DE102019001198A1 - camp - Google Patents

Abstract

A bearing (1), in particular for mounting motor vehicle engines, comprising: a housing (2) for connecting the bearing (1) to a first component, a core (4) for connecting the bearing (1) to a second component, a pair Fastening elements (6a, 6b) which can be fastened to the housing (2), and a spring element (7) for elastically connecting the core (4) and the housing (2) to one another, the spring element (7) having a pair of bearing spring sections (8a , 8b) and a compression spring section (10), the bearing spring sections (8a, 8b) each extending between the core (4) and one of the fastening elements (6a, 6b) essentially along a longitudinal direction and / or vertical direction of the bearing (1) extend, wherein the compression spring section (10) extends essentially in a transverse direction of the bearing (1) from the core (4) to the housing (2), wherein in the fastened state the fastening elements (6a, 6b) on the housing (2) the compression spring section (10) by means of the Tragfederabsc cut (8a, 8b) is pressed against a support section (12) of the housing (2), whereby the compression spring section (10) is pretensioned.

Description

The invention relates to a bearing, in particular for mounting motor vehicle engines. Such bearings have to withstand high loads in different spatial directions. On the one hand, they must be robust enough to support the mass of a motor vehicle engine in the vertical direction as well as in the longitudinal and transverse direction when driving, and on the other hand they must dampen the transmission of vibrations during operation of the motor vehicle engine to the vehicle frame of a motor vehicle. Conventional engine mounts with V-springs or stadium springs aligned in the longitudinal direction of the vehicle, as described for example in the prior art CN204077341, have the problem that the damping properties, in particular the stiffnesses in the longitudinal direction of the motor vehicle and in the vertical direction, can be adjusted well, but it can it is very difficult to provide the damping properties or rigidity in the transverse direction of the motor vehicle as desired. This can result in a considerable impairment of driving comfort and increased wear on the bearing when the motor vehicle is in operation. If the transverse rigidity is too low, this can lead to a large relative movement in the transverse direction, which can additionally be increased by widening the frame in the transverse direction. This leads to an additional tensile load on the elastomer springs conventionally used in the relevant bearings, which has a negative effect on the service life of the elastomer springs. Furthermore, in conventional bearings, the natural resonances in the transverse direction (so-called transverse shaking) cannot be set with sufficient accuracy.

It is therefore an object of the present invention to provide a bearing which, on the one hand, is inexpensive to manufacture and, on the other hand, enables driving comfort to be increased and, at the same time, reduced wear.

The above problem is solved by the independent claim. Preferred embodiments emerge from the dependent claims.

One aspect of the present invention is a bearing, in particular for supporting motor vehicle engines, comprising: a housing for connecting the bearing to a first component, a core for connecting the bearing to a second component, a pair of fastening elements which can be fastened to the housing, and a spring element for elastically connecting the core and the housing to one another, the spring element having a pair of suspension spring sections and a compression spring section, the suspension spring sections each extending between the core and one of the fastening elements essentially along a longitudinal direction and / or vertical direction of the bearing, wherein the compression spring section extends essentially in a transverse direction of the bearing from the core to the housing, wherein in the fastened state of the fastening elements on the housing the compression spring section is pressed by means of the suspension spring sections against a support section of the housing, whereby the compression spring r section is biased.

Advantageously, the bearing according to the invention enables the provision of an arbitrarily adjustable, high rigidity of the bearing in the transverse direction by means of the preload. In a transverse direction, a transverse force acting on the core in the direction of the support section of the housing can be absorbed by the compression spring section, which is supported on the support section of the housing, and in the opposite transverse direction, a transverse force acting on the core away from the support section can be absorbed by the suspension spring sections which then act as thrust springs. The preload can also prevent the compression spring section from becoming detached from the support section of the housing when a transverse force acts on the core in a direction away from the support section, as a result of which driving comfort can be further increased and wear can be reduced.

In other words, with a separately designed compression spring section, no tensile loads can occur in the compression spring section when transversely loaded or when the vehicle frame is widened, and shear stresses predominantly occur in the suspension spring sections as a reaction to the transverse loading. On the one hand, the preload allows the transverse rigidity of the compression spring section to be increased or adjusted as desired. On the other hand, lifting of the compression spring section from the support section of the housing or from the housing rear wall can be avoided if the preload is selected such that the maximum relative movement in the transverse direction is compensated.

