DE102018205799A1 - bearing bracket - Google Patents

Abstract

The invention relates to a bearing bracket (10) of a motor vehicle for elastically supporting an assembly and / or an assembly carrier on an auxiliary frame, comprising at least a first bearing (12) and a second bearing (14), wherein the first bearing (12) in at least one Bearing receptacle (16) is arranged and as a hydraulically damping unit bearing (12) is formed, wherein the second bearing (14) as a hydraulically damping subframe bearing (14) is formed, and wherein the first bearing (12) and the second bearing (14) respectively Have at least one chamber for receiving a fluid damping means. The invention is characterized in that the unit bearing (12) is communicatively connected to the subframe bearing (14) via a controllable hydraulic line (22) arranged on the bearing bracket (10).

Description

The invention relates to a bearing bracket of a motor vehicle for supporting a load, according to the specified in the preamble of claim 1. Art.

In particular, in the automotive industry components of the chassis are resiliently mounted by means of elastic compounds. These rubber-metal bearings, also called elastomeric bearings, used to allow a defined mobility of the interconnected suspension components and to increase the durability of the compounds.

Elastomeric bearing, comprising a metallic inner part, an outer part and an elastomeric body arranged radially between the inner part and the outer part, which is usually adhesively vulcanized to the inner part, are well known from the prior art. These bearings can be equipped with additional hydraulic damping, in particular to damp low-frequency vibrations with large amplitude. For this purpose, at least two chambers, which are connected to one another via a damping channel, which can receive a fluid damping agent, are arranged on the elastomer body. An occurring load of the bearing in the region of a chamber displaces the damping means from this chamber, so that it flows via the damping channel into the respective other chamber. Mass damping and frictional damping of the reciprocating damping means between the chambers enables pronounced damping in a limited low frequency range.

Furthermore, hydraulically damping bearings can be equipped with an overflow channel arranged between the chambers in order to protect the bearings against overloads due to an excessive pressure difference of the chambers. A lock on the overflow channel releases the channel only when a predetermined pressure difference of the chambers is exceeded. Various embodiments of such a hydraulically damping bearing are known, cf. DE 40 20 713 C2 and DE 195 26 069 A1 ,

In the DE 10 2006 032 633 A1 is a generic type, acoustically decoupling bearing described with hydraulic damping, the chambers are connected via a damping channel and a decoupling channel. In the unloaded state of the bearing of the damping channel is open, whereas the decoupling channel is closed by means of a sealing lip for the damping means. The sealing lip is designed such that it oscillates at high-frequency loads of small amplitude, wherein the back and forth flowing small volumes of the damping means is made possible via the decoupled in the unloaded state of the bearing decoupling channel. The supports arranged on both sides of the sealing lip limit the vibrations of the sealing lip at high loads. The combination of the decoupling channel with the sealing lip and its Schwingungswegbegrenzern allow the acoustically decoupling effect of the camp.

In particular, in the development of a storage system for drive units, inter alia, the task of supporting the static load and the drive torque, with the highest possible rigidity of the storage is achieved. For acoustic optimization, however, the bearing should be soft in order to best insulate the drive unit. To solve this conflict of objectives, for example, active bearings and active absorber systems can contribute, which are specifically adapted to the maintenance of optimal vibration damping to the driving dynamics requirements. However, active storage systems have the disadvantage that a comparatively large space is required. In the DE 10 2013 016 078 A1 is described a spring-damper system for use in camps, which is spatially separate from the bearing can be arranged, and is therefore flexible in particular in confined spaces.

The invention is based on the object, a bearing bracket according to the type specified in the preamble of claim 1 such that an effective damping of a stored load over a wide frequency band is possible.

The object is solved by the characterizing features of claim 1 in conjunction with its generic features.

The dependent claims form advantageous developments of the invention.

In a known manner, a bearing bracket of a motor vehicle for the elastic connection of an aggregate with a subframe comprises at least a first bearing, which is arranged in at least one bearing receptacle of the bearing bracket, and a second bearing. The first bearing is designed as a hydraulically damping aggregate bearing and the second bearing is designed as a hydraulically damping subframe bearing, the bearings each having at least one chamber for receiving a fluid damping means.

