Motor vehicle with devices for suspending an exhaust system from the body of the motor vehicle

Abstract

Motor vehicle comprising a first component, which is an exhaust system (14) of the motor vehicle, a second component spaced apart from it, which is an underbody and / or another component of a body (10) of the motor vehicle, and several devices (20) for suspending the first component at several points on the second component, wherein the devices (20) each have a suspension (24) comprising a first bearing section (28) for support on the first component and a second bearing section for support on the second component, wherein the bearing sections (28) are connected to each other via a connecting section (36) which is subjected to tensile stress during suspension and is at least partially made of an elastomer, and wherein a stop element is provided which is arranged in the region of the connecting section (36),that it limits a deflection of at least one section of the connecting section (36) in at least one direction transverse to the longitudinal extension connecting the bearing sections (28), characterized in that the suspensions (24) of the individual devices (20) are adapted to the loads occurring locally due to the specific connection with respect to elasticity in the vertical direction of the motor vehicle, wherein the connecting section(s) (36) of the suspensions (24) have a non-constant cross-sectional area with respect to their longitudinal extensions.

Description

[0001] The invention relates to a motor vehicle with several devices that serve to attach an exhaust system, in particular to an underbody of the motor vehicle.

[0002] Several requirements are placed on the attachment of an exhaust system to the underbody of a motor vehicle. Firstly, it should be prevented as far as possible that vibrations of the exhaust system components, which are caused by their connection to the vehicle's combustion engine and by excitations from the vehicle's driving conditions, are transmitted to the underbody via the connection. The resulting noise and loss of comfort should thus be avoided or at least reduced. To achieve such vibration decoupling, the exhaust system is usually attached to the underbody using an elastic connection. For cost reasons, hangers or connecting elements made of an elastomer are generally used for this purpose.Besides the relatively low cost, one advantage of using elastomeric suspensions is the considerable damping effect resulting from the internal friction of the deformed elastomer under load.

[0003] Since such an elastic connection of an exhaust system to a vehicle's underbody requires relative mobility between these components, the exhaust system must be positioned at least in sections at a defined minimum distance from the underbody to prevent unwanted noise generation and / or damage to the components due to contact with each other. This minimum distance also typically serves to thermally decouple the underbody from the exhaust system components, which can become very hot during vehicle operation.

[0004] Due to the very limited installation space available, the minimum distances between an exhaust system and the underbody of a vehicle that supports it are generally dimensioned as small as possible. However, this should not negatively affect the vibration decoupling achieved through the connection.

[0005] It is known that for effective vibration decoupling, an elastic connection with respect to the vertical direction of the vehicle is particularly effective, while the connection with respect to the lateral direction of the vehicle is of rather subordinate importance, so that the minimum distances between the exhaust system and the underbody with respect to the lateral direction can be relatively small. Therefore, it is advantageous to design the hangers used for connecting the exhaust system to the underbody with a relatively high elasticity or a relatively low stiffness in the vertical direction of the vehicle, while simultaneously providing a relatively low elasticity or a relatively high stiffness in the lateral direction.For the most precise possible positioning of an exhaust pipe in a body opening that is as small as possible for optical reasons, a suitable connection of the exhaust system to the underbody of the vehicle is also important.

[0006] A hanger designed for connecting an exhaust system to the underbody of a motor vehicle and intended to meet these requirements is known from DE 44 17 651 C1. The hanger described therein has a Y-shape, with a pivot bearing element formed at each of the free ends of the three legs. The hanger is connected to the underbody of the motor vehicle by means of the two upper pivot bearing elements, whose axes of rotation, oriented in the transverse direction of the motor vehicle, lie in one plane and intersect at their midpoint at an angle of less than 180 degrees. The pivot bearing element of the lower leg, whose axis of rotation is coaxial or parallel to the transverse axis of the motor vehicle, serves to connect the hanger to the exhaust system.

[0007] Furthermore, DE 23 23 786 A discloses a connection of an exhaust pipe to the underbody of a motor vehicle by means of two meandering hangers made of spring steel.

[0008] Devices for attaching an exhaust system to the body of a motor vehicle are also known from DE 10 2014 005 286 B3, DE 10 2006 010 973 A1, DE 103 28 020 A1, DE 40 06 815 A1, EP 1 663 689 B1 and US 4 494 722 A.

[0009] The invention was based on the objective of suspending a component of an exhaust system of a motor vehicle in the most advantageous way possible from a second component, which may preferably be a component of an underbody of the motor vehicle.

