1 - 10 Trailing arm axle for a motor vehicle

Abstract

Trailing arm axle (1) for a motor vehicle, comprising each vehicle wheel (2): a semi-trailing arm (10, 10', 10'', 10''') with two body-side attachment points (P1, P2) and a wheel-side attachment point (P3) arranged behind these in the longitudinal direction of the vehicle, wherein the body-side attachment points (P1, P2) are spaced apart from each other in the transverse direction of the vehicle in order to form an outer body-side attachment point (P1) and an inner body-side attachment point (P2) with respect to the transverse direction of the vehicle, and an outer elastic bearing (11, 11', 11'') and an inner elastic bearing (12, 12', 12'') at the assembly-side connection points (P1, P2), characterized by a lateral force strut (30, 30', 30'') which is coupled at a first end (31) to a central section (17) of the diagonal arm (10, 10', 10'', 10'''') located in the longitudinal direction of the vehicle between the body-side attachment points (P1, P2) and the wheel-side attachment point (P3) and has at its second end (32) a joint (33, 33') to enable a free pivoting movement in all directions to the body-side coupling in the area of ​​the outer body-side attachment point (P1).

Description

[0001] The invention relates to a semi-trailing arm axle for a motor vehicle according to the preamble features of patent claim 1.

[0002] Such semi-trailing arm axles are known, for example, from DE 22 56 358 A1 and DE 39 01 540 A1.

[0003] DE 31 48 726 C1 describes a wheel suspension with a wheel carrier which is rigidly connected to a wheel suspension element which is supported by three spaced-apart bearings on a bearing axis provided on the vehicle body at an angle to the vehicle's longitudinal center plane, two of these bearings enabling a cardanic coupling of two control arms pivotably connected to the wheel suspension element about an axis perpendicular to the bearing axis, while the third bearing is rigidly connected to the wheel suspension element.

[0004] From the generic JP58-139 807 A, a wheel suspension for a motor vehicle with a semi-trailing arm is known, in which a front end is formed in a fork-shaped arm, the tips of the fork-shaped arms are pivotally supported by a subframe or a vehicle body, and a rear end rotatably supports a wheel. The wheel suspension for a motor vehicle is provided with an additional control arm, the other end of which is supported by a subframe or a vehicle body so that it can rotate about a rotary shaft that lies lower than a plane that includes a tilt shaft of the fork arm and a rotation center of one end.

[0005] For reasons of ride comfort, the elastic bearings of the body-side connection points of the semi-trailing arm are designed to be as elastic as possible, in order to minimize the transmission of vibrations and shocks from a guided vehicle wheel in the longitudinal direction to the vehicle body. The wheel guidance is compliant when subjected to longitudinal forces and provides good longitudinal force decoupling. This has a positive effect on the acoustic properties.

[0006] However, a high level of longitudinal elasticity in the control arm bearings results in self-steering behavior that can be undesirable depending on the driving situation. When cornering, i.e. under the influence of lateral forces, the elastic bearings of the semi-trailing arm are tensioned, causing the body-side connection points of the semi-trailing arm to shift slightly on the vehicle body or on a subframe attached to it due to the elasticity of the bearings, thus causing a steering movement at the vehicle wheels. With semi-trailing arm axles, the influence of lateral forces on the wheel on the outside of the bend causes a steering movement towards toe-out. On the wheel on the inside of the bend, in contrast, a steering movement towards toe-in occurs. This results in oversteering behavior when cornering. In general, however, the aim is to avoid oversteer in corners or at least to keep it to a minimum.

[0007] One way to avoid the tendency to oversteer in a semi-trailing arm axle is to use relatively stiff control arm bushings. This reduces the self-steering effect caused by the elasticity of the control arm bushings. However, the use of stiffer control arm bushings is less desirable in terms of ride comfort, as it reduces the decoupling of longitudinal forces. This becomes noticeable, for example, in the significantly more noticeable tire rolling noise in the vehicle interior.

[0008] One way to positively influence self-steering behavior while simultaneously improving comfort is to use a multi-link suspension. This provides greater scope for kinematic tuning. However, a multi-link suspension is structurally complex, which is why this approach will not be pursued in this case.

[0009] The invention is based on the object of further improving a semi-trailing arm axle with regard to self-steering behavior and driving comfort.