In addition, the natural frequencies in the transverse direction can be set as desired, for example to reduce or avoid so-called “transverse shaking” during operation. The natural frequencies can, for example, be in ranges greater than 7 Hz, which is advantageous for driving comfort. In particular, the adjustability in the transverse direction can be essentially independent of the stiffnesses in the longitudinal and vertical directions, which can be caused by the mutually perpendicular directions of extension of the compression spring section and the bearing spring sections. In other words, the bearing can be configured such that the rigidity of the bearing in the transverse direction or the natural resonance in the transverse direction is essentially independent of the Rigidity is adjustable in the longitudinal and / or vertical direction.

In the context of the present application, the term “connecting” denotes, if nothing further is specified, the mechanical or chemical connection of two components so that the components can no longer move relative to one another. In particular, the term “connect” means that two components can be connected to one another with the aid of screws and / or an adhesive layer. Furthermore, two components can be connected to one another by caulking or welding. Furthermore, in the context of this application, the term “in the fastened state” denotes the state in which the fastening elements, in particular in a desired position, are fastened to the housing.

Furthermore, in the context of this application, the direction designations “longitudinal direction”, “vertical direction” and “transverse direction” refer to directions relative to the claimed bearing. In a mounted state of the bearing in a motor vehicle, in particular a truck, the longitudinal direction, vertical direction and transverse direction of the bearing can each coincide with the longitudinal direction, vertical direction and transverse direction of the motor vehicle. If, in the context of this application, the bearing is described in relation to general directions or directions of the motor vehicle, this is to be understood with regard to the assembled state of the bearing.

In the context of this application, “prestressing” or “prestressing” is understood to mean the introduction of mechanical stress into the stressed spring element without external loading of the bearing. In the context of this application, the so-called preload travel can represent a measure of the degree of preload. The preload travel is the distance by which one of the spring sections is deflected from a state without any external load (non-preloaded state) into a preloaded state.

The bearing can be an engine mount, in particular an engine mount for a motor vehicle such as a truck. The bearing can be used in a so-called 4-point bearing of the motor. However, it is not limited to this.

The housing can be formed from a metallic material or from a plastic. For example, it can be formed by a die casting process. In the case of a metallic material, the housing can be formed, for example, by die-casting aluminum or cast iron. The housing can be formed essentially L-shaped in a cross section transverse to the longitudinal direction and can be formed essentially U-shaped in a cross section transverse to the transverse direction. The core, the spring element and the pair of fastening elements can be designed as a spring unit. In particular, the spring element can be injection-molded onto the core and onto the pair of fastening elements or connected to them in some other way. The housing can have a receptacle into which the spring unit can be inserted. The receptacle can be delimited vertically downwards by a bottom section of the housing, in the longitudinal direction by a pair of longitudinal wall sections of the housing and in a transverse direction by a side wall section of the housing. The side wall section comprises the support section, this being provided in particular in an upper section of the side wall section. The side wall section can comprise one or more fastening recesses which extend in the transverse direction through the side wall section, by means of which the housing can be connected, in particular screwed, to a vehicle frame as an example of the first component. Other types of connection such as riveting, caulking, gluing, etc. are also possible.

The core can be formed from a metallic material or a plastic. The core can be arranged in the vertical direction at least in an upper section of the spring element. The core is designed in particular in such a way that it can introduce forces uniformly into the bearing spring sections and into the compression spring section. For this purpose, the core can have force application surfaces which are each essentially perpendicular to the main direction of extent of the bearing spring sections and the compression spring section. The core can have one or more assembly recesses, which extend in the vertical direction, by means of which the core can be connected, in particular screwed, to a motor vehicle engine as an example of the second component. The core can furthermore have one or more mounting pins, which extend upwardly from the core in the vertical direction, which can serve as a positioning aid for the mounting of the motor vehicle engine.

