carrier 3 of the multi-link rear axle 1, wherein the transverse leaf spring 2 also assumes the function of a stabilizer. The transverse leaf spring 2 can be made partially or completely of steel or fiber composite material. The transverse leaf spring 2 is designed in a linear manner. Alternatively, the transverse leaf spring 2 can have a shape that is adapted to the available construction space.

[0040] In addition, the multi-link rear axle 1 has transverse links 4 to 8 specifically for guiding the wheel carriers 3 (that is, a front upper transverse link 4, a rear upper transverse link 5, a front lower transverse link 6, a rear lower transverse link 7 and a rear or outer transverse link 8 (toe link) for each wheel carrier 3).

[0041] The opposite ends of the transverse leaf spring 2 with respect to its longitudinal extent are each indirectly connected to a corresponding rear upper transverse link 5 via a connecting element 9. The corresponding connecting element 9 is connected in an articulated manner to the transverse leaf spring 2 and the corresponding rear upper transverse link 5. In particular, the transverse leaf spring 2 is arranged in the vicinity of a wheel rotation axis 10 defined by the wheel carrier 3 with respect to the longitudinal direction of the vehicle. Furthermore, the ends of the transverse leaf spring 2 are each indirectly connected to an upper transverse link 5 arranged geographically higher than the transverse leaf spring 2.

[0042] The multi-link rear axle 1 has two fixing units 11 and 12 which engage on the transverse leaf spring 2 in a manner spaced apart from one another and via which the transverse leaf spring 2 can be fixed at two locations arranged symmetrically with respect to the longitudinal vehicle center axis to a subframe 13 of the multi-link rear axle 1, the frame 13 of the multi-link rear axle 1 being fixed to the vehicle structure or the transverse leaf spring 2 being supported at least on the subframe 13 during the deflection operation. For this purpose, the subframe 13 has two longitudinal carriers 14 and 15 on which the transverse leaf spring 2 can be supported via the fixing units 11 or 12, respectively. The longitudinal carriers 14 and 15 are connected to one another via two transverse carriers 16 and 17 of the subframe 13. On each transverse carrier 16 or 17, a fixing bushing 18 is provided at the end side, via which the subframe 13 can be fixed to the vehicle structure.

[0043] Furthermore, the multi-link rear axle 1 has a shock absorber 19 for each wheel carrier 3 , which is supported on one side on the rear lower transverse link 7 .

[0044] Figure 2 yes Figure 1 Another schematic perspective view of the multi-link rear axle 1 shown in . It can be seen that the shock absorber 19 shown is supported on the rear lower transverse link 7 shown.

[0045] Figure 3 is a schematic perspective view of another embodiment of a multi-link rear axle 20 according to the invention for a motor vehicle (not shown). In particular, the motor vehicle can be provided with a rear wheel drive.

[0046] The multi-link rear axle 20 has a transverse leaf spring 21 which can be arranged on the motor vehicle to extend in the transverse direction of the vehicle and which serves specifically to damp the vehicle structure of the motor vehicle relative to the wheel carrier 22 of the multi-link rear axle 20, wherein the transverse leaf spring 21 also assumes a stabilizer function. The transverse leaf spring 21 can be made partially or completely from steel or fiber composite material. The transverse leaf spring 21 is designed in a linear manner. Alternatively, the transverse leaf spring 21 can have a shape that is adapted to the available structural space.

[0047] In addition, the multi-link rear axle 20 has transverse links 23 to 27 specifically for guiding the wheel carriers 22 (that is, a front upper transverse link 23, a rear upper transverse link 24, a front lower transverse link 25, a rear lower transverse link 26 and a rear or outer transverse link 27 (toe link) for each wheel carrier 22).

[0048] The opposite ends of the transverse leaf spring 21 with respect to its longitudinal extent are each indirectly connected to a respective rear lower transverse link 26 via a connecting element 28. The respective connecting element 28 is connected in an articulated manner to the transverse leaf spring 21 and to the respective rear lower transverse link 26. In particular, the transverse leaf spring 21 is arranged behind the wheel rotation axis 10 defined by the wheel carrier 22 with respect to the forward travel direction of the motor vehicle. Furthermore, the ends of the transverse leaf spring 21 are each indirectly connected to a lower transverse link 26 arranged geographically below the transverse leaf spring 21.

[0049] The multi-link rear axle 20 has two fixing units which engage on the transverse leaf spring 21 in a manner spaced apart from each other. Figure 4 , the two fixing units are shown, via which the transverse leaf spring 21 can be fixed to the subframe 29 of the multi-link rear axle 20 at two positions arranged symmetrically with respect to the longitudinal vehicle center axis, the frame 29 of the multi-link rear axle 20 can be fixed to the vehicle structure, or the transverse leaf spring 21 can be supported on the subframe 29 at least during the deflection operation. For this purpose, the subframe 29 has two longitudinal carriers 14 and 15, on which the transverse leaf spring 21 can be supported via corresponding fixing units. The longitudinal carriers 14 and 15 are connected to each other via two transverse carriers 30 and 31 of the subframe 29. On each transverse carrier 30 or 31, a fixing bushing 18 is arranged on the end side, via which the subframe 29 can be fixed to the vehicle structure. The fixing units can be arranged according to Figure 1 and Figure 2 The embodiment shown in is constructed.

