阅读说明：本技术 车辆的后桥 (Rear axle of vehicle ) 是由 M·施坦格尔 于 2019-08-19 设计创作，主要内容包括：本发明涉及一种双车辙的车辆的后桥,该后桥包括多个车轮导向导杆,所述车轮导向导杆包括至少一个用于将支承弹簧支撑在车辆的车身上的弹簧导杆,这些车轮导向导杆将车辆的后轮与后桥架连接,所述后桥架包括至少两个至少大致沿车辆纵向方向定向的纵梁和至少一个至少大致沿车辆横向方向定向的横梁,所述后桥架在关于车辆纵向中轴线看的每个车辆侧上通过两个支承部位连接在车身上,并且弹簧导杆和至少一个所述车轮导向导杆连接在纵梁上,所述弹簧导杆在相应纵梁上的连接部在安装状态中沿车辆行驶方向看设置在如下支承部位的间距的中心前方,所述支承部位布置在一个共同的车辆侧上。(The invention relates to a rear axle of a dual-track vehicle, comprising a plurality of wheel guide rails, the wheel guide link includes at least one spring link for supporting the support spring on the body of the vehicle, these wheel guide links connect the rear wheels of the vehicle with a rear axle frame, which comprises at least two longitudinal beams oriented at least approximately in the longitudinal direction of the vehicle and at least one transverse beam oriented at least approximately in the transverse direction of the vehicle, the rear axle is connected to the vehicle body by two bearing points on each vehicle side viewed in relation to the vehicle longitudinal center axis, and a spring link and at least one wheel guide link are connected to the longitudinal beams, the connection of the spring link to the respective longitudinal beam being arranged in the installed state, viewed in the vehicle direction of travel, in front of the center of the spacing of the bearing points which are arranged on a common vehicle side.)

1. A rear axle of a dual track vehicle, the rear axle comprising:

-a plurality of wheel guide links comprising at least one spring link (1) for supporting a bearing spring (2) on the body of the vehicle, the wheel guide links connecting the rear wheels of the vehicle with a rear axle (5);

-the rear axle frame (5) comprises at least two longitudinal beams (3) oriented at least substantially in a vehicle longitudinal direction (L) and at least one transverse beam (4) oriented at least substantially in a vehicle transverse direction (Q);

-the rear axle frame (5) is connected to the vehicle body by two bearing points (2) on each vehicle side as seen with respect to the vehicle longitudinal center axis; and is

-the spring link (1) and at least one wheel guide link are connected to a longitudinal beam (3);

characterized in that the connection (12) of the spring control arm (1) to the respective longitudinal beam (3) is arranged in the mounted state, viewed in the vehicle travel direction (F), in front of the center (M) of the spacing of the bearing points (6) which are arranged on the respective common vehicle side.

2. The rear axle according to claim 1, wherein the rear axle frame (5) comprises on each one vehicle side a rear bearing point (6) on a rear end, as seen in the vehicle direction of travel (F), and a front bearing point (6) on a front end, as seen in the vehicle direction of travel (F), for connection to the vehicle body.

3. Rear axle according to claim 1 or 2, wherein the rear axle can be driven by a drive unit (15) arranged on the rear axle frame (5) in the form of an electric motor or in the form of an internal combustion engine or in a combination thereof, the rear wheels being connected to the drive unit (15) via a driven shaft (11), respectively.

4. Rear axle according to one of the preceding claims, wherein the connection (12) of the spring control arm (1) to the longitudinal beam (3) is arranged in the front third of the longitudinal beam (3) as seen in the vehicle travel direction (F).

5. Rear axle according to one of the preceding claims, wherein the connection (12) of the spring control arm (1) to the longitudinal beam (3) is arranged next to a bearing point (6) of the front of the longitudinal beam (3) as seen in the vehicle travel direction (F).

6. Rear axle according to any one of the preceding claims, wherein the rear axle frame (5) comprises one single cross beam (4).

7. Rear axle according to claim 6, wherein the single transverse beam (4) is connected to both longitudinal beams (3) in such a way that the rear axle frame (5) is configured at least substantially H-shaped.

8. Rear axle according to any one of the preceding claims 6 or 7, wherein the single transverse beam (4) is arranged on the longitudinal beam (3) at least approximately in the center between two most distant guide bar connection points of the longitudinal beam (3) according to the length.