[0010] This problem is solved in a motor vehicle according to claim 1. Advantageous embodiments of the motor vehicle according to the invention are the subject of further claims and / or will become apparent from the following description of the invention.

[0011] A motor vehicle according to the invention comprises at least a first component, a second component arranged at a distance from it, and several devices for suspending the first component from the second component. The first component is an exhaust system of the motor vehicle, through which exhaust gas produced during the combustion of a fuel-air mixture in an internal combustion engine of the motor vehicle is discharged. The second component is the underbody or another component of the body of the motor vehicle. The exhaust system can, for example, include a silencer, a catalytic converter, a particulate filter, and / or a simple exhaust pipe that serves solely to direct exhaust gases.

[0012] The devices each comprise at least one suspension, which includes a first bearing section for mounting on the first component and a second bearing section for mounting on the second component, wherein the bearing sections are connected to each other via a connecting section, which is subjected to tensile stress during suspension and is at least partially made of an elastomer (for example, EPDM or VMQ). Furthermore, the devices each comprise at least one stop element, which is arranged in the region of the connecting section in such a way that it limits the deflection of at least one section of the connecting section, or optionally the entire connecting section, in at least one direction that is transverse, preferably perpendicular, to the longitudinal extent connecting the bearing sections.

[0013] Such a device makes it possible to design the hanger, and in particular its connecting section, primarily with regard to advantageous deformability in its longitudinal direction, whereas the possibility of deformation of the connecting section in at least one direction transverse and preferably perpendicular to the longitudinal direction is limited by the stop element. In this way, it is particularly possible to realize a suspension of the first component on the second component that exhibits only low stiffness with respect to the longitudinal extent of the connecting section of the hanger, while at the same time the stiffness in at least one direction transverse to it is relatively high.A particular advantage of this is that it can be achieved by using a simple and therefore cost-effective design of the hanger made from a homogeneous elastomer, without the need to technically enhance such a hanger by, for example, a complex integration of textile or other reinforcing fibers with regard to achieving the highest possible transverse stiffness.

[0014] Particularly for cost reasons, it may therefore be provided that at least the connecting section of the hanger, preferably the entire hanger or at least a base body of the hanger, into which bearing elements made of another material, for example a metal, may optionally be integrated, is made entirely of elastomer and in particular of a single elastomeric material.

[0015] This design of the motor vehicle makes it possible to connect the exhaust system to the underbody of the motor vehicle by means of several devices that are spaced apart from each other with respect to the longitudinal extent of the exhaust system, whereby a relatively low stiffness or a relatively high elasticity (and also damping due to the design made of an elastomer) of the connection with respect to the vertical direction can be achieved, while at the same time, despite the simplest and most cost-effective design of the suspension, a relatively high stiffness or a relatively low elasticity of the connection transversely can be achieved due to the effect of the stop element.

[0016] The connecting section(s) of the devices of a motor vehicle according to the invention have non-constant cross-sectional dimensions with respect to their longitudinal extent(s). This enables a particularly precise adjustment of the elasticity of the suspension with respect to this longitudinal direction(s) of the connecting section(s) and consequently, in a motor vehicle according to the invention, with respect to the vertical direction of the motor vehicle, wherein, for example, a progressive or degressive spring characteristic can be provided.This makes it possible, in the motor vehicle according to the invention, in which the exhaust system is connected to the underbody of the motor vehicle and / or to another component of the body at several points and thus with several devices, to adapt the suspensions of the individual devices as precisely as possible to the loads occurring locally due to the specific connection, thereby achieving a particularly advantageous connection of the exhaust system to the body of the motor vehicle.

[0017] Since an elastically movable connection in the transverse direction of the vehicle may be of subordinate importance for effective vibration decoupling between an exhaust system and the underbody or body of the motor vehicle, a preferred embodiment of the motor vehicle according to the invention may provide that the stop element limits a deflection of at least one section of the connecting section in the transverse direction of the motor vehicle, preferably in a direction that is coaxial or parallel to the transverse axis of the motor vehicle.

[0018] The "vertical direction" of the motor vehicle is understood to be a direction that is preferably coaxial or parallel with respect to the vertical axis of the motor vehicle (passing through the center of gravity of the motor vehicle), but at least forms an angle of less than 45°, preferably less than 30°, and particularly less than 15° with the vertical axis. Accordingly, the "transverse direction" of the motor vehicle is understood to be a direction that is preferably coaxial or parallel with respect to the transverse axis of the motor vehicle (passing through the center of gravity of the motor vehicle), but at least forms an angle of less than 45°, preferably less than 30°, and particularly less than 15° with the transverse axis. According to the invention, the "longitudinal direction" is defined accordingly with respect to the longitudinal axis of the motor vehicle (passing through the center of gravity).