[0050] Furthermore, the multi-link rear axle 20 has a shock absorber 19 for each wheel carrier 22 , which is supported on one side on a rear lower transverse link 26 .

[0051] Figure 4 yes Figure 3 Schematic bottom view of the multi-link rear axle 20 shown in . One of the two fastening units 32 is shown, via which the transverse leaf spring 21 can be supported on the longitudinal carrier 15 of the subframe 29 or fastened to the subframe 29 .

[0052] Figure 5is a schematic perspective view of another embodiment of a multi-link rear axle 33 according to the invention for a motor vehicle (not shown). In particular, the motor vehicle can be provided with a rear wheel drive.

[0053] In particular, the multi-link rear axle 33 and Figure 3 and Figure 4 The embodiment shown in FIG. 1 differs in that the transverse leaf spring 34 is constructed in a curved manner and extends partially through the hollow rear transverse support 31 of the subframe. To avoid repetition, reference may be made to the above description of the embodiment shown in FIG. Figure 3 and Figure 4 Description.

[0054] Figure 6 yes Figure 5 Schematic plan view of a multi-link rear axle 33 shown in . In particular, the curved configuration of the rear transverse support 31 and the transverse leaf spring 34 can be seen.

[0055] List of reference numerals:

[0056] 1 Multi-link rear axle

[0057] 2 Transverse leaf spring

[0058] 3 wheel stand

[0059] 4 Front upper transverse link

[0060] 5 Rear upper transverse link

[0061] 6 Front lower transverse link

[0062] 7 Rear lower transverse link

[0063] 8 Outer transverse link (toe link)

[0064] 9 Connecting elements

[0065] 10 Wheel rotation axis

[0066] 11 Fixed unit

[0067] 12 Fixed units

[0068] 13 Subframe

[0069] 14 13 longitudinal bearing member

[0070] 15 13 longitudinal bearing member

[0071] 16 13 transverse bearing

[0072] 17 13 transverse bearing

[0073] 18 Fixed bushings for 16 and 17

[0074] 19 Shock absorber

[0075] 20 Multi-link rear axle

[0076] 21 Transverse leaf spring

[0077] 22 Wheel frame

[0078] 23 Front upper transverse link

[0079] 24 Rear upper transverse link

[0080] 25 Front lower transverse link

[0081] 26 Rear lower transverse link

[0082] 27 Outer transverse link (toe link)

[0083] 28 Connecting elements

[0084] 29 Subframe

[0085] 30 29 transverse bearing

[0086] 31 29 transverse bearing

[0087] 32 fixed units

[0088] 33 Multi-link rear axle

[0089] 34 Transverse leaf spring

Claims

1. A multi-link rear axle for a motor vehicle, comprising at least one transverse leaf spring, which is arranged to extend on the motor vehicle in a transverse vehicle direction, the transverse leaf spring being specially adapted to dampen the vehicle structure of the motor vehicle relative to the wheel carrier of the multi-link rear axle, wherein the transverse leaf spring is also configured as a stabilizer, It is characterized in that The multi-link rear axle has exclusively a front upper transverse link, a rear upper transverse link, a front lower transverse link, a rear lower transverse link and an outer transverse link for guiding the wheel carrier; and The connecting element is connected in an articulated manner to the transverse leaf spring and the corresponding rear lower transverse link, wherein the ends of the transverse leaf spring are each indirectly connected to the rear lower transverse link arranged geographically below the transverse leaf spring; The subframe has two longitudinal supports, on which the transverse leaf spring is supported via corresponding fixing units, and the longitudinal supports are connected to each other via two transverse supports of the subframe; The front upper transverse link, the front lower transverse link, the rear lower transverse link and the outer transverse links are connected to the transverse carrier.

2. The multi-link rear axle according to claim 1, It is characterized in that There are at least two fixing units which engage on the transverse leaf spring in a manner spaced apart from one another and via which the transverse leaf spring is fixed to a subframe of the multi-link rear axle at two locations arranged symmetrically with respect to a longitudinal vehicle center axis, the subframe being fixed to the vehicle structure.

3. The multi-link rear axle according to claim 1 or 2, It is characterized in that The opposite ends of the transverse leaf spring with respect to its longitudinal extent are each indirectly connected to a respective rear lower transverse link via a connecting element.

4. The multi-link rear axle according to claim 3, It is characterized in that The transverse leaf spring is arranged behind the wheel rotation axis defined by the wheel carrier in the longitudinal vehicle direction relative to the forward driving direction of the motor vehicle, and the end is at least indirectly connected to the corresponding rear lower transverse link, which is arranged geographically lower than the transverse leaf spring.

5. The multi-link rear axle according to claim 4, It is characterized in that The transverse leaf spring extends partially through a hollow transverse carrier of the subframe.

6. The multi-link rear axle according to claim 5, It is characterized in that The transverse leaf spring is at least partially made of steel or a fiber composite material.

7. The multi-link rear axle according to claim 5, It is characterized in that The transverse leaf spring is designed in a linear manner.

8. The multi-link rear axle according to claim 5, It is characterized in that The transverse leaf spring has a shape that is adapted to the available installation space.

9. A motor vehicle having a multi-link rear axle, It is characterized in that The multi-link rear axle is constructed according to any one of the preceding claims.

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