Engine mounts and support assemblies

Abstract

The present invention relates to an engine support and a support assembly, wherein the vehicle is preferably a truck, the engine support (10) comprising a support portion (12), a support member (14) connected to the vehicle body, and an elastic pad (16) connecting the support portion to the support member, the engine support (10) being in a transverse center plane (Q), the support portion having a support surface (18) supporting the truck engine, the support portion extending along a transverse axis (20) and a longitudinal axis (22) arranged perpendicular to the transverse axis, the support portion comprising a contact surface (24) connected to the elastic pad and oriented away from the support surface, the contact surface (24) being oriented away from the support surface and forming a first angle (W1) with the transverse axis, the pad having a first pad portion (30) and a second pad portion (32) respectively having outer regions in the longitudinal axis direction, the distance (34) between the lateral outer regions and the support surface being respectively smaller than the distance (36) between the support surface and a central region (31) arranged between the outer regions in the longitudinal axis direction.

Description

Technical Field

[0001] The invention relates to an engine mount (Motorlager) and a mount assembly. Background Art

[0002] The engine mount serves to support the engine relative to the body of the vehicle. To this end, the engine mount comprises an elastic element which elastically absorbs vibrations and thereby isolates them.

[0003] The elastic bearing is usually designed in such a way that it absorbs the engine forces in the direction of travel (X direction), such as the inertial forces during braking and acceleration, and the engine weight in the Z direction via the elastic body blocks arranged in the XZ plane. However, for good isolation, the bearing pad must have low rigidity, so additional end stops must be used to absorb high loads.

[0004] Important for good isolation of the rolling modes of the engine is the low rigidity of all engine supports in cooperation with respect to the rotational movement of the engine about the axis in the direction of travel or in the XZ plane, which may be slightly inclined along the axis in the direction of travel. The rolling mode can be a swiveling swing or rotation about the X axis. In this case, the support movement occurs in the YZ plane, where the Z end stop also occurs. In order to eliminate the disadvantages described, a support is described in US Pat. No. 8,002,252 A1, which has an elastomer block that is arranged not only in the XZ plane but also in the Z plane. However, the disadvantage of this embodiment is that there are many individual parts to be vulcanized, which require a large number of molds and a large amount of installation costs.

[0005] EP2159442B1 discloses an engine support with an elastic support spring, which is arranged in the XZ plane, that is, in the direction of travel and the direction of gravity. However, the support spring is not designed to be optimal for the rolling mode. Summary of the invention

[0006] The invention is therefore based on the object of providing an engine mount and an engine mount assembly which overcome the problems of the prior art, in particular to design a progressive engine mount which is specifically adjustable in the Z direction and which limits the movements caused by gravity without a Z stop which also has a progressive feature in the X direction and also has the property of improving the isolation in the rolling mode. In addition, all elastomer parts should be designed in such a way that they can be produced using only one vulcanization mold, thus with low installation expenditure. The service life of the engine mount should also be extended.

[0007] For the sake of simplicity, a three-dimensional orthogonal Cartesian coordinate system shall be used, in which the X-axis corresponds to the longitudinal axis, the Y-axis corresponds to the transverse axis, and the Z-axis corresponds to the vertical axis. The respective names of a pair of directional specifications can be used synonymously in the present context. This coordinate system can be used for installation conditions in a truck, such as Figure 6 shown.

[0008] Therefore, according to the present invention, an engine support for a vehicle, preferably for a truck, is proposed, wherein the engine support includes a support portion, a support member for connecting to a truck body, and an elastic pad, the pad connecting the support portion to the support member, wherein the engine support is located in a transverse center plane, and wherein the support portion has a support surface for supporting the truck engine, which extends along a transverse axis and a longitudinal axis arranged perpendicular to the transverse axis, wherein the support portion includes a contact surface connected to the elastic pad oriented away from the support surface, the contact surface forming a first angle with the transverse axis, and the pad has a first pad portion and a second pad portion respectively having outer regions in the longitudinal axis direction, wherein the distance between the laterally outer regions and the support surface is respectively smaller than the distance between the support surface and a central region arranged between the outer regions in the longitudinal axis direction.

[0009] Therefore, the engine support according to the invention is at least partially inclined relative to the transverse axis in the YZ plane defined by the transverse axis and the vertical axis and / or has a direction that is at least partially inclined. Therefore, the lateral direction of the pad is at least partially inclined relative to the support surface. Usually, the support surface extends horizontally in a mounting position formed in the engine compartment. The YZ inclination of the pad is used, for example, in the mounting position to mainly bear the thrust in the rolling mode, which leads to a soft rolling mode and the good isolation that comes with it. The engine support according to the invention is also at least partially inclined relative to the longitudinal axis in the XZ plane defined by the longitudinal axis and the vertical axis and / or has an inclined direction at least locally. The XZ inclination of the pad can be designed, for example, as a U-shaped or V-shaped longitudinal section (along the longitudinal axis or X-axis) with inclined or intersecting arms. The XZ inclination of the pad improves the incremental performance in the X-direction.