[0019] According to a preferred embodiment of the devices, the first bearing section and / or the second bearing section (each) may have a rotary bearing element that (each) allows rotation of the suspension relative to the first or the second component about at least one, preferably exactly one (single) axis of rotation, wherein the stop element is arranged such that it limits deflection of the connecting section in at least one of the directions, preferably in the two directions, defined by the axis(es) of rotation. Such an embodiment of the devices, when integrated into a motor vehicle according to the invention, allows the axis(es) of rotation to be aligned in the transverse direction of the motor vehicle (preferably coaxially or parallel to the transverse axis).Consequently, in particular, a connection of the exhaust system or at least a component thereof to the underbody of the vehicle can be realized, which is characterized not only by a relatively low stiffness in the vertical direction of the vehicle and a relatively high stiffness in the transverse direction of the vehicle, but also by the freest possible movement in the longitudinal direction of the vehicle, whereby this longitudinal movement is not or at least not exclusively based on a deformation of the suspension, but rather on a rotation of the suspension relative to the exhaust system and / or to the underbody.

[0020] In order to achieve a load on the hanger that is as symmetrical as possible with respect to the axis(s) of rotation in such a device, a further preferred embodiment may provide that a first connecting section and a second connecting section spaced apart from it are provided, both of which connect the bearing sections and which are arranged on different sides with respect to the axis(s) of rotation.

[0021] In particular, to achieve the simplest and therefore most cost-effective design of the devices, the stop element can be incorporated into a bearing section that interacts with the first or second bearing section, the bearing section also having a fastening element for attachment to the first or second component. This makes it possible, in particular, to make the suspension of the devices entirely of elastomer, while the stop element can advantageously be made of another material, especially metal, for example steel or a light metal (e.g., aluminum), or plastic, especially a plastic reinforced with fibers (e.g., glass or carbon fibers) (as preferably the entire bearing section).In this way, a particularly rigid design of the stop element can be advantageously achieved, which can be beneficial with regard to the intended support of the connecting section(s) of the hanger in at least one direction transverse to the longitudinal extent of the hanger.

[0022] In a further preferred embodiment of the devices, it can also be provided that the stop element rests against the stop element at least in the unloaded state, and optionally also in the statically loaded state through the suspension, thereby enabling a substantially direct support of the connecting section(s) of the suspension on the stop element and thus a particularly high stiffness with respect to deflection in the direction(s) caused by the stop element.

[0023] The indefinite articles (“a”, “an”, “one”, and “ones”), particularly in the patent claims and in the description generally explaining the patent claims, are to be understood as such and not as numerals. Accordingly, components specified by these articles are to be understood as existing at least once and potentially existing multiple times.

[0024] The invention is explained in more detail below with reference to exemplary embodiments illustrated in the drawings. The drawings show, in a partially schematic representation: Fig. 1: A motor vehicle according to the invention in a top view; Fig. 2: a first embodiment of a device for use in a motor vehicle according to the Fig. 1, in a perspective view; Fig. 3: the device in a first side view; Fig. 4: the device in a top view; Fig. 5: the device in a second, partially cut-away side view; Fig. 6: A bearing part of the device in a view from below; Fig. 7: the hanger of the device in a perspective view; Fig. 8: the hanger in a side view; Fig. 9: a section through the hanger along the section plane IX - IX in the Fig. 8; Fig. 10: a second embodiment of a device for use in a motor vehicle according to the Fig. 1, in a first side view; Fig. 11: the device according to the Fig. 10 in a second side view; Fig. 12: a third embodiment of a device for use in a motor vehicle according to the Fig. 1, in a first side view; Fig. 13: the device according to the Fig. 12 in a second side view; Fig. 14: a fourth embodiment of a device for use in a motor vehicle according to the Fig. 1, in a first side view; Fig. 15: the device according to the Fig. 14 in a second side view; and Fig. 16: a fifth embodiment of a device for use in a motor vehicle according to the Fig. 1, in a first side view; Fig. 17: the device according to the Fig. 16 in a second side view.

