Independent wheel suspension and rear axle with independent wheel suspension for a vehicle and appropriately equipped vehicle

Abstract

Independent wheel suspension for a rear axle (1) of a vehicle, comprising a transverse leaf spring (9) as well as a damper (24) and a wheel carrier (19), which can be connected to the vehicle via wishbones (12, 13) and a tie rod (18) which are articulated thereto, either directly or with the interposition of a subframe (2), wherein the wishbones (12, 13) comprise a supporting link (12) and a camber link (13) arranged above the supporting link (12), characterized in that the supporting link (12) is connected to the wheel carrier (19) via two connections (22, 23), wherein the transverse leaf spring (9) is articulatedly coupled to the camber link (13) via a connecting element (27) which comprises a connecting link (28).

Description

[0001] The present invention relates to an independent wheel suspension for a rear axle of a vehicle, in particular for a motor vehicle, according to the preamble of claim 1, and to a rear axle for a vehicle, according to the preamble of claim 5. Furthermore, the invention relates to a correspondingly equipped vehicle with a rear axle having two independent wheel suspensions according to claim 8.

[0002] To achieve the greatest possible decoupling from the surface being driven on, vehicle wheels are typically attached to the vehicle body via a front and / or rear axle. The axles contain movable axle components relative to the body, which, in combination with spring and damping elements, form the components of a chassis. In addition to the desired ride comfort, this ensures, in particular, the necessary driving stability.

[0003] Rear axles can be designed as rigid or semi-rigid axles, such as pendulum or twist-beam axles. Other designs involve the use of largely independent independent wheel suspensions. This means that each wheel is rotatably mounted on a wheel carrier, which in turn is movably connected via several links. Such independent wheel suspensions are then arranged on both sides of two-track vehicles.

[0004] The individual control arms can be coupled to the vehicle body either directly or through the integration of a subframe. Such subframes are also known, for example, as subframes or axle supports. Their arrangement offers the advantage of a prefabricated modular structure, so that final assembly only requires the attachment of the resulting front and / or rear axle module using a few fasteners. The interposition of elastic mounts can also significantly reduce the transmission of vibrations and structure-borne noise into the vehicle interior.

[0005] Although the wheels opposite each other in independent wheel suspensions are not arranged on a common structural cross connection as in the classic sense, their paired arrangement as a whole is usually referred to as the front or rear axle.

[0006] Compared to twist-beam axles, independent wheel suspensions offer the advantage of improved handling characteristics, resulting primarily from their non-interfering wheel positions during compression and rebound. Furthermore, independent wheel suspensions generally require less installation space, which in turn opens up the possibility of gaining free space. This can then be advantageously allocated, for example, to the interior and / or trunk of the vehicle.

[0007] Depending on the design and installation position of the control arms, a distinction is made between longitudinal, semi-trailing, and transverse control arms. Their respective orientation relates to the longitudinal direction or direction of travel of the vehicle, so that, for example, the transverse control arm extends essentially transversely to its longitudinal direction. The vehicle-side mounting of each control arm is provided by at least one bushing, which can be designed as a composite bearing in the form of a rubber-metal bearing. The rubber component ensures sufficient decoupling and limited mobility of the control arm relative to its mounting.

[0008] For example, US 7,784,806 B2 discloses a typical design for an independent wheel suspension for the rear wheels of a vehicle. On each side, the wheel suspension comprises a substantially H-shaped lower support arm, which is pivotably connected to the vehicle body via two inner connections. Two of the outer connections opposite the inner connections serve as an articulated connection to a wheel carrier, with the wheel carrier being coupled to the articulated arm via a lower region. The connections are each designed as bearings. At a corresponding upper region, the wheel carrier is supported on the vehicle body via a camber link. Furthermore, the wheel carrier has a one-piece cantilever arm made of the same material and having a spring plate. A coil spring extending between the vehicle body and the spring plate of the wheel carrier can be supported on this arm.Finally, the wheel carrier has an attachment area for a shock absorber, which is wrapped around an additional spring.

