Swing support and motor vehicle

Abstract

A swivel support for supporting a power unit arranged in a front region of a motor vehicle is proposed, which swivel support is designed to transmit a force acting on a first end of the swivel support to a subframe in the event of a frontal collision of the motor vehicle, such that the subframe is moved relative to the body of the motor vehicle. By causing the movement of the subframe relative to the body of the motor vehicle in a controlled manner, the dynamic deformation path available for a frontal collision can be increased, which leads to a reduction in the load on the occupants of the motor vehicle in the event of such a frontal collision.

Description

Technical Field

[0001] The present invention relates to a swing support for supporting a unit arranged in the front region of a motor vehicle, the swing support having a first end for connecting the swing support to the unit, and a second end arranged behind the first end when viewed from the direction of travel for connecting the swing support to a subframe fixed to the body of the motor vehicle. Background Technology

[0002] Safety-related characteristics of motor vehicles refer to their performance in frontal collisions, particularly in so-called 0° wall collisions. In this scenario, the vehicle impacts a rigid barrier with complete overlap, resulting in enormous forces on the vehicle structure and occupants. A key concern is that the engine and transmission assembly, typically composed of components that have been subjected to the impact, often tears from its longitudinal beam bearings and moves toward the front bulkhead that separates the engine compartment from the vehicle interior. This movement introduces additional stress to the vehicle structure and can potentially compromise occupant safety.

[0003] In modern vehicles, engine mount bearings are typically equipped with swing supports to reduce the dynamic motion of the engine mount. These swing supports have loose bearings at both ends, usually rubber-metal bearings, designed primarily to transmit longitudinal forces generated during vehicle operation. In the event of a collision, the swing supports deform periodically in an uncontrolled manner, without affecting the available dynamic deformation path. In a 0° wall collision, this is usually completely exhausted. However, the deformation path is crucial for absorbing impact energy and minimizing acceleration acting on the occupants. To improve occupant safety, additional dynamic deformation paths are needed. A common approach is to extend the front overhang of the vehicle. However, this solution has significant drawbacks, as it compromises the vehicle's visual design and conflicts with other technical requirements, such as aerodynamics or space constraints.

[0004] Various methods are also employed to reduce occupant acceleration during frontal collisions. Crull zones are designed to deform specifically and convert impact energy into deformation work, thereby reducing the forces acting on the occupants. Furthermore, optimized vehicle structures with reinforcing elements and targeted weaknesses help to effectively distribute energy. Modern airbag systems are used in conjunction with these structures, inflating within milliseconds and protecting occupants from direct impacts with hard surfaces. Additionally, adaptive collision structures that adjust based on collision intensity and direction can selectively control deformation to further enhance safety. The concepts mentioned are sometimes technically complex and costly. However, even when all the mentioned concepts are used, it is desirable to further increase the available deformation paths to further improve vehicle occupant safety.

[0005] EP 2 222 535 B1 describes a front axle support for a motor vehicle, designed as an integral component with various supports for vehicle parts, including bearings for the swing support. The front axle bracket features weight-reducing grooves and reinforcing elements to ensure high rigidity and strength. However, a drawback of the described front axle support is that, due to the dynamic movement of the unit, collision safety still appears to require improvement in order to minimize the acceleration acting on the occupants in a collision.

[0006] Figure 1 A bottom view is shown of a swing support 104 and components in the form of a subframe 100 and a gearbox 102 connected to the swing support 104. In the example shown, the gearbox 102 is a transmission. The swing support 104 has a first end 110 connected to the gearbox 102. Furthermore, the swing support has a second end 112 connected to a bearing 106 arranged in a bearing retainer 108 belonging to the subframe 100.

[0007] Figure 2 It shows Figure 1 A side view of the swing support 104 is shown. Besides the swing support 104, the subframe 100 and the unit 102 are also visible. Furthermore, the front wheel 140 of the relevant vehicle is shown. Therefore, the unit 102 is located at the front of the vehicle. The first end 110 of the swing support 104 has a bearing 114, which in the illustrated example has a bearing axis extending horizontally and laterally in the direction of travel, i.e., perpendicular to the plane of the paper in the illustrated example. A steering gear 116 is shown between the subframe 100 and the unit.