The pair of fastening elements can each be designed in the shape of a plate and in particular can be fastened to the housing at a lower section of the housing. A fastening element can have a surface section and at one end of the surface section a section bent approximately at right angles, wherein the bent section can have a fastening bore by means of which the fastening element can be connected, in particular screwed, to the housing. The housing may have a pair of threaded mounting holes in the lower portion of the housing that substantially converge in the transverse direction through the housing, in particular through the bottom section and / or through the longitudinal wall sections. A lower end of a suspension spring section can be connected to the surface section of the fastening element, in particular injection-molded or vulcanized or glued onto it. The fastening element or the surface section thereof can also be embedded in the lower end of the corresponding suspension spring section. In the lower section, the housing can have a pair of guide grooves for each fastening element which extend essentially in the transverse direction and which guide the side edges of the surface section of the corresponding fastening element when the spring unit is inserted into the receptacle of the housing. In the fastened state, a surface normal of a surface section runs in the longitudinal direction and / or vertical direction, in particular obliquely in the longitudinal direction and vertical direction. The direction of the surface normal of a surface section can essentially correspond to the extension direction of the corresponding suspension spring section.

The spring element extends between the pair of fastening elements and the core and, when fastened, between the core and the support section of the housing. The spring element is in particular formed from an elastomer material. The spring element can have the pair of bearing spring sections in a section of the spring element that is lower in the vertical direction, while the spring element can have the compression spring section in a section of the spring element that is upper in the vertical direction. Here, the suspension spring sections can be roof-shaped, V-shaped or wedge-shaped to one another. The suspension spring sections can also be referred to as V-springs. For example, the pair of suspension spring sections can be implemented by a wedge spring. The compression spring section, on the other hand, can be implemented by a compression spring which can be designed to taper away from the core in the transverse direction. The pair of suspension spring sections and the compression spring section can be constructed in one piece, but can also be constructed separately from one another and in particular can be constructed from different materials. Also in a one-piece embodiment, the pair of suspension spring sections and the compression spring section can be formed from different materials by means of multi-component injection molding. The pair of suspension spring sections extend substantially in a region of the housing below the core. The compression spring section, however, can be connected to the core and protrude in the transverse direction from the core. However, the compression spring section can also be connected to the housing and protrude from the housing counter to the transverse direction to the core. Alternatively, the compression spring section can also be designed as a separate component which is arranged between the core and the support section of the housing before the fastening elements are fastened.

wobei C_T die Rückstellkonstante bzw. Federkonstante der Tragfederabschnitte und C_D die Rückstellkonstante bzw. die Federkonstante des Druckfederabschnitts ist.By attaching the fastening elements to the housing, essentially a vertically lower part of the suspension spring sections can be pushed against the restoring forces of the spring element by an amount A in the transverse direction into the housing towards the support section of the housing, whereby the compression spring section is pressed against the support section of the housing and thereby a vertically upper part of the suspension spring sections is elastically displaced relative to the lower part thereof in a transverse direction away from the support section. In other words, by fastening the fastening elements to the housing, the compression spring section can be pretensioned against the support spring sections. The resulting restoring forces, in particular shear forces, of the suspension spring sections press the compression spring section against the support section of the housing, so that the compression spring section is compressed by an amount S and is thus pretensioned. In other words, in the fastened state, ie in the pretensioned state, the bearing spring sections and the compression spring section press against one another. The pretensioning force can be introduced into the suspension spring sections by the fastening elements essentially via thrust, whereas the counterforce can be introduced into the compression spring section from the support section of the housing essentially via pressure. The amount S results from the equilibrium of forces between the suspension spring sections and the compression spring section $$\mathrm{S.}=\frac{{\mathrm{C.}}_T}{{\mathrm{C.}}_{\mathrm{D.}}}\mathrm{A.},$$

where C _{T is} the restoring constant or spring constant of the suspension spring sections and C _{D is} the restoring constant or the spring constant of the compression spring section.

The preloading of the suspension spring sections against the compression spring section enables the spring and damping properties of the bearing to be set in a targeted and precise manner in the transverse direction essentially independently of the other spatial directions (longitudinal and vertical direction).

The bearing described above can, for example, be arranged twice in pairs in a motor vehicle (four bearings per vehicle), in particular mirror-symmetrically with respect to a longitudinal axis of the motor vehicle, in order to avoid an asymmetry in the spring or damping properties of the bearing in the transverse direction the asymmetrical formation of the bearing in the transverse direction can result to compensate.