[0010] The engine mount advantageously comprises only a single cushion, thereby allowing a significant reduction in complexity and costs. The cushion can be designed as a one-piece or even monolithic. That is, now it is no longer necessary to manufacture and assemble a number of different cushions individually, but the entire elastomeric profile or cushion of the mount can be manufactured in an advantageous design in a single vulcanization mold. The cushions can all be arranged adjacent to one another in the longitudinal direction and / or one of the cushions can be provided on each side of a transverse center plane and / or the cushion can be designed mirror-symmetrically with respect to the transverse center plane and / or the central region can be located in the transverse center plane.

[0011] Advantageously, a single and / or one-piece and / or integral support can also be provided, which also results in significant complexity and cost reduction. For example, only a single support needs to be installed in the vulcanization mold. The mold can thus be designed less complexly and manufactured faster and more cost-effectively.

[0012] The first angle in the YZ plane or in a plane parallel thereto serves to tilt the cushion element, specifically in such a way that it can be tilted downwards towards the longitudinal center plane of the vehicle in the installed position with a substantially horizontal orientation of the support surface, so that in the rolling mode, the main thrust bearing can be obtained when the installed engine rotates about its base point. The longitudinal center plane of the vehicle extends centrally through the vehicle along its longitudinal extension. In other words, the cushion element is tilted inwards in the thrust bearing situation to achieve the main thrust bearing, which leads to low rigidity and thus good isolation in the rolling mode.

[0013] The laterally outer region extends in the longitudinal direction between the laterally outer edge and the central region of the cushion, wherein the central region is at a greater distance from the support surface than the laterally outer region. This may apply to both outer regions. The laterally outer region may include the laterally outer edge. Since the distance between the laterally outer region and the respective support surface is smaller than the distance between the central region and the support surface, a cushion having a suitable shape curve, such as a V-shape or a U-shape, formed accordingly in the longitudinal direction or in the XZ plane can be provided. The shape curve leads to a well-adjustable increasing X-rigidity in the direction of the longitudinal axis. The X-rigidity can also be outstanding depending on the variation and / or condition of the distance. The cushion comprises the laterally outer region. The cushion of the invention can thus be deformed in such a way that it can cope with the engine inertia forces occurring with an increasing stiffness curve, in particular during braking and acceleration, without a sudden change in stiffness caused by the use of additional stop buffers in the X direction. It is conceivable that the smaller distance between the laterally outer region and the support surface relative to the distance of the central region from the support surface applies to all longitudinal sections along the transverse axis.

[0014] Furthermore, the bearing according to the invention can preferably be free of previously customary movement limits or end stops in the negative Z-axis direction, i.e. in the direction of gravity, which abruptly limit the movement path caused by gravity in the pressure direction, i.e., no end stops in the pressure direction. End stops lead to a sudden increase in rigidity and thus significantly shorten the service life of surrounding components. The cushion according to the invention makes such end stops superfluous.

[0015] It is also conceivable that the support and the transverse axis enclose a sixth angle, which preferably has the same value as the first angle. At least one outer edge of the cushion can extend so that it encloses another angle. According to a design of the engine support of the present invention, the first lateral outer edge of the cushion and the longitudinal axis enclose a second angle, and / or the second outer edge of the cushion and the longitudinal axis enclose a third angle, the third angle having the same value as the second angle. These angles can be defined between the vertical line of the support and the longitudinal axis that intersects at least the respective outer edges. In addition or alternatively, it is conceivable that the center direction of the first outer area and the longitudinal axis enclose a fourth angle and / or the center direction of the second outer area and the longitudinal axis enclose a fifth angle, the fifth angle having the same value as the fourth angle. The following is understood as a center direction, which is located in the cushion and has the same distance from two joint surfaces or contact surfaces (joint surface with the support part and joint surface with the support). The center direction can also be called a center plane, which has the same distance to the joint surface. Thus, the fourth and / or fifth angles are defined between the tangent of the center direction and the longitudinal axis. The central direction may also define the extension of the outer zone. An outer zone may be an outer region of the cushion member having substantially the same central direction. The same central direction may refer to a direction having a proportional slope, but the central direction may also have a linear, decreasing, increasing, recursive direction or a combination thereof.

[0016] The second angle and the third angle can be used to intersect with the outer edge of the cushion in the longitudinal direction, so that the rigidity along the X-axis is designed to be well adjustable and incremental. The X-rigidity can also be outstanding depending on the angle adjustment.