Aggregate bearings perform different tasks in motor vehicles that can not be controlled with conventional bearings. As a connecting element between the unit and vehicle body, they serve as stiff as possible support the weight and drive reaction forces of an aggregate to unwanted vibrations of aggregate and Decouple powertrain from the rest of the vehicle. At the same time, engine mounts isolate noise and they must be strong enough to keep the engine stably in the vehicle under varying operating conditions. Aggregate bearings are designed in particular as hydraulically damping elastomeric bearings, which have a damping means which is distributed in two chambers connected via a channel system. Dynamic stimulation of the bearing causes the fluid to flow from one chamber to the other. The resulting damping of engine and road-excited vibrations makes vehicles quieter and more comfortable.

According to the invention a controllable hydraulic line is arranged on the bearing bracket, which connects the unit bearing communicating with the spaced subframe bearing. The bearing bracket comprises the unit bearing and the subframe bearing. Due to the larger relative displacement of the two bearings to each other a hydraulic connection of the two bearings is made possible via the hydraulic line. The unit bearing and the subframe bearing are communicatively connected to each other via the hydraulic line. This makes it possible to store a load via the two interconnected bearing points vibration damping. It is also possible, depending on the design and length of the hydraulic line to achieve a higher hydraulic damping in different frequency ranges.

Preferably, the unit bearing and the subframe bearing are connected via the hydraulic line with an active spring-damper system. It is conceivable that the spring-damper system comprises a sensor-actuator unit and a spring-damper mechanism, as shown for example in the DE 10 2013 016 078 A1 are described. It is possible to arrange the sensor actuator unit spatially separated from the actual bearings. As a result, the spring-damper system can be arranged at a suitable location with sufficient space without the configuration of the spring-damper system is limited by limited space.

The spring-damper system senses the transferred load input and counteracts it actorically to counteract the load entry vibration damping. Advantageously, a targeted, dynamically adaptive change of the damping properties of the interconnected bearings of the bearing bracket is possible.

According to a further embodiment, the hydraulic line is adjustable via a controllable valve. The controllable valve allows the opening and closing of the hydraulic line, which connects the chambers of the unit bearing with the chambers of the subframe bearing. The loads occurring in the region of a chamber of the unit bearing and / or the subframe bearing displace the fluid damping means from the corresponding chamber into the respective other chamber of the respective bearing. The damping means moves between the chambers of a bearing back and forth, whereby an attenuation of low-frequency vibrations of large amplitude is given. In particular, the controllable valve can establish a connection between the unit bearing and the subframe bearing at predetermined loads via the hydraulic line, as a result of which the damping means flows from the chambers of the unit bearing and / or the subframe bearing into the hydraulic line. This makes it possible to reduce the overpressure. The valve allows the hydraulic damping of the unit bearing and the subframe bearing can be influenced by a switchable bypass, which advantageously protects the two bearings from overloading and / or destruction due to an excessive pressure difference between the chambers. Advantageously, the opening of the valve allows an extension of the hydraulic line, whereby a higher hydraulic damping can be achieved. Vibrations over a wide frequency band can be decoupled via the variable length of the hydraulic line. Thus, the bearing stiffnesses of the unit bearing and the subframe bearing can be varied in a wide frequency range between low and high values. This makes it possible to reduce the rigidity in acoustically critical frequency ranges.

Preferably, the valve is designed as a switchable solenoid valve. Solenoid valves can be actuated by electromagnets and can be, for example, path-controlled or amplitude-controlled. Depending on the design of these valves, they can switch very fast. As a result, a rapid adaptation of the damping properties of the two bearings is possible.

According to a preferred embodiment, the valve is designed as a kind of membrane which oscillates acoustically decoupling at smaller amplitudes and releases the hydraulic line between the unit bearing and the subframe bearing at predetermined larger loads. In this case, the overflow of a larger amount of damping means in the hydraulic line is made possible, thus protecting the unit bearing and the subframe bearing from overloading. Advantageously, valves which are formed with a membrane, suitable for increased switching change.

