Rear axle suspension for a vehicle

Abstract

Rear axle suspension (1) for a vehicle, comprising a compound link axle (2) pivotably mounted on a vehicle body (20) with a torsion section (3.1) extending along the Y-axis (Y) and two link sections (3.2) connected by the torsion section (3.1) and extending rearward along the X-axis (X) of the vehicle, each having a wheel carrier connection area (3.3), wherein the link sections (3.2) and the torsion section (3.1) are formed integrally from a tubular profile (3), characterized in that the tubular profile (3) has a support area (3.6) on both sides of the torsion section (3.1), on the upper surface (3.7) of which a spring (7) and / or a shock absorber (8) is at least indirectly supported, wherein the support area (3.6) is arranged at an end of a link section (3.2). The final section (3.5) is formed.

Description

[0001] The invention relates to a rear axle suspension for a vehicle, comprising the features of the preamble of claim 1.

[0002] Various suspension systems for the wheels of motor vehicles are known. A distinction can be made, in particular, between the independent wheel suspension predominantly used in passenger cars today and the rigid axle suspension mainly used on the rear axles of commercial vehicles. In addition, there are also so-called semi-rigid axles, in which the wheels on each side of an axle, or rather their wheel carriers, are connected to two trailing arms. These arms are pivotally connected to the vehicle body, usually the chassis, at one end. The two trailing arms are connected to each other by a transverse crossmember (sometimes also called an axle bridge or torsion beam). The latter is rigid in bending but torsionally flexible, so that, like a stabilizer, it transmits torque between the trailing arms when they compress unevenly.Depending on the position of the axle beam along the trailing arms, a distinction is made between a compound link axle (axle beam closer to the body-side end) and a torsion beam axle (axle beam at the end furthest from the body). Apart from mounting the wheel carriers, the trailing arms often also serve to support springs and shock absorbers.

[0003] In a typical semi-rigid axle, the axle beam is designed as a closed tube or U-shaped profile and is welded to the trailing arms at its ends. Additionally, spring plates or similar components, as well as mounts for shock absorbers or wheel carriers, are welded on as separately prefabricated parts, usually to the side of the respective trailing arm, so that they are largely unsupported. To provide the necessary stability, these latter parts are typically relatively heavy, which negatively impacts the overall weight. Furthermore, the numerous welds weaken the overall structure and complicate the manufacturing process.

[0004] US Patent 4,787,680 A shows a U-shaped rear axle for a motor vehicle, with a crossmember articulated to a vehicle body and two arms, at the ends of which steering knuckles are attached. The crossmember and arms are formed from a single piece of tubing. The arms extend rearward at right angles to the crossmember. In the area of ​​the crossmember, the tubing is shaped to have a partially double-walled profile, for example, in an X- or H-shape. This is intended to make the crossmember both rigid in bending and torsionally flexible.

[0005] US Patent 6,126,199 A describes a metallic suspension component for motor vehicles, manufactured from a tubular piece and featuring a tubular central zone from which two arms extend at each of its two ends. These arms essentially have the cross-section of an open half-tube. The open portion of the profile is closed by a welded metal band. The forward-facing arms at each end serve for direct or indirect attachment to a vehicle body, while the rearward-facing arms ensure the connection to the vehicle's rear axle.

[0006] EP 0 650 860 A1 discloses a welded rear axle for motor vehicles, comprising a base body that can be articulated to a vehicle body, wheel carriers welded to the base body, and mountings on the base body for knuckles, control arms, shock absorbers, and / or springs. The base body is manufactured from a tubular profile by hydroforming. Weld nuts can be arranged at one end of the base body to accommodate spring-damper assemblies, and bearing bolts are screwed to these nuts.

[0007] US Patent 7,959,175 B2 shows a semi-rigid axle in which a central section and lateral arm sections are manufactured from a single piece of tubing. While the central section extends transversely across the vehicle, the arm sections extend diagonally rearward. Connecting elements are welded to a curved transition section between the central section and each arm section, allowing for a rotatable connection to a vehicle body. The arm sections have end openings into which wheel mounting elements are inserted and welded. A wheel mounting element may include a plate for attaching a wheel carrier.