9. Rear axle according to any of the preceding claims, wherein the spring guide (1) is arranged in a lower guide plane.

Technical Field

The present invention relates to a rear wheel suspension and a rear axle of a vehicle according to the preamble of claim 1. For example, see DE 102005049947A 1, DE 102011081836A 1, EP 2663463B 1 and DE 102013007976A 1 with regard to the prior art.

Background

The invention relates to an axle of a motor vehicle, in particular a rear axle, comprising a bridge, a drive unit suspended in the bridge for the wheels of the axle, and a plurality of wheel-guiding links supported on the bridge. With regard to the prior art, see for example DE 102005049947 a1, which shows a rear axle which is common today and is referred to here as a subframe, while in the case of the additionally exemplary DE 102011081836 a1, a proposal for an electrically driven axle design or an axle design which is designed in a special manner in view of the electrically driven axle is also shown.

In particular in passenger vehicles which are driven up to now in practice completely by internal combustion engines, the tendency of the electric, i.e. electric motor drive, has a considerable influence on the design of the chassis region of the motor vehicle. In addition to the arrangement of the axle and the wheel suspension itself, i.e. for example the wheel link thereof, the axle support which is widely used in passenger cars for production and comfort reasons is particularly relevant for this further development, in particular because the electric-motor drive to be arranged in the area of the axle support or rear axle support of a passenger car equipped with a rear-wheel drive requires significantly more installation space and also has a higher weight than the rear-axle transmission which is currently (only) installed there.

In addition to the known at least approximately rectangular axle supports (as shown in DE 102005049947 a 1), vehicle axle supports are also known which comprise only one single transverse beam and two longitudinal beams. As can be seen, for example, in EP 2663463B 1 in a bridge plan view, the transverse and longitudinal beams are at least substantially U-shaped. In this case, the respective wheel link, in particular a so-called spring link, which is able to support the support spring of the vehicle against the body, is usually fixed or connected to the longitudinal member.

Likewise, DE 102013007976 a1 also shows a rear axle with only one single transverse member, wherein the drive unit is mounted in the transverse member or its housing. In this case, the (only one) link connection can also be seen very far back on the longitudinal member, as seen in the direction of travel of the vehicle. This relatively rear arrangement of the spring control arm on the longitudinal beam is required, in particular, due to the lack of installation space in the region of the wheel suspension. Especially because the motor and the driven shaft have to be mounted in the area of the bridge or wheel suspension.

However, depending on the driving load, the axle construction or rear wheel suspension described in the prior art with the described connection of the spring control arms to the longitudinal beams relatively to the rear results in a very high load of the rear axle support in the vertical direction of the vehicle. Therefore, the dimensions of these bearings have to be designed larger and therefore more complex and more expensive.

Disclosure of Invention

The object of the present invention is therefore to provide a rear axle of a vehicle which makes it possible to solve the described objective conflict between installation space with regard to the arrangement of the drive unit and the link and the lower load of the rear axle support.

This object is achieved by a rear axle having the features of claim 1. Advantageous embodiments and developments are the subject matter of the dependent claims.

Preferably, a rear axle is proposed which is used in particular as a rear wheel suspension and a rear axle support of a passenger car and which makes it possible to arrange a drive unit (preferably of the electric motor type) for the vehicle in the axle support in a particularly efficient manner and at the same time to at least partially articulate a plurality of wheel guide links of a double-track vehicle on the axle support of the double-track vehicle in a manner which is favorable for the driving dynamics (in terms of kinematics and elastokinematics of the links or the wheels guided by the links).

For this purpose, rear wheel suspensions, in particular of a driven rear axle of a vehicle, are also proposed. The rear wheel suspension or the rear axle comprises at least one so-called spring link on which a support spring of the vehicle is supported, which support spring is in turn supported on the vehicle body. The spring guide is preferably designed as a transverse guide, which is further preferably arranged in the lower guide plane. The lower link plane describes a (substantially horizontal) plane which is formed, in particular, by the wheel guide spring link and the other links and which is arranged below the wheel rotation axis, as viewed on the vertical axis of the vehicle.

A transverse control rod in the sense of the present invention describes a control rod which, in the installed state in the vehicle, is oriented at least approximately or substantially in the transverse direction of the vehicle.

In addition to supporting or supporting the springs, the spring guide rods also connect the rear axle frame to the wheel carrier of the vehicle.

The rear axle frame comprises at least two longitudinal beams which are oriented at least approximately in the longitudinal direction of the vehicle and at least one transverse beam which is oriented at least approximately in the transverse direction of the vehicle. Particularly preferably, the rear bridge comprises exactly one transverse beam and exactly two longitudinal beams. The two preferred longitudinal beams and the one preferred transverse beam together form an at least approximately H-shaped or at least approximately U-shaped rear bridge.

