Assembly having damping element, method for setting damping mode of damping element of assembly

Abstract

The invention relates to an assembly with a damping element. The invention also relates to a method for setting a damping mode of a damping element of the assembly. The assembly comprises an auxiliary frame and a vehicle body of the vehicle, and the auxiliary frame and the vehicle body are connected with each other through at least one damping element included by the assembly. Wherein the assembly comprises at least one linear actuator, the at least one linear actuator having at least one actuator housing and at least one actuating element; wherein the actuator housing is attached to the sub-frame or the vehicle body; wherein different damping modes of the damping element can be set by actuating the actuating element, so that the damping degree between the auxiliary frame and the vehicle body can be adjusted according to the use condition of the vehicle.

Description

Technical Field

[0001] The invention relates to an assembly having a damping element and also to a method for setting a damping mode of a damping element of the assembly. Background Art

[0002] Traditionally, for reasons of comfort and noise and vibration harshness, the subframe of a vehicle is usually isolated from the vehicle body by one or more rubber bushings. The function of the rubber bushings is to isolate noise and attenuate impacts from the wheels by mounting the subframe to the vehicle body in a resilient manner.

[0003] On the road, however, the elastic rubber results in inaccurate vehicle dynamics. For example, when cornering, the subframe tilts about the x-axis due to the torque generated by the left and right anti-roll bar attachments, which exerts a vertical force on the subframe. If the rear-wheel steering is mounted on the subframe, the tilt of the subframe can also have a negative impact on steering precision.

[0004] On the other hand, if the subframe is rigidly mounted directly on the vehicle body, the sound insulation effect will be poor. The impact and bumps from the wheels are also transmitted directly to the vehicle body without damping. If the engine is also mounted on the subframe, the noise from the engine will also be transmitted to the vehicle body.

[0005] It is therefore an object of the present invention to provide means by which the problems known in the prior art can be overcome.

[0006] This object is achieved by providing an assembly with a damping element according to the present invention. Preferred embodiments and preferred features are pointed out in the following description. Summary of the invention

[0007] This object is achieved according to a first aspect of the invention in that it proposes: a component comprising a subframe and a body of a vehicle, wherein the subframe and the body are connected to each other via at least one damping element comprised by the component; wherein the component comprises at least one linear actuator, wherein the at least one linear actuator has at least one actuator housing and at least one actuating element; wherein the actuator housing is attached to the subframe or the body; wherein different damping modes of the damping element can be set by actuating the actuating element.

[0008] Thus, if the forces acting on the subframe are selectively at least partially transferred in the direction of the vehicle body over the conventional damping element, an elastic connection and a rigid connection between the subframe and the vehicle body can be provided interchangeably. As the actuating element is actuated, the gap between the subframe and the vehicle body can be adjusted, the compressibility of the damping element can be adjusted, and the type of connection can be set.

[0009] This makes it possible, for example, for a multi-purpose sports SUV to provide a connection with a resiliently isolating subframe effect when driving in town, and a connection with a rigid or fixed subframe effect when driving in sports mode or on a racetrack. In other words, the vibrations transmitted to the vehicle body can thus be reduced while still maintaining a high level of steering precision.

[0010] The same component can therefore be used to adjust the degree of damping between the subframe and the body, depending on how the vehicle is used. In some driving situations, high stiffness provides high kinematic control, while in other driving situations low stiffness improves comfort in terms of vibrations and noise.

[0011] For example, the wheels and / or the engine may be connected to the subframe, and during driving, vibrations, noises, shocks, and bumps acting on the wheels and / or generated by the engine may accordingly act as forces on the subframe.

[0012] Preferably, by moving the actuating element to different positions, a convergence of the subframe and the vehicle body is controlled or can be controlled and / or a compression of the damping element is controlled or can be controlled.

[0013] For example, the linear actuator can be designed to: (i) place the actuating element in a first state, in particular move the actuating element (in particular its free end) to a first position and / or extend the actuating element to a first extent, in which the actuating element affects the compressibility of the damping element to a first extent or does not affect the compressibility of the damping element; and / or (ii) place the actuating element in a second state, in particular move the actuating element (in particular its free end) to a second position and / or extend the actuating element to a second extent, in which the actuating element affects the compressibility of the damping element, in particular to a second extent, which represents a compressibility that is smaller than the first extent.