[0025] The Fig. Figure 1 shows a motor vehicle according to the invention in a top view. The motor vehicle comprises a body 10 and an internal combustion engine 12, which is arranged in an engine compartment of the body 10 and serves to directly or indirectly generate propulsion power for the motor vehicle. The internal combustion engine 12 can be designed in the usual way as a reciprocating piston engine, for example, operating according to the Otto or Diesel principle. During operation of the internal combustion engine 12, exhaust gas is generated as a result of the combustion of a fuel-air mixture in combustion chambers of the internal combustion engine 12, which is to be discharged at least partially to the environment via an exhaust system 14.

[0026] Several functional components can be integrated into the exhaust system 14, which serve in particular to purify exhaust gases and to dampen operating noise from the combustion engine 12 radiated into the environment via the exhaust gas. Fig. Figure 1 shows an example of the integration of an exhaust aftertreatment system 16, which can also consist of several functional components that can be integrated into the exhaust stream 14 at intervals from each other and which primarily serves to purify exhaust gases. The exhaust aftertreatment system 16 can, for example, include one or more catalysts and / or particulate filters. Fig. Figure 1 further shows an example of a silencer 18, for instance a muffler, which primarily serves to reduce the transmission of operating noise from the internal combustion engine 12 via the exhaust gas. The internal combustion engine 12 is connected to the exhaust aftertreatment system 16 and the exhaust aftertreatment system 16 to the silencer 18 via simple exhaust pipes, which essentially serve only to guide the exhaust gas.

[0027] Defined distances are provided for the arrangement of the exhaust system 14 relative to an underbody and other components of the motor vehicle in order to ensure, on the one hand, a sufficiently large relative mobility for vibration decoupling between the exhaust system 14 and the body 10, and on the other hand, in particular to thermally decouple the underbody of the motor vehicle from the exhaust system 14, which becomes very hot at least in sections during operation of the motor vehicle.In this process, the exhaust system 14 is connected to the underbody at the intended intervals or distance ranges by a suitable suspension, which is to be characterized by a relatively high elasticity or a relatively low stiffness in the vertical direction of the vehicle, at the same time by a relatively low elasticity or a relatively high stiffness in the transverse direction of the vehicle and also by a high degree of mobility in the longitudinal direction of the vehicle.

[0028] These requirements for the suspension of the exhaust system 14 are advantageously met by the use of several devices 20, as, for example, in a first embodiment in the Fig. The number 2 to 9 shown is reached.

[0029] The device 20 according to the Fig. Sections 2 to 9 comprise a multi-part, specifically two-part, bearing element 22 made of, for example, steel, a light metal, or plastic, and a hanger 24 made entirely of a single elastomeric material. This hanger is subjected to tensile stress due to the weight of the exhaust system 14 when it is connected to the underbody. The bearing element 22 serves, firstly, to fasten the device 20 to a corresponding mounting section of the underbody or another component of the vehicle. For this purpose, it incorporates a fastening element in the form of a through-hole 26, which accommodates a screw (not shown) through which the bearing element 22, and thus the device 20, can be screwed to the corresponding mounting section.

[0030] The bearing part 22 comprises a mounting section and a receiving section extending approximately perpendicularly from the mounting section, which serves, among other things, for the rotatable mounting of one of two bearing sections 28 of the hanger 24. For this purpose, the receiving section comprises two support walls 30 aligned essentially parallel to each other, to each of which a bearing bolt 32 is attached (see in particular Fig. 6) The free ends of the bearing bolts 32, which are essentially coaxial to each other, come into near contact, with the two bearing bolts 32 together forming a rotary bearing element which interacts with a rotary bearing element of the associated bearing section 28 of the hanger 20, which is designed in the form of a through opening 34.

[0031] In order to insert the bearing bolts 32 into the through-opening 34 of the corresponding bearing section 28 of the hanger 20 during assembly of the device, the bearing part 22 is designed in two parts, with each bearing bolt 32, together with the associated support wall 30 and a corresponding section of the fastening section, forming a sub-component of the bearing part 22. The two sub-components are held fixed relative to each other when the bearing part 22, and thus the device 20, is bolted to the underbody of the motor vehicle using the through-opening 26 of the bearing part 22.

[0032] As can be seen in particular from the Fig. 7 and Fig. As shown in Figure 8, the essentially symmetrical hanger 24 comprises two identically designed, mirror-image bearing sections 28, which are connected to each other by two identically designed, mirror-image connecting sections 36, wherein the axes of rotation 38 of the two bearing sections 28, which are aligned coaxially to the longitudinal axes of the through-holes 34 serving as rotary bearing elements, are arranged centrally with respect to the connecting sections 36.