The stiffness of the bearing in the transverse direction can be adjusted essentially independently of the stiffness in the longitudinal and / or vertical direction.

When the fastening elements are fastened, a predetermined or predeterminable pretensioning path of the suspension spring sections can be bridged essentially in the transverse direction on the housing. “Bridged” can mean that, when the fastening elements are fastened to the housing, the fastening elements or the end of the suspension spring sections connected to the fastening elements are pushed into the housing or the receptacle by the pretensioning path of the amount A.

The fastening elements can each have a recess through which the corresponding fastening element can be fastened to the housing by means of a screw, and the bearing spring sections can each be prestressed against the compression spring section by screwing the screw through the recess of the corresponding fastening element into the housing. The fastening elements can, however, also be fastened with the aid of pins or rivets which protrude from the housing, over which the recesses are guided and then bent or caulked.

In the fastened state of the fastening elements on the housing, the suspension spring sections can be pretensioned predominantly by thrust or shear forces along the transverse direction and the compression spring section can be pretensioned predominantly by pressure along the transverse direction. This means that the restoring forces which are exerted by the suspension spring sections in the fastened state of the fastening elements can predominantly be thrust forces or shear forces which counteract an inclined position of the suspension spring sections in the transverse direction. The restoring force that is applied by the compression spring section due to the pretensioning of the suspension spring sections can predominantly be compressive forces in the transverse direction. The compressive force of the compression spring section arises from the fact that the pretensioning of the bearing spring sections presses the compression spring section in the transverse direction against the support section of the housing.

The suspension spring sections and the compression spring section can be formed in one piece or in several pieces. The suspension spring sections and the compression spring section can be designed as a single component. The suspension spring sections and the compression spring section can in turn be designed as two or more separate components. Furthermore, the suspension spring sections together with the compression spring section can be formed from a two-component injection molding.

The spring element can have a pair of transverse stops in the transverse direction around the compression spring section. In the event of a predetermined transverse deflection of the spring element, these transverse stops can strike the side wall section or the support section of the housing and thus prevent the compression spring section from being excessively compressed in the transverse direction. They also serve as a travel limit so that the spring unit, including the compression spring section, the bearing spring sections and the core, does not have too much relative movement and a collision with other adjacent components may occur. The transverse stops can be formed from an elastomer material and / or from a different material than the spring element itself. The transverse stops can be arranged in the upper section of the spring element in the vertical direction or in the lower section of the spring element in the vertical direction. The transverse stops can be formed in one piece with the compression spring section and / or the bearing spring sections. The pair of transverse stops can be formed in the longitudinal direction on both sides of the compression spring section.

The suspension spring sections and the compression spring section can be formed from the same elastomer material or from different elastomer materials.

In a non-pretensioned state, the suspension spring sections can be deflected in the transverse direction towards the support section of the housing, and in a pretensioned state the suspension spring sections can have essentially no deflection in the transverse direction. In other words, the suspension spring sections can be inclined or advanced in the non-pretensioned state, so that in the pretensioned state this inclination is compensated and the suspension spring sections extend essentially along the longitudinal direction and / or vertical direction. In this way it can be ensured that the bearing spring sections in the pretensioned state can optimally absorb forces which act on the core in the vertical direction and / or in the longitudinal direction.

The compression spring section can protrude in the transverse direction from the core to the support section of the housing. In other words, the compression spring section can taper in the transverse direction from the core to the support section of the housing. For example, the compression spring section can taper conically or conically, pyramidal or wedge-shaped.

The first component can be a frame of a truck or an auxiliary frame and the second component can be an engine of a truck, an adapter element, a support arm or an auxiliary frame.

The stiffness of the bearing in the transverse direction can be adjusted essentially independently of the stiffness in the longitudinal and / or vertical direction.

In the following, the figures are described which are intended to serve to illustrate an embodiment of the subject matter of the invention by way of example. It goes without saying that the subject matter according to the invention is not limited to the embodiment described below. Individual features can be combined to form further embodiments.