[0014] If the housing is attached to the vehicle body, the actuating element can be in permanent direct or indirect force-transmitting contact with the vehicle body. If the housing is attached to the subframe, the actuating element can be in permanent direct or indirect force-transmitting contact with the subframe.

[0015] In a preferred embodiment, the actuating element extends from the vehicle body and / or towards the subframe and / or the actuating element extends from the subframe and / or towards the vehicle body.

[0016] Alternatively or additionally, in one embodiment, for at least two of the different damping modes, the maximum compressibility of at least part of the damping element in response to the relative movement of the subframe in a direction towards the vehicle body is different.

[0017] For example, the maximum compressibility is observed in the vertical direction and / or in a direction pointing from the vehicle body to the subframe.

[0018] Alternatively or additionally, in one embodiment, in the first damping mode, the actuating element is retracted such that a free end of the actuating element is spaced apart by a first gap from a respective one of the subframe and the vehicle body to which the actuator housing is not attached.

[0019] In the first damping mode, the transmission of vibrations and noise from the road and possibly from the engine to the vehicle body is beneficially reduced. Shocks and bumps may also be reduced.

[0020] For example, in the first damping mode, the actuation element has no influence on the compressibility of the damping element.

[0021] In an embodiment, in the first damping mode, the subframe and the vehicle body are elastically coupled to each other.

[0022] In one embodiment, the assembly is designed such that the linear actuator moves the actuating element such that the actuating element retracts to set the first damping mode.

[0023] Preferably, the assembly, in particular the linear actuator, is designed such that the actuating element, at least in the first damping mode, does not restrict the freedom of movement of the subframe relative to the body for a movement of the subframe relative to the body leading to a convergence of the subframe and the body.

[0024] Alternatively or additionally, in an embodiment of the first damping mode, forces acting on the subframe cannot be transferred via the actuating element beyond the damping element in a direction towards the vehicle body.

[0025] Alternatively or additionally, in an embodiment of the second damping mode, the actuating element extends so that the free end of the actuating element abuts against or is spaced apart from a respective one of the subframe and the vehicle body to which the actuator housing is not attached by a second gap, wherein the second gap is smaller than the first gap.

[0026] In the second damping mode, high loads from vehicle inertia, road and engine torque can be preferentially carried.

[0027] Preferably, the extension of the actuating element along its main extension direction (especially outside the housing) when the actuating element is retracted may be smaller than the extension of the actuating element along its main extension direction (especially outside the housing) when the actuating element is extended.

[0028] Preferably, in the second damping mode, a compression of the damping element, in particular at least for a portion of the damping element arranged between the vehicle body and the subframe, is or can be prevented, in particular substantially, by the actuating element.

[0029] For example, in the first damping mode, a specific force acting on the subframe results in a compression of the damping element to a first compression degree, whereas preferably in the second damping mode, the specific force acting on the subframe results in a compression of the damping element to a second compression degree, wherein preferably the second compression degree represents a reduced compression of the damping element compared to the first compression degree. Alternatively or additionally, in the second damping mode, the specific force acting on the subframe does not result in compression of at least a portion of the damping element, because the actuation element substantially prevents compression of the damping element.

[0030] For example, in the second damping mode, the actuation element has an influence on the compressibility of the damping element.

[0031] In an embodiment, in the second damping mode, in particular for a specific force acting on the subframe, (i) the actuating element can be in force-transmitting and movement-limiting contact with the vehicle body and / or the subframe, and / or (ii) the subframe and the vehicle body are rigidly connected to each other. For example, a rigid connection can be established in that the actuating element is in a direct or indirect force-fit connection with both the subframe and the vehicle body. In the force-transmitting contact with the vehicle body and / or the subframe, a specific force acting on the subframe can be transmitted by the actuating element at least partially in a direction towards the vehicle body.

[0032] For example, as soon as a force-transmitting contact has been established due to a relative movement of the subframe in the direction toward the vehicle body, an ongoing relative movement of the subframe toward the vehicle body is prevented.

[0033] In one embodiment, the assembly is designed such that the linear actuator moves the actuating element such that it is extended to set the second damping mode.

[0034] Alternatively or additionally, in one embodiment, the second damping mode is set or can be set because the actuating element is arranged or can be arranged to limit the freedom of movement of the subframe relative to the vehicle body. For example, in the second damping mode, the actuating element limits the convergence of the subframe and the vehicle body.