[0010] This object is achieved by a semi-trailing arm axle according to claim 1. The semi-trailing arm axle according to the invention comprises a semi-trailing arm for each vehicle wheel, with two body-side connection points and a wheel-side connection point arranged behind these in the vehicle's longitudinal direction. The body-side connection points are spaced apart from one another in the vehicle's transverse direction to form an outer and an inner connection point with respect to the vehicle's transverse direction. Furthermore, the semi-trailing arm axle comprises a lateral force strut, which is coupled at a first end to a central section of the semi-trailing arm located in the vehicle's longitudinal direction between the body-side connection points and the wheel-side connection point, and at its second end has a joint for the body-side connection in the region of the outer connection point.

[0011] The lateral force strut effectively guides the trailing arm along a predetermined path. This limits self-steering motion under the influence of lateral forces. Regarding the wheel on the outside of the curve, a lateral force toe-out effect is reduced or completely eliminated. This, in turn, allows the elasticity of the trailing arm's elastic bearings to be increased, thereby improving the ride comfort of the trailing arm axle.

[0012] Advantageous embodiments of the invention are specified in further patent claims.

[0013] Preferably, the elastic bearings of the semi-trailing arm and the arrangement of the lateral force strut are coordinated in such a way that, with respect to the longitudinal and lateral forces acting on the wheel side, a center of rotation is formed that lies slightly in front of, slightly behind, or on the axis of rotation of the vehicle wheels in the vehicle's longitudinal direction. A range that is no larger than 1 / 10 of the distance between the axis of rotation of the vehicle wheels and the axis of rotation of the elastic bearing of the inner body-side connection point is considered to be insignificant. The lateral force toe-out effect remains particularly low.

[0014] In a further advantageous embodiment, the semi-trailing arm is designed as a rigid Y-shaped component. This can provide wheel guidance alone and offers sufficient stability while maintaining a low component weight.

[0015] In particular, the semi-trailing arm can be designed with two arms, each with an elastic bearing at its end for connection to the body. The lateral force strut between the arms runs essentially parallel to the arm with the outer connection point. This allows for space-saving installation of the lateral force strut.

[0016] According to a further advantageous embodiment of the invention, the lateral force strut is coupled to the arm via an elastic bearing, which has the inner connection point on the body side. By connecting to the inner arm, a strong inclination of the lateral force strut can be achieved. The coupling via an elastic bearing prevents constraints and reduces the transmission of vibrations via the lateral force strut.

[0017] Regardless of the above-specified design of the semi-trailing arm, the lateral force strut runs from its coupling point on the semi-trailing arm forward in the longitudinal direction of the vehicle and outward in the transverse direction. If necessary, it can be routed at least partially above or below the semi-trailing arm.

[0018] To ensure high levels of ride comfort, the elastic bearing of the outer body-side connection point exhibits high elasticity in the vehicle's longitudinal direction. In particular, the elasticity of this bearing is greater than the elasticity of the elastic bearing of the lateral force strut. Preferably, the elasticity of the elastic bearing of the outer body-side connection point in the vehicle's longitudinal direction is several times greater, in particular five to 20 times greater, than the elasticity of the bearing of the lateral force strut. Preferably, the elastic bearing of the outer body-side connection point also exhibits greater elasticity in the vehicle's longitudinal direction than the elastic bearing of the inner body-side connection point.

[0019] According to a further advantageous embodiment of the invention, the vehicle body is supported by a spring on the central region of the semi-trailing arm, while a damper is coupled behind the rotational axis of the vehicle wheels to the semi-trailing arm or a wheel carrier attached to it. This results in a compact design of the rear axle, which opens up a wide range of design options for the overlying sections of the vehicle body.

[0020] The invention is described in more detail below with reference to exemplary embodiments shown in the drawing. The drawing shows: Fig. 1 is a perspective view of a first embodiment of a semi-trailing arm axle according to the invention, wherein only one axle half is shown; Fig. 2 a top view of the Fig. 1 half of the axle shown; Fig. 3 is a schematic view of a second embodiment of a semi-trailing arm axle, with only one axle half being shown; Fig. 4 is a schematic view of a third embodiment of a semi-trailing arm axle, with only one axle half being shown; and in Fig. 5 a schematic view of a fourth embodiment of a semi-trailing arm axle, wherein only one axle half is shown.

[0021] The first embodiment in the Fig. 1 and Fig. Figure 2 shows a semi-trailing arm axle 1 for a motor vehicle. The semi-trailing arm axle 1 is designed symmetrically with respect to the longitudinal center axis of the motor vehicle, so only one half will be explained in more detail below.

