Support element, engine support device and method for manufacturing a support element

Abstract

The invention relates to a support element for supporting a motor vehicle engine on a motor vehicle body, wherein the motor vehicle engine has at least one first bearing element, wherein the motor vehicle body has a second bearing element, wherein the support element is provided to be connected to the at least one first bearing element and the at least one second bearing element, wherein the support element has an elastomer part, into which at least one first bearing receptacle for the arrangement of the at least one first bearing element and at least one second bearing receptacle for the arrangement of the at least one second bearing element are inserted and into which a cable arrangement is inserted to limit the traction path, wherein the elastomer part is vulcanised, wherein the cable arrangement is at least partially vulcanised into the elastomer part.

Description

[0001] Support element, engine support device and method for producing a support element

[0002] The invention relates to a support element, an engine support device and a method for producing a support element.

[0003] Support elements, engine support devices, and processes for manufacturing support elements of the type mentioned above are generally known. In vehicle construction, particularly in automotive engineering, metal is increasingly being replaced by injection-molded plastic to reduce weight, as is the case in bearing structure components. To ensure plastic-compatible design and minimize cycle times and weight, such components are typically manufactured as a ribbed structure. To achieve high material strength and a high modulus, fiber-reinforced polymers are generally used in bearing structure components.

[0004] Bearing structure components, particularly sandwich bearing structure components, are state of the art in aircraft, boat, and other lightweight construction applications. Lightweight cores, e.g., made from honeycomb structures or foams with a thin, usually continuous fiber-reinforced cover layer on the top and bottom, have proven successful. The thickness of the core material plays a significant role in the flexural rigidity of the overall component, as the thickness significantly determines the area moment of inertia acting on bending. Between the cover layers, the core primarily transmits shear in the event of bending loads. Tensile and compressive loads, on the other hand, are transmitted almost exclusively via the outer cover layers. However, ribbed structures made of fiber-reinforced polymers have the disadvantage of being prone to shrinkage and warping, particularly sink marks at material accumulations, such as rib intersection points.In addition, the residual cooling time and wall thickness are quadratically dependent on each other, so that the wall thicknesses are limited if you want to produce plastic parts economically.

[0005] Typical wall thicknesses are therefore no greater than 4 mm; only in exceptional cases are significantly thicker wall thicknesses used. Furthermore, flow zones lead to inhomogeneous material structures and, consequently, suboptimal utilization of the material properties.

[0006] If the component also contains functional surfaces that require, for example, high flatness or cylindricity, the location of the sink marks and the precise control of shrinkage and warpage are even more critical. Such requirements for high flatness can arise, for example, in the area of ​​seal seats, for example, on hydraulic bearings; in seats for bearing elements, such as plain and ball bearings; where pressure edges are provided for further processing of the components by vulcanization; or on surfaces to be welded.

[0007] In addition to elastically connecting two components and defining their kinematics, vehicle bearings, especially elastomer bearings, generally also have the task of damping vibrations or, in the case of hydraulic bearings, of absorbing them using hydraulic systems or isolating vibration excitations. While the damping in a non-hydraulic bearing is significantly influenced by the damping of the elastomer, the material of housing components, for example, can also make a significant contribution to damping.

[0008] WO 2021 / 083556 A1 discloses a bearing structure component for a bearing of a vehicle with at least one through-opening for receiving a connecting element or a bearing, which consists of foamed plastic and the foamed plastic forms an integral foam structure, wherein at least a first local section of the integral foam structure has a wall thickness that is greater than 4 mm.

[0009] The disadvantage of the existing support elements is that they are not optimal in terms of weight, NVH behavior, size, dimensional stability, and cost. Some known arrangements are heavy due to their construction from high-strength but heavy materials; others require large volumes due to the use of lighter but less rigid materials; and still others are very expensive due to the use of composite materials such as carbon.

[0010] The object is therefore to further develop a support element, an engine support device and a method for producing a support element in such a way that a light, robust, dimensionally accurate, compact and well-damped support element and a well-damped engine support device can be specified which can be produced cost-effectively.

[0011] The object is achieved by a support element according to claim 1, an engine support device according to the independent claim 13 and a method for producing a support element according to the independent claim 14. Further embodiments are the subject of the dependent claims.

[0012] A support element for supporting a motor vehicle engine on a motor vehicle body is described, wherein the motor vehicle engine has at least one first bearing element, wherein the motor vehicle body has at least one second bearing element, wherein the support element is provided for connection to the at least one first bearing element and the at least one second bearing element, wherein the support element has an elastomer part into which at least one first bearing receptacle for arranging the at least one first bearing element and at least one second bearing receptacle for arranging the at least one second bearing element is introduced and into which a cable arrangement is introduced to limit the pulling path, wherein the elastomer part is vulcanized, wherein the cable arrangement is at least partially vulcanized into the elastomer part.