[0017] The cushion may include a kidney-shaped (Niere) notch. According to an improved solution, the cushion may have a centered notch in the central area, which extends along the contact surface and / or in the transverse center plane. A plurality of center notches may also be provided. The notch may, for example, be formed continuously through the cushion and / or be formed in the cushion in a kidney-shaped, circular, drop-shaped, pupil-shaped or bag-shaped manner with respect to its own cross section. Therefore, the shape of the notch may be selected so that the volume of the kidney and thus the predetermined load for closing the kidney can be well adjusted. Because the rigidity in the direction of gravity after the kidney is closed has a more increasing curve than before the kidney is closed, the starting size of the increasing curve on the force-displacement characteristic curve may be set by the kidney cross-section design, and at the same time, the kidney shape that is optimal for the support load set may be found, which allows the extension in the cushion at the notch surface to be minimized. Therefore, in addition to the increasing adjustability of rigidity and support, a long service life may also be obtained.

[0018] Here, in particular, an integral design of a cushion with a central area is shown. Only if a central area is provided is such a recess particularly permitted in order to influence and coordinate the bearing characteristics. The gradual increase in the Z direction can be adjusted by the shape of the recess. Once the cushion is elastically retracted or compressed inwardly in the Z direction so that the recess is completely closed, the free surface of the cushion is reduced and the rigidity is gradually increased. The extension occurring in the support can also be influenced by the shape of the kidney. The starting point of the increase can be influenced by means of an exposed surface, i.e., a surface of the kidney or recess which is at least partially bounded by the cushion on the circumferential side and by means of which the force applied to the cushion can be reduced. A kidney with a circular and / or small longitudinal section leads to an early activation of the incremental characteristic. A kidney with an elliptical longitudinal section (vertical, or with a longer diameter extending in the longitudinal direction) leads to a later activation of the incremental characteristic. By completely omitting such a recess, the support therefore exhibits a significantly increasing characteristic immediately after the force is applied.

[0019] By means of the recess, the rigidity and the progressiveness of the support in the vertical direction can also be adjusted in a preferably simple manner, thus influencing the cushion properties as a function of the forces. By means of the inclusion and design (shape, position, number, surface) of the recess, the progressive course in the vertical direction can be adjusted, essentially independently of the setting of the rigidity controlled by the thrust in the direction of movement of the support in rolling mode. In addition, the extension in the elastomer can be specifically influenced by the design (shape, position, number and surface) of the kidney, thus providing a long-life support. The recess can be arranged mirror-symmetrically with respect to the transverse center plane.

[0020] The recess can be completely closed by gravity. According to another embodiment, the recess can be designed and / or arranged in such a way that it can be completely closed when the support part is subjected to a pressure with a predetermined value in the direction of the support. By completely closing the recess, the free surface of the cushion is reduced, which leads to an increase in the rigidity of the support when the load increases further. Thus, the recess can be adapted in a point-accurate manner to the starting point of the increase to be adjusted for a predetermined load.

[0021] It is also conceivable that in the vertical axis direction the cushion element adjoins the support portion on one side and the support element on the other side, thereby providing a flat support.

[0022] The second and / or third angle can be assigned a specific size, just like the fourth and / or fifth angle. It is therefore also conceivable that the engine mount according to the invention has a cushion longitudinal axis located in a transverse center plane, wherein the projection of the second and / or third angle onto a projection plane orthogonal to the cushion longitudinal axis has a value between 10° and 50°, preferably between 20° and 40°, further preferably between 25° and 35°, and / or the projection of the fourth and / or fifth angle onto a projection plane orthogonal to the cushion axis has a value between 40° and 80°, preferably between 50° and 70°, further preferably between 55° and 65°. The cushion longitudinal axis extends centrally through the cushion. The cushion longitudinal axis can enclose an angle with the transverse axis having the value of the first angle, for which they can extend parallel to the contact surface. It is also conceivable that the sum of the second and fourth angles and / or the sum of the third and fifth angles is 90°. These angle values ​​have proven to be particularly advantageous for achieving increasing performance in the X direction.

[0023] According to a further development of the engine mount according to the invention, it is conceivable that the pad is designed without a recess or is designed without a recess. As a result, a particularly increasing stiffness curve in the Z direction is produced which, in contrast to the above-described embodiments with recesses, is not characterized by an abrupt change in the free surface of the main bearing pad when a defined load is reached.

[0024] According to the improved scheme, the support member can be a support plate, preferably an integrated support plate. The support plate can cover the cushion member on the support seat side, the vehicle body side and / or the bottom side, preferably on the surface of its entire support seat side, the vehicle body side or the bottom side. With the support plate, the cushion member can be fixed to the support seat by form fit or force fit, for example by bending a fixing tab, a quick-clamp hook or a screw integrated on the support member. This embodiment also prevents two disadvantages. That is, if the cushion member is to be vulcanized directly onto the support seat, this has two disadvantages: the support seat is very thick and has a large mass, and its material must be heated in each vulcanization cycle. Such energy consumption does not even occur when using this support member, because a thin support plate (about 2 to 4 mm) can be selected, so much less energy is required during vulcanization. The design freedom of the cushion member geometry is significantly limited during direct vulcanization, because most of the back of the "cushion member" is covered by the support seat, so the covered side can no longer be reached, and the support seat blocks it.