[0022] The semi-trailing arm axle 1 comprises a semi-trailing arm 10 for each vehicle wheel 2, with two body-side connection points P1 and P2 and a wheel-side connection point P3 arranged behind them in the vehicle's longitudinal direction. At the wheel-side connection point P3, there is a wheel carrier (not shown in detail), on which the vehicle wheel 2 is rotatably mounted. The wheel carrier is either formed directly on the semi-trailing arm 10 or rigidly attached to it, so that the vehicle wheel 2 is guided solely by the semi-trailing arm 10.

[0023] For support on the vehicle body or a subframe attached thereto, the semi-trailing arm 10 has an elastic bearing 11, 12 at each of the body-side connection points P1 and P2. The body-side connection points P1 and P2 are spaced apart from one another in the transverse direction of the vehicle, so that an outer connection point P1 and an inner connection point P2 are formed with respect to the transverse direction of the vehicle.

[0024] In the illustrated first embodiment, the axes of rotation A and B of the outer elastic bearing 11 and the inner elastic bearing 12 run essentially in the transverse direction of the vehicle, with angles of up to 25 degrees to the transverse direction of the vehicle being possible. Furthermore, the axes of rotation of the two body-side elastic bearings 11 and 12 lie on a common line. However, it is also possible to offset these two axes of rotation A and B from each other in the longitudinal direction of the vehicle and, if necessary, to provide different angles of rotation to the transverse direction of the vehicle.

[0025] The elastic bearings 11 and 12 are preferably designed as rubber bearings or rubber-metal bearings, whereby the elasticity of the individual bearings can vary depending on the direction with regard to the desired axle alignment. For this purpose, corresponding bearing mounts 13 and 14 are attached or molded onto the semi-trailing arm 10. Fig. 1 and Fig. 2, these bearing receptacles 13 and 14 are designed as bushings through which a journal 15 or 16 of the respective bearing 11 or 12 extends, which is fixed on the body side.

[0026] Furthermore, the semi-trailing arm axle 1 comprises a substantially rod-shaped lateral force strut 30 for each semi-trailing arm 10. The lateral force strut 30 is coupled at a first end 31 to a central section 17 of the semi-trailing arm 10 located between the body-side connection points P1, P2 and the wheel-side connection point P3, and is coupled at its second end 32 to the body via a joint 33 in the area surrounding the outer connection point P1.

[0027] The lateral force strut 30 is designed to be tensile and compressive stiff with respect to the forces encountered. To enable free pivoting movement in all directions, the joint 33 is designed as a ball joint. Instead of a ball joint, however, other joint types or combinations of joints can be used, such as cardan joints, which ensure the same mobility. Due to this connection, the first end 31 of the lateral force strut 30 can only move on a spherical surface around the pivot or attachment point P5 of the joint 33, thereby limiting the movement options for the semi-trailing arm 10. To avoid forcing the axle during spring compression, it is advantageous if the attachment points P1, P2, and P5 lie on a line.

[0028] Due to the elastic bearings 11 and 12, the semi-trailing arm 10 can rotate slightly around a vertical axis within the scope of the elasticity provided by them. For this reason, the lateral force strut 30 is coupled to the semi-trailing arm 10 via a joint 33 or an elastic bearing 35. The latter can be equipped with a certain degree of elasticity, for example, to avoid constraints and / or to enable further kinematic adjustment. The elastic bearing 35 can also be designed as a rubber or rubber-metal bearing. A corresponding additional bearing mount 18 is provided for this purpose on the central section 17 of the semi-trailing arm 10.

[0029] According to the invention, the elastic bearings 11 and 12 of the semi-trailing arm 10 and the arrangement of the lateral force strut 30 are coordinated with one another in such a way that, with respect to longitudinal and lateral forces acting on the wheel side, an elastic center of rotation P6 is formed, which lies slightly in front of, behind or on the axis of rotation C of the vehicle wheels 2 in the vehicle's longitudinal direction. The distance s of the elastic center of rotation P6 from the axis of rotation C is not greater than 1 / 10 of the distance between the axis of rotation C of the vehicle wheels 2 and the axis of rotation A of the outer elastic bearing 11 of the inner body-side connection point P1. Fig. 2 shows the respective lever arms lx and ly for the longitudinal force Fx and the lateral force Fy.

[0030] When a lateral force Fy acts on vehicle wheel 2, the theoretically possible pivoting of the semi-trailing arm 10 due to the elasticity of the bearings 11 and 12 is reduced or even completely prevented. The semi-trailing arm 10 is largely blocked by the lateral force strut 30 when subjected to a lateral force, resulting in at most a slight self-steering tendency toward toe-out at the outside wheel. This counteracts severe oversteering in the curve, which is beneficial for driving dynamics.