• 1 eine perspektivische Darstellung einer Ausführungsform des Lagers, wobei das Gehäuse ausgeblendet ist.
• 2 eine perspektivische Darstellung des Lagers aus 1 aus einem anderen Blickwinkel.
• 3 Querschnittsansicht des Lagers senkrecht zur Vertikalrichtung mit angedeutetem Kern und Druckfeder.
• 4a Querschnittsansicht des Lagers senkrecht zur Vertikalrichtung zur Verdeutlichung der Vorspannung der Tragfederabschnitte.
• 4b Querschnittsansicht des Lagers senkrecht zur Vertikalrichtung zur Verdeutlichung der Vorspannung der Druckfeder mit angedeutetem Kern und Druckfeder.

Show it:

• 1 a perspective view of an embodiment of the bearing, wherein the housing is hidden.
• 2 a perspective view of the bearing 1 from a different angle.
• 3 Cross-sectional view of the bearing perpendicular to the vertical direction with an indicated core and compression spring.
• 4a Cross-sectional view of the bearing perpendicular to the vertical direction to illustrate the preload of the suspension spring sections.
• 4b Cross-sectional view of the bearing perpendicular to the vertical direction to illustrate the preload of the compression spring with the core and compression spring indicated.

1 shows a V-shaped spring element formed from an elastomer material 7th of a bearing according to the invention 1 with a core 4th . An auxiliary coordinate system is given to illustrate the different spatial directions, longitudinal, transverse and vertical. The housing is in the 1 and 2 hidden.

The core 4th is in an upper area of the spring element 7th arranged and consists of a metal. The core 4th has a mounting pin 18th and mounting recesses 20a , 20b on. The mounting pin 18th extends vertically and faces away from the core 4th away or jump from the core 4th in the vertical direction upwards. The mounting pin 18th can, as already described above, serve as a positioning aid when assembling a motor vehicle engine. The mounting recesses 20a , 20b are around the mounting stud 18th arranged around and extend vertically into the core 4th inside. By means of the mounting recesses 20a , 20b can the engine of a motor vehicle on the bearing 1 to be assembled. Here, the motor is usually not screwed directly to the bearing, but the connection is usually made via an adapter element, in particular a so-called support arm. This in 1 shown spring element 7th is divided into two suspension spring sections 8a , 8b and a compression spring section 10 . The core 4th in 1 is wedge-shaped. The core 4th mechanically couples the suspension spring sections 8a , 8b and the compression spring section 10 by the suspension spring sections 8a , 8b and the compression spring section 10 which can be formed from one or different elastomer materials, for example vulcanized onto the core. The suspension spring sections 8a , 8b are arranged in such a way that they form a V, a wedge or a roof in the longitudinal direction. The compression spring section 10 protrudes from the core 4th in the transverse direction, ie perpendicular to the longitudinal and vertical directions. On both sides around the compression spring section 10 there are vertical stops in the longitudinal direction 22a , 22b arranged, which extend substantially vertically upwards and which in the assembled case, for example a motor vehicle engine on the bearing 1 cushion the mass of the motor vehicle engine in the vertical direction. In addition, on the lower side of the core in the vertical direction 4th between the suspension spring sections 8a , 8b another vertical stop 22c be arranged. The vertical stops shown 22a , 22b , 22c are molded from an elastomer and have parallel grooves in the longitudinal direction. However, the vertical strokes can also be shaped differently than shown. For example, the vertical stops 22a , 22b , 22c structurally also for a specific application of the bearing 1 be optimized. In addition, in 1 shown that the spring element 7th above the suspension spring sections 8a , 8b , roughly at the level of the core 4th , Longitudinal stops 17a , 17b which protrude in the longitudinal direction and extend substantially in the transverse direction. The longitudinal stops 17a , 17b are also formed from an elastomer and can also be adapted to the respective application. The longitudinal stops shown 17a , 17b extend transversely along the transverse sides of the core 4th .