[0025] Since the support plate is one-piece, the entire engine support can be inserted entirely into the support seat with the aid of the one-piece support plate and fixed there. Since the support plate is one-piece, centering of the support plate according to the tongue-and-groove interface can also be performed with the aid of the support seat in a significantly simpler manner than when a multi-piece support plate is simultaneously inserted into the support seat with the aid of a tongue-and-groove joint. In the case of a one-piece support plate, a single fastening element is sufficient for secure fixing, for example a single fastening tab or screw even when two fastening elements are preferred. In the case of a multi-piece finished plate, which can be connected to the support seat with the aid of a tongue-and-groove joint, the number of fastening elements must be increased in accordance with the number of parts of the support plate in order to achieve the same fastening quality. The support with an one-piece support plate is therefore easy to install and requires a small number of fastening elements and a small number of fastening processes, such as, for example, turning over the fastening tab, screwing or latching the hook.

[0026] According to another design of the engine support of the present invention, the support member can have a U-shaped or V-shaped cross-sectional direction or be U-shaped or V-shaped in the longitudinal section along the longitudinal axis, which is preferably mirror-symmetrical about the transverse center plane and open in the vertical axis direction. Additionally or alternatively, it is conceivable that the cushion member has a U-shaped or V-shaped cross-sectional direction along the longitudinal axis, which is preferably mirror-symmetrical about the transverse center plane. The cushion member is then arranged or tilted at least in its lateral outer area. It is conceivable that the contact surface also follows this direction, which may result in a U-shaped or V-shaped cross-sectional direction or an extension along the longitudinal axis of the contact surface in the longitudinal section. This shape is also used for a progressively increasing stiffness curve to resist the engine inertia force along the X direction.

[0027] The cushion can have the same thickness within its longitudinal and / or transverse extension range in a stress-free state. Another design scheme of the engine support according to the present invention can provide that the support extends parallel to the contact surface, and / or the cross-sectional direction of the support in the transverse axis direction and / or the longitudinal section direction of the support in the longitudinal axis direction correspond to the corresponding cross-sectional direction or longitudinal section direction of the contact surface, preferably imitate the said direction, especially when the cushion is not subjected to external pressure. Therefore, the shape design of the two components is unified, wherein the distance between the support and the contact surface can be the same in at least a large range of the transverse axis and / or the longitudinal axis. The distance along the vertical axis between the joint surface on the support and the joint surface on the support portion can therefore be the same.

[0028] In order to fix the engine support on the support seat, at least one insertion tenon can be provided. Therefore, according to the improved solution, it is conceivable that the support includes at least one insertion tenon for inserting into a corresponding groove. The groove can be formed in the support seat, for example. Preferably, the support includes two insertion tenons, preferably arranged laterally, which are used to be fixed in the support seat by means of a tongue-and-groove joint. Since the support can be integral, the number of insertion tenons can also be very small, but at least each support has one insertion tenon. Since it is not necessary to mount multiple separate support pads on the support seat or the support part, but the entire elastomer surface or pad surface to be fixed on the support seat is fixed on this one support plate, one insertion tenon is sufficient to the greatest extent. This also reduces the required number of fixings between the support seat and the support, such as fixing tabs, screws or quick-release hooks. The at least one insertion tenon can include a coating composed of a pad material, which is preferably a rubber coating. A one-piece or integral design of the coating and the pad is conceivable.

[0029] According to the invention, there is also provided a support assembly comprising an engine, at least two support seats for the engine which can be connected to the truck body, and at least two engine supports, wherein each support seat is assigned an engine support, wherein the at least two engine supports are arranged in the force flow path between the engine and the support seat, and the support surfaces are in contact with the engine respectively and the supports are connected to the support seats respectively, wherein the engine is arranged between the at least two engine supports, wherein the engine supports are arranged in such a way that a rolling movement of the engine about its rolling axis leads to a movement of the support part, wherein the direction of movement of the support part is such that the cushion part is mainly subjected to thrust. With respect to the coordinate system mentioned in the introduction, the engine support of the invention can be installed in such a way that the longitudinal axis of each support extends at least substantially in the direction of travel.

[0030] According to an improved solution, the engine support can be arranged so that the tangent of the rolling movement representing the main thrust for the cushion is sandwiched with the cushion transverse axis to form a seventh angle, the seventh angle having a value in the range of 5° to 15°, preferably 10°. Therefore, compared with the cushion longitudinal axis, the tangent is inclined slightly more for very low rigidity and good isolation in rolling mode. The optimal angle can be defined by the bendability of the cushion in the compression / push direction in the ZY plane. The cushion has a cushion transverse axis located in the transverse center plane Q, which represents the installation of the cushion in the ZY direction.

[0031] Similarly, the advantages described above with respect to the engine support are also obtained with respect to the support assembly, so please refer to them. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Further features, details and advantages of the invention emerge from the wording of the claims and from the following description of exemplary embodiments in conjunction with the drawings, in which:

[0033] Figure 1 A perspective view of an engine mount according to the invention according to a first embodiment is shown,

[0034] Figure 2 Shown in accordance with Figure 3 The arrow B2 looks upward based on Figure 1 Front view of the engine support, with the kidney-shaped body compared to Figure 1 Designed in an oval shape,

[0035] Figure 3 Show according to Figure 2 The engine support along Figure 2 The cross-sectional view along line III-III in FIG.