[0035] For example, a specific force acting on the subframe can (A) be transmitted from the subframe toward the vehicle body through the damping element while compressing the damping element in the first damping mode, and / or (B) can be transmitted from the subframe toward the vehicle body through the actuating element at least partially (simultaneously and / or sequentially) across the damping element in the second damping mode.

[0036] Preferably, the assembly, in particular the linear actuator, is designed such that the actuating element, at least in the second damping mode, limits the freedom of movement of the subframe relative to the body for a movement of the subframe relative to the body leading to a convergence of the subframe and the body.

[0037] Alternatively or additionally, in one embodiment, in the second damping mode, the force acting on the subframe can be at least partially transferred via the actuating element over the damping element in a direction towards the vehicle body.

[0038] Alternatively or additionally, in one embodiment, in the first damping mode, another actuating element of the same or another linear actuator is retracted such that a free end of the another actuating element is spaced apart by a third gap from a washer attached to the damping element.

[0039] In a preferred embodiment, a further actuating element extends from the vehicle body and / or towards the washer, and / or a further actuating element extends from the subframe and / or towards the washer.

[0040] Preferably, the actuating element and the further actuating element extend in opposite directions.

[0041] The other actuating element may be referred to as a second actuating element in order to distinguish it from the other actuating element which may be referred to as a first actuating element.

[0042] The further actuating element can be in permanent direct or indirect force-transmitting contact with the vehicle body and / or the subframe.

[0043] For example, in the first damping mode, the further actuation element has no influence on the compressibility of the damping element.

[0044] In an embodiment, in the first damping mode, the subframe and the washer are elastically coupled to each other.

[0045] In one embodiment, the assembly is designed such that the linear actuator (or another linear actuator) moves the further actuating element such that it retracts to set the first damping mode.

[0046] Preferably, the assembly, in particular the linear actuator (or another linear actuator), is designed such that, at least in the first damping mode, for a movement of the subframe relative to the washer that results in a convergence of the subframe and the washer, the further actuating element does not restrict the freedom of movement of the subframe relative to the washer.

[0047] Preferably, in the first damping mode, forces acting on the washer cannot be transmitted via the further actuating element beyond the damping element in a direction towards the subframe.

[0048] Alternatively or additionally, in one embodiment, the washer is attached to the damping element or a portion thereof on a side of the subframe facing away from the vehicle body.

[0049] In this way, the forces required to bring about the relative movement of the vehicle body in the form of the body and subframe coming together can be adjusted.

[0050] Alternatively or additionally, in one embodiment, in the second damping mode, the further actuating element extends such that the free end of the further actuating element abuts against the washer or is spaced apart from the washer by a fourth gap, wherein the fourth gap is smaller than the third gap.

[0051] The washer preferably provides an abutment surface for the further actuating element.

[0052] Preferably, an extension of the further actuating element along a main extension direction of the further actuating element, in particular outside the housing, may be smaller when the further actuating element is retracted than when the further actuating element is extended.

[0053] Preferably, in the second damping mode, compression of the damping element, in particular at least for the portion of the damping element not arranged between the body and the subframe, is or can be prevented, in particular substantially, by a further actuating element, ie a second actuating element.

[0054] Preferably, in the second damping mode, in particular substantially, compression of the damping element is or can be prevented by the actuation element, ie the first actuation element, and the further actuation element, ie the second actuation element.

[0055] For example, in said first damping mode, a specific force acting on the washer results in compression of the damping element to a first compression degree, whereas preferably, in the second damping mode, a specific force acting on the washer results in compression of the damping element to a second compression degree, wherein preferably, the second compression degree represents a reduced amount of compression of the damping element compared to the first compression degree. Alternatively or additionally, in the second damping mode, a specific force acting on the washer does not result in compression of at least a portion of the damping element because the further actuating element substantially prevents compression of the damping element.

[0056] For example, in the second damping mode, the further actuating element has an influence on the compressibility of the damping element.