Preferably, the subframe bearing is arranged in a bearing receptacle of a subframe. Conventionally, the functional nodes of a subframe form bearing receptacles for the subframe bearings. Hydraulically damping subframe bearings include an inner part and an outer part between which is a radially disposed elastomeric body having interconnected chambers for receiving a damping means. The subframe bearings are pressed into the bearing receptacles of the subframe, wherein the outer part of the subframe bearing is in communication with the subframe and the inner part of the subframe bearing is connected via a fastening screw to the body. As a result, subframe bearings allow the elastic decoupling of the subframe from the body and reduce disturbing vibrations and noises, especially in the passenger compartment.

It is conceivable that the bearing bracket according to the invention is arranged at one or more functional nodes of the subframe in order to optimize the positioning of the unit and the support of the drive torque. The isolation of disturbing engine vibrations and the damping of the driven vibrations are of particular importance, for example, for vehicles with "downsized" or electronic cylinder deactivation, because the less cylinders, the more restless the engine runs, and the more vibrations are transmitted from the engine block to the body , This transmission behavior varies greatly in supercharged engines with few cylinders depending on the speed and driving situation. At the various functional nodes of the subframe several bearing brackets are attached, so that the vibrations and vibrations of the unit can be effectively isolated over several points.

According to a further embodiment, the bearing bracket is designed as a stop disc of an auxiliary frame bearing. Conventionally, a fixed stop disc is provided on the circumference of the elastic part of an auxiliary frame bearing. It extends radially outwardly from the inner part of the bearing and is arranged between the auxiliary frame and the head of the fastening screw. The stop disc limits the axial travel of the subframe bearing and allows soft support of the subframe in its vertical direction of main loading. About the integrating connection of the bearing bracket, which also serves as a stop plate, advantageously reduces the number of components in the production.

According to a preferred embodiment, the bearing bracket is designed as an aggregate support. Aggregate supports are used to connect between an engine and a vehicle body, where they are connected either directly or via an aggregate carrier with the unit. Aggregate supports have the task of supporting high torques while limiting and damping the movements of the aggregates. Conventionally, aggregate supports are formed within the carrier geometry of the subframe as a console-shaped connection points, by means of which an aggregate support on the subframe can be arranged. The connection according to the invention of the bearing bracket, which is designed as an aggregate support, takes place functionally integrally via an auxiliary frame bearing, which is arranged on the functional nodes designed with high rigidity. This makes it possible to simplify the geometry of the subframe with fewer attachment points, and to use a lighter, less expensive subframe that still meets the functional requirements.

Preferably, the bearing bracket is formed with at least one further receiving point, which serves as a further receiving point for connection of vehicle components. For example, the further receiving point can be formed as a connection point to the body and / or the traction battery. These receiving points can further develop the stop disc such that, in the case of an accident-induced load introduction, an additional load path opens up particularly early. A frontal collision with an obstacle during forward travel of the vehicle can, for example, cause the rearward displacement of the stop disk according to the invention in the vehicle longitudinal direction to the rear, wherein the wheel link is acted upon and deformed in the region of the connection. There is a shift back of the Radlenkers, whereby the Drehpol the front wheel shifts in the vehicle longitudinal direction to the rear before it comes to accidental displacement and screwing in of the front wheel. As a result, serious intrusions can be avoided in a front wall area lying behind the front wheel, cf. DE 10 2012 024 145 A1 , Thus forms over the formed as a stop disk bearing bracket from a force path, which has a supporting involvement in the distribution of energy in the event of a crash.

Further advantages and possible applications of the present invention will become apparent from the following description in conjunction with the embodiments illustrated in the drawings.

• 1 ein Ausführungsbeispiel der erfindungsgemäßen Lagerkonsole;
• 2 eine seitliche Draufsicht auf die erfindungsgemäße Lagerkonsole;
• 3 eine Detailansicht des ersten Lagers der erfindungsgemäßen Lagerkonsole;
• 4 eine seitliche Draufsicht einer an einem Hilfsrahmen angeordnetem Lagerkonsole;
• 5 eine seitliche Draufsicht einer Anbindung der erfindungsgemäßen Lagerkonsole an einen Hilfsrahmen und an einen Aggregatträger;
• 6 eine Detailansicht einer Anbindung einer erfindungsgemäßen Lagerkonsole an einen Hilfsrahmen und an einen Aggregatträger; und
• 7 eine Detailansicht einer Anbindung einer erfindungsgemäßen Lagerkonsole an einen Aggregatträger.