[0031] If the lateral force strut 30 were omitted from an otherwise identical configuration of the elastic mounts 11 and 12, a significant toe-out effect would result at the same lateral force Fy, which would require the use of stiffer elastic mounts to prevent. However, by introducing the lateral force strut 30, which prevents the vehicle wheel 2 from toeing out more by restricting the movement of the semi-trailing arm 10, the elastic mounts 11 and 12 can be designed with high elasticity in the vehicle's longitudinal direction. This allows for appropriate compliance of the mounts 11 and 12 when a longitudinal force Fx is applied, thus providing good longitudinal force decoupling, which is beneficial with regard to vehicle acoustics and ride comfort.

[0032] Of particular importance for the inventive concept explained above are the positions of the connection points P1 to P3, the coupling point P4, the pivot or connection point P5, the elastic center of rotation P6, and the axes of rotation A to C. The shape of the semi-trailing arm 10 and the lateral force strut 30 can be adapted to the respective spatial conditions.

[0033] The Fig. 1 and Fig. 2 shows a particularly advantageous embodiment in which the semi-trailing arm 10 is designed as a rigid Y-shaped component. The connection points P1 to P3 are located at the ends of the Y-shape.

[0034] In this case, the semi-trailing arm 10 has an outer arm 21 and an inner arm 22, each of which has an elastic bearing 11 and 12, respectively, at their free ends for coupling to the body. The two arms 21 and 22 merge in the central section 17 and together form another arm 23, which extends to the vehicle wheel 2 and has the wheel-side connection point P3. All arms 21 to 23 extend in a common plane.

[0035] The lateral force strut 30 extends, in a space-saving manner, between the outer arm 21 and the inner arm 22 in the forward direction of travel in the common plane. The body-side pivot or connection point P5 of the lateral force strut 30 is located in the area of ​​the outer body-side connection point P1, i.e., the elastic bearing 11 of the outer arm 21. In any case, the body-side pivot or connection point P5 of the lateral force strut 30 is closer to the connection point P1 than to the connection point P2. In particular, it can be located on the rotation axis A of the outer elastic bearing 11.

[0036] The lateral force strut 30 runs essentially parallel to the arm 21 having the outer connection point P1, while the associated elastic bearing 35 is located on the arm 22 having the inner connection point P2. It thus runs from its connection point P4 on the semi-trailing arm 10 forward in the vehicle's longitudinal direction and outward in the vehicle's transverse direction.

[0037] As already indicated, the elastic bearing 35 of the lateral force strut 30 has a certain degree of elasticity. However, with regard to driving comfort, the outer elastic bearing 11 of the outer body-side connection point P1 has greater elasticity in the vehicle's longitudinal direction. The latter is preferably several times, preferably five to 20 times, the elasticity of the elastic bearing 35. Furthermore, the outer elastic bearing 11 also has greater elasticity than the inner elastic bearing 12 of the inner body-side connection point P2. The latter is preferably radially stiff, but axially soft to enable a desired pivoting movement of the control arm 10. In particular, the bearing 12 can be designed to be axially soft with a progression or after approximately 2.5 to 5.5 mm, for example after 4 mm. The stiffness increases progressively axially after an initially soft range. The radial stiffness can be increased if necessary.more than double or triple that of the outer elastic bearing 11.

[0038] Furthermore, a spring plate 19 is provided on the semi-trailing arm 10 for supporting a spring 40''' supporting the vehicle body. Preferably, the spring plate 19 is arranged in the central section 17, in particular in the region where the outer arm 21 and the inner arm 22 join. The spring 40''' is thus located behind the lateral force strut 30, as viewed in the vehicle's longitudinal direction, but in front of the rotational axis C of the vehicle wheels 2.

[0039] Furthermore, behind the rotational axis C of the vehicle wheels 2, damper 50''' engages the semi-trailing arm 10. However, damper 50''' can also be coupled to a wheel carrier attached to the semi-trailing arm. Preferably, its connection point lies within a wheel rim 3 of the vehicle wheel 2. Damper 50''' is inclined toward the inside of the vehicle and rests with its upper end on the vehicle body. Furthermore, damper 50''' is inclined slightly counter to the forward direction of travel, so that the entire damper 50''' lies behind the rotational axis C. However, this damper arrangement can also be deviated from if necessary.