[0057] In an embodiment, in the second damping mode, in particular for a specific force acting on the subframe and / or the washer, (i) the further actuating element can be in force-transmitting and movement-limiting contact with the washer and / or the subframe, and / or (ii) the subframe and the washer are rigidly connected to each other. For example, a rigid connection can be established in that the further actuating element is directly or indirectly force-fitted to both the subframe and the washer. In the force-transmitting contact with the subframe and / or the washer, the specific force acting on the washer can be at least partially transmitted in the direction of the subframe via the further actuating element.

[0058] For example, as soon as force-transmitting contact has been established due to a relative movement of the subframe in the direction towards the washer, an ongoing relative movement of the subframe towards the washer is prevented.

[0059] In one embodiment, the assembly is designed such that the linear actuator (or another linear actuator) moves the other actuating element such that it is extended to set the second damping mode.

[0060] Alternatively or additionally, in one embodiment, the second damping mode is set or can be set because the further actuating element is set or can be set to limit the freedom of movement of the subframe relative to the washer. For example, in the second damping mode, the further actuating element limits the convergence of the subframe and the washer.

[0061] For example, a specific force acting on the washer can (A) be transmitted from the washer in a direction toward the subframe through the damping element while compressing the damping element in a first damping mode, and / or (B) can be transmitted from the washer in a direction toward the subframe across the damping element at least partially (simultaneously and / or sequentially) via another actuating element in a second damping mode.

[0062] Preferably, the assembly, in particular the linear actuator (or another linear actuator), is designed such that the further actuating element, for a movement of the subframe relative to the washer resulting in a meeting of the subframe and the washer, limits the freedom of movement of the subframe relative to the washer, at least in the second damping mode.

[0063] Alternatively or additionally, in one embodiment, in the second damping mode, the force acting on the washer may be at least partially transferred via the further actuating element beyond the damping element in a direction towards the subframe and / or the vehicle body.

[0064] Thus, the degree to which the damping element can be compressed can be adjusted.

[0065] Alternatively or additionally, in one embodiment, the damping element is a rubber bushing, such as an elastic rubber bushing.

[0066] Alternatively or additionally, in one embodiment, the linear actuator is an electric actuator, preferably a linear motor, such as a linear magnetic motor, a pneumatic actuator and / or a hydraulic actuator.

[0067] Alternatively or additionally, in one embodiment, the actuating element and / or the further actuating element is / are respectively a slide, a rotor, a rod, in particular a screw, such as a shaft and / or a screw.

[0068] Alternatively or additionally, in one embodiment, the actuator housing is attached to a mounting sleeve of the subframe.

[0069] This object is achieved according to the second aspect of the present invention in that it proposes: a method for adjusting the damping mode of at least one damping element, in particular applied to a damping element included in any component according to the first aspect, a subframe and a body of a vehicle being connected to each other via the damping element, the method comprising: actuating at least one actuating element of at least one linear actuator, the at least one linear actuator having at least one actuator housing; wherein the actuator housing is attached to the subframe or the body; wherein the actuating element is actuated to set the damping mode of the damping element, in particular, the actuating element is actuated to a retracted position to set a first damping mode and / or is actuated to an extended position to set a second damping mode; wherein, preferably, for at least two of the at least two different damping modes, the maximum compressibility is different.

[0070] All advantages described with respect to the assembly according to the first aspect of the invention also apply correspondingly to the method according to the second aspect of the invention. Reference is therefore made to the previous explanations at this point.

[0071] The features (especially structural and functional features) described with respect to the components according to the first aspect of the invention may also be provided accordingly in each component, step and relationship associated with the method according to the second aspect of the invention, alone or in any combination, unless the context indicates otherwise.

[0072] The subframe, the vehicle body, the damping element and / or the linear actuator may be comprised in an assembly, for example in an assembly according to the first aspect of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0073] For a better understanding of embodiments of the invention and to show how the invention may be carried into effect, reference will now be made, by way of example only, to the accompanying drawings in which like numerals refer to corresponding elements or parts throughout.

[0074] In the attached picture:

[0075] Figure 1ashows a first embodiment of an assembly according to a first aspect of the invention in a first damping mode;

[0076] Figure 1b shows the second damping mode Figure 1a Components;

[0077] Figure 2a shows a second embodiment of an assembly according to the first aspect of the invention in a first damping mode;

[0078] Figure 2b shows the second damping mode Figure 2a Components;

[0079] Figure 3a a third embodiment of an assembly according to the first aspect of the invention is shown in a first damping mode; and

[0080] Figure 3b shows the second damping mode Figure 3a components. DETAILED DESCRIPTION

[0081] With the aid of the following embodiments shown in the drawings and / or described below, various examples of embodiments of the invention will be explained in more detail.