[0009] US 8 267 416 B2 also shows a wheel suspension system which provides independent wheel suspensions for each of the two rear wheels of a vehicle. The individual wheel suspension comprises a lower support arm which is articulated to a vehicle body via two vehicle-side bearings. In contrast, two wheel-side bearing areas of the articulated arm serve to couple the wheel to a lower area of a wheel carrier. The wheel carrier has an upper extension arm which is coupled to an upper wishbone. The wheel carrier is supported on the vehicle body via the upper wishbone. The articulated arm has a bearing area which serves to support a coil spring arranged between the articulated arm and the vehicle body. Furthermore, a damper is provided which extends between the vehicle body and the articulated arm, to which it is articulated.

[0010] In contrast to the use of a coil spring, the generic US 6 588 779 B2 discloses an independent wheel suspension for a vehicle with a transverse leaf spring. The two sides of the independent wheel suspension each have a substantially H-shaped lower support arm and a wheel carrier. The support arm has a total of four connections in the form of bearings, whereby it is pivotally connected to a vehicle body via two inner bearings. The support arm is supported against a shock absorber which extends between the support arm and a vehicle body. Between the inner bearings, the transverse leaf spring is fastened with its two ends in one of the two support arms on each side. Of the two corresponding outer bearings of the support arm, one is connected to a lower attachment area of the wheel carrier. Another of the outer bearings is coupled to a tie rod via a connecting lever.Said tie rod extends between the vehicle body and another lower attachment point of the wheel carrier. The wheel carrier is further supported on the vehicle body via a wishbone, which is hinged to an upper attachment point of the wheel carrier.

[0011] Further prior art is shown in the documents US 5 833 026 A, US 2002 / 0 043 780 A1, CN 102 858 561 A, US 2008 / 0 290 623 A1 and US 5 364 114 A.

[0012] The prior art designs of such rear axles or rear axle modules with independent wheel suspensions enable the independent linkage of the respective vehicle wheels. In combination with shock absorbers and coil springs or a transverse leaf spring, improved handling characteristics are achieved compared to arrangements with a twist-beam axle, for example.

[0013] When using coil springs in the rear axle area, it is preferred that they be separated from the corresponding shock absorber. Unlike a McPherson strut, these are not arranged one inside the other, but rather spaced apart. This requires corresponding installation space. Simply replacing the coil springs with a transverse leaf spring can reduce the required installation space. This results in smaller wheel arches, which has a particularly positive effect on the trunk volume of a typical front-engine passenger car. Depending on the position and associated design of the coil springs, replacing them with a transverse leaf spring can also reduce weight.

[0014] Since the components of the independent suspension, particularly the coil spring or transverse leaf spring, must be sufficiently rigid, their weight is sometimes increased. This is due to the introduction and transmission of forces from and to the respective spring element, which requires sufficient rigidity. Furthermore, the arrangement of the individual components of such an independent suspension leaves considerable room for improvement.

[0015] Against this background, the present invention is based on the object of further developing an independent wheel suspension and a rear axle of a vehicle equipped therewith, such that, in addition to reduced weight, they feature an improved arrangement of their individual components. Furthermore, a vehicle equipped accordingly is to be presented.

[0016] According to the invention, this object is achieved by an independent wheel suspension for a vehicle having the features of claim 1 and by a rear axle having two independent wheel suspensions having the features of claim 5. The last part of the object is achieved by a correspondingly equipped vehicle according to the invention having the features of claim 8.

[0017] It should be noted that the features listed individually in the following description can be combined with one another in any technically reasonable manner and demonstrate further embodiments of the invention. The description further characterizes and specifies the invention, particularly in conjunction with the figures.