In the drawing:

• 1 an embodiment of the bearing bracket according to the invention;
• 2 a lateral plan view of the bearing bracket according to the invention;
• 3 a detailed view of the first bearing of the bearing bracket according to the invention;
• 4 a side elevational view of a arranged on a subframe bearing bracket;
• 5 a side plan view of a connection of the bearing bracket according to the invention to a subframe and to an aggregate carrier;
• 6 a detailed view of a connection of a bearing bracket according to the invention to a subframe and to an aggregate carrier; and
• 7 a detailed view of a connection of a bearing bracket according to the invention to an aggregate carrier.

1 to 7 show in a schematic representation a total with the reference numeral 10 designated bearing bracket of an aggregate and / or an aggregate carrier on a subframe.

The warehouse console 10 includes a unit bearing 12 and a subframe bearing spaced therefrom 14 , The unit bearing 12 is in a warehouse 16 the warehouse console 10 arranged and the subframe stock 14 is at a through hole, not shown here, the bearing bracket 10 arranged. The subframe bearing 14 as well as the storage console 10 are from a fixing screw 18 interspersed, over which the bearing console 10 with a subframe 20 and a vehicle body, not shown here is connectable.

The unit bearing 12 and the subframe bearing 14 are designed as a hydraulic bearing, which has one on the bearing bracket 10 arranged hydraulic line 22 are fluidly coupled together. The hydraulic line serves as a bypass, the chambers of the two bearings 12 . 14 connects and protects them from overloads.

The hydraulic line 22 has a controllable valve 24 on. About the valve 24 is a connection from the unit warehouse 12 to the subframe bearing 14 can be produced, wherein the damping means can flow through this compound. In particular, at predetermined loads allows the valve 24 the opening and closing of the hydraulic line 22 , The valve 24 may be designed differently, for example, it may be formed as a switchable solenoid valve, which is away or amplitude controlled. It is also conceivable that the valve 24 is designed as a kind of membrane which oscillates acoustically decoupling at smaller amplitudes and overloads the overflow of a larger amount of damping means in the hydraulic line 22 allows. Depending on the design of the unit bearing 12 and the subframe bearing 14 , the valve can 24 be controllable via an external drive signal.

The hydraulic damping of the two on the bearing bracket 10 arranged bearings 12 . 14 is thus influenced by a switchable bypass. About the valve 24 is the length of the hydraulic line 22 variable, whereby a higher hydraulic damping over a wide frequency band between low and high values can be achieved. This allows a higher eradication of the vibrations in acoustically critical frequency ranges.

In 2 It is good to see that the unit bearing 12 and the subframe bearing 14 spaced from each other on the bearing bracket according to the invention 10 are arranged. Due to the larger Relativweg of the two camps 12 . 14 to each other there is the possibility of the unit bearing 12 with the subframe bearing 14 hydraulically connect. The installation space of the storage console 10 allows the integration of one via a valve 24 switchable bypass.

The warehouse console 10 is present with at least one other pickup point 28 formed, which may be formed as a connection point to the body and / or the traction battery. These connection points can be the storage console 10 develop in such a way that in the case of an accidental load application, an additional load path opens up very early.

In 3 is a detail view of the unit bearing 12 pictured in a warehouse shot 16 the warehouse console 10 is included. The hydraulically damping unit bearing has an inner part 30 as well as an outdoor part 32 , and one between inner part 30 and outer part 32 radially arranged elastomer body 34 on, wherein the elastomeric body 34 is formed with at least two interconnected chambers for receiving a fluid damping means. The damping means can flow through the connection between the chambers. Relative movements of components that are connected via a bearing cause deformations of the elastomeric body disposed in the bearing, which are transmitted directly to the enclosed damping means and lead to the flow of the damping means by the relative increase or decrease of the chambers. For example, the vibrations of a stored drive unit 36 decoupled from the vehicle body.