[0008] Figure 3 A schematic perspective view of the vehicle 120, viewed from above, is shown in the left-hand area. The vehicle is moving in a straight line to the right and thus collides with the wall 126. The occupant 124 of the vehicle 120 is also shown. Components of the main body 122 are also shown, and it can be seen in which area the swing support 104 is generally arranged. This area is enlarged in the upper right region of the figure and again in a similar manner. Figure 1 The bottom view is shown. In the lower right area of ​​the diagram, a similar... Figure 2 A side view showing the state of the swing support 104 and other components during or after a frontal collision in the right-hand region.

[0009] As can be seen in the upper right region of the figure, the swing support deforms uncontrollably, perpendicular to the direction of travel and the lateral direction of the vehicle 21. Arrow 130 indicates the horizontal force acting on the swing support 104. Any deformation of the swing support 104 does not result in the force being directed into the subframe 100 or another component of the vehicle 120. The bearing 106 barely changes its alignment during the frontal collision and continues to contact the bearing retainer 108 in the contact area 128, and thus the subframe 100. The direction of the force acting on the subframe is indicated by arrow 132 and extends almost horizontally.

[0010] Figure 4 It shows a similarity to the prior art Figure 2 The side view shows the state after a frontal collision. The swing support 104 has undergone uncontrolled deformation. A noticeable bend is visible near the second end, indicating that no significant force component was introduced into the subframe 100 through the swing support 104. Therefore, the unit 102 has essentially moved horizontally to the left in the figure and has been braked by the steering gear 116. The threaded connection 118 connecting the subframe 100 to the vehicle body 120 remains intact. Therefore, the subframe 100 has deformed but remains essentially fixed in place. Summary of the Invention

[0011] Therefore, the objective of this invention is to improve occupant safety in a frontal collision by reducing the acceleration acting on the occupants. This should be achieved by optimizing the design of the vehicle structure and component bearings without affecting the vehicle's visual design or other technical requirements.

[0012] According to the present invention, this task is achieved by a swing support for supporting a unit arranged in the front region of a motor vehicle. The swing support has a first end for connecting the swing support to the unit and a second end disposed behind the first end. Viewed in the direction of travel, the second end is used to connect the swing support to a subframe fixed to the vehicle body. The swing support is designed to transmit the force acting horizontally on the first end to the subframe in the event of a frontal collision, causing the subframe to move relative to the vehicle body. This task is further achieved by a motor vehicle having such a swing support.

[0013] In the context of this specification, a swing support should be understood in particular as a component used to support and hold a motor vehicle assembly (such as an engine or transmission) and connect it to the subframe or body in order to limit the movement of the assembly and dampen vibrations. It is typically located near the lower region of the engine or transmission and arranged to withstand the rotational movement of the assembly about its support point. A swing support typically consists of rigid or partially flexible support members equipped with bearings (such as rubber bearings or hydraulic bearings) at both ends to absorb forces and simultaneously isolate vibrations.

[0014] In the context of this specification, a frontal collision is understood in particular as an event in which a motor vehicle travels along an obstacle, especially an obstacle of great mass or a fixed obstacle, during its forward motion. A special case of a frontal collision is the so-called 0° wall collision, in which the vehicle travels completely encased in a fixed wall and thus comes to a stop in a very short time, which means—depending on the collision speed—that the occupants of the vehicle will experience extremely high acceleration.