Furthermore, it is preferably provided that the vehicle can be driven by an electric motor and that the rear axle of the vehicle can be driven by a drive unit or a motor-transmission unit, in particular an electric motor, which is arranged on the rear axle. Instead of an electric motor, the drive unit can also be designed as an internal combustion engine. The drive unit is preferably arranged in the rear axle housing in the free space between the transverse member and the two longitudinal members and behind the transverse member in the direction of travel of the vehicle (in the forward direction). In this case, it is further preferred that the rear wheels are each connected to the drive unit or the motor-gear unit via a driven shaft. Preferably, the drive unit is supported on the rear axle of the vehicle in at least two places. In this case, it is possible for the drive unit to be supported at two points on the rear axle (for example on the cross member) and at two other points on the body of the vehicle. Alternatively, the drive unit may also not be supported on the rear bridge.

The rear axle is connected to the vehicle body. For this purpose, the rear axle is connected to the vehicle body via at least four bearing points. In this case, the two bearing points are located on each vehicle side, as viewed with respect to the vehicle longitudinal center axis or the vehicle longitudinal center line. In other words, the two bearing points of the rear axle are located on the vehicle right side and the two bearing points are located on the vehicle left side. These bearing points are preferably arranged at both ends of the longitudinal beam or rear axle frame, viewed in the longitudinal direction of the vehicle (viewed along the longitudinal beam length). In other words, the rear axle or longitudinal member comprises bearing points arranged at its front end (viewed in the direction of travel of the vehicle) and bearing points arranged at its rear end, by means of which bearing points the rear axle is preferably connected to the vehicle body by means of suitable rear axle supports. Such a rear bridge support may be, for example, a rubber support or a hydraulic support. For the sake of simplicity, the mentioned bearing points are associated with the longitudinal beams in this respect, and these bearing points can also be associated with the transverse beams equally well. Preferably, the support elements are located in each case at the transition of the transverse and longitudinal beams to one another. In the case of only a single transverse member, the bearing points are then each provided at the end of each longitudinal member which is open as viewed in the direction of travel of the vehicle.

Furthermore, the connection of the spring control arm to the longitudinal beam (when the vehicle is traveling in the forward direction) is arranged in front of the center of the distance between the two bearing points of the longitudinal beam, as viewed in the direction of travel of the vehicle. The two longitudinal beam supports are arranged on a common vehicle side (i.e., the left or right side) with respect to the vehicle longitudinal center line. Furthermore, it is preferably provided that the connection of the spring control arm to the longitudinal member, viewed in the direction of travel of the vehicle, is arranged in front of the wheel rotation axis or in front of the output shaft of the drive unit or of the motor-transmission unit.

In this case, the connection of the spring control arm to the longitudinal member is particularly preferably arranged in the front third of the longitudinal member (viewed in the vehicle travel direction when the vehicle travels forward). In this case, the connection of the spring control arm is particularly advantageously connected to the front bearing point of the rear bridge support or longitudinal member located immediately in front.

By thus arranging the connection of the spring link or camber link (sturzlnker) in front of the center of the two bearing points on the longitudinal member, the load acting on the rear bridge carrier, in particular on the rear bridge carrier, can be significantly reduced.

The load on the longitudinal member is introduced here via the spring control arm, or rather via the connection of the spring control arm to the longitudinal member, and the drive torque of the vehicle is supported on the two rear axle support elements.

The support springs are located on spring rails, and a part of the wheel support force (Radaufstandskraft) is supported on the rear axle support via the lever ratio of the spring rails. The load direction is downward here, viewed in the vertical direction of the vehicle. The drive torque for forward driving is supported on the rear axle and the vehicle body, in particular when the vehicle is accelerating or when the drive torque is high, as viewed in the clockwise direction. Depending on the number of bearing points of the drive units on the rear axle, the drive torques are more or less supported on the rear axle support. For example, if the drive assembly is connected to the rear axle support at four bearing points, two of which are located in the vehicle direction of travel in front of the wheel rotation axis or in front of the center of the spacing according to the invention and two of which are located behind them, the drive torque is supported by the lever arm between the supports as a force which is directed upwards in the vertical direction of the vehicle on the front rear axle support, while the rear axle support is subjected to the same force, but directed downwards in the vertical direction of the vehicle. When the spring control arm is connected behind the center of the wheel rotation axis or the distance between two bearing devices according to the invention, viewed in the vehicle direction of travel, the superposition of the driving force and the wheel bearing force results in the force resulting from the driving and the wheel bearing force adding up, whereas when the spring control arm is connected in front of this center of the distance, the forces subtract, since their directions of action differ.