In 4 is the warehouse console 10 on a subframe 20 a motor vehicle arranged. The subframe 20 points in the vehicle longitudinal direction FL considers two front and two rear function nodes 38 on, by means of two side rails 39 are connected, with the front function node 38 over a crossbeam 44 are connected. The function nodes 38 have bearing receptacles 42 into which the subframe bearings 12 are pressed.

In the present case comprises the subframe stock 14 an inner part 30 and an outdoor part 32 between which an elastomeric body 34 is arranged. The outer part 32 is in connection with the bearing receiver 42 of the subframe 20 , where the inner part 30 via a fastening screw 18 can be connected to the body, not shown here. The fixing screw 18 passes through the warehouse console 10 between the head of the fixing screw 18 and the underside of the subframe bearing 14 is arranged. The warehouse console 10 is present as a stop disk 40 for the subframe bearing 14 formed, and limits the spring travel of the subframe bearing 14 on the bottom.

It is conceivable that the bearing bracket according to the invention is arranged at one or more functional nodes of the subframe in order to more effectively isolate the vibrations and vibrations of the aggregate occurring over several points. About the arrangement of several bearing brackets, the positioning of the unit and the support of the drive torque can be optimized.

5 represents how the bearing bracket according to the invention 10 for supporting a built-in drive unit 36 can be used. The warehouse console 10 is about the sub frame bearing 14 on the subframe 20 arranged. In the present case is the storage console 10 functionally integrating both as stop disc 40 for the subframe bearing 14 designed as an aggregate support.

The trained as an aggregate support bearing bracket 10 serves for connection between the drive unit 36 and the vehicle body. Aggregate supports have the task of supporting high torques by limiting and dampening the aggregate movements. In the present case, the unit support is via the unit bearing 12 with an aggregate carrier 48 connected, in turn, with the drive unit 36 connected is. The aggregate carrier 46 has forked consoles 50 on top of the unit bearing 12 embrace. A screw connection 52 intersperses the inner part 30 of the unit bearing 12 as well as the forked consoles 50 of the unit carrier 46 ,

6 provides a detailed view of the connection of the storage console 10 to a subframe 20 and to an aggregate carrier 46 where 7 in a detail view the connection of the bearing bracket 10 with the aggregate carrier 46 shows.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 4020713 C2 [0004]
• DE 19526069 A1 [0004]
• DE 102006032633 A1 [0005]
• DE 102013016078 A1 [0006, 0013]
• DE 102012024145 A1 [0022]

Claims (9)

Bearing bracket (10) of a motor vehicle for elastically supporting an assembly and / or an assembly support on an auxiliary frame, comprising at least a first bearing (12) and a second bearing (14), wherein the first bearing (12) in at least one bearing receptacle (16). is arranged and as a hydraulically damping unit bearing (12) is formed, wherein the second bearing (14) as a hydraulically damping subframe bearing (14) is formed, and wherein the first bearing (12) and the second bearing (14) each have at least one chamber for Receiving a fluid damping means, characterized in that the unit bearing (12) via a on the bearing bracket (10) arranged controllable hydraulic line (22) communicating with the subframe bearing (14) is connected. Storage console (10) after Claim 1 , characterized in that the first bearing (12) and the second bearing (14) via the hydraulic line (22) are coupled to a spring-damper system. Storage console (10) after Claim 2 , characterized in that the hydraulic line (22) via a controllable valve (24) is closable. Storage console (10) after Claim 3 , characterized in that the valve is designed as a switchable solenoid valve. Storage console (10) after Claim 3 , characterized in that the valve is designed as a membrane. Bearing bracket (10) according to one of the preceding claims, characterized in that the auxiliary frame bearing (14) in a bearing receptacle (42) of an auxiliary frame (20) is arranged. Storage console (10) after Claim 6 , characterized in that the bearing bracket (10) as a stop disc (40) of the subframe bearing (14) is formed. Storage console (10) after Claim 6 to 7 , characterized in that the bearing bracket (10) is designed as an aggregate support. Bearing bracket (10) according to any one of the preceding claims, characterized in that the bearing bracket (10) has at least one further receiving point (28) for connection to other vehicle components.

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