[0082] Figure 1a and Figure 1b A first embodiment of an assembly 1 according to the first aspect of the invention is shown in different damping modes.

[0083] The assembly 1 comprises a subframe 3 and a body 5 of a vehicle. The assembly 1 further comprises a damping element 7, which in the present embodiment is a rubber bushing, by means of which the subframe 3 and the body 5 are connected to one another.

[0084] The assembly 1 further comprises a linear actuator 9 having an actuator housing 11 and an actuating element 13 which in the present embodiment is formed in the form of a rod which is designed as a screw or a shaft. The actuator housing 11 is attached to the subframe 3 .

[0085] By actuating the linear actuator 9, the actuating element 13 can be reciprocated back and forth along the R1 direction. In other words, by actuating the actuating element 13, the actuating element 13 (rod) can be extended and retracted. By actuating the actuating element 13 accordingly (and thus specifically moving its end), different damping modes of the damping element 7 can be set; wherein, for at least two of the different damping modes, the maximum compressibility of the damping element 7 (at least a portion) is different, as described in more detail below.

[0086] Figure 1aThe actuating element 13 is shown retracted (ie it is in the first position). When the actuating element 13 is in this position, the first damping mode of the damping element 7 is set.

[0087] In the first damping mode, the actuating element 13 is retracted so that the free end of the actuating element 13 is spaced apart from the vehicle body 5 (to which the actuator housing 11 is not attached) by a first gap C1. Figure 1a and Figure 1b A certain force F acting in the direction indicated by the corresponding arrow in FIG. 5 is (only or substantially) transmitted from the subframe 3 in the direction towards the vehicle body 5 via the damping element 7, while causing a compression of the damping element 7. The compression of the damping element 7 absorbs the energy introduced by the force F. In the first damping mode, the actuating element 13 therefore has no influence on the compressibility of the damping element 7 during the action of the force F (since it is at least in principle possible to even completely compress the damping element 7 by a correspondingly strong force F).

[0088] Figure 1b The actuating element 13 is shown extended (ie it has been moved into the second position). When the actuating element 13 is in this position, the second damping mode of the damping element 7 is set.

[0089] In the second damping mode, the actuating element 13 is extended such that the free end of the actuating element 13 abuts against (or alternatively is spaced apart by a second gap which is smaller than the first gap) the vehicle body 5 (to which the actuator housing is not attached).

[0090] In the second damping mode, the force F acting on the subframe 3 can be at least partially transmitted through the actuating element 13 over the damping element 7 in the direction toward the vehicle body 5. Therefore, as the actuating element 13 extends, the effect of the force F (related to the force F) can be avoided or reduced. Figure 1a The same as assumed in the described scenario) results in a compression of (at least a part of) the damping element 7.

[0091] In the case of setting to the second damping mode, when a force F acts in the direction indicated by the corresponding arrow on the subframe 3, the subframe 3 will converge or approach the vehicle body 5 unless the actuating element 13 abuts against the vehicle body 3. Therefore, the freedom of movement of the subframe 3 relative to the vehicle body 5 in the R1 direction is limited by the actuating element 13. This is because during the action of the force F, the subframe 3 can only converge towards the vehicle body 5 unless the end of the rod is in contact with the vehicle body 5. Once this occurs, the actuating element 13 is in force-transmitting and movement-limiting contact with the vehicle body 5, and further convergence of the subframe 3 in the direction towards the vehicle body 5 is not possible. Note that the actuating element 13 is also in (indirect) contact with the subframe 3 via a portion of the linear actuator 9.

[0092] Once the force transmission contact is established (i.e., at least an indirect connection of the subframe 3 and the vehicle body 5 via the actuating element 13), the subframe 3 and the vehicle body 5 are rigidly coupled to each other, and then the force F is at least partially transmitted from the subframe 3 over the damping element 7 via the actuating element 13 in a direction toward the vehicle body 5. By adjusting the extent to which the actuating element 13 is extended, the compressibility of the damping element 7 under the action of the force F (i.e., the possible amount by which the damping element 7 can be compressed) can be controlled, and thus, the degree of damping, the damping mode of the damping element 7 can be controlled.