[0015] In the context of this specification, the fact that force is transmitted to the subframe via the swing support is understood to mean that force is applied to the first end of the swing support, particularly through the unit connected to the first end of the swing support, and then the force is transmitted from the swing support to the second end of the swing support, and thus also to the bearing connected thereto. Therefore, the force also acts on the bearing retainer in which the bearing is arranged, and on the subframe, which is part of the subframe. Thus, a load path from the swing support is provided, which allows the moving unit to apply force to the subframe. In particular, during such a frontal collision, viewed from the direction of travel, the unit located in front of the subframe typically brakes more initially than the components behind it, resulting in relative motion. This generates a force acting on the swing support in the direction of travel, in other words, typically in a horizontal direction parallel to the longitudinal axis of the vehicle. By transferring this force to the subframe, the subframe can be moved. In a controlled design, the subframe can be steered in such a way that the available dynamic deformation paths increase, thereby reducing the acceleration acting on the vehicle occupants.

[0016] According to an advantageous embodiment, the force transmitted to the subframe has a vertical component. In particular, the force transmitted to the subframe can have a downward component. For example, when a force acts horizontally on the first end of the swing support, the force vector acting on the subframe can form an angle of at least 5°, at least 10°, or at least 20° with the horizontal plane. This angle can be determined particularly during a phase of movement in which the swing support does not deform or no longer deforms significantly. In the first phase of deformation of the swing support, most of the force introduced into the swing support is absorbed by the deformation of the swing support. However, if the swing support does not deform or no longer deforms during movement, the force introduced into the swing support during such a second phase is fully transmitted to the subframe. If this force has a downward component, this can have a favorable effect on the possible movement of the subframe, because in this case, the unit can also move downwards and intrude into the space released by the subframe.

[0017] According to a preferred embodiment, the second end of the swing support is connected to the subframe via a bearing (e.g., a circular bearing). The swing support is designed such that, in the event of a frontal collision, particularly in the previously described second phase, a torque is applied to the circular bearing about an axis transverse to the direction of travel. The axis of the circular bearing can be arranged vertically or substantially vertically, for example, such that it forms an angle of less than 10° with the vertical direction. This applied torque can cause rotation of the circular bearing, which generally in turn facilitates further movement of the subframe.

[0018] It is possible that the stiffness of the swing support in a horizontal plane extending parallel to the vehicle's direction of travel is greater than its stiffness in a vertical plane extending parallel to the vehicle's direction of travel. In this way, the swing support can be made to deform without deformation or with only slight deformation in the lateral direction of the vehicle. The possible deformation of the swing support preferably has a direction with a vertical component, which facilitates the swing support applying a downward force to the subframe. The horizontal description refers to the state of the swing support installed in the vehicle.

[0019] Accordingly, the swing support can preferably be designed such that it undergoes deformation when a large force is applied horizontally to the first end, the deformation primarily corresponding to bending about an imaginary, horizontal, and downwardly extending bending axis. As described above, this allows the swing support to transmit forces to the subframe, resulting in a lowering of the subframe.

[0020] The sway support can be designed to deform in a controlled and limited manner during the first impact phase and to transfer forces to the subframe during the second impact phase, while further deformation is slowed or eliminated. The first impact phase may correspond to the first phase described previously, and the second impact phase may correspond to the second phase described previously. This design of the sway support allows for particularly targeted control of the forces transferred to the subframe, thereby enabling the induction of advantageous movement in a particularly targeted manner.

[0021] Furthermore, the oscillating support can be designed such that when the force is below a first limit value, it does not deform when the force acts on the first end in the direction of travel; when the force is above the first limit value but below a second limit value, it deforms to a limited extent when the force acts on the first end in the direction of travel; and when the force is above the second limit value, it deforms uncontrollably only when the force acts on the first end in the direction of travel. In the region below the first limit value, forces that occur during normal operation of the oscillating support can exist, which are absorbed by the oscillating support to dampen the unit. If the force is between the first and second limits, the oscillating support deforms in a controlled manner, thereby advantageously influencing the direction of the force subsequently transmitted to the subframe. During this stage, the subframe also moves. If the force is above the second limit value, the movement of the subframe is usually complete. Forces acting in the direction of travel should be understood in particular as forces that act primarily in the direction of travel or at least have a large proportion in the direction of travel. Therefore, the force does not need to act precisely on the oscillating support in the direction of travel.