[0033] When using the in the Fig. Device 20 shown in Figures 2 to 9 for connecting an exhaust system 14 to the body 10 of a motor vehicle according to the Fig. 1. For example, a simple bearing bolt (not shown), extending from a component of the exhaust system 14 in an approximately horizontal direction, can be rotatably arranged in the through-opening 34 of the bearing section 28 provided for connection with this component. Alternatively, it is also possible, for example, to use an (additional) bearing part 22, as shown in the Fig. Figures 2 to 7 are shown for interaction with one bearing section 28, and are also to be provided for interaction with the second bearing section 28.

[0034] As can be seen in particular from the Fig. 5, Fig. 8 and Fig. As shown in Figure 9, the connecting sections 36 each exhibit a non-constant cross-sectional size along their longitudinal extents, with the cross-sectional sizes being smallest in the area of ​​the transitions to the two bearing sections 28 and largest in the midpoint between these transitions. This change in cross-sectional size is due, firstly, to a non-constant width (see in particular the Fig. 5 and Fig. 9) as well as a non-constant depth (see in particular Fig. 8) of the connecting sections 36, wherein both the width and the depth of the connecting sections 36 increase from the transitions to the intermediate midpoints.

[0035] As can be seen in particular from the Fig. 5, the supporting walls 30 are dimensioned with respect to their longitudinal extensions such that, in the unloaded state of the device 20 or the hanger 24, they extend to approximately the midpoints of the connecting sections 36 of the hanger 24, whereby the connecting sections 36, due to their increasing widths, also extend the free ends of the supporting walls 30 at least in the area shown in the Fig. Contact us in the uncontaminated state shown in section 5.

[0036] The support walls 30 of the bearing section 22 serve as a stop element, limiting the deflection of the connecting sections 36 in the two directions defined by the axes of rotation 38. When using the [material / structure] in the Fig. Device 20 shown in Figures 2 to 9 for connecting an exhaust system 14 to the body 10 of a motor vehicle according to the Fig. 1 preferably provided that the axes of rotation 38 are aligned as parallel or coaxially as possible to the transverse axis 40 of the motor vehicle. The interaction of the connecting sections 36 of the hanger 24 with the support walls 30 of the bearing part 22, which serve as stop elements, consequently results in a relatively low elasticity or a relatively high stiffness of the connection of the exhaust system 14 with respect to the transverse direction of the motor vehicle, because for a deformation of the hanger 24, not the entire length of the connecting sections 36 primarily intended for deformation is available, but only approximately half of this length, which leads to a corresponding increase in the spring stiffness of the hanger 24 acting in this direction.

[0037] The deformability of the suspension 24 and in particular of the connecting sections 36 provided as deformation elements in the direction of their longitudinal extensions and thus with respect to the vertical direction (cf. vertical axis 42 in the Fig. 1) The movement of the vehicle is not obstructed by the load-bearing walls 30, resulting in a relatively high elasticity or relatively low stiffness for the corresponding connection of the exhaust system 14 to the vehicle body 10. This can have a positive effect on vibration decoupling between the exhaust system 14 and the vehicle body 10. Relative movement that would lead to an increasing separation of the bearing sections 28 is essentially limited only by the elastic restoring effect of the connecting sections 36, while relative movement that would lead to an increasing approximation of the bearing sections 28 is additionally limited by stop projections 44 formed by the bearing sections 28.This is intended to allow a relatively high elasticity in the direction along the vertical axis 42 of the motor vehicle that leads to a removal of the exhaust system 14 from the underbody over a relatively large distance, while in the opposite direction this should only be permitted over a relatively small distance in order to avoid the exhaust system 14 coming too close to the underbody and, in particular, contact between these components.

[0038] Regarding the longitudinal direction of the motor vehicle (see longitudinal axis 46 in the Fig. 1) The device does not substantially impede relative mobility between the exhaust system 14 and the body 10 as a result of the rotatable mounting of the bearing sections 28 on both the bearing part 22 and thus the body 10 as well as on the exhaust system 14 about the axes of rotation 38 which are aligned as parallel as possible to the transverse axis 40.

[0039] The Fig. Figures 10 to 17 show, in highly simplified illustrations, four further possible embodiments of devices 20, each comprising a bearing part 22, which is intended for attachment to an underbody or to a component of an exhaust system 14 of a motor vehicle, and a hanger 24 rotatably connected to the bearing part 22 about a pivot axis 38. The hanger 24 comprises two bearing sections 28 and one or two (in the case of the addition shown with dashed lines) connecting the bearing sections 28 to one another. The bearing parts 22 of these devices 20 also have support walls 30 serving as stop elements, which project to approximately the midpoints of the longitudinal extensions of the connecting sections 36 (although other dimensions of the support walls 30 are possible).