[0018] According to the invention, an independent wheel suspension for a vehicle is presented below, which is particularly suitable for a rear axle and thus as part of a vehicle's rear axle. Particularly preferably, the independent wheel suspension according to the invention can be combined with a front-wheel drive in a vehicle, in particular in a motor vehicle. Nevertheless, the inventive concept also allows for combination with an additional or pure rear-wheel drive, for which the embodiments described below and the resulting advantages also apply.

[0019] According to this, the invention shows an independent wheel suspension for a vehicle, which can preferably be arranged in pairs on a rear axle module, in particular on a rear axle.

[0020] The independent wheel suspension comprises a transverse leaf spring, at least one damper, and a wheel carrier. The damper is preferably a shock absorber. The transverse leaf spring represents a spring element that serves as an elastic element to support the vehicle body against the unsprung parts of the chassis and, in particular, against the ground. The damper and transverse leaf spring, in their well-known interaction, prevent, in particular, the uncontrolled up and down swinging of the vehicle body and bottoming out when driving over uneven surfaces.

[0021] The wheel carrier, designed to rotatably support a wheel or vehicle wheel, is connected to wishbones and a tie rod in an articulated manner. The wishbones comprise a support arm and a camber link located above the support arm. The wheel carrier can be connected to the vehicle either directly or via a subframe using the wishbones and tie rod.

[0022] According to the invention, the support arm is connected to the wheel carrier via two connections. In other words, the wheel carrier is supported on two areas of the support arm. The transverse leaf spring can be articulated either to the wheel carrier or to one of the wishbones. Thus, the transverse leaf spring can be coupled to the wheel carrier, the support arm, or the camber arm. "Coupled" here means that the transverse leaf spring is coupled to the wheel carrier or one of the wishbones in a force-transmitting manner. Their articulated connection to one another ensures that any relative movement between them is possible.

[0023] The transverse leaf spring is coupled to one of the wishbones or the wheel carrier by incorporating an additional connecting element. Said connecting element comprises at least one connecting link. By using a connecting link, the transverse leaf spring and one of the wishbones, for example the camber arm, can be spaced apart in such a way that the available installation space is optimally utilized. In this way, no directly adjacent layer is required, since the force-transmitting connection is made by the connecting link. Its length can be easily adapted to the respective conditions. By using the additional connecting element, the possibility of lateral displacement between the transverse leaf spring and the element of the independent wheel suspension, which is articulated to it via the connecting element, is easily realized.

[0024] The advantage of this design lies in the resulting high lateral rigidity of the independent wheel suspension. This is due in particular to the arrangement and connection of the wishbones and the tie rod to the wheel carrier. By transferring forces from the wheel carrier to the support arm via at least two connections, precise guidance of each wheel is achieved despite the simple structure. A further improvement lies in the decoupling of the support arm and tie rod, so that the latter is simplified in its complexity. This allows for a slimmer design, resulting in corresponding weight advantages both in terms of general nature and in terms of unsprung mass.

[0025] Due to the possible relative movements between the articulated parts of one of the wishbones or the wheel carrier and the transverse leaf spring, their contribution to the stiffness of the independent wheel suspension in the longitudinal direction is advantageously minimized. Furthermore, the forces acting on the transverse leaf spring in the transverse and longitudinal directions of the vehicle are reduced.

[0026] Particularly preferably, the camber link located above the support arm is arranged outside, for example, behind the wheel center. This allows the camber link to be advantageously connected, for example, to the same cross member of an intermediate subframe as the support arm. This increases the lateral rigidity of the independent wheel suspension. In addition, the caster angle of the wheel arranged on the wheel carrier is reduced. In this way, the steering angle of the wheel is more decoupled from its camber angle. This is particularly advantageous for static wheel alignment and the coordination of the lateral steering effect without camber effect. The same applies to the combination with active rear-wheel steering as an alternative configuration.

[0027] Particularly preferably, the transverse leaf spring is articulated to the camber arm.