[0093] Thus, the damping mode of the damping element 7 can be set in that the actuating element 13 is moved between the first position and the second position in the described manner so as to allow full compression or no compression or less compression of (at least a part of) the damping element 7 under the action of the force F.

[0094] Figure 2a and Figure 2b A second embodiment of an assembly 1 ' according to the first aspect of the invention is shown in a different damping mode.

[0095] The component 1' of the second embodiment is similar to the component 1 of the first embodiment, which is why in the component 1' of the second embodiment, features that are identical or equivalent to features of the component 1 of the first embodiment have the same reference numerals but with single quotes. Furthermore, only the differences between the components 1' and 1 of the second embodiment and the first embodiment are discussed, while in all other respects the description given for the component 1 of the first embodiment also applies here.

[0096] For the assembly 1', the housing 11' is firmly attached to the vehicle body 5'. By actuating the actuating element 13', the actuating element 13' can be moved back and forth along the R2 direction. In other words, by actuating the actuating element 13', the actuating element 13' (rod) can be extended and retracted. Also as described above, by actuating the actuating element 13' accordingly (and thereby specifically moving its end), different damping modes of the damping element 7' can be set; wherein, for at least two of the different damping modes, the maximum compressibility of the damping element 7' (at least a portion) is different.

[0097] Figure 2a The actuating element 13' is shown retracted (ie it is in the first position). When the actuating element 13' is in this position, the first damping mode of the damping element 7' is set.

[0098] In the first damping mode, along the Figure 2a and Figure 2b A specific force F acting in the direction indicated by the corresponding arrow in FIG. 5 is (only or substantially) transmitted from the subframe 3' to the vehicle body 5' via the damping element 7', while causing a compression of the damping element 7'. This is similar to the above description of Figure 1a Description.

[0099] Figure 2b The actuating element 13' is shown extended (ie it has been moved into the second position). When the actuating element 13' is in this position, the second damping mode of the damping element 7' is set.

[0100] In the second damping mode, the actuating element 13' is extended so that the free end of the actuating element 13' abuts (or alternatively is spaced from the subframe by a second gap that is smaller than the first gap) the subframe 3' (to which the actuator housing is not attached). This is similar to the above description of Figure 1b Description.

[0101] Thus, once the free end of the actuating element 13' abuts against the subframe 3', the actuating element 13' is in force-transmitting and movement-limiting contact with the subframe 3', and further convergence between the subframe 3' and the vehicle body 5' is not possible. Furthermore, once said force-transmitting contact is established, the force F is at least partially transmitted from the subframe 3' over the damping element 7' in the direction towards the vehicle body 5' via the actuating element 13'.

[0102] Figure 3a and Figure 3b A third embodiment of an assembly 1 ″ according to the first aspect of the invention is shown in different damping modes.

[0103] The component 1 ″ of the third embodiment is similar to the component 1 ′ of the second embodiment, which is why in the component 1 ″ of the third embodiment, features that are identical or equivalent to features of the component 1 ′ of the second embodiment have the same reference numerals but with double quotes. Furthermore, only the differences between the components 1 ″ and 1 ′ of the third and second embodiments are discussed, while in all other respects the description of the component 1 ′ of the second embodiment also applies here.

[0104] For the assembly 1", two actuating elements 13a" and 13b", a (first) actuating element 13a" and a further (or second) actuating element 13b", are provided for the linear actuator 9", each of which is in the form of a rod. The actuating elements 13a" and 13b" can be designed as shafts here, respectively. The housing 11" is firmly attached to the subframe 3". By actuating the actuating elements 13a" and 13b", the first actuating element 13a" can be moved back and forth in the R1 direction, and the second actuating element 13b" can be moved back and forth in the R2 direction. In other words, by actuating the actuating elements 13a" and 13b", the actuating elements 13a", 13b" can be extended and retracted.

[0105] By actuating the actuating elements 13a" and 13b" accordingly (and thereby specifically moving the end of each of the actuating elements 13a" and 13b"), different damping modes of the damping element 7" can be set; wherein, for at least two of the different damping modes, the maximum compressibility of the damping element 7" (at least a portion) is different, as also described above.