[0040] The designs according to the Fig. 10 to 17 differ primarily in the shape of the connecting sections 36, whereby non-constant cross-sectional sizes are provided along the longitudinal extensions of the connecting sections 36.

[0041] In the design according to the Fig. 10 and Fig. 11 The width of the connecting section(s) 36 decreases from the transitions to the bearing sections 28 to the (respective) center, while the depth increases.

[0042] In the design according to the Fig. 12 and Fig. In section 13, this is exactly the opposite.

[0043] In the design according to the Fig. 14 and Fig. In contrast, 15 provides that the width of the connecting section(s) 36 decreases continuously and non-linearly from the transition to one bearing section 28 to the transition to the other bearing section 28 mounted in the bearing part 22, while the depth in this longitudinal direction of the connecting section(s) 36 increases linearly.

[0044] In contrast, the design according to the Fig. 16 and Fig. 17 provided that the width of the connecting section(s) 36 decreases continuously and non-linearly from the transition to the bearing section 28 mounted in the bearing part 22 until the transition to the other bearing section 28 (whereby the overall width is greater over the entire course than in the design according to the Fig. 14 and Fig. 15), while the depth in this longitudinal direction of the connecting section(s) 36 increases linearly. REFERENCE MARK LIST 10 Bodywork 12 Internal combustion engine 14 Exhaust system 16 Exhaust aftertreatment system 18 silencers 20 Device for suspending a first component from a second component 22 Bearing part 24 hangers 26 Through opening of the bearing part 28 Bearing section of the hanger 30 load-bearing wall 32 bearing bolts 34 Through opening of the bearing section of the hanger 36 Connecting section of the hanger 38 Axis of rotation of the bearing section 40 Transverse axis of the motor vehicle 42 Vertical axis of the motor vehicle 44 stop lead 46 Longitudinal axis of the motor vehicle

Claims

[1] Motor vehicle comprising a first component, which is an exhaust system (14) of the motor vehicle, a second component spaced apart from it, which is an underbody and / or another component of a body (10) of the motor vehicle, and several devices (20) for suspending the first component at several points on the second component, wherein the devices (20) each have a suspension (24) comprising a first bearing section (28) for support on the first component and a second bearing section for support on the second component, wherein the bearing sections (28) are connected to each other via a connecting section (36) which is subjected to tensile stress during suspension and is at least partially made of an elastomer, and wherein a stop element is provided which is arranged in the region of the connecting section (36),that it limits a deflection of at least one section of the connecting section (36) in at least one direction transverse to the longitudinal extension connecting the bearing sections (28), characterized by , that the suspensions (24) of the individual devices (20) are adapted to the loads occurring locally due to the specific connection with respect to elasticity in the vertical direction of the motor vehicle, wherein the connecting section(s) (36) of the suspensions (24) have a non-constant cross-sectional size with respect to their longitudinal extensions. [2] Motor vehicle according to claim 1, characterized by, that the first bearing section (28) and / or the second bearing section (28) has a pivot bearing element that allows the hanger (24) to rotate relative to the first or the second component about at least one axis of rotation (38), wherein the stop element is designed and arranged such that it limits a deflection of the connecting section (36) in at least one of the directions defined by the axis of rotation (38). [3] Motor vehicle according to claim 2, characterized by , that the stop element is designed and arranged in such a way that it limits a deflection of the connecting section (36) in the two directions defined by the axis of rotation (38). [4] Motor vehicle according to claim 2 or 3, characterized by a first connecting section (36) and a second connecting section (36) spaced apart from it, which are arranged on different sides with respect to the axis of rotation (38). [5] Motor vehicle according to any one of the preceding claims, characterized by , that the stop element is part of a bearing part (22) that interacts with the first bearing section (28) or the second bearing section (28), which also has a fastening element for attachment to the first or the second component. [6] Motor vehicle according to any one of the preceding claims, characterized by , that the connecting section (36) rests against the stop element in the unloaded state. [7] Motor vehicle according to any one of the preceding claims, characterized by , that the stop element limits a deflection of at least one section of the connecting section (36) in the transverse direction of the motor vehicle. [8] Motor vehicle according to claim 2 or any of the claims dependent on claim 2, characterized by , that the axis of rotation (38) is aligned in the transverse direction of the motor vehicle.

Images