[0028] By coupling the camber arm to the transverse leaf spring, the supporting arm and the tie rod can be adapted to the loads acting on them without the load from the transverse leaf spring. In this way, they can be designed to be significantly slimmer, which reduces their respective weight accordingly. In contrast, the camber arm can be made correspondingly stronger in the direction of its load from the transverse leaf spring, with its shape ideally adapted to the prevailing loads. For example, the transverse leaf spring can be arranged between the supporting arm and the camber arm so that its spring force is introduced into the camber arms parallel to the vertical direction of the vehicle. In this case, the camber arm has a correspondingly strong axis around the longitudinal direction of the vehicle, which is achieved, for example, by its structural height.

[0029] With regard to the connection between the wheel carrier and the support arm, it is envisaged that at least one of the connections between them can be realized by the inclusion of a guide bearing. Such guide bearings are also known as support bearings. These are usually formed from a ball joint, which, in addition to appropriate force transmission, allows an articulated connection. Alternatively, it is envisaged that at least one of these connections can be realized by a control arm. This control arm can be a coupling rod. The control arm can also be an integrated control arm. The advantage of the control arm arrangement lies in the possible spacing of the wheel carrier and the support arm, whereby their distance is bridged by said control arm.

[0030] According to a particularly preferred embodiment of the invention, the transverse leaf spring can comprise or be formed from a composite material. The composite material can preferably consist, for example, of glass fibers embedded in a resin matrix, in particular epoxy resin. The advantage here is a significant weight reduction compared to a transverse leaf spring made of metal. Due to its high strength-to-weight ratio, the transverse leaf spring can also be designed to be correspondingly slim, resulting in additional weight savings.

[0031] The invention provides several options for the position of the tie rod. For example, the tie rod can be arranged in the plane of the support arm. This results in a slim design, which, when installed, allows for high ground clearance, particularly below the support arm. Alternatively, the tie rod can also be arranged below or above the support arm. The specific arrangement is left to the expert, who can determine a suitable position for the tie rod based on the structural possibilities.

[0032] The possible tie rod positions described above do not necessarily imply a parallel alignment with the support arm. Above, below, and within the plane of the support arm means that the tie rod is positioned above, within, or below the support arm with more than 50% of its dimensions, respectively.

[0033] The inventive design of the independent wheel suspension achieves an improved arrangement of its individual components. At the same time, their dimensions can be optimized, which, in particular, enables a reduction in weight.

[0034] Furthermore, the invention is directed to a rear axle comprising a subframe, a transverse leaf spring, and two independent wheel suspensions. In particular, said independent wheel suspensions can preferably each be one of the previously described ones.

[0035] According to this, each of the independent wheel suspensions has a wheel carrier, which is connected to the subframe via articulated wishbones and a tie rod. Each wishbone comprises a support arm and a camber link arranged above the support arm. According to the invention, each support arm is connected to the wheel carrier via two connections. The transverse leaf spring is articulated to either one of the wishbones or the wheel carrier. The coupling is achieved by incorporating a connecting element comprising a connecting link.

[0036] The resulting advantages and further design options have already been explained in more detail in connection with the independent wheel suspension according to the invention explained above, so reference is made to the previous explanations at this point. This also applies to the advantageous design options for the rear axle according to the invention and the vehicle according to the invention, which includes such a rear axle with two independent wheel suspensions as described above, which are presented below.

[0037] Thus, according to a preferred embodiment, the rear axle can have two spaced-apart leaf spring bearings. Said leaf spring bearings are designed to support the transverse leaf spring accordingly. Particularly preferably, the two leaf spring bearings are arranged between the two independent wheel suspensions on the subframe. This allows the transverse leaf spring to be advantageously mounted on the subframe via the leaf spring bearings. This is particularly important with regard to the modular construction of vehicles, so that the rear axle can be connected to the vehicle body in a prefabricated manner.

[0038] By connecting the transverse leaf spring via the two leaf spring bearings, it follows the four-point bending theory of bending beams. This allows the transverse leaf spring to combine the properties of a conventional coil spring and a stabilizer bar. In other words, no additional stabilizer bar is necessary to improve handling.