[0106] Figure 3a The actuating elements 13a" and 13b' are shown retracted (ie they are both in the first position). When the actuating elements 13a" and 13b' are in this position, the first damping mode of the damping element 7" is set.

[0107] In the first damping mode, the first actuating element 13a" is retracted so that the free end of the first actuating element 13a" is spaced apart from the vehicle body 5 (to which the actuator housing 11" is not attached) by a first gap C1, and the second actuating element 13b" is retracted so that the free end of the second actuating element 13b" is spaced apart from the washer 15" by a third gap C3, which washer 15" is attached to the damping element 7" on the side of the subframe 3" facing away from the vehicle body 5".

[0108] In the first damping mode, along the Figure 3a and Figure 3b The specific force F acting in the direction indicated by the corresponding arrow in FIG. 7 is (only or substantially) transmitted from the subframe 3 ″ in the direction toward the vehicle body 5 ″ via the damping element 7 ″, while causing a compression of the damping element 7 ″. This is similar to the above description of Figure 1a Description.

[0109] Figure 3b The extended actuating elements 13a" and 13b" are shown (i.e., they have both been moved to the second position). In the second damping mode, the first actuating element 13a" is extended so that the free end of the first actuating element 13a" abuts against (or, alternatively, is spaced from the body by a second gap that is smaller than the first gap) the body 5" (to which the actuator housing is not attached). In the second damping mode, the second actuating element 13b" is extended so that the free end of the second actuating element 13b" abuts against the washer 15" (or is spaced from the washer 15" by a fourth gap that is smaller than the third gap). When the actuating elements 13a" and 13b" are in this position, the second damping mode of the damping element 7" is set.

[0110] In the second damping mode, the force F acting on the subframe 3 ″ can be at least partially transmitted via the first actuating element 13 a ″ and / or the second actuating element 13 b ″ beyond the damping element 7 ″ in the direction towards the vehicle body 5 ″.

[0111] In the case where the second damping mode is set, when the force F acts in the direction indicated by the corresponding arrow on the subframe 3", the subframe 3" will tend to or approach the body 5". Therefore, the freedom of movement of the subframe 3" relative to the body 5" in the R1 direction is limited by the first actuating element 13a". Once this happens, the first actuating element 13a" is in force-transmitting and movement-limiting contact with the body 5", and further convergence of the subframe 3" in the direction towards the body 5" is impossible. This is similar to the above description of Figure 1a description. Furthermore, when force F acts on the subframe 3″ in the direction indicated by the corresponding arrow, unless the second actuating element 13b″ abuts against the washer 15″, the washer 15″ will tend toward or approach the subframe 3″. Therefore, the freedom of movement of the subframe 3″ relative to the washer 15″ in the R1 direction is limited by the second actuating element 13b″. Once this occurs, the second actuating element 13b″ is in force transmitting and movement limiting contact with the washer 15″, and further convergence of the subframe 3″ and the washer 15″ is impossible (but as long as the first actuating element 13a″ has not yet abutted against the body 5″, the subframe 3″ and the body 5″ still further converge).

[0112] Therefore, as soon as the free end of the first actuating element 13a" abuts against the vehicle body 5", the first actuating element 13a" comes into force-transmitting and movement-limiting contact with the vehicle body 5", and further convergence between the subframe 3" and the vehicle body 5" is impossible. In addition, a force-transmitting contact is established, so that the force F is at least partially transmitted from the subframe 3" over the damping element 7" in the direction towards the vehicle body 5" via the first actuating element 13a".

[0113] As soon as the free end of the second actuating element 13 b ″ abuts the washer 15 ″, the second actuating element 13 b ″ comes into force-transmitting and movement-limiting contact with the washer 15 ″, and further engagement of a portion of the subframe (on the side facing away from the vehicle body 5 ″) is not possible. Furthermore, a force-transmitting contact is established, so that the force F is at least partially transmitted from the washer 15 ″ via the second actuating element 13 b ″ over the damping element 7 ″ in the direction towards the subframe 3 ″.

[0114] Once the force transmitting contact is established (i.e. at least the indirect connection of the subframe 3″ and the body 5″ via the first actuating element 13a″), the subframe 3″ and the body 5″ are rigidly connected to each other and the force F is then at least partially transmitted via the first actuating element 13a″ across the damping element 7″ in the direction from the subframe 3″ towards the body 5″. By adjusting the extent to which the second actuating element 13b″ is extended, the force required for the first actuating element 13a″ to abut against the body can be controlled.