[0022] According to a preferred embodiment of the swing support of the present invention, the force acting on the first end along the travel direction required for further deformation of the swing support in a vertical plane extending parallel to the travel direction depends on the deformation that has already occurred in the swing support in the vertical plane extending parallel to the travel direction. In other words, the force required for further deformation of the swing support dynamically increases during the deformation process.

[0023] According to one possible embodiment, the swing support has at least one reinforcing element arranged along the longitudinal axis of the swing support. Alternatively or additionally, one or more additional reinforcing elements may also be present, which may also be arranged along the longitudinal axis of the swing support or along another axis (e.g., a horizontal axis). In this way, the swing support can be adjusted to produce the desired deformation behavior upon impact. The reinforcing element can be designed as, for example, a stiffener or a region with increased material thickness. Of course, other options are also conceivable, such as using additional sheets fixed to the swing support using a welding process.

[0024] Alternatively or additionally, the swing support may have at least one structural weakening portion, particularly for inducing a defined deformation movement of the swing support when the force acting on it in the horizontal or traveling direction exceeds a predetermined limit value. The structural weakening portion may, for example, be designed as a region with reduced material thickness or a recess. For instance, the swing support may have a reduced range in a region along its edge, such as along the edge of a sidewall, or in a region of structural weakening. The swing support may also be structurally weakened by introducing surface recesses (e.g., grooves), slots, or through-holes in the relevant regions.

[0025] According to the extended design of the invention, the first end and / or the second end are connected to a bearing having a main bearing axis and a limited degree of freedom of motion in at least one additional degree of freedom, or have such a bearing. In other words, the bearing may be attached to one or both ends of the swing support, having a preferred direction for absorbing motion or force while allowing limited mobility in at least one additional direction. Thus, the motion of the swing support can be further optimized in the event of a head-on collision. This allows the swing support not only to bend but also to rotate about a horizontal axis transverse to the direction of travel, such that the force acting on the first end of the swing support has a vertical component. For this purpose, the bearing in question preferably has a limited degree of freedom of motion about a horizontal axis transverse to the direction of travel. The limited degree of freedom of motion can, for example, allow rotation about the corresponding axis up to 5°, up to 10°, or up to 15°. In other words, the bearing can be designed to rotate up to the aforementioned angular amounts, but further rotation is limited by the bearing.

[0026] In a particular embodiment of the invention, the swing support may have an intermediate position, a working position, or a mounting position, wherein the swing support is not precisely horizontally aligned, but rather at a small angle to the horizontal plane, for example, less than 5° or less than 10°. Here, the end of the swing support positioned forward in the direction of travel (corresponding to the end referred to as the first end of the swing support in the context of this specification) can be positioned higher than the end positioned rearward in the direction of travel on the internal space side of the swing support (corresponding to the end referred to as the second end of the swing support in the context of this specification). In this way, it is possible that the force acting on the bearing at the second end of the swing support already has a downward-pointing vertical component at the start of the collision process, and thus applies a favorable force to the subframe.

[0027] In another specific embodiment, which can of course be combined with other embodiments previously described and described, it can be specified that the contact area between the second end of the swing support and the associated bearing is arranged on the upper half of the bearing. Thus, even when a precisely level force is introduced into the bearing or bearing retainer, a favorable torque can be applied to the bearing retainer via the swing support, which subsequently results in a desired force acting on the subframe having a vertical component. Attached Figure Description

[0028] Exemplary embodiments of the invention will be explained in more detail with reference to the accompanying drawings and the following description. In the drawings:

[0029] Figure 1 A bottom view is shown of the swing support and the subframe and unit-type components connected to it. Figure 2 It shows Figure 1 Side view of the swing support in the middle. Figure 3 A schematic perspective view of a motor vehicle is shown. Figure 4 It shows a similarity to the prior art Figure 2 Side view, Figure 5 In the context of a motor vehicle, a first exemplary embodiment of the swing support according to the present invention,

[0030] Figure 6 A side view of the second exemplary embodiment of the swing support according to the present invention after a frontal collision.

