SOCKET

Description

[0001] The invention relates to a bushing according to the preamble of claim 1, a chassis and / or an assembly with such a bushing according to claim 11 and a vehicle with such a chassis and / or with such an assembly according to claim 12.

[0002] In the field of vibration-damping devices, elastomer bushings are well-known, among other things, for use as chassis mounts. These are usually designed either as conventional rubber-metal bushings or as hydraulic bushings, also called hydro bushings. In each case, an inner part of the bushing is connected radially to an outer part via an elastic suspension spring or a pair of elastic suspension springs spaced apart in the longitudinal direction, so that both radial and longitudinal movements, as well as torsional forces, can be absorbed in an elastically damping manner.

[0003] Such bushings, and in particular hydraulic bushings, can be equipped with stops to limit the maximum travel of the spring deflection in the radial direction, i.e., the spring travel. A distinction is made between internal and external stops, with the internal stops being arranged longitudinally between the suspension springs or within the fluid chambers, and the external stops being arranged outside.

[0004] The stops usually consist of a strength member, which is fixedly connected to the inner part or the outer part, and a rubber layer, which covers the strength member from the environment, such as the fluid chamber.

[0005] The stop or its rubber layer can come into contact with the opposite inner or outer part in the radial direction and thereby limit the maximum radial deflection.

[0006] The disadvantage here is that in the case of maximum radial deflection, e.g., due to braking, high torsional forces can also occur simultaneously due to the deflection of the wheels. Due to the resulting torsional stresses combined with high radial stress, the stop or its rubber layer can be abraded or even sheared off on the opposite inner or outer part. This can lead to wear or accelerated wear and even destruction of the stop.

[0007] Another disadvantage of external stops is that they generally require a relatively large amount of space, which can compromise the size of the working chamber, especially in the longitudinal direction. This can lead to poorer performance in terms of damping properties.

[0008] A general disadvantage of internal stops is that the available space in the longitudinal direction between the elastic suspension springs is usually limited. This can result in very high surface pressure for the rubber coating of the stop.

[0009] Furthermore, internal stops are usually designed to be connected to the inner part, which is usually made of metal. To improve the connection, the inner metal part can have raised portions, which require either a die-cast part or a tube with an overmolded stop contour. A disadvantage of manufacturing as a die-cast part is that this can increase the weight of the inner part, which can adversely affect the damping properties of the bushing. A disadvantage of manufacturing as a tube with an overmolded stop contour is that this can make production more complex.

[0010] If the inner part is made of steel to absorb high torsional forces, this can result in the stop contour being formed separately and then firmly bonded to the stop to reduce weight and / or cost. However, this can require a complex process for molding a plastic or die-cast contour and also compromise the corrosion protection.

[0011] GB 2 381 846 A describes a hydraulically damped mounting device with first and second anchor parts, the anchor parts each being a tube and a sleeve and connected by resilient walls which are axially spaced to define a space within the sleeve. The space is divided by two axial walls into two chambers for hydraulic fluid. A passageway provides fluid communication between the two chambers. The sleeve partially defines the outer periphery of the passageway, which passageway is closed by a fixing ring to which the resilient wall is fixed. Thus, the fixing ring is connected to the sleeve at two spaced-apart locations on the sleeve, the radially inner part of which extends axially inwardly from the periphery of the passageway which is axially furthest from the center of the mount.

[0012] FR 2 819 301 A1 describes a connecting element comprising an inner body intended to be attached to a suspended component, a coaxial outer frame attached to a chassis, and a molded elastomer block in the space between them, forming two fluid-filled chambers. The inner body and the outer frame are formed into a channel connecting the chambers, e.g., in the form of a circumferential channel in the inner body. The outer frame is designed as a tubular element with ends bent over after filling for crimping to the inner body.

[0013] DE 11 2013 005 260 T5 describes a vibration damping device comprising an inner cylinder, an outer cylinder spaced apart on the outer diameter side of the inner cylinder, a rubber-elastic body disposed between the inner cylinder and the outer cylinder to elastically connect the inner cylinder and the outer cylinder, and an intermediate plate embedded in the rubber-elastic body. A plurality of cutout portions are formed in the intermediate plate, which are disposed on both end faces in the axial direction of the outer cylinder for connecting a rubber-elastic inner side body and a rubber-elastic outer side body. At least one of the cutout portions is arranged to overlap on a region lying between two parallel imaginary planes adjacent to the outer peripheral surface of the inner cylinder.