[0008] US Patent 2011 / 0115183A1 shows a crossmember for a semi-rigid axle made from a single tube, in which one side of the tube profile is folded concavely against the opposite side in a central section. Lateral connecting sections are welded to longitudinal control arms of the semi-rigid axle. The control arms can be made, for example, from square tubing, to which wheel carriers, spring plates, and similar components are welded. A similar design with a crossmember and welded-on control arms is shown in US Patent 6,022,034A, in which a reinforcing plate is welded in a connection area between the crossmember and the respective control arm.

[0009] DE 21 64 530 A1 discloses an axle arrangement for vehicles with a torsionally flexible rigid axle and torsionally and flexurally rigid control arms rigidly attached to the rigid axle, wherein the rigid axle is mounted on the vehicle body in its plane of symmetry. According to one embodiment, the control arms, designed as semi-trailing arms, are integrally formed with the rigid axle and rigidly connected to connecting rods that are pivotably mounted on the vehicle body at a front end. A similar axle arrangement is known from DE 30 28 124 A1, wherein mounts for wheel carriers, shock absorbers, and spring plates are welded to the ends of the control arms.

[0010] From DE 39 09 916 A1, a wheel suspension for air-sprung vehicles is known, comprising a hollow, welded wheel-guiding part, a bellows that reduces its volume during compression, and an associated air tank that essentially maintains its volume during compression. The wheel-guiding part, which can be designed, for example, as a compound link axle, is enclosed, and its interior is pneumatically connected to the bellows, so that the interior space is used as an air tank.

[0011] DE 40 24 256 A1 discloses a welded compound link rear axle for a motor vehicle, comprising two control arms and an axle carrier arranged between them. The control arms are attached to the vehicle body at their front ends and each has a stub axle receptacle for the rear wheels at its rear end. While the control arms are designed as bent flat bars, the axle carrier is designed as a U-shaped tube with a longitudinal slot in its central section.

[0012] DE 100 53 411 A1 discloses a vehicle axle with a component designed as a hollow shell structure. According to one illustrated embodiment, the vehicle axle can be designed as a compound link axle, wherein an upper and a lower shell are welded together and bearing housings for pivotable mounting on a vehicle body are welded to the axle body thus formed. The axle body can also have supports for air springs or similar components.

[0013] JP 2000-318 420 A shows a compound link axle in which forward-facing arm sections with bearing sleeves for connection to a vehicle body are welded to a torsion member formed from a tube section. The torsion member has a transversely extending central section in which the tubular profile is folded back concavely, and adjoining arm sections at the ends of which a wheel carrier with an axle stub for receiving a wheel is arranged. A similar compound link axle is known from JP 2008-213603 A.

[0014] JP 2003-025 821 A discloses a compound link axle with a crossmember formed in one piece from a single tube section, including two lateral arm sections. Spring mounts and axle journals for wheel bearings can be welded to the arm sections. A portion of the crossmember is cut out along its longitudinal direction and welded to the crossmember on the opposite side.

[0015] WO 2003 / 053 725 A1 shows a compound link axle in which a transverse torsion section, together with two forward-facing arm sections, is manufactured from a single piece of tubing. The arm sections serve as a rotatable connection to a vehicle body. In the transition area between the torsion section and the arm sections, sheet metal support arms are welded on, which are designed to accommodate the wheels and support the springs.

[0016] WO 2002 / 058 950 A1 discloses a compound link axle with trailing arms and a crossmember connecting them. Each trailing arm has a recess for receiving a suspension spring. The trailing arms are each manufactured from a single tubular piece by hydroforming. The separately manufactured crossmember is welded to the trailing arms. The recess is located between the crossmember and a wheel carrier.

[0017] US Patent 5,641,176 A discloses a tubular trailing arm manufactured using hydroforming. This arm has a rearward-extending linear section and an outward-curving outer end. A plate for attaching a wheel is located at the outer end. A bracket for laterally attaching a shock absorber is also provided there. A hydroformed spring seat is located within the linear section.

[0018] Given the current state of the art, the provision of a rear axle suspension with a compound link axle, optimized in terms of its stability and possibly also its weight, still offers room for improvement.

[0019] The invention is based on the objective of providing a rear axle suspension with a compound link axle that has improved stability.

[0020] According to the invention, the problem is solved by a rear axle suspension with the features of claim 1.

[0021] A rear axle suspension for a vehicle is shown, comprising a compound link axle pivotably mounted on a vehicle body, with a torsion section extending along the Y-axis and two link sections connected by the torsion section and extending rearward along the X-axis of the vehicle, each having a wheel carrier connection area, wherein the link sections and the torsion section are formed integrally from a tubular profile. According to the invention, the tubular profile has a support area on both sides of the torsion section, on the upper surface of which a spring and / or a shock absorber is at least indirectly supported, wherein the support area is formed at an end section arranged at the end of each link section.