[0031] Figure 7 Comparative side views of a known prior art device with a swing support and a device according to the present invention.

[0032] Figure 8 A perspective view of a third exemplary embodiment of the swing support according to the present invention.

[0033] Figure 9 A lower oblique perspective view of a fourth exemplary embodiment of the swing support according to the present invention.

[0034] Figure 10 A side view of a fifth exemplary embodiment of the swing support according to the present invention.

[0035] Figure 11 A side view of a sixth exemplary embodiment of the swing support according to the present invention.

[0036] Figure 12 A bottom view of a seventh exemplary embodiment of the swing support according to the present invention.

[0037] Figure 13 A side view of an eighth exemplary embodiment of the swing support according to the present invention.

[0038] Figure 14 A side view of a ninth exemplary embodiment of the swing support according to the present invention.

[0039] Figure 15 A side view of a tenth exemplary embodiment of the swing support according to the present invention, and

[0040] Figure 16 : A bottom view of the eleventh exemplary embodiment of the swing support according to the present invention. Detailed Implementation

[0041] Figure 5 It shows something similar to Figure 3 The figure shows a view of a first embodiment of the swing support 4 according to the invention, wherein, in the left region of the figure, a motor vehicle 20 having a body 22 and an occupant 24 therein is shown, wherein the motor vehicle 22 is just at the start of the collision process with the wall 26. In the right region of the figure, a view from below is shown at the top, and a side view of the swing support 4 during a frontal collision is shown in the lower region. The swing support 4 is connected to the unit 2 at its first end 10. The second end 12 of the swing support 4 is connected to the bearing 6 carried by the bearing retainer 8. The bearing retainer 8 is part of the subframe 1, which is substantially connected to the body 22 of the motor vehicle. In the exemplary embodiment shown, the swing support 4 undergoes relatively small but controlled deformation during a frontal collision. Due to this deformation of the swing support 4, torque is applied to the bearing 6, which causes significant rotation of the bearing 6, thereby causing the contact area 28 between the bearing 6 and the bearing housing 8 to... Figure 3 The situation shown in the diagram is significantly smaller. The contact area 28 is located in the upper region of the bearing retainer 8, which, together with the aforementioned rotation of the bearing 6, results in a large portion of the force 32 acting vertically on the subframe 1. The force exerted by the unit 2 on the swing support 4 is indicated by arrow 30. As a result, the vertical force 34, schematically shown, acts on the subframe 1, causing the threaded connection 18 between the body 22 and the subframe 1 to fail, allowing the subframe to be lowered, thereby enabling the unit 2 to move downward as well.

[0042] Figure 6 A second exemplary embodiment of the swing support according to the invention is shown, similar to the following after a frontal collision: Figure 4The side view clearly shows that the subframe 1 has been lowered, creating space that allows the unit 2 to move further, both downwards and laterally or in the opposite direction of travel toward the vehicle body 22. It can also be seen that the steering gear 16 has been lowered so that it is not sandwiched between the body 22 and the unit 2. This allows the unit 2 to move more extensively in the direction of travel, increasing the dynamic deformation path. Therefore, the acceleration acting on the vehicle occupants can be significantly reduced in this manner. In the exemplary embodiment shown, the desired movement of the unit 2 can be achieved by rotating the first end 10 of the swing support 4, as indicated by arrow 36. As a result, the force 32 acting on the bearing 6 extends obliquely downwards, making the failure of the previously mentioned threaded connection 18 and the subsequent lowering of the subframe 1 possible. The lowering of the subframe 1 also becomes clear when observing the relative positions of the subframe 1 and the unit 2 with respect to the wheels 66 of the vehicle.

[0043] Figure 7 A comparative side view is shown of a prior art device with a swing support 104 and a device according to the invention with a swing support 4. The prior art arrangement with the swing support 104 is shown in dashed lines, while the arrangement according to the invention is shown in solid lines. It can be seen that, compared to the prior art arrangement, the unit 2 is further moved toward the main body 22. The subframe 1 has also been lowered compared to the prior art arrangement, and the entire unit 2 has undergone a slight rotation about a horizontal axis aligned laterally to the direction of travel, as shown by the alignment plane 38, which corresponds to the prior art alignment plane 138 but extends almost vertically.