[0040] Fig. 3 shows a first modification of the above-described embodiment to illustrate further possible embodiments of the semi-trailing arm 10'. Fig. The embodiment shown in Figure 3 differs from the first embodiment only in the specific design of the semi-trailing arm 10' and in the course of the lateral force strut 30'.

[0041] In this case, the outer arm 21' and the inner arm 22' are connected to each other at their free ends, resulting in a roughly triangular truss structure for the semi-trailing arm 10', which is characterized by high rigidity. In this case, the lateral force strut 30' is coupled to the upper side of the semi-trailing arm 10' and runs above it to its body-side pivot or connection point P5 of the lateral force strut 30' in the area of ​​the outer elastic bearing 11' of the semi-trailing arm 10'. An arrangement below the semi-trailing arm 10' is also possible. The body-side pivot or connection point P5 of the lateral force strut 30' is selected such that, taking into account the elasticity in the joint 33', pivoting of the semi-trailing arm 10' about the axes of rotation A and B of the outer elastic bearing 11' and the inner elastic bearing 12' is not impaired during compression and rebound of the vehicle wheel 2.To avoid collisions, the lateral force strut 30' may, if necessary, be additionally bent in the vertical direction.

[0042] Furthermore, as in Fig. 4 using a further exemplary embodiment, the body-side pivot or connection point P5 of the lateral force strut 30" can be arranged on the outside of the vehicle, relative to the outer body-side connection point P1. In this case, the lateral force strut 30" is guided above or below the semi-trailing arm 10" up to the coupling point P4 on the semi-trailing arm 10" in order to ensure a sufficiently large radius for the movement of the coupling point P4.

[0043] Fig. Figure 4 further shows that the rotation axes A and B of the elastic mounts 11" and 12" can be offset from each other in the vehicle's longitudinal direction and, if necessary, can also have different angles of incidence relative to the vehicle's transverse direction. The connection points P1, P2 and the body-side pivot or connection point P5 are preferably located on a line.

[0044] Fig. 5 shows a further modification of the first embodiment. Fig. The embodiment shown in Figure 5 differs from the first embodiment primarily in the arrangement of spring 40''' and damper 50'''. The latter is installed more steeply and inclined in the forward direction of travel, so that at least the connection point of the damper 50''' on the vehicle body is in front of the rotation axis C. The spring 40''', on the other hand, is supported behind the rotation axis C on the handlebar 10'''. In addition, in Fig. 5 shows a drive shaft 60''' for driving the vehicle wheel 2, which runs between the spring 40''' and the damper 50'''. Although this arrangement is not as compact as the first embodiment, it allows for greater relief of the chassis bearings. Fig. As further illustrated in Figure 5, a stabilizer 70''' can additionally engage the handlebar 10'''. Such a stabilizer can also be provided in the embodiments explained above, if necessary.

[0045] The invention has been explained in more detail above using exemplary embodiments. However, it is not limited to these, but encompasses all embodiments defined by the patent claims. List of reference symbols 1 semi-trailing arm axle 2 vehicle wheel 3 wheel rim 10, 10', 10'', 10''' semi-trailing arm 11, 11', 11'' outer elastic bearing 12, 12', 12'' inner elastic bearing 13 storage recording(s) 14 storage location(s) 15 bearing journals 16 bearing journals 17 Middle section 18 additional stocks 19 spring plates 21, 21' outer arm 22, 22' inner arm 23 additional arm 30, 30', 30'' lateral force strut 31 first end 32 second end 33.33' joint 35, 35', 35'' elastic bearing 40''' spring 50''' damper 60''' drive shaft 70''' stabilizer s distance Ix lever arm of the longitudinal force Fx ly lever arm of the lateral force Fy A Rotation axis of the outer elastic bearing 11, 11', 11'' B Rotation axis of the inner elastic bearing 12, 12', 12'' C Axis of rotation of the vehicle wheels 2 Fy lateral force Fx longitudinal force P1 outer body-side connection point of the semi-trailing arm 10, 10', 10'', 10''' P2 inner body-side connection point of the semi-trailing arm 10, 10', 10'', 10''' P3 wheel-side connection point of the semi-trailing arm 10, 10, 10', 10'', 10''' P4 Coupling point of the lateral force strut 30, 30', 30'' on the semi-trailing arm 10, 10', 10', 10''' P5 Body-side pivot or connection point of the lateral force strut 30, 30', 30'' P6 elastic center of rotation