Furthermore, in 1 Fasteners 6a , 6b shown. The fasteners 6a , 6b each have a recess at a section thereof bent by approximately 90 ° or by an angle corresponding to the geometry of the housing (not shown here) 14a , 14b on, so that by means of the recesses 14a , 14b the spring element 7th , more precisely the suspension spring sections 8a , 8b , by means of screws not shown in the figures on the housing of the bearing 1 can be attached in the transverse direction. The contact surfaces for the screw heads of the fastening elements 6a , 6b can be free of elastomer material in order to To improve the setting behavior of the screw connections. The one with the suspension spring sections 8a , 8b connected portions of the fasteners 6a , 6b are essentially flat and flat, and extend from the bent portion in the transverse direction. The fasteners 6a , 6b are at the lower end of the suspension spring sections in the vertical and longitudinal directions 8a , 8b of the spring element 7th arranged. The fasteners 6a , 6b are also shaped so that the part of the fasteners 6a , 6b in which the recesses 14a , 14b are arranged, ie the bent section, over the lower end of the suspension spring sections in the longitudinal and vertical directions 8a , 8b protrudes.

2 shows a perspective rear view (essentially against the transverse direction) of the in 1 shown bearing with hidden housing. 2 shows the compression spring section 10 , which tapers or tapers, in particular substantially prismatic or pyramidal tapering from the core 4th extends in the transverse direction. In addition to the vertical stops 22a , 22b are around the compression spring section 10 Transverse stops formed in the longitudinal and vertical directions from an elastomer material 16a , 16b arranged, which protrude in the transverse direction, but opposite the compression spring portion 10 are reset. These cross stops 16a , 16b prevent excessive compression of the compression spring section 10 if the compression spring section is pressed against the rear wall of a housing (in 2 not shown) of the camp 1 is pressed. The cross stops are also used 16a , 16b as a travel limit, so that the spring element 7th and the core 4th cannot have too much relative movement and there may be a collision with other components not shown here. The transverse stops can also have parallel furrows that extend in the vertical direction. These furrows are generally used to make the attack "softer". The cross stops 16a , 16b can be geometrically optimized for the respective application. For example, the cross stops 16a , 16b also be convexly curved. In addition to the cross stops 16a , 16b can in the vertical direction below the compression spring section 10 an extra cross stop 16c be arranged.

All in the 1 and 2 The stops shown can be vulcanized with the core 4th or with the spring element 7th be connected.

3 shows a cross section through the bearing 1 perpendicular to the vertical direction in a plane in the longitudinal and transverse directions approximately at the level of the recesses 14a , 14b of the fasteners 6a , 6b . 3 shows the structure of the camp 1 . To do this are a section of the core 4th and the compression spring section 10 , which are in the vertical direction above the cross-section shown, also indicated. The different hatchings in the figures represent different components and / or materials.

3 shows how the unit consists of spring element 7th , Core 4th and fasteners 6a , 6b out 1 or. 2 in a housing 2 , which in the illustrated case is U-shaped or bracket-shaped in the cross-section shown, is pushed in in the transverse direction until the compression spring section 10 on a support section 12 the housing wall strikes or rests in the transverse direction. The suspension spring sections 8a , 8b however, in this state, some protrude from the housing against the transverse direction 2 out. The case 2 points at the same height in the vertical direction as the recesses 14a , 14b of the fasteners 6a , 6b are arranged, fastening tapped holes 24a , 24b on. By means of these threaded fastening holes 24a , 24b can use the fasteners 6a , 6b and thus the spring element 7th (more precisely the suspension spring sections 8a , 8b) on the housing 2 be fastened by means of screws not shown in the figures. Alternatively, however, could also be on the housing 2 to the recesses 24a , 24b complementary pins may be provided through the recesses 24a , 24b are guided and then caulked to the suspension spring sections 8a , 8b on the housing 2 to fix. As a result, the suspension spring sections 8a , 8b together with the fasteners 6a , 6b in the housing 2 displaced in and thus against the indicated compression spring section 10 prestressed.

As in 3 shown are the fasteners 6a , 6b in the cross section shown perpendicular to the vertical direction approximately at the level of the recesses 14a , 14b of the fasteners 6a , 6b essentially L-shaped. The fasteners 6a , 6b are with the lower end in the vertical direction of the suspension spring sections 8a , 8b connected. The fasteners 6a , 6b can, for example, on the suspension spring sections 8a , 8b be vulcanized, the fastening elements 6a , 6b however, they can also be inserted via insertion recesses 26a , 26b in the suspension spring sections 8a , 8b be inserted and be glued there, for example.