[0039] Of course, an additional stabilizer can be installed if required, for example to provide an additional option for adjusting the roll stiffness of the independent wheel suspension.

[0040] Another development is seen in the variable cross-section of the transverse leaf spring. This allows the transverse leaf spring to have a cross-section that varies in its extension. This allows the spring rate and roll rate of the independent wheel suspension to be adjusted independently of each other via the respective shape of the transverse leaf spring, despite the arrangement of a single transverse leaf spring. The transverse leaf spring can, for example, have a rectangular cross-section. Of course, its respective shape is freely selectable by the specialist, who wishes to adjust a specific behavior of the transverse leaf spring based on the cross-sectional shape and its variation.

[0041] Further advantageous details and effects of the invention are explained in more detail below with reference to at least one embodiment schematically illustrated in the figures. Fig. 1 a rear axle according to the invention with independent wheel suspensions also according to the invention in a perspective view of its underside, Fig. 2 one of the independent suspensions Fig. 1 in a first perspective side view, Fig. 3 the independent suspension Fig. 2 in a second perspective side view and Fig. 4 the independent suspension from the Fig. 1 and Fig. 2 with a view in the longitudinal direction of the rear axle Fig. 1.

[0042] Fig. 1 shows a rear axle 1 according to the invention. This is shown in a perspective view, in which the view falls on the underside of the rear axle 1. As can be seen, the rear axle 1 has a subframe 2, which serves to connect two opposing independent wheel suspensions 3, 4 according to the invention. These are, with regard to the representation of Fig. 1 comprises a left independent wheel suspension 3 and a right independent wheel suspension 4. The subframe 2 comprises a cross member 5 extending perpendicular to a longitudinal direction x in a transverse direction y. At each end of the cross member 5, a left longitudinal member 6 and a corresponding right longitudinal member 7 are connected. The left longitudinal member 6 is located in the area of the left independent wheel suspension 3, while the right longitudinal member 7 is located in the area of the right independent wheel suspension 4. The cross member 5 and the longitudinal members 6, 7 are connected to one another in a suitable manner not shown in detail; for example, by welding.

[0043] The longitudinal members 6, 7 of the subframe 2 have connection areas 8 at their respective ends, via which the entire rear axle 1 can be connected to the body of a vehicle in a manner not shown in detail. The connection areas 8 are designed here as openings, which can serve, for example, to accommodate elastic rubber-metal bearings (not shown).

[0044] In the present case, a leaf spring 9 runs beneath the subframe 2, extending parallel to its cross member 5 between the two independent wheel suspensions 3, 4. Furthermore, a left leaf spring bearing 10 and a right leaf spring bearing 11 are provided, which are arranged at a distance from one another on the subframe 2. In this arrangement, the two leaf spring bearings 10, 11 are preferably fixed to the subframe 2 via detachable connecting means. The transverse leaf spring 9 is mounted on the subframe 2 via the two leaf spring bearings 10, 11, correspondingly in two areas of the subframe.

[0045] The two independent wheel suspensions 3, 4 are constructed identically in that they are mirrored on a mirror plane E extending between the longitudinal direction x and a vertical direction z. Against this background, the further explanations of the construction of the independent wheel suspensions 3, 4 are based on the Fig. 1 left independent wheel suspension 3 shown on the left, which also applies to the right independent wheel suspension 4.

[0046] For the sake of simplicity, both independent wheel suspensions 3, 4 are referred to below as independent wheel suspension 3, 4 without further specification of their position.

[0047] The respective independent wheel suspension 3, 4 initially comprises two wishbones which comprise a support arm 12 and a camber arm 13. The support arm 12 is arranged at the bottom of the subframe 2 with respect to the vertical direction z, while the camber arm 13 is correspondingly arranged at the top of the subframe 2. The support arm 12 in this case has a substantially H-shaped base body. In this embodiment, the support arm 12 is articulated to the subframe 2 via two inner bearing assemblies 14, 15. The inner bearing assemblies 14, 15 preferably have rubber-metal bearings. For this purpose, the subframe 2 has cantilever arms 16 located in the area of both the left and right independent wheel suspension 3, 4, each of which is a component in pairs of one of the bearing assemblies 14, 15. As can be seen, the support arms 12 are arranged in regions between two of the said cantilever arms 16 and are articulated to them via a suitable axis.