[0036] Figure 4 Shown in accordance with Figure 5 A front view of another engine support in the direction of arrow B4,

[0037] Figure 5 Show according to Figure 4 The engine support along Figure 4 A cross-sectional view of line VV in FIG. 1 , and

[0038] Figure 6 A schematic diagram showing a support assembly of the present invention.

[0039] Reference numerals list

[0040] 10 Engine support

[0041] 12 Supporting part

[0042] 14 Support

[0043] 16 pads

[0044] 18 Support surface

[0045] 20 horizontal axis

[0046] 21 Vertical axis

[0047] 22 Vertical axis

[0048] 24 contact surfaces

[0049] 30 first cushion part

[0050] 30a Outer zone

[0051] 30ar lateral outer edge

[0052] 30az Center Direction

[0053] 31 Central District

[0054] 31az Center Trend

[0055] 32 second cushion part

[0056] 32a Outer zone

[0057] 32ar lateral outer edge

[0058] 32az center direction

[0059] 34Distance

[0060] 36Distance

[0061] 40 notches

[0062] 42 pad horizontal axis

[0063] 44 support seat

[0064] 46 Rolling Axis

[0065] 48 Support assembly

[0066] 50 Engine

[0067] 52 Radius

[0068] 54 Engagement notch

[0069] 56 stop pad

[0070] 58 Projection Plane

[0071] 72 Force Flow Path

[0072] 74 Insert the tenon

[0073] 76 fixed tab

[0074] B2 View

[0075] B4 View

[0076] FLM vehicle longitudinal center plane

[0077] M basis points

[0078] Q Transverse center plane

[0079] R Scroll mode

[0080] S Shift tangent

[0081] W1 first angle

[0082] W2 second angle

[0083] W3 Third Angle

[0084] W4 Fourth Angle

[0085] W5 Fifth Angle

[0086] W6 Sixth Angle

[0087] W7 Seventh Angle DETAILED DESCRIPTION

[0088] In the figures, identical or mutually corresponding parts are respectively marked with the same reference numerals and are therefore not described again unless this is inappropriate. The disclosure contained in the entire description applies to identical parts with the same reference numerals or the same component names in accordance with the meaning. The positional descriptions selected in the description, such as top, bottom, lateral, etc., also relate to the figures just described and shown and apply to the new positions in accordance with the meaning in the event of a change in position. In addition, individual features or combinations of features from the different embodiments shown and described can also themselves be independent, creative solutions or solutions according to the invention.

[0089] Figure 1 An engine mount 10 for a truck is depicted, which is located in a transverse center plane Q, wherein the engine mount 10 comprises a support portion 12, which can be made of a relatively rigid material. The support portion 12 has a support surface 18 for supporting an engine 50 of a truck, wherein the support surface 18 extends along a transverse axis 20 and a longitudinal axis 22 (X axis) arranged perpendicular to the transverse axis 20 (Y axis). The coordinate system also includes a vertical axis 21 (Z axis). It is also marked as a rolling mode R, wherein the base point of the rolling motion is as shown in FIG. Figure 6 The support 12 is shown between two oppositely mounted engine supports 10, which are located further outside the supports 10, to the right and to the left of the engine 50 with respect to the X-axis. The support surface 18 is interrupted, for example, by two engagement recesses 54, into which, for example, screws (not shown) for screwing the engine 50 can be inserted. In its outer region, which is located in the longitudinal axis 22, and in its back region, which is located in the transverse axis 20, the support 12 is provided with a stop pad 56 made of elastic material, which can be damped against another vehicle component or the support seat 44 when subjected to high loads. The support 12 is supported on such a stop pad 56 at its head surface, which is located in the vertical axis 21.

[0090] Below the support part 12, which can be made of a metal alloy, a rubber-elastic cushion 16 is arranged, which in turn adjoins the integral support part 14. The cushion 16 is formed together with the support part 12 and the support part 14 in a single vulcanization cycle. The cushion 16 has a continuous recess 40 with an open surface in the center, which adjoins the support part 14 or is exposed there. Since the cushion 16 is designed as a single piece, the two areas of the cushion 16 on both sides of the recess 40 in the support part 12 are connected to each other.

[0091] like Figure 3 As shown, the support part 12 has a wedge-shaped cross section, which ends along the transverse axis 20. The cushion 16 is therefore placed between the support part 12 to be connected to the engine 50 and the support part 14, so that it decouples and isolates the relative movement between the two components, or between the engine 50 and the vehicle body. In order to connect the support part 14 to the bearing seat 44, the support part 14 has integrally formed insertion tenons 74 on both sides, which can be inserted Figure 3 One of the two fixing tabs 76 is also shown, which is also surrounded by the support 14, preferably connected in one piece, and after the insertion tongue 74 has been completely inserted into the groove, is passed through a hole (not shown) in the support seat 44 and can then be bent in order to fix the engine support 10 on the support seat 44. Thus, a positive fit between the support plate and the support seat 44 can be established by means of the fixing tab 76.