[0115] Or in other words, by adjusting the extent to which the second actuating element 13 b ″ is extended, a certain force is more or less absorbed by the compression portion of the damping element arranged between the washer and the subframe.

[0116] Thus, the actuating elements 13a" and 13b" are moved between positions in the manner described, so that the damping mode of the damping element 7" can be set.

[0117] List of Reference Numerals

[0118] 1, 1', 1" components

[0119] 3, 3', 3" subframe

[0120] 5, 5', 5" body

[0121] 7, 7', 7" damping elements

[0122] 9, 9', 9" Linear Actuators

[0123] 11, 11', 11" actuator housing

[0124] 13. 13' Actuating element

[0125] 13a”, 13b” actuating elements

[0126] 15" Washer

[0127] C1 First gap

[0128] C3 Third gap

[0129] F-Force

[0130] R1, R2 direction.

Claims

1. An assembly comprising a subframe and a body of a vehicle, the subframe and the body being connected to each other via at least one damping element included in the assembly; wherein: The assembly comprises at least one linear actuator having at least one actuator housing and at least one actuating element; wherein the actuator housing is attached to the subframe or the vehicle body; and wherein different damping modes of the damping element can be set by actuating the actuating element.

2. The assembly according to claim 1, wherein For at least two of the different damping modes, the maximum compressibility of at least some of the damping elements is different for a relative movement of the subframe in a direction toward the vehicle body.

3. An assembly according to any one of the preceding claims, wherein: In the first damping mode, the actuating element is retracted such that a free end of the actuating element is spaced apart by a first gap from a respective one of the subframe and the vehicle body to which the actuator housing is not attached.

4. The assembly according to claim 3, wherein: In the first damping mode, forces acting on the subframe cannot be transferred via the actuating element beyond the damping element in the direction toward the vehicle body.

5. An assembly according to claim 3 or 4, wherein: In the second damping mode, the actuating element extends so that the free end of the actuating element abuts against or is spaced apart from a corresponding one of the subframe and the vehicle body to which the actuator housing is not attached by a second gap, wherein the second gap is smaller than the first gap.

6. The assembly according to claim 5, wherein: In the second damping mode, the forces acting on the subframe are at least partially transmitted via the actuating element beyond the damping element in the direction towards the vehicle body.

7. An assembly according to any one of claims 3 to 6, wherein In the first damping mode, a further actuating element of the same or another linear actuator is retracted such that a free end of the further actuating element is spaced apart by a third gap from a washer attached to the damping element.

8. The assembly according to claim 7, wherein: The washer is attached to the damping element or a portion of the damping element on a side of the subframe facing away from the vehicle body.

9. An assembly according to claim 7 or 8, wherein: In the second damping mode, the further actuating element extends such that a free end of the further actuating element abuts against the washer or is spaced apart from the washer by a fourth gap, wherein the fourth gap is smaller than the third gap.

10. The assembly according to claim 9, wherein: In the second damping mode, the forces acting on the washer can be transmitted at least partially via the further actuating element beyond the damping element in the direction towards the subframe and / or the vehicle body.

11. An assembly according to any one of the preceding claims, wherein: The damping element is an elastic rubber bushing.

12. An assembly according to any one of the preceding claims, wherein: The linear actuator is a linear magnetic motor, a pneumatic actuator and / or a hydraulic actuator.

13. An assembly according to any one of the preceding claims, wherein: The actuating element and / or the further actuating element is / are respectively a shaft and / or a screw.

14. An assembly according to any one of the preceding claims, wherein: The actuator housing is attached to a mounting sleeve of the subframe.

15. A method for adjusting the damping mode of at least one damping element, applied to a damping element comprised by an assembly according to any one of the preceding claims, via which a subframe and a body of a vehicle are connected to one another, the method comprising: Actuating at least one actuating element of at least one linear actuator, the at least one linear actuator having at least one actuator housing; wherein the actuator housing is attached to the subframe or the body; wherein the actuating element is actuated to set a damping mode of the damping element, the actuating element being actuated to a retracted position to set a first damping mode and / or to an extended position to set a second damping mode; wherein the maximum compressibility of at least part of the damping element is different for at least two of the at least two different damping modes.

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