[0014] EP 0 199 240 A2 describes a preloadable and hydraulically damped bearing element with an outer bearing sleeve and an inner part held by an elastomer body. The elastomer body has chambers above and below the inner part as a mechanical suspension space, which are filled with a hydraulic fluid and communicate with each other via a channel. For amplitude-dependent damping of occurring vibrations, the invention provides that the bearing element has end caps made of elastically deformable, elastomeric material, which form the channel with a variable cross-section between themselves and the elastomer body extending approximately radially to both sides from the inner part, at least on one end face.

[0015] An object of the present invention is to provide a bushing of the type described above with an improved service life of the stop. In particular, the abrasion of the stop is to be reduced. This is to be achieved as simply and / or cost-effectively as possible. In particular, a large stop surface is to be enabled. In particular, such a bushing is to be created with additional options for adjusting the stop characteristic and / or with additional gimbal flexibility of the stop. At the very least, an alternative to known bushings is to be provided.

[0016] The object is achieved according to the invention by a bushing having the features according to claim 1, by a chassis and / or by an assembly having the features according to claim 11, and by a vehicle having the features according to claim 12. Advantageous further developments are described in the subclaims.

[0017] The present invention thus relates to a bushing according to the preamble of claim 1. Such bushings are known from the prior art and have the disadvantages described above.

[0018] In order to overcome these disadvantages, according to the invention the stop element is elastically connected to the inner part or to the outer part in such a way that the stop element can be elastically twisted relative to the inner part or relative to the outer part.

[0019] The degree of this possible torsion is designed in such a way that in case of contact of the

[0020] Stop element with the inner part or the outer part, the relative torsion between the inner part and the outer part can be absorbed at least as far as possible, preferably as completely as possible, by the elastic connection of the stop element.

[0021] In other words, the stop element can contact the inner or outer part and, in the event of a subsequent torsion between the inner and outer parts, can largely or completely absorb these torsional forces through its elastic connection, so that only minimal or even no relative movement occurs between the stop element and the contacted inner or outer part at the contact point. This allows the torsional load on the stop element to be reduced or completely eliminated, thus extending the service life of the stop element.

[0022] Another advantage is that the elastic connection between the stop element and the inner or outer part can also absorb gimbal loads, as the stop element can adapt better to these movements or loads. This can also increase the service life of the stop element.

[0023] According to one aspect of the present invention, the stop element is connected to the inner part or to the outer part via an elastic connecting layer, at least in sections, preferably over the entire surface. The thickness of the connecting layer, i.e., the radial extent of the connecting layer, is to be dimensioned such that the previously described advantageous effect of torsion absorption can be achieved by the connecting layer. For this purpose, the connecting layer can be provided in sections between the stop element and the inner part or the outer part, provided this is sufficient to achieve the desired effect.

[0024] Preferably, the connecting layer is provided over the entire surface between the stop element and the inner or outer part, respectively, in order to distribute the torsional forces to be absorbed as evenly as possible across the connecting layer. This can increase the service life of the connecting layer.

[0025] Another advantage is that the bonding layer can provide acoustic decoupling. This can prevent or at least reduce the penetration or transmission of an acoustic signal into the vehicle structure.

[0026] According to the present invention, the stop element has, at least in sections, preferably over its entire surface, an elastic outer layer that is radially aligned in the direction of the spring travel. This allows for elastic damping and thus also elastic absorption of torsional forces on the side of the stop element that radially faces the contact with the inner part or outer part. This can distribute the torsional load across both elastic layers and reduce the elastic connection between the stop element and the inner part or outer part, so that the elastic connection can last longer.

[0027] According to the present invention, the elastic outer layer has a structure, preferably in the form of radial projections, which is designed to deform elastically upon contact. This can improve the absorption of contact forces and, in particular, torsional forces. According to a further aspect of the present invention, the stop element is formed essentially in the direction of the spring travel from two diametrically opposed stop regions. In this way, the effect of the stop element can be applied more intensively in this spatial direction.

[0028] According to a further aspect of the present invention, the stop element is designed to be narrower substantially perpendicular to the direction of spring travel. This prevents the stop element from acting in this spatial direction. Furthermore, this allows a space to be created within the bushing, for example, to accommodate the fluid-filled chambers of a hydraulic bushing.

[0029] According to a further aspect of the present invention, the inner part and the stop element are made of different materials. This allows the damping behavior of the bushing to be influenced. In particular, the inner part and the stop element can be designed and optimized differently depending on the respective materials. This can also potentially reduce material and / or manufacturing costs. The product weight can also be positively influenced by this flexibility in the material selection and in the design of the inner part and stop element components.

[0030] According to a further aspect of the present invention, the inner part is made of steel or aluminum, and the stop element is made of plastic. This allows the inner part to absorb high loads, while the stop element can be made comparatively lightweight.