[0092] Now Figure 2 As shown, the support portion 12 has a contact surface 24 that is directed away from the support surface 18 and is connected to the elastic cushion 16. The contact surface 24 is the surface by which the cushion 16 is connected to the support portion 12. Here, the contact surface 24 is designed to be essentially V-shaped or U-shaped in the direction of the longitudinal axis 22. In space and in the direction of action, an integral cushion 16 made of an elastic material, such as rubber or an elastomeric material, is arranged between the support portion 12 and the support 14. The cushion 16 connects the support portion 12 to the integral support 14, so that there is no direct connection between the two components, and only the single cushion 16 connects the two components.

[0093] At its edges ending at the support 12 and the support 14, the cushion 16 has a small radius 52 in each case. A gentle transition in the joining area of ​​the cushion 16, here in the form of a radius 52, is important for a long service life of the component, especially when the insertion tenon 74 is not to be completely or partially covered with an elastomer. The insertion tenon 74 shown is not rubberized. This allows for a simple installation of a tongue-and-groove joint with a slight transition fit. Alternatively, the insertion tenon 74 can be provided with a thin elastomer layer, which simplifies the shape concept and ensures a reliable and stable seating of the tongue-and-groove joint, but results in potentially greater installation forces.

[0094] The cushion 16 comprises, in the direction of the longitudinal axis 22, a first cushion portion 30 facing one side of the transverse center plane Q and a second cushion portion 32 facing the other side of the transverse center plane Q, each of which has an outer side area 30a, 32a. The two cushion portions 30 and 32 meet and intersect at the center of the support 14. The cushion 16 has a U-shaped longitudinal section with relatively gentle sides throughout its entire extension in the direction of the transverse axis 20. The contact surface 24 and the support 14 also have a U-shaped longitudinal section throughout their entire extension in the direction of the transverse axis 20. The longitudinal section directions in their respective entire extensions in the direction of the longitudinal axis 22 correspond to each other in the contact surface 24, the cushion 16 and the support 14.

[0095] Figure 2 It is also shown that the cushion 16 has a smaller distance 34 from the support surface 18 in each of its two laterally outer regions 30a, 32a than in the central region 31 arranged between the outer regions 30a, 32a, with a distance 36, wherein the respective distances 34, 36 are compared here viewed in the longitudinal direction. The distances 34 and 36 can also be measured from the center runs 30az, 32az. A part of the center run, which is designated as 31az, is also in the central region 31. These center runs 30az, 31az and 32az form part of the center run of the cushion 16. Figure 3 As shown, although the distance 34 is reduced in the viewing direction B2 due to the wedge-shaped support portion 12, the distance 36 is reduced to the same extent, so that the distance 36 is greater than the distance 34 throughout its entire lateral extension. Therefore, the main body of the cushion 16 is bulging or convex with respect to the support surface 18. Although the distance 36 should be drawn in the transverse center plane Q, it is shown slightly off-center for the sake of overview. The engine support 10 and thus also the support portion 12, the support member 14 and the cushion 16 are designed to be mirror-symmetrical with respect to the transverse center plane Q. The support member 14 is plate-shaped and is configured as an integral support plate. It is used to connect the engine support 10 to a support seat 44 fixed to the body of the truck by means of an insertion tenon 74 and a fixing tab 76.

[0096] Figure 2 The extension of the regions 30, 31 and 32 in the longitudinal direction 22 is shown, wherein in each of the regions the corresponding sections of the center paths 30az and 32az are substantially identical. The same also applies to Figure 4 .

[0097] In the central region 31, the cushion element 16 has a central kidney-shaped recess 40, which is different from Figure 1The recess 40 is shown and extends along the contact surface 24 and in the transverse center plane Q. The recess 40 has an open surface and can be designed and / or arranged in such a way that it can be completely closed when the support portion 12 is subjected to a pressure having a predetermined value in the direction of the support element 14. The recess 40 shown abuts the contact surface 24. However, it can also abut the support element 14 at the same time, or abut neither the support element 14 nor the contact surface 24.

[0098] The cushion element 16 has a center extension 30az extending to one side of the transverse center plane Q and a center extension 32az extending to the other side of the transverse center plane Q. The two center extensions 30az, 32az divide the cushion element 16 into an upper half and a lower half, wherein they have the same distance from the adjacent support element 14 and from the adjacent contact surface 24 at each position. Figure 2 It is now shown that both central courses 30az , 32az have a straight course arranged in the region of the respective outer region 30a , 32a and a curved course arranged in the central region 31 .