For example, if the drive assembly is supported on the rear axle only at two points (for example if a single transverse member is used), the wheel support forces largely cancel the drive forces if the spring control according to the invention is arranged in front of the center of the distance between the axle support devices respectively arranged on a common vehicle side. In this case, the rear axle support, in particular the rear axle support, is therefore also subjected to a low load, in particular when the vehicle is accelerating rapidly. This cancellation of the wheel support force and the drive force is influenced, at least by a small portion, by the position and number of the support devices of the drive assembly on the rear axle. The described effect can be determined even in the case of a drive assembly that is not supported on the rear bridge (albeit to a small extent).

In this case, the connection of the spring control arm to the longitudinal member is arranged further forward in the vehicle travel direction (during forward travel) on the longitudinal member, so that the total load acting on the bearing point of the longitudinal member or on the rear axle support part is smaller. In particular at high drive torques, the drive force can thus counteract the preload acting on the front rear axle support (in particular if the drive assembly has only one bearing on the rear axle on each vehicle side).

Due to the rear wheel suspension or rear axle according to the invention, the two rear axle supports (in particular the rear axle support) of each longitudinal beam are subjected to low loads, in particular during vehicle operation and in particular at high drive torques. The operating strength of the rear axle support or, in particular, of the rear axle support can thus be increased, or the rear axle support can be designed to be smaller and more compact. This in turn saves installation space, cost and complexity.

As already mentioned above, an H-shape is preferred for the rear axle when viewed in top view from a rear axle mounted in the vehicle. The rear axle support therefore preferably comprises a single transverse beam, which is connected to the longitudinal beam(s) in such a way that the rear axle support is configured in its installed state in the vehicle in an at least approximately H-shaped manner. In contrast to the known U-shape, the transverse beam is not connected to one of the two ends of the longitudinal beams, but rather is connected substantially at a suitable point along the longitudinal beams, so that a sufficient longitudinal beam length is still available both in front of and behind the transverse beam, as seen in the direction of travel of the vehicle.

Instead of the mentioned H-shape, a U-shaped rear bridge is also conceivable.

The only cross member mentioned is not absolutely necessary for the invention, but constitutes a preferred embodiment. The rear axle according to the invention can also be realized with a rear axle frame comprising two longitudinal girders and two transverse girders.

In particular, the single transverse member is preferably arranged on the longitudinal members at least approximately in the center between the two link connections of each longitudinal member that are spaced furthest apart from one another, as viewed in the longitudinal direction of the vehicle. In other words, the transverse beams are each connected to the respective longitudinal beam at a point which is arranged substantially centrally between the two most exposed (i.e. furthest apart) link connection points on the longitudinal beams. Preferably, a plurality of guide rods, in particular guide rods of the lower guide rod plane, are connected to the respective longitudinal beam. By arranging the transverse member on the longitudinal member in this way (i.e. centrally between the two most exposed link connections on the longitudinal member), good rigidity of the rear axle support with respect to loads can be achieved during operation of the vehicle, in particular when the rear axle support is driven. More detailed explanations can be taken from the description of the figures.

These and further features can be derived from the drawings in addition to the claims and the description, and the individual features can each be implemented individually or in a plurality in subcombinations in an embodiment of the invention and can form advantageous and inherently protectable embodiments, which are claimed here.

Drawings

The invention is further illustrated by the following examples. All the specified features may be important to the invention. In the drawings:

fig. 1 shows an exemplary rear axle according to the invention of a two-track vehicle in a three-dimensional oblique rear view;

FIG. 2 shows a schematic side view of the rear axle of FIG. 1, illustrating forces and moments acting on the rear axle;

fig. 3 shows a view of the rear axle from fig. 1 in detail from above.