Also shows 3 that the suspension spring sections 8a , 8b can each be formed in several parts. The suspension spring section 8a , 8b can for example each by a metal plate 28a , 28b be divided into the suspension spring subsections 8aa, 8ab, 8ba and 8bb. The suspension spring subsections 8aa, 8ab can be attached to the metal plate, for example by vulcanization 28a be connected to each other. The same applies analogously to the suspension spring subsections 8ba, 8bb and the metal plate 28b . The metal plates 28a , 28b can on the one hand the Stability of the suspension spring sections 8a , 8b , increase. On the other hand, by means of the metal plate 28a , 28b the spring or damping properties of the suspension spring sections 8a , 8b to be influenced. For example, by providing a metal plate per suspension spring section, the rigidity can be increased by about the factor 2 increase. By providing two metal plates per suspension spring section, the rigidity can be increased by about the factor 4th increase. It is also possible to provide different materials, in particular elastomer materials, for the suspension spring subsections.

The 4a and 4b serve to explain the concept of preloading the spring element 7th across the bearing 1 .

4a shows a cross section of the bearing for this purpose 1 in a plane perpendicular to the vertical direction along the recesses 14a , 14b of the fasteners 6a , 6b . When the fasteners are not fastened 6a , 6b on the housing 2 is the spring element 7th so far in the housing 2 pushed in that the compression spring section 10 as in 3 shown on the support section 12 of the housing 2 hits or is present. The suspension spring sections 8a , 8b partially protrude from the housing 2 in the transverse direction. In this condition of the camp 1 are the suspension spring sections 8a , 8b not under tension, i.e. not pre-tensioned. In this non-prestressed state of the suspension spring sections 8a , 8b is the preload path A of the suspension spring sections 8a , 8b in the fastened state of the fasteners 6a , 6b recognizable by the housing. The preload path A corresponds to the path by which the fastening elements 6a , 6b or the lower ends of the suspension spring sections in the vertical direction 8a , 8b when fastening in the transverse direction (e.g. by screwing screws into the fastening tapped holes 24a , 24b ) onto the housing 2 to be relocated. In other words, the fastening elements are in the fastened state 6a , 6b the suspension spring sections on the housing 8a , 8b preloaded by the preload path A. The pretensioning path A can for example be between approximately 1 mm and approximately 50 mm, or between approximately 5 mm and approximately 30 mm. The fastened state of the fasteners 6a , 6b is not shown in the figures. In the in the 3 , 4a and 4b shown unsecured state of the fasteners 6a , 6b or non-prestressed state of the suspension spring sections 8a , 8b the preload travel is A = 0.

4b shows in principle the same cross-section of the bearing 1 how 4a . For a better understanding, however, are also the compression spring section 10 and the core 4th , which are located in the vertical direction above the cross section shown, indicated.

wobei C_T die Rückstell- bzw. Federkonstante in Querrichtung des Lagers 1 der Tragfederabschnitte 8a, 8b und C_D die Rückstell- bzw. Federkonstante in Querrichtung des Lagers 1 des Druckfederabschnitts 10 ist. 4b indicates how due to a bias of the suspension spring sections 8a , 8b around A ≠ 0 the compression spring section 10 as a result of the coupling with the suspension spring sections 8a , 8b about the core 4th is upset or compressed by an amount S ≠ 0 in the transverse direction. S results from the force equilibrium of the restoring forces, on the one hand from the bearing spring sections which are predominantly pretensioned to shear stress 8a , 8b and on the other hand from the compression spring section which is predominantly pretensioned under pressure 10 Act. S results from the equilibrium of forces in the transverse direction according to the following equation $${\mathrm{C.}}_T\mathrm{A.}-{\mathrm{C.}}_{\mathrm{D.}}\mathrm{S.}=\mathrm{0,}$$

where C _{T is} the return or spring constant in the transverse direction of the bearing 1 the suspension spring sections 8a , 8b and C _{D is} the spring constant in the transverse direction of the bearing 1 of the compression spring section 10 is.