[0099] The first outer region 30a or its lateral outer edge 30ar encloses a second angle W2 with the longitudinal axis 22. The second outer region 32a or its lateral outer edge 32ar also encloses a third angle W3 with the longitudinal axis 22, and the third angle has the same magnitude as the second angle W2. Angles W2 and W3 are defined between a perpendicular line of the support 14 that intersects at least the respective outer edges 30ar, 32ar and the longitudinal axis 22.

[0100] The center direction 32a of the second outer area 32a and the longitudinal axis 22 form a fifth angle W5. The center direction 30az of the first outer area 30a and the longitudinal axis 22 also form a fourth angle W4, which has the same size as the fifth angle W5. Therefore, Figure 2 It is clearly shown that the pad 16 is tilted in the XZ plane.

[0101] exist Figure 3 In the embodiment, the engine support 10 is fixedly formed on a support seat 44, which covers the engine support at the back. Figure 6 The installation condition is horizontal orientation. Figure 3 along Figure 2 The section line III-III of FIG. 1 shows another angular relationship in the engine support 10. The contact surface 24 and the transverse axis 20 are sandwiched to form a first angle W1, and the support member 14 and the transverse axis 20 are sandwiched to form a sixth angle W6, wherein the two angles W1 and W6 are Figure 3 have the same values ​​in the embodiment of , since the contact surface 24 extends parallel to the support 14 in the direction of the transverse axis 20. Therefore, Figure 3 It is clearly shown that the pad 16 is tilted in the YZ plane.

[0102] In addition, the cushion 16 has a cushion transverse axis 42 located in the transverse center plane Q, wherein the projection of the second angle W2 or the third angle W3 onto a projection plane 58 orthogonal to the cushion transverse axis 42 has a value between 10° and 50°. The projection of the fourth angle W4 or the fifth angle W5 onto the projection plane 58 orthogonal to the cushion axis 42 has a value between 40° and 80°. The angles can determine the stiffness and / or the incremental performance in the longitudinal direction 22.

[0103] Figure 4 and Figure 5 Shows something like Figure 2 and Figure 3 The engine mount 10 shown so far will be described below essentially only in relation to the engine mount 10 shown so far. Figure 2 and Figure 3 The difference between the engine mounts.

[0104] Figure 4 and Figure 5 The cushion 16 is designed to be notchless, or does not have a notch 40. In addition, the center directions 30az and 32az have different directions. In the central area 31, the directions of the center directions 30az and 32az are not too curved, or are relatively gentle, but they are strongly curved in the outer areas 30a, 32a.

[0105] Figure 6 A schematic support assembly 48 is shown with an engine 50 and two support seats 44 connectable to the truck body in the mounting position used for the engine 50. The rolling axis 46 passes through the engine 50, which usually extends slightly upward in the direction of travel. In addition, the engine 50 is located in a vehicle longitudinal center plane FLM, which intersects the transverse center plane Q at right angles. The two engine supports 10 shown are arranged in a force flow path 72 between the engine 50 and the corresponding support seat 44. The respective support surface 18 is in contact with the engine 50. The respective support element 14 is connected to the corresponding support seat 44, wherein the engine 50 is arranged between the two engine supports 10. The mounting of the cushion 16 in the Y / Z direction and the mutually opposite mounting of the two engine supports 10 arranged oppositely on the engine 50 in this plane preferably result in the cushion being mainly subjected to thrust in the rolling mode R. The forces of the rolling mode are provided in the form of circular arrows around the base point M. The acting thrust is symbolized by the displacement arrow S, which is a tangent to the circular arrow centered at the base point M. Since the pad is mainly subjected to thrust during rolling motion, it is very soft compared to the tension / compression forces that the pad is subjected to.

[0106] The invention is not limited to one of the above-described embodiments, but can be modified in various ways. All features and advantages from the claims, the description and the figures, including structural details, spatial arrangements and method steps, may be essential to the invention both individually and in various combinations.

[0107] All combinations of at least two of the features disclosed in the description, the claims and / or the figures fall within the scope of the invention.

[0108] In order to avoid repetition, the features disclosed in the apparatus should also be considered as disclosed and claimed in the method. Similarly, the features disclosed in the method should be considered as disclosed and claimed in the apparatus.

Claims

1. An engine support for a vehicle, wherein: The engine support (10) comprises a support portion (12), a support member (14) for connecting to a vehicle body and a resilient cushion member (16) connecting the support portion (12) to the support member (14), wherein the engine support (10) is located in a transverse center plane (Q), and wherein the support portion (12) has a support surface (18) for supporting an engine (50) of the vehicle, the support surface extending along a transverse axis (20) and a longitudinal axis (22) arranged perpendicular to the transverse axis (20), characterized in that the support portion (12) comprises a support surface (18) away from the support surface (18) )-oriented contact surface (24) connected to the elastic cushion (16), the contact surface and the transverse axis (20) are enclosed to form a first angle (W1), and the cushion (16) has a first cushion part (30) and a second cushion part (32) with outer areas (30a, 32a) in the direction of the longitudinal axis (22), wherein the distance (34) between the lateral outer areas (30a, 32a) and the supporting surface (18) is respectively smaller than the distance (36) between the supporting surface (18) and the central area (31) arranged between the outer areas (30a, 32a) in the direction of the longitudinal axis (22).