Detailed Description

Fig. 1 schematically shows an exemplary embodiment of a rear axle of a two-track vehicle according to the invention. The rear axle comprises a plurality of wheel guide links, which are only schematically illustrated, only the connection points of which on the rear axle frame 5 are illustrated (but the specific connections thereof are not illustrated). The rear axle frame comprises in particular a so-called spring link 1, which supports a support spring 2, which support spring 2 is in turn supported with its upper end (as viewed in the vertical direction H of the vehicle) on a vehicle body or a vehicle body, not shown. Furthermore, the rear axle comprises a wheel suspension having a plurality of wheel guide rods (the connection of the rods is only schematically illustrated) as well as in each case one wheel carrier 8 and the already mentioned support spring 2. Furthermore, a brake disk 9 and a brake caliper 10 of the wheel are schematically shown on one side of the rear axle. Furthermore, the rear axle comprises a drive unit of the electric motor type, not shown in fig. 1, which is suspended on the rear axle frame 5 and which can drive the rear wheels of the vehicle, also not shown, via a drive shaft 11.

Furthermore, the rear axle frame 5 comprises two longitudinal beams 3 (visible in particular in fig. 2) which are oriented at least approximately in the vehicle longitudinal direction L and a single transverse beam 4 which is oriented at least approximately in the vehicle transverse direction Q. The at least approximate orientation of the longitudinal beams 3 and the transverse beams 4 in a particular direction refers here to a rough orientation in the respective direction, from which the longitudinal beams 3 and the transverse beams 4 can deviate in certain positions and regions. The transverse beams 4, for example, connect the longitudinal beams 3, each of which is arranged on one wheel side, to one another, and therefore must be oriented substantially in the transverse direction Q of the vehicle. The cross member 4 is thus oriented at least substantially in the vehicle transverse direction Q.

Furthermore, the transverse member 4 is in this example designed as the single transverse member 4 of the rear axle frame 5. The transverse members 4, together with the longitudinal members 3, form an at least approximately H-shaped rear bridge 5, as seen in a plan view of the rear bridge 5. This at least approximately H-shaped form is achieved in that: the cross member 4 does not connect the side members on each wheel side to each other at their ends as viewed in the vehicle longitudinal direction L of the side member 3 (this would be U-shaped), but connects them to each other at substantially the center. The transverse beam is thus arranged on the longitudinal beam 3 at least approximately in the center of the distance between the two most distant link connections of a longitudinal beam 3. In this particular case, as can be seen from the side view in fig. 2, the connection 12 of the spring control arm 1 and the connection of the further transverse control arm 16 are the control arm connection points on the longitudinal beam 3 which are furthest apart from one another.

By means of this arrangement of the transverse member 4 on the longitudinal member 3 (i.e. centrally between the two most exposed link connections on the longitudinal member 3), a good rigidity of the rear axle support 5 with respect to loads during vehicle operation is achieved, in particular in the case of a driven rear axle.

The rear axle support 5 is supported or mounted on the vehicle body, not shown, by four axle support devices 6. The bridge carrier mounting 6 is located here, viewed in the longitudinal direction L of the vehicle, on the front end of each longitudinal beam 3 and on the rear end of each longitudinal beam 3. If the position of the transverse beam 4 relative to the two longitudinal beams 3 is described in terms of the connection position or connection point of the link along each longitudinal beam 3, the transverse beam is arranged at least approximately in the center between the two link connection points that are most spaced apart from one another with respect to the two longitudinal beams 3 (viewed in the vehicle longitudinal direction L).

The bridge support 6 is designed as a rubber support. The rubber support comprises a metal core surrounded by a sleeve. Here, a rubber element for elastic support is arranged between the metal core and the sleeve. The support 6 can be connected to the vehicle body (in the vehicle vertical direction H) by means of a suitable threaded connection through the core. If each longitudinal beam 3 is now observed (the wheel suspensions of the rear axle are, in each case, arranged symmetrically to one another about the vehicle longitudinal center axis), the respective link is connected to the longitudinal beam 3 between the two bridge supports 6, as seen in the longitudinal direction of the longitudinal beam or in the vehicle longitudinal direction L.

As can be seen in particular from the rear axle side view in fig. 2 (for the sake of clarity, the brake disk 9 and the brake caliper 10 are not shown here together), it is provided that the connection of the spring control arm 1 to the longitudinal beam 3 is arranged in front of the center M of the spacing of the two bearing points of the respective bridge support 6 on the respective longitudinal beam 3, as seen in the vehicle direction of travel F, depending on the length of the longitudinal beam 3. In this particular case, the connecting portion 12 of the spring control arm 1 is located even (as viewed in the direction of travel of the vehicle) directly in front of the front bridge support 6.

As can also be gathered from fig. 2, the spring control arm 1 is arranged in a so-called lower control arm plane. The lower link plane describes a (substantially horizontal) plane which is formed in particular by the wheel guide spring link 1 and the other links and which is arranged below the wheel rotation axis D, as viewed on the vehicle vertical axis H.