[0048] For further clarification, Fig. 2, which shows the left independent suspension 3 from Fig. 1 shows this in further detail. For this purpose, the perspective view has been modified to the extent that the perspective view now falls on the first side of the independent wheel suspension 3.

[0049] As can be seen, Fig. 2 also shows a section of the subframe 2, on which the independent wheel suspension 3 is arranged. This view clearly shows that the camber link 13 is also pivotally connected to the subframe 2 via a bearing arrangement 17. This bearing arrangement 17 preferably also has a rubber-metal bearing. Corresponding cantilever arms 16 are also provided, between which the camber link 13 is received at the ends and pivotally secured via a suitable axle.

[0050] Furthermore, a tie rod 18 is arranged opposite the camber link 13 in the longitudinal direction x, which also extends substantially in the transverse direction y. The tie rod 18 is arranged above a plane of the support link 12. The support link 12, the camber link 13, and the tie rod 18 serve to link a wheel carrier 19. In this respect, the wheel carrier can be connected to the vehicle (not shown in detail) via the wishbones articulated thereto in the form of the support link 12 and the camber link 13, as well as the tie rod 18, with the subframe 2 interposed. The wheel carrier 19 serves to rotatably mount a wheel (not shown in detail). For this purpose, it is articulated to both the camber link 13 and the tie rod 18 via further bearing assemblies 20, 21. The bearing assemblies 20, 21 can preferably also be or comprise rubber-metal bearings.

[0051] The support arm 12 is connected to the wheel carrier 19 via two connections 22, 23, of which only a first connection 22 is clearly visible in the present case, while the second connection 23 is hidden by the representation of the wheel carrier 19 (see Fig. 3). The two connections 22, 23 for connecting the support arm 12 to the wheel carrier 19 are realized in the present case by further bearing arrangements, which may preferably have or include rubber-metal bearings.

[0052] Alternatively, the connection of the support arm 12 to the wheel carrier 19 can also be made by at least one link, not shown in detail.

[0053] Furthermore, the independent wheel suspension 3 comprises a damper 24 in the form of a shock absorber, which extends essentially in the vertical direction z. The damper 24 is intended to support the wheel carrier 19 on a body of the vehicle (not shown in detail). For this purpose, the damper 24 initially extends through an opening 25 of the support arm 12 resulting from the H-shape of the support arm 12 and is connected at its lower end to the wheel carrier 19. The connection of the damper 24 to the wheel carrier 19 is made via a Fig. 1, which is arranged on the wheel carrier 19. The bearing axle can preferably be a one-piece component of the wheel carrier 19 made of the same material.

[0054] With regard to the connection of the transverse leaf spring 9, it is in this case articulatedly coupled to one of the wishbones, more specifically to the camber link 13. Said coupling is achieved by incorporating a connecting element 27, which in this case comprises a connecting link 28. As can be seen, the connecting element 27 is articulatedly connected at a lower end 29 to an end section of the transverse leaf spring 9. An upper end 30 of the connecting element 27, opposite the lower end 29, is articulatedly connected to the camber link 13 such that it is connected to the camber link 13 between the two bearing assemblies 17, 20 of the camber link 13. The position of the connection of the connecting element 27 to the camber link 13 allows the resulting lever arm and the associated forces of the transverse leaf spring 9 to be adjusted accordingly.