[0044] Figure 8 A perspective view of a third exemplary embodiment of the swing support 4 according to the invention is shown. The swing support 4 has a body 40, which consists of a first sidewall 44, a second sidewall 46, and other elements connecting the two sidewalls. In the region of the first end 10 of the swing support 4, it has an end element 62, which can be fixed to an associated unit with screws 42. In the region of the first end 10, the body 40 is connected to the end element 62 via a bearing 14. At the second end 12 of the swing support 4, the swing support is connected to a support 6 implemented as a rubber-metal support, which can be arranged in a corresponding bearing housing in the subframe of the motor vehicle.

[0045] Figure 9 A lower oblique perspective view of a fourth exemplary embodiment of the swing support 4 according to the invention is shown. The swing support 4 has a lower reinforcing plate 48 in the region near the first end 10, which connects the first sidewall 44 to the second sidewall 46.

[0046] Figure 10 A side view of a fifth exemplary embodiment of the swing support 4 according to the present invention is shown. In the exemplary embodiment shown, the body 40 of the swing support 4 has a slightly curved configuration in the side view. The body 40 of the swing support 4 is slightly curved in some areas about an imaginary axis arranged below the swing support 4.

[0047] Figure 11 A side view of a sixth exemplary embodiment of the swing support 4 according to the present invention is shown. The swing support 4 has reinforcing ribs 52 for strengthening. In the exemplary embodiment shown, the reinforcing ribs 52 are arranged on the sidewall of the swing support 4. Furthermore, the reinforcing ribs 52 are arranged in the region near the first end 10 of the swing support 4.

[0048] Figure 12 A bottom view of a seventh exemplary embodiment of the swing support according to the present invention is shown. The swing support 4 here has a three-dimensional profile 54, which also serves a reinforcing function.

[0049] Figure 13 A side view of an eighth exemplary embodiment of the swing support 4 according to the present invention is shown. In the illustrated exemplary embodiment, the swing support 4 has a localized weakening portion 56. The weakening portion 56 is designed as a recess in the body 40 of the swing support 4. In the illustrated exemplary embodiment, the weakening portion 56 is arranged on the lower side of the body 40 of the swing support 4. The weakening portion 56 is arranged in the central region of the body 40, but closer to the second end 12 than the first end 10.

[0050] Figure 14 A side view of a ninth exemplary embodiment of the swing support 4 according to the present invention is shown. The swing support 4 has a local weakening portion 56, similar to... Figure 13 The swing support member according to the eighth exemplary embodiment is shown. In the illustrated exemplary embodiment, a weakening portion 56 is arranged near the first end 10 of the swing support member 4. The weakening portion 56 is designed as a recess arranged on the lower side of the body 40 of the swing support member 4.

[0051] Figure 15 A side view of a tenth exemplary embodiment of the swing support 4 according to the present invention is shown. The swing support 4 has a reinforcing region 58, wherein the body 40 of the swing support 4 has a greater material thickness than the non-reinforcing region of the body 40, for example, it is made of a thicker metal plate. In the exemplary embodiment shown, viewed from the direction of travel, the reinforcing region 58 occupies approximately half of the body 40 of the swing support 4 arranged on the unit side.

[0052] Figure 16A bottom view of an eleventh exemplary embodiment of the swing support according to the invention is shown. The swing support 4, and particularly the body 40, has reinforcing flanges 60 on the lower edges of the sidewalls 44 and 46, which results in the desired stiffness of the body 40 of the swing support 4.