[0022] The dependent claims relate to advantageous embodiments of the invention. The description further characterizes and specifies the invention, particularly in connection with the figures.

[0023] The invention provides a rear axle suspension for a vehicle. The rear axle suspension is intended particularly for motor vehicles such as trucks or cars. However, it can also be used, for example, for trailers.

[0024] The rear axle suspension features a compound link axle pivotally mounted to the vehicle body, with a torsion beam extending along the Y-axis and two link sections connected by the torsion beam, extending rearward along the X-axis of the vehicle, each with a wheel carrier mounting point. The term "vehicle body" here refers to the body, chassis, and any subframe. The compound link axle is pivotally mounted to the vehicle body, with the pivot axis typically running along the Y-axis (transverse axis). The compound link axle is usually mounted to the vehicle chassis. This mounting can be achieved using elastic bearings, such as rubber-metal bushings.

[0025] The compound link axle has a torsion beam section that extends along the Y-axis (transverse axis) of the vehicle. This torsion beam section can run parallel to the Y-axis, at least partially, but it can also be at an angle to the Y-axis, at least partially. Furthermore, the compound link axle has two control arm sections connected by the torsion beam section that extend rearward along the X-axis. These control arm sections do not necessarily have to run parallel to the X-axis; they can run at an angle to it, at least partially, even at right angles. Overall, however, they extend along the X-axis, so one can speak of a "front end" and a "rear end" of each control arm section. Each control arm section has a wheel carrier mounting area. This serves to connect a wheel carrier, which in turn serves to mount a wheel of the vehicle.The wheel carrier mounting area is typically located in a rear section of the control arm, for example, in its rear third. A separately manufactured bracket for the wheel carrier can be connected to the tubular profile of the control arm in this mounting area, particularly by welding. As is typical for compound link axles, the torsion section is preferably rigid but at least partially torsionally flexible, while the control arm sections are preferably rigid with respect to bending and torsion. Both the torsion section and the control arm sections can be straight or at least partially curved and / or angled.

[0026] As mentioned above, the control arm sections and the torsion beam section are formed integrally from a single tubular profile. This means that individual, prefabricated control arms are not welded to a cross member connecting them; instead, a single-piece assembly is performed from a single tubular profile. Preferably, the tubular profile is made of metal, particularly steel, but other suitable materials are also possible, such as fiber-reinforced plastics. All suitable hot and / or cold forming processes can be used in the manufacturing process. In particular, the alignment of the control arm sections relative to the torsion beam section can be adjusted by one or more bending operations. Both the shape of the tubular profile and its transverse dimensions can vary along its length.For example, it is conceivable that a different cross-sectional profile is used in the torsion section than in the link sections, in order to achieve torsional flexibility with simultaneous bending stiffness in the former case. The cross-section of the torsion section can, for instance, be formed to be concave on one side and convex on the opposite side, resulting in an overall U-shaped cross-section. This is just one example, and other shapes are conceivable for achieving the desired torsional flexibility. In particular, the link sections can have a round or oval cross-section. A transition area (especially a curved one) can be arranged between the torsion section and the respective link section, which can be optionally assigned to either the torsion section or the link section.

[0027] Manufacturing the control arm sections and torsion beam section as a single unit can simplify the production process, as it eliminates the need to manufacture the control arms separately and weld them to a crossmember (or axle bridge). More importantly, it avoids unnecessary material weakening caused by welds known in the prior art, resulting in a more robust component overall. This is particularly important because the transition areas between the control arm sections and the torsion beam section can be subjected to significant torsional moments, which would place considerable stress on a weld and the surrounding, heat-affected material. This improves the stability of the compound link axle. Furthermore, the elimination of welds allows for a reduction in overall weight.