Claims

[1] Semi-trailing arm axle (1) for a motor vehicle, comprising for each vehicle wheel (2): a semi-trailing arm (10, 10', 10'', 10''') with two body-side connection points (P1, P2) and a wheel-side connection point (P3) arranged behind them in the vehicle's longitudinal direction, wherein the body-side connection points (P1, P2) are spaced apart from one another in the vehicle's transverse direction in order to form an outer body-side connection point (P1) and an inner body-side connection point (P2) with respect to the vehicle's transverse direction, and an outer elastic bearing (11, 11', 11'') and an inner elastic bearing (12, 12', 12'') at the body-side connection points (P1, P2), characterized by a lateral force strut (30, 30', 30'') which is coupled with a first end (31) to a central section (17) of the semi-trailing arm (10, 10', 10'', 10''') lying in the vehicle's longitudinal direction between the body-side connection points (P1, P2) and the wheel-side connection point (P3) and which has a joint (33, 33') at its second end (32) to enable free pivoting movement in all directions for the body-side coupling in the region of the outer body-side connection point (P1). [2] Semi-trailing arm axle (1) for a motor vehicle according to claim 1, characterized byin that the inner and outer elastic bearings (11, 11', 11''; 12, 12', 12'') of the semi-trailing arm (10, 10', 10'', 10''') and the arrangement of the lateral force strut (30, 30', 30'') are coordinated with one another in such a way that, with respect to longitudinal and lateral forces acting on the wheel side, an elastic center of rotation (P6) is formed which, in the vehicle's longitudinal direction, lies slightly in front of, slightly behind or on the axis of rotation (C) of the vehicle wheels (2), wherein a region which is not greater than 1 / 10 of the distance between the axis of rotation (C) of the vehicle wheels (2) and the axis of rotation (A) of the inner elastic bearing (12, 12', 12'') of the inner body-side connection point (P2) is regarded as slight. [3] Semi-trailing arm axle (1) for a motor vehicle according to claim 1 or 2, characterized by that the semi-trailing arm (10, 10', 10'', 10''') is designed as a rigid Y-shaped component. [4] Semi-trailing arm axle (1) for a motor vehicle according to one of claims 1 to 3, characterized by that the semi-trailing arm (10, 10', 10'', 10''') has two arms, namely an outer arm (21, 21') and an inner arm (22, 22'), which each have an elastic bearing (11, 11', 11''; 12, 12', 12'') at their ends (31, 32) for coupling to the body, and the lateral force strut (30, 30', 30'', 30''') runs between the inner and outer arms (21, 21'; 22, 22') essentially parallel to the outer arm (21, 21') having the outer body-side connection point (P1). [5] Semi-trailing arm axle (1) for a motor vehicle according to claim 4, characterized by that the lateral force strut (30, 30', 30'', 30''') is coupled via an elastic bearing (35, 35', 35'') to the outer arm (22, 22'), which has the inner body-side connection point (P2). [6] Semi-trailing arm axle (1) for a motor vehicle according to one of claims 1 to 5, characterized bythat the lateral force strut (30, 30', 30'') runs from its coupling point (P4) on the semi-trailing arm (10, 10', 10'', 10''') forwards in the vehicle's longitudinal direction and outwards in the vehicle's transverse direction. [7] Semi-trailing arm axle (1) for a motor vehicle according to claim 5 or according to claim 6 with claim 5, characterized by that the outer elastic bearing (11, 11', 11'') of the outer body-side connection point (P1) has a greater elasticity in the vehicle longitudinal direction than the elastic bearing (35, 35', 35'') of the lateral force strut (30, 30', 30'', 30'''). [8] Semi-trailing arm axle (1) for a motor vehicle according to one of claims 1 to 7, characterized by that the outer elastic bearing (11, 11', 11'') of the outer body-side connection point (P1) has a greater elasticity in the vehicle longitudinal direction than the elastic bearing (12, 12', 12'') of the inner body-side connection point (P2). [9] Semi-trailing arm axle (1) for a motor vehicle according to one of claims 1 to 8, characterized by that a spring (40''') for supporting the vehicle body is supported on the central section (17) of the semi-trailing arm (10, 10', 10'', 10''') and a damper (50''') is coupled behind the axis of rotation (C) of the vehicle wheels (2) to the semi-trailing arm (10, 10', 10'', 10''') or to a wheel carrier fastened thereto. [10] Semi-trailing arm axle (1) for a motor vehicle according to one of claims 1 to 9, characterized by that the two body-side connection points (P1, P2) of the semi-trailing arm (10, 10', 10'', 10''') and the pivot or connection point (P5) of the joint (33, 33') of the lateral force strut (30, 30', 30'') lie on one line.

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