[0053] List of reference numerals

[0054] 1 Subframe

[0055] Unit 2

[0056] 4. Swing support

[0057] 6 bearings

[0058] 8 Bearing housing

[0059] 10 First end

[0060] 12 Second end

[0061] 14 bearings

[0062] 16-speed steering gear

[0063] 18 bolt connection

[0064] 20 motor vehicles

[0065] 22 body

[0066] 24 crew members

[0067] 26 walls

[0068] 28 contact areas

[0069] 30 strength

[0070] 32 forces

[0071] 34 forces

[0072] 36 rotations

[0073] 38 Alignment plane

[0074] 40 main bodies

[0075] 42 bolts

[0076] 44 sidewalls

[0077] 46 sidewalls

[0078] 48 Reinforced Plate

[0079] 50 Pre-determined bending points

[0080] 52 reinforcing ribs

[0081] 54 Outline

[0082] 56 Weakened Section

[0083] 58 Strengthened Area

[0084] 60 reinforced flange

[0085] 62 Ending Elements

[0086] 64 top walls

[0087] 100 subframes

[0088] Unit 102

[0089] 104 Swing Support

[0090] 106 bearing

[0091] 108 bearing housing

[0092] 110 First end

[0093] 112 Second end

[0094] 114 bearing

[0095] 116 steering gear

[0096] 118 bolt connection

[0097] 120 motor vehicles

[0098] 122 body

[0099] 124 crew members

[0100] 126 wall

[0101] 128 contact area

[0102] 130 force

[0103] 132 force

[0104] 138 Alignment Plane

[0105] 140 wheels

Claims

1. A swing support (4) for supporting a unit (2) arranged in the front region of a motor vehicle (20), having a first end (10) for connecting the swing support (4) to the unit (2), and a second end (12) arranged behind the first end (10) when viewed in the direction of travel, for connecting the swing support (4) to a subframe (1) fixed on the body (22) of the motor vehicle (20), wherein, The swing support (4) is designed to transmit the force acting on the first end (10) in the horizontal direction to the subframe (1) in the event of a frontal collision of the motor vehicle (20), so that the subframe (1) moves relative to the body (22) of the motor vehicle (20).

2. The swing support (4) according to claim 1, wherein, The force transmitted to the subframe (1) has a component in the vertical direction.

3. The swing support (4) according to any one of the preceding claims, wherein, The second end (12) of the swing support (4) is connected to the subframe (1) via a bearing (6), and the swing support (4) is designed such that, in the event of a frontal collision, it applies a torque on the bearing (6) about an axis transverse to the direction of travel.

4. The swing support (4) according to any one of the preceding claims, wherein, The stiffness of the swing support (4) in the horizontal plane extending parallel to the driving direction of the motor vehicle (20) is greater than the stiffness of the swing support (4) in the vertical plane extending parallel to the driving direction of the motor vehicle (20).

5. The swing support (4) according to any one of the preceding claims, wherein, The swing support (4) is designed to deform in a controlled and limited manner during the first collision phase and to transfer force to the subframe (1) during the second collision phase, with further deformation slowed or no further deformation.

6. The swing support (4) according to any one of the preceding claims, wherein the swing support (4) is designed such that when the magnitude of the force is below a first limit value, it does not deform when the force acts on the first end (10) in the direction of travel; when the magnitude of the force is above the first limit value and below a second limit value, it deforms in a limited manner when the force acts on the first end (10) in the direction of travel; and when the magnitude of the force is above the second limit value, it deforms only in an uncontrolled manner when the force acts on the first end (10) in the direction of travel.

7. The swing support (4) according to any one of the preceding claims, wherein, The swing support (4) has at least one reinforcing element arranged along the longitudinal axis of the swing support (4).

8. The swing support (4) according to any one of the preceding claims, wherein, The swing support (4) has at least one structural weakening part, which is used to cause a limited deformation movement of the swing support (4) when the force acting on the swing support (4) in the horizontal direction is higher than a predetermined limit value.

9. The swing support (4) according to any one of the preceding claims, wherein, The first end (10) and / or the second end (12) are connected to a bearing (6, 14) having a main bearing axis and a limited degree of motion in at least one further degree of freedom, or including such a bearing (6, 14).

10. A motor vehicle (20) having a swing support (4) according to any one of the preceding claims.

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