As already mentioned, the pretensioning of the suspension spring sections 8a , 8b around the preload path A and the associated compression of the compression spring section 10 by the amount S the stiffness in the transverse direction of the bearing 1 regardless of the rigidity in the vertical and longitudinal direction of the bearing 1 for the respective requirements of the warehouse 1 can be precisely adjusted. In addition, the warehouse is 1 inexpensive to manufacture.

List of reference symbols

1

camp

2

casing

4th

core

6a, 6b

Fasteners

7th

Spring element

8a, 8b

Suspension spring sections

10

Compression spring section

12

Support section

14a, 14b

Recesses

16a, 16b, 16c

Cross stops

17a, 17b

Longitudinal stops

18th

Mounting stud

20a, 20b

Mounting recesses

22a, 22b, 22c

Vertical stops

24a, 24b

Fixing tapped holes

26a, 26b

Insertion indentations

28a, 28b

Metal plate

Claims (11)

A bearing (1), in particular for storing motor vehicle engines, comprising: a housing (2) for connecting the bearing (1) to a first component, a core (4) for connecting the bearing (1) to a second component, a pair of fastening elements (6a, 6b) which can be fastened to the housing (2), and a spring element (7) for elastically connecting the core (4) and the housing (2) to one another, wherein the spring element (7) has a pair of suspension spring sections (8a, 8b) and a compression spring section (10), wherein the suspension spring sections (8a, 8b) each extend between the core (4) and one of the fastening elements (6a, 6b) essentially along a longitudinal direction and / or vertical direction of the bearing (1), wherein the compression spring section (10) extends essentially in a transverse direction of the bearing (1) from the core (4) to the housing (2), wherein in the fastened state of the fastening elements (6a, 6b) on the housing (2) the compression spring section (10) is pressed against a support section (12) of the housing (2) by means of the suspension spring sections (8a, 8b), whereby the compression spring section (10) is biased. The camp (1) according to Claim 1 , the rigidity of the bearing (1) in the transverse direction being adjustable essentially independently of the rigidity in the longitudinal and / or vertical direction. The camp (1) according to one of the Claims 1 to 2 wherein in the fastened state of the fastening elements (6a, 6b) on the housing (2) a predetermined or predeterminable pretensioning path of the suspension spring sections (8a, 8b) is bridged essentially in the transverse direction of the bearing (1). The camp (1) according to one of the Claims 1 to 3 , the fastening elements (6a, 6b) each having a recess (14a, 14b) through which the corresponding fastening element (6a, 6b) can be fastened to the housing (2) by means of a screw, and the suspension spring sections (8a, 8b) each can be biased against the compression spring section (10) by screwing the screw through the recess (14a, 14b) of the corresponding fastening element (6a, 6b) into the housing (2). The camp (1) according to one of the Claims 1 to 4th , wherein the suspension spring sections (8a, 8b) in the fastened state of the fastening elements (6a, 6b) on the housing (2) are predominantly biased by shear forces along the transverse direction and the compression spring section (10) is predominantly biased by pressure along the transverse direction. The camp (1) according to one of the Claims 1 to 5 , wherein the suspension spring sections (8a, 8b) and the compression spring section (10) are formed in one piece or in several pieces. The camp (1) according to one of the Claims 1 to 6th wherein the spring element (7) has a pair of transverse stops (16a, 16b) in the transverse direction around the compression spring portion (10). The camp (1) according to one of the Claims 1 to 7th , wherein the suspension spring sections (8a, 8b) and the compression spring section (10) are formed from the same elastomer material or from different elastomer materials. The camp (1) according to one of the Claims 1 to 8th , wherein in a non-pretensioned state the suspension spring sections (8a, 8b) are deflected in the transverse direction of the bearing (1) towards the support section (12) of the housing (2) and in a pretensioned state the suspension spring sections (8a, 8b) are essentially have no deflection in the transverse direction. The camp (1) according to one of the Claims 1 to 9 wherein the compression spring portion (10) projects in the transverse direction from the core (4) to the support portion (12) of the housing (2). The camp (1) according to one of the Claims 1 to 10 , wherein the first component is a frame of a truck or an auxiliary frame and the second component is an engine of a truck, an adapter element, a support arm or an auxiliary frame.

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