[0028] As mentioned above, the tubular profile has a support area on both sides of the torsion section, on the upper surface of which a spring and / or shock absorber is at least indirectly supported. This means that the forces acting between the sprung and unsprung masses, transmitted by the spring or shock absorber, act on the upper surface of the aforementioned support area. Thus, the force is introduced in such a way that it is absorbed directly by the tubular profile. This contrasts with the prior art, where brackets for shock absorbers or springs are typically welded laterally to the trailing arms. With such an arrangement, the bracket itself must be very robust and therefore usually heavy; furthermore, a complex welded connection to the control arm is necessary to absorb the forces and torques that occur.While a mounting bracket for a spring (e.g., a spring plate) or a shock absorber can also be provided at the support area described here, the force transmission is directed towards the tubular profile. Therefore, the connection to the mounting bracket is subject to comparatively low loads, allowing for fewer welds or even eliminating them entirely. The corresponding mounting bracket can also be smaller and lighter. The mechanical stress on such a bracket is low compared to the prior art, reducing the risk of damage and increasing the component's service life. This results in an overall weight saving, and the stability and durability of the suspension are further improved. The two support areas are located on both sides of the torsion section; that is, they are positioned in the sections of the tubular profile that adjoin the torsion section on either side.However, this does not necessarily mean that the support areas along the Y-axis must be located to the side of the torsion section.

[0029] In principle, it is conceivable that the support area is formed by a linkage section and is located, for example, between the torsion section and the wheel carrier connection area. As mentioned above, the support area is formed at an end section located at the end of a linkage section. This end section is, of course, part of the tubular profile. "End" here means that the end section is located closer to the respective end of the tubular profile than the linkage section; or, put another way, viewed from the torsion section, the end section is on the opposite side of the linkage section. In particular, the end sections can form both ends of the tubular profile.

[0030] In particular, the end section can extend inwards towards the vehicle center. This makes it possible to utilize the available installation space inside the wheel carrier to accommodate a spring and / or a shock absorber. Compared to the linkage section with the wheel carrier connection area, the end section extends along the Y-axis towards the vehicle center, which explicitly includes the possibility that the end section runs at an angle to the Y-axis. However, it can also run at least predominantly parallel to the Y-axis. It is understood that in this configuration, the support area is offset inwards along the Y-axis towards the vehicle center relative to the wheel carrier connection area.

[0031] According to one embodiment, the support area is offset rearward along the X-axis relative to the wheel carrier connection area. This includes, in particular, the possibility that the entire support area is located behind the wheel carrier connection area. However, it is also possible that parts of the aforementioned areas overlap with respect to their X-coordinates, although the centers of the respective areas are offset as described. For example, this can mean that, in the assembled state, the axis of rotation of a wheel mounted on a wheel carrier is located in the X-direction in front of the center of a spring or shock absorber that rests on the support area.

[0032] Furthermore, the support area can be offset downwards along the Z-axis relative to the wheel carrier mounting area. Such a design is advantageous in many cases with regard to the available installation space and the accommodation of a spring or shock absorber. This shifts the area where the spring or shock absorber is supported downwards relative to the wheel carrier. Since the installation space is usually limited upwards by parts of the body or chassis, this makes it possible to use a longer spring or shock absorber. In addition, there are positive effects on the wheel carrier mounting. In the prior art, for stability reasons, mounts for springs or shock absorbers are usually welded laterally to the trailing arm and, if applicable, to the axle bridge, and run along the Z-axis at approximately the same height as these. If the spring or shock absorber is to be mounted further down the Z-axis, the mounting points can be adjusted accordingly.Since the shock absorber is supported below the wheel's center point, a corresponding bracket for the wheel carrier must be extended upwards, increasing its weight. This problem does not arise with the design discussed here. The support area formed by the tubular profile is offset downwards relative to the connection area, with the wheel's center point being able to be located at the same height as the steering linkage in the Z-direction. A bracket for the wheel carrier can therefore be smaller and lighter, as it is positioned at least predominantly at the same height as the steering linkage in the Z-direction. In principle, however, the support area can also be offset upwards relative to the wheel carrier's connection area or be at the same height. All these variations are conceivable with appropriate shaping of the tubular profile.

[0033] To lower the support area, the aforementioned inwardly sloping end section could, for example, be inclined downwards. In another embodiment, the end section connects to a downwardly sloping intermediate section. This intermediate section, which is also part of the tubular profile, can run parallel to the Z-axis in sections. It essentially forms a connection between the linkage section with the wheel carrier attachment area and the end section. Its function is to shift the beginning of the end section vertically, preferably downwards. Naturally, such an intermediate section, like the aforementioned end section, can be created by bending the tubular profile.

[0034] To facilitate the support of the shock absorber or spring, it can be advantageous for the upper surface of the bearing area to be flattened. Such a flattened surface can be created by appropriately shaping the tubular profile. For example, the tubular profile can have a round cross-section in the wheel carrier connection area, while in the bearing area the overall cross-section is, for example, rectangular or rounded in a lower section and flat on the upper surface.