[0031] According to a further aspect of the present invention, the stop element has at least one passage, preferably a plurality of passages, which preferably extend substantially, particularly preferably completely, in the longitudinal direction. In this way, the weight of the stop element can be reduced without significantly reducing its stability. Furthermore, a better connection between the stop element and its elastic connection can be established in that the elastic connecting material can penetrate the passage. If the passage is designed to be straight in the longitudinal direction, this can simplify production, for example, as an injection-molded part or by means of a bore.

[0032] According to a further aspect of the present invention, at least one passage is arranged in a first stop region and at least one passage is arranged in a second stop region. In this way, the most uniform connection possible can be established between the stop element and its elastic connection.

[0033] According to a further aspect of the present invention, at least one first chamber and one second chamber are formed between the inner part and the outer part, with the two chambers being connected to each other in a media-conducting manner. This allows for additional damping of the bushing.

[0034] According to a further aspect of the present invention, the two chambers are filled with a fluid. This allows the present invention to be applied to a hydraulic bushing.

[0035] The present invention also relates to a chassis or assembly with at least one bushing as described above. In this way, the above-described properties and advantages of a bushing according to the invention can be applied to a chassis and / or assembly.

[0036] The present invention also relates to a vehicle with a chassis and / or with an assembly as described above. In this way, the previously described properties and advantages of a chassis and / or assembly according to the invention can be applied to a vehicle.

[0037] An embodiment and further advantages of the invention are explained below in conjunction with the following figures. Therein: Fig. 1 is a schematic representation of a longitudinal section through a bushing according to the invention from the side; and Fig. 2 is a schematic representation of a cross section A through a bushing according to the invention.

[0038] A socket 1 according to the invention is shown in the Fig. 1 and 2 represented in the Cartesian coordinates of a longitudinal direction X, which can also be referred to as the axial direction X, a transverse direction Y and a vertical direction Z. The transverse direction Y can also be referred to as the width Y and the vertical direction Z can also be referred to as the height Z. The bushing 1 has a longitudinal axis L, to which a radial direction R is oriented perpendicularly. A circumferential direction U runs around the longitudinal axis L.

[0039] The bushing 1 has an inner part 10 in the form of an inner sleeve 10. The bushing 1 further has an outer part 11 in the form of an outer sleeve 11. At the height Z, an elastomeric support spring 12 is arranged between the inner sleeve 10 and the outer sleeve 11, which elastically connects the inner sleeve 10 and the outer sleeve 11 in the radial direction R, cf. e.g. Fig. 1 . The elastomeric suspension spring 12 has a left suspension spring wall 12a and a right suspension spring wall 12b in the longitudinal direction X.

[0040] Two fluid-filled chambers 13, 14 are formed by the two support spring walls 12a, 12b in the longitudinal direction X as well as by the inner sleeve 10 and the outer sleeve 11 in the radial direction R, which are connected to each other in a fluid-conducting manner (not shown) and serve for the fluidic damping of the bushing 1. The first upper fluid chamber 13 is arranged at a height Z above the second lower fluid chamber 14, see e.g. Fig. 2. The two fluid chambers 13, 14 are separated from each other by two horizontally extending chamber walls 15.

[0041] On the inner sleeve 10 side, a stop element 16 is arranged within the two fluid chambers 13, 14. This stop element extends radially away from the inner sleeve 10 and thereby limits the spring travel D in the radial direction R by allowing the radially outer edge of the stop element 16 to come into contact with the inside of the outer sleeve 11. To reduce the weight of the bushing 1, the stop element 16 is made of plastic. The inner sleeve 10 is made of steel in order to be able to absorb higher loads. The inner sleeve 10 has knurled teeth on its front side to prevent twisting when installed (not shown).

[0042] The stop element 16 is embedded in the elastic material of the suspension spring 12 in the longitudinal direction X between the two suspension spring walls 12a, 12b and is completely surrounded by it. In this way, the stop element 16 is elastically connected to the inner sleeve 10 via the elastic material of the suspension spring 12 as an elastic connecting layer 17a. The thickness of the elastic connecting layer 17a is dimensioned in such a way, i.e. in the radial direction R, that upon contact of the stop element 16 with the inside of the outer sleeve 11, possible torsional loads relative between the inner sleeve 10 and the outer sleeve 11 can be absorbed as completely as possible by the elastic connecting layer 17a. This can relieve the stop element 16 of torsional loads and thereby increase its service life. Furthermore, the connecting layer 17a effects acoustic decoupling, i.e.This can prevent or at least reduce the penetration or transmission of an acoustic signal into the vehicle structure.