[0055] The Fig. 3 and Fig. 4 shows the independent wheel suspension 3, which is representative of both independent wheel suspensions 3, 4, again with a different viewing direction. Fig. 3 shows the independent wheel suspension 3 in a second perspective side view. This shows that the end of the tie rod 18 opposite the wheel carrier 19 is also articulated to the subframe via a bearing assembly 31, specifically to its left longitudinal member 6. This bearing assembly 31 is also preferably designed as a rubber-metal bearing or has one.

[0056] Fig. Figure 4 shows another view of the independent wheel suspension 3 in the transverse direction y. This view shows, in particular, the height above the support arm 12 and the spacing of the tie rod 18 from the camber arm 13. List of reference symbols: 1 rear axle 2 subframes of 1 3 independent suspension of 1, left 4 independent wheel suspension of 1, right 5 cross members of 2 6 longitudinal members of 2, left 7 longitudinal members of 2, right 8 connection area of 2 9 transverse leaf springs of 1 10 leaf spring bearings of 1, left 11 leaf spring bearings of 1, right 12 support arms of 3, 4 13 camber arms of 3, 4 14 bearing arrangement of 1 15 bearing arrangement of 1 16 cantilever arms of 14, 15, 17 17 bearing arrangement of 1 18 tie rod of 3, 4 19 wheel carriers of 3, 4 20 bearing arrangement of 3, 4 21 bearing arrangement of 3, 4 22 Connection of 3, 4 23 Connection of 3, 4 24 dampers of 3, 4 25 opening in 12 26 bearing axle of 19 27 Connecting element of 3, 4 28 connecting links of 27 29 lower end of 27 30 upper end of 27 31 bearing arrangement of 3, 4 E Mirror plane between x and z x longitudinal direction y transverse direction z vertical direction

Claims

[1] Independent wheel suspension for a rear axle (1) of a vehicle, comprising a transverse leaf spring (9) and a damper (24) and a wheel carrier (19), which can be connected to the vehicle via wishbones (12, 13) and a tie rod (18) connected thereto in an articulated manner, either directly or with the interposition of a subframe (2), wherein the wishbones (12, 13) comprise a support arm (12) and a camber arm (13) arranged above the support arm (12), characterized by that the support arm (12) is connected to the wheel carrier (19) via two connections (22, 23), wherein the transverse leaf spring (9) is articulatedly coupled to the camber arm (13) via a connecting element (27) which comprises a connecting arm (28). [2] Independent wheel suspension according to claim 1, characterized by that at least one of the two connections (22, 23) for connecting the support arm (12) to the wheel carrier (19) is realized by the incorporation of a link. [3] Independent wheel suspension according to claim 1 or 2, characterized by that the transverse leaf spring (9) comprises or is formed from a composite material. [4] Independent wheel suspension according to one of the preceding claims, characterized by that the tie rod (18) extends either within a plane of the support arm (12) or outside the plane of the support arm (12). [5] Rear axle for a vehicle, comprising a subframe (2) and a transverse leaf spring (9) and two independent wheel suspensions (3, 4) according to one of the preceding claims, each of the independent wheel suspensions (3, 4) having a wheel carrier (19) which is connected to the subframe (2) via wishbones (12, 13) and a tie rod (18) connected to the subframe (2) in an articulated manner, the respective wishbones (12, 13) comprising a support arm (12) and a camber arm (13) arranged above the support arm (12), characterized bythat the respective support arm (12) is connected to the wheel carrier (19) via two connections (22, 23), wherein the transverse leaf spring (9) is articulatedly coupled to the camber arm (13) via a connecting element (27) which comprises a connecting arm (28). [6] Rear axle according to claim 5, characterized by two leaf spring bearings (10, 11) spaced apart from one another, which are arranged between the two independent wheel suspensions (3, 4) on the subframe (2), wherein the transverse leaf spring (9) is mounted on the subframe (2) via the leaf spring bearings (10, 11). [7] Rear axle according to claim 5 or 6, characterized by that the transverse leaf spring (9) has a cross-section which changes in its extent. [8] Motor vehicle comprising a rear axle (1) with two independent wheel suspensions (3, 4) according to one of the preceding claims.

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