[0035] Regarding the connection of the compound link axle to the vehicle body, various options are conceivable, including those with a pivot axis corresponding to the extension of the torsion beam section. In another embodiment, the compound link axle is mounted to the vehicle body via connecting arms that are rigidly connected to the tubular profile and extend forward along the X-axis. This rigid connection can be achieved, in particular, by welding the connecting arms to the tubular profile. The connecting arms can be manufactured, for example, as sheet metal components or they can themselves partially consist of tubular profiles. Bearing sleeves can be formed or welded to the ends of the connecting arms to accommodate bearing journals that establish the pivotable connection to the vehicle body. Of course, rubber-metal composite bearings can also be used.It is possible that the connecting arms, the torsion section, and at least parts of the linkage sections extend within a single plane (which, depending on the pivot position of the compound link axle, may coincide with the XY plane). Generally, the connecting arms extend forward, which explicitly includes the possibility that they run at least partially at an angle to the X-axis and even perpendicular to it.

[0036] The connecting arms can be attached to the handlebar sections. According to another advantageous embodiment, the connecting arms are attached to the torsion section. The connecting arms can be positioned along the torsion section close to the handlebar sections, i.e., at a relatively large distance from each other, or closer together, more centrally. As already explained, the connection can be made, in particular, by welding.

[0037] Advantageously, the connecting arms are joined to the tubular profile exclusively by welds that run at least predominantly parallel to the tubular profile. This applies particularly to the embodiment in which the connecting arms are joined to the torsion section. In this case, arranging the welds along the direction of the tubular profile prevents its torsional properties from being adversely affected. It is also advantageous if brackets for wheel carriers, springs, and / or shock absorbers are joined to the tubular profile exclusively by welds that run at least predominantly parallel to the tubular profile.

[0038] Further advantageous details and effects of the invention are explained in more detail below with reference to an embodiment illustrated in the figures. The figures show: Fig. 1 a top view of a rear axle suspension according to the invention, Fig. 2 a rear view of the rear axle suspension Fig. 1, as well as Fig. 3 a sectional view according to line III-III in Fig. 2.

[0039] In the different figures, identical parts are always provided with the same reference symbols, which is why they are usually only described once.

[0040] Fig. 1, Fig. 2 to Fig. Figure 3 shows various views of a rear axle suspension 1 according to the invention, which can be used, for example, for a passenger car or truck. The rear axle suspension 1 has a compound link axle 2, which serves to connect wheels (not shown) of a vehicle rear axle to a vehicle body 20.

[0041] A one-piece manufactured tubular profile 3, preferably made of steel, is visible. It is connected to bearing mounts 21 of the vehicle body 20 via two connecting arms 4 and pivot bearings 5 ​​arranged on these arms. The connecting arms 4 are joined by welds 9 to a torsion section 3.1 of the tubular profile 3, which runs parallel to the Y-axis. The welds 9 run parallel to the tubular profile 3, thus only minimally affecting its torsional properties. Link sections 3.2 are attached laterally to the torsion section 3.1 and extend rearward along the X-axis. In this case, the link sections 3.2 run parallel to the X-axis, except for bends adjacent to the respective neighboring sections 3.1 and 3.4.

[0042] Each linkage section 3.2 is followed by an intermediate section 3.4 extending downwards parallel to the Z-axis, which in turn is followed at its end by an end section 3.5 extending inwards parallel to the Y-axis (i.e., towards the center of the vehicle). A wheel carrier mounting area 3.3 is formed on the linkage section 3.2, to which a wheel carrier bracket 6 is welded. The connection is made via welds 12 that run parallel to the tubular profile 3. The wheel carrier bracket 6 is shown in a simplified form. A wheel carrier can, in turn, be attached to it, for example, by bolting.