[0043] The elastic material of the support spring 12 further surrounds the stop element 16 in such a way that an elastic outer layer 17b of the stop element 16 is also formed, which makes contact with the inner side of the outer sleeve 11. This also allows torsional loads to be elastically absorbed. To improve this, the elastic outer layer 17b of the stop element 16 has a structure 19 in the form of radial projections 19, which can deform elastically and thus effectively absorb loads.

[0044] The stop element 16 has a first stop region 16a, which is at the upper end at height Z, and a second stop region 16b, which is at the lower end at height Z, so that the bushing 1 essentially has an effect of the stop element 16 at height Z. Transversely thereto, i.e., in the transverse direction Y, no stop effect occurs. The two fluid chambers 13, 14 are essentially arranged in this region.

[0045] The two stop regions 16a, 16b each have a plurality of passages 18 extending in the longitudinal direction X and penetrated by the elastic material of the support spring 12. This allows for a more durable connection between the elastic material of the support spring 12 and the stop element 16.

[0046] In this way, according to the invention, a bushing 1 with an improved service life of the stop element 16 can be created. In particular, the abrasion of the stop element 16 can be reduced. This is achieved simply and cost-effectively. At the same time, a comparatively large stop surface can be created. Such a bushing 1 also offers additional options for adjusting the stop characteristic and additional gimbal flexibility of the stop element 16. List of reference symbols (part of the description)

[0047] ACross section DSpring travel in radial direction R LLongitudinal axis Rradial direction UCircumferential direction XAxial direction; Longitudinal direction YTransverse direction; Width ZVertical direction; Height 1 (hydraulic damping) bushing 10 inner part; inner sleeve 11 outer part; outer sleeve 12 elastomeric suspension spring 12 a left suspension spring wall 12 b right suspension spring wall 13 first (upper) (fluid) chamber 14 second (lower) (fluid) chamber 15 chamber wall between first chamber 13 and second chamber 14 16 stop element 16 a first (upper) stop area of ​​the stop element 16 16 b second (lower) stop area of ​​the stop element 16 17 a elastic connecting layer 17 elastic outer layer 18 (longitudinal passages of the stop element 16 19 structuring or radial projections of the first stop area 16a or the second stop area 16b

Claims

1. Bushing (1), preferably a hydraulic bushing (1), having an inner part (10), an outer part (11), at least one supporting spring (12) which connects the inner part (10) and the outer part (11) radially to one another, and at least one stop element (16) which is arranged between the inner part (10) and the outer part (11), is connected to the inner part (10), and is embodied in such a way that the stop element (16) can limit the radial spring travel (D) between the inner part (10) and the outer part (11) in a predetermined fashion, wherein the stop element (16) is elastically connected to the inner part (10) in such a way that the stop element (16) can be elastically twisted relative to the inner part (10), characterized in that the stop element (16) has, at least in certain sections, and preferably over the entire surface, an elastic outer layer (17b) which is oriented radially in the direction of the spring travel (D), and in that the elastic outer layer (17b) has structuring (19), which is preferably in the form of radial projections (19) and is designed to deform elastically on contact.

2. Bushing (1) according to Claim 1, characterized in that the stop element (16) is connected to the inner part (10) via an elastic connecting layer (17a), at least in certain sections, and preferably over an entire surface.

3. Bushing (1) according to either of the preceding claims, characterized in that the stop element (16) is formed substantially in the direction of the spring travel (D), from two stop regions (16a, 16b) which lie diametrically opposite one another.

4. Bushing (1) according to one of the preceding claims, characterized in that the stop element (16) is made narrower substantially perpendicularly with respect to the direction of the spring travel (D).

5. Bushing (1) according to one of the preceding claims, characterized in that the inner part (10) and the stop element (16) are composed of different materials.

6. Bushing (1) according to Claim 5, characterized in that the inner part (10) is composed of steel or of aluminium and the stop element (16) is composed of plastic.

7. Bushing (1) according to one of the preceding claims, characterized in that the stop element (10) has at least one passage (18), preferably a multiplicity of passages (18), which extends / extend preferably substantially, and particularly preferably entirely, in the longitudinal direction (X).

8. Bushing (1) according to Claim 6, characterized in that at least one passage (18) is arranged in a first stop region (16a), and at least one passage (18) is arranged in a second stop region (16b).

9. Bushing (1) according to one of the preceding claims, characterized in that at least one first chamber (13) and one second chamber (14) are embodied between the inner part (10) and the outer part (11), wherein the two chambers (13, 14) are connected to one another in a media-conducting fashion.

10. Bushing (1) according to Claim 9, characterized in that the two chambers (13, 14) are filled with a fluid.

11. Chassis or assembly having at least one bushing (1) according to one of Claims 1 to 10.

12. Vehicle having a chassis and / or an assembly according to Claim 11.