Fig. 2 shows the corresponding forces K and moments M that can act on the rear axle frame 5 during the driving of the vehicle. In this case, the load-optimized rear axle is shown by the connection 12 of the spring control arm 1 mentioned in front of the center M of the two axle supports 6. Wheel load K_RLoad introduction (i.e. from the guide bar (in the vehicle vertical direction H) and the support itself) and load K generated by the axle-based drive_AThe opposite is true. The bearing load acting on the bridge bearing 6 is in turn related to the drive torque M₀(axis of rotation D or drive axis). Drive torque M₀In this case, the load K is driven_ASupported on the bridge support 6. In addition, the rear axle load increases during driving, which results in an additional increase in the reaction force acting on the rear axle from the spring control arm 1. Thus, the bearing load (acting on the bridge bearing 6) is determined by the sum of the total forces generated. In this case, the drive torque M₀The higher the total bearing load, the smaller (when the vehicle is running). The spring control arm 1 is arranged or connected further towards the front bridge support 6, the drive torque M during vehicle operation₀The stronger (the more the load on the front bridge support 6 is relieved) and the lower the sum of the support loads. Wheel support force K_R(the wheel supporting force acts in one direction) and the driving force K_A(the driving force acts in the opposite direction) are cancelled out. If the vehicle is not in operation, the preload acting on the front axle support 6 is high because of the arrangement of the two assembly supports arranged in front of the wheel center in the direction of travel of the vehicle on the rear axle, but when the vehicle is in operation, this preload is applied by the drive force K_AAnd (4) counteracting. In this case, the drive torque M₀The higher the more cancellation is possible. This has the following advantages, among others: the dimensions of the bridge support 6 can be designed to be small, since the loads to which the vehicle is subjected during operation are small. Thereby, an installation space can be provided and the cost can be reducedThe manufacturing cost is saved.

The supporting spring 2 stands on the spring guide rod 1 and is supported by the lever ratio wheel supporting force K of the spring guide rod 1_RIs supported on the rear bridge 5. The load direction is downward here, viewed in the vehicle vertical direction H. Drive torque M for forward travel₀In particular during vehicle acceleration or at higher drive torques M₀In this case, the rear axle frame 5 and the body are supported, as seen in the clockwise direction.

In this embodiment, the drive assembly 15 is supported on the rear axle support 5 only at two points (i.e. in front of the wheel rotation axis D, as viewed in the vehicle direction of travel), so that the wheel support force K is provided when the spring control arm 1 is arranged in front of the center M of the spacing of the axle support devices 6, which are respectively arranged on a common vehicle side, according to the invention_RWith a driving force K_AMost of which cancel out. As a result, the rear axle support 6, in particular the rear axle support 6, and in particular at high drive torques M₀Is subjected to a smaller load. Wheel support force K_RWith a driving force K_AIs influenced, at least by a small portion, by the position and number of the bearing arrangements of the drive assembly 15 on the rear axle frame 5. The described effect can be determined even in the case of drive assembly 15 not supported on rear bridge 5 (although to a small extent).

Fig. 3 shows an exemplary electric motor drive unit 15 in a top view from the rear axle side, which is only schematically illustrated at the rear axle frame 5 and at the connection points 13 on the drive shaft 11. In this case, the two rear bridge supports 6, as viewed in the vehicle direction of travel F, and the two assembly supports, not shown, are supported on the vehicle body by way of push rods 14. The push rod 14 itself also supports the rear bridge carrier 6 on the vehicle body, as viewed in the vehicle direction of travel F. The push rod therefore fulfills the double shear connection function of the rear axle support 5 (via the rear axle support 6) to the vehicle body and the stop function for the rear axle support 6 as a rubber support, as well as the bearing seat function for the assembly bearing.

List of reference numerals

1 spring guide rod

2 support spring

3 longitudinal beam

4 Cross member

5 rear bridge frame

6 bridge support device

8 wheel carrier

9 brake disc

10 brake caliper

11 drive shaft

12 attachment of spring control arm to longitudinal member

13 drive assembly connection

14 push rod

15-motor type drive unit

16 transverse guide rod

Q vehicle lateral direction

L longitudinal direction of vehicle

H vertical direction of vehicle

Direction of travel of vehicle F

K_ALoad based on driving load

K_RLoad based on wheel load

M₀Drive torque

Center of each supporting position on M longitudinal beam

Axis of rotation D