[0043] The end section 3.5 has a support area 3.6, on the upper surface 3.7 of which a coil spring 7 and a shock absorber 8 are supported. Both the coil spring 7 and the shock absorber 8 are also supported on the vehicle body 20. A spring plate 10 and a damper bracket 11 are provided on the support area 3.6 and may be welded to the tubular profile 3. Any weld seams may run parallel to the tubular profile 3. To facilitate the mounting of the spring plate 10 and the damper bracket 11, the upper surface 3.7 is flattened. However, since both the coil spring 7 and the shock absorber 8 transmit predominantly vertical forces, the spring plate 10 and the damper bracket 11 are arranged in the direction of the forces between the coil spring 7 or the shock absorber 8 on the one hand and the support area 3.6 on the other.This means that these elements 10, 11 can be designed to be relatively material-efficient and lightweight, and that only a limited weld is necessary to secure their position relative to the tube profile 3, which does not result in any significant material weakening. Because the support area 3.6 is shifted downwards along the Z-axis relative to the wheel carrier mounting area 3.3, it is possible to position the wheel carrier bracket 6 at the level of the control arm section 3.2 (i.e., "next to" it) in the Z-direction, despite the comparatively low placement of the spring plate 10 and the damper mount 11. An extension of the wheel carrier bracket in the Z-direction is not necessary, which is why it can be small and lightweight.

[0044] The entire tubular profile 3, comprising the torsion section 3.1, the control arm sections 3.2, the intermediate sections 3.4, and the end sections 3.5, is manufactured in one piece without any welds, which has a positive effect on its structural stability. The tubular profile 3 can be produced from a blank or semi-finished product using suitable cold and / or hot forming processes. Only the connecting arms 4, the wheel carrier bracket 6, the spring plate 12, and the damper bracket 13 are attached by welds. These welds are localized and do not result in any critical material weakening. In particular, the connecting arms 4 and the wheel carrier brackets 6 are connected to the torsion section 3.1 only by welds 9 and 12, which run parallel to the tubular profile 3. While the parallel orientation of the welds 9 and 12 to the tubular profile 3 is advantageous, it is not essential.A partially non-parallel alignment is also possible.

[0045] In the sectional view in Fig. In section 3, the torsion section 3.1 has a circular cross-section. However, this is purely illustrative and for simplification purposes. A different cross-section, e.g., a U-shaped one, can be created by appropriate deformation to improve the torsional flexibility of the torsion section 3.1 while maintaining its bending stiffness. Reference symbol list: 1 Rear axle suspension 2 compound link axle 3 pipe profile 3.1 Torsion section 3.2 Handlebar section 3.3 Bicycle carrier connection area 3.4 Intermediate section 3.5 Final Section 3.6 Support area 3.7 Top 4 attachment arms 5 swivel bearings 6 Wheel carrier bracket 7 coil spring 8 shock absorbers 9, 12 weld seam 10 spring plates 11 Damper bracket 20 Vehicle body 21 Bearing suspension X X-axis Y Y-axis Z Z-axis

Claims

[1] Rear axle suspension (1) for a vehicle, comprising a compound link axle (2) pivotably mounted on a vehicle body (20) with a torsion section (3.1) extending along the Y-axis (Y) and two link sections (3.2) connected by the torsion section (3.1) and extending rearward along the X-axis (X) of the vehicle, each having a wheel carrier connection area (3.3), wherein the link sections (3.2) are formed integrally with the torsion section (3.1) from a tubular profile (3), characterized by , that the tubular profile (3) has a support area (3.6) on both sides of the torsion section (3.1), on the upper side (3.7) of which a spring (7) and / or a shock absorber (8) is supported at least indirectly, wherein the support area (3.6) is formed on an end section (3.5) arranged at the end of a link section (3.2). [2] Rear axle suspension (1) according to claim 1, characterized by, that the end section (3.5) runs inwards towards the center of the vehicle. [3] Rear axle suspension (1) according to any one of the preceding claims, characterized by , that the support area (3.6) is offset to the rear along the X-axis (X) relative to the wheel carrier connection area (3.3). [4] Rear axle suspension (1) according to any one of the preceding claims, characterized by , that the support area (3.6) is offset downwards along the Z-axis (Z) relative to the wheel carrier connection area (3.3). [5] Rear axle suspension (1) according to any one of the preceding claims, characterized by , that the final section (3.5) is followed by a downward-running intermediate section (3.4). [6] Rear axle suspension (1) according to any one of the preceding claims, characterized by , that the upper surface (3.7) of the support area (3.6) is flattened. [7] Rear axle suspension (1) according to any one of the preceding claims, characterized by, that the compound link axle (2) is mounted on the vehicle body (20) via connecting arms (4) which are rigidly connected to the tubular profile (3) and which extend forward along the X-axis (X). [8] Rear axle suspension (1) according to claim 7, characterized by , that the connecting arms (4) are connected to the torsion section (3.1).

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