2. The engine support according to claim 1, characterized in that: The first lateral outer edge (30ar) of the cushion (16) and the longitudinal axis (22) form a second angle (W2), and / or the second lateral outer edge (32ar) of the cushion (16) and the longitudinal axis (22) form a third angle (W3), the third angle having the same value as the second angle (W2), and / or the center direction (30az) of the first outer area (30a) and the longitudinal axis (22) form a fourth angle (W4), and / or the center direction (32az) of the second outer area (32a) and the longitudinal axis (22) form a fifth angle (W5), the fifth angle having the same value as the fourth angle.

3. The engine support according to claim 1 or 2, characterized in that: The pad (16) has a centrally arranged recess (40) in the central region (31), the recess extending along the contact surface (24) and / or in the transverse center plane (Q).

4. The engine support according to claim 3, characterized in that: The recess (40) is designed and / or arranged so that when the support portion (12) is subjected to a pressure of a predetermined magnitude in the direction of the support member (14), the recess can be completely closed.

5. The engine mount according to claim 1, characterized in that In the direction of the vertical axis (21), the cushion element (16) is adjacent to the support portion (12) on one side and adjacent to the support element (14) on the other side.

6. The engine mount according to claim 2, characterized in that: The cushion (16) has a cushion transverse axis (42) located in the transverse center plane (Q), wherein the projection of the second angle (W2) onto a projection plane (58) orthogonal to the cushion transverse axis (42) has a value between 10° and 50°, and / or the projection of the fourth angle onto a projection plane (58) orthogonal to the cushion transverse axis (42) has a value between 40° and 80°.

7. The engine mount according to claim 1, characterized in that The cushion (16) is designed without a recess (40).

8. The engine mount according to claim 1, characterized in that The support member (14) is a support plate.

9. The engine mount according to claim 1, characterized in that: The support element (14) has a U-shaped or V-shaped cross-sectional profile.

10. The engine mount according to claim 1, characterized in that The engine support is designed so that the support (14) extends parallel to the contact surface (24) and / or the cross-sectional direction in the direction of the transverse axis (20) and / or the longitudinal section direction in the direction of the longitudinal axis (22) of the support (14) corresponds to the corresponding cross-sectional direction or longitudinal section direction of the contact surface (24).

11. The engine mount according to claim 1, characterized in that The support element (14) comprises at least one insertion tenon (74) for insertion into a corresponding groove.

12. The engine mount according to claim 1, characterized in that The engine mount is used for an engine mount of a truck.

13. The engine mount according to claim 6, characterized in that The projection of the second angle (W2) onto a projection plane (58) normal to the cushion transverse axis (42) has a value between 20° and 40°.

14. The engine mount according to claim 6, characterized in that The projection of the second angle (W2) onto a projection plane (58) normal to the cushion transverse axis (42) has a value between 25° and 35°.

15. The engine mount according to claim 6, characterized in that The projection of the fourth angle onto a projection plane (58) normal to the cushion transverse axis (42) has a value between 50° and 70°.

16. The engine mount according to claim 6, characterized in that The projection of the fourth angle onto a projection plane (58) normal to the pad transverse axis (42) has a value between 55° and 65°.

17. The engine mount according to claim 10, characterized in that The engine support is designed so that the support (14) extends parallel to the contact surface (24) and / or the cross-sectional direction in the direction of the transverse axis (20) and / or the longitudinal section direction in the direction of the longitudinal axis (22) of the support (14) imitates the corresponding cross-sectional direction or longitudinal section direction of the contact surface (24).

18. The engine mount according to claim 9, characterized in that The cross-sectional profile is mirror-symmetrical about the transverse center plane (Q).

19. A support assembly comprising an engine (50), at least two support seats (44) for the engine (50) which can be coupled to a vehicle body, and at least two engine supports (10) according to any one of the preceding claims, wherein: Each support seat (44) is assigned an engine support (10), wherein at least two engine supports (10) are arranged in a force flow path between the engine (50) and the support seat (44) and the support surfaces (18) respectively contact the engine (50), and the support members (14) are respectively connected to the support seats (44), wherein the engine (50) is arranged between the at least two engine supports (10), wherein the engine supports (10) are arranged so that the rolling movement of the engine (50) around its rolling axis (46) causes the movement of the support part (12), wherein the movement direction of the support part (12) causes the cushion member (16) to mainly bear the thrust.

20. The support assembly according to claim 19, characterized in that: A tangent line of the rolling motion (R) representing the main thrust for the cushion (16) and the cushion transverse axis (42) enclose a seventh angle (W7) having a value in the range of 5° to 15°.

21. The support assembly according to claim 20, characterized in that: The seventh angle has a value of 10°.

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