[0013] A typical motor vehicle engine typically features several engine mounts equipped with mounting structures. According to one embodiment, the motor vehicle engine has at least one mounting structure with a bearing pin or a receptacle for a bearing pin or bearing screw to be mounted. The bearing pin or bearing screw typically has a cylindrical outer peripheral surface section that, when mounted, interacts with the corresponding bearing receptacle of the support element. According to another embodiment, the bearing pin or screw can be part of the bearing receptacle, with the body- and / or engine-side bearing elements being designed as corresponding receptacles or bores. Mixed forms and other connection geometries are also possible.

[0014] Corresponding motor vehicle bodies of motor vehicles generally also have corresponding suspension or fastening structures for supporting the motor vehicle engine. Such structures can be provided, for example, on longitudinal or cross members of the motor vehicle body. In the present case, the motor vehicle body has at least one bearing pin or a receptacle for a bearing pin or bearing screw to be fastened. The bearing pin or bearing screw generally also has a cylindrical outer circumferential surface section which, when installed, interacts with the corresponding bearing receptacle of the support element. According to another embodiment, the bearing pin or screw can be part of the bearing receptacle, wherein the body- and / or engine-side bearing elements are designed as corresponding receptacles or bores. Mixed forms and other connection geometries are also possible.

[0015] The support element comprises an elastomer part made of a vulcanized material such as rubber, for example, vulcanized natural rubber. Such elastomers generally lack sufficient tensile and compressive strength and, due to their low modulus of elasticity and compact design, exhibit a wide elongation range. Therefore, pure elastomer parts are not suitable for all applications as support elements, especially for supporting heavy drive motors in motor vehicles.

[0016] To limit the tension travel, a cable arrangement is provided. The cable arrangement has a significantly higher modulus of elasticity than the vulcanized material and can therefore effectively limit the available tension travel. To this end, the cable arrangement interacts with at least two bearing supports and limits the maximum distance between the bearing supports. By partially or completely vulcanizing the cable arrangement into the elastomer part, the latter is spatially defined relative to the remaining components of the support assembly and further protected from damage during assembly and operation.

[0017] The cable arrangement can include steel and / or plastic cables, particularly polyamide, for example, PA 6.6. The cables can consist of multiple cable strands and form closed or open cable loops. Furthermore, the cables can be inserted in multiple windings, and the cable ends can be fixed in the elastomer body, for example, by means of an applied binder, which can bond with the elastomer body, or by mechanical anchoring, which can be achieved, for example, by thickening the cable ends, which are open in some embodiments.

[0018] In the initial state, the cable arrangement can be configured to allow a certain, defined tensile path, for example, by arranging it on a curved or bent path that does not represent a direct, straight connection between two bearing supports. This allows the two bearing supports to move relatively far apart under tensile load until the cable arrangement is tensioned. Up to this point, the dynamic parameters of the support element are determined by the elastomer part and, if applicable, other components; thereafter, the effective strain modulus increases significantly due to the influence of the cable arrangement.

[0019] The at least one first bearing element and / or the at least one second bearing element can consist of a plastic, for example injection-molded plastic, or of a metal, for example aluminum, for example AW 6082.

[0020] This allows the construction of a lightweight, compact and cost-effective support element that nevertheless has sufficient tensile strength and robustness for use in automotive technology.

[0021] According to a first further embodiment, it is provided that a predominantly rigid intermediate piece is arranged on the elastomer part and / or is at least partially embedded in the elastomer part in order to limit the pressure path.

[0022] Such a predominantly rigid intermediate piece can be more compact than conventional support elements, as it only needs to be provided between the bearing supports, but the entire support element does not have to be made of the rigid material. The design of the predominantly rigid intermediate piece can be configured to provide a defined deformation zone with a relatively low elastic modulus, followed by a deformation zone with a higher elastic modulus.

[0023] According to a further further embodiment, it is provided that the cable arrangement has one or more cable packages.

[0024] Such rope packages can have closed or open rope rings or coils consisting of multiple rope strands. These rope packages can be made of various materials, particularly plastic or metal, with the tensile strength of the rope packages being higher than that of the elastomer material.

[0025] According to a further refinement, the cable arrangement is coupled to the at least one first bearing receptacle and the at least one second bearing receptacle. In this way, tensile forces between the bearing receptacles can be absorbed by the cable arrangement and the cable arrangement can be integrated into the force path.

[0026] According to a further further embodiment, it is provided that the cable arrangement at least partially surrounds at least one first bearing receptacle and at least one second bearing receptacle.

[0027] Such a construction is easy to manufacture and allows a larger contact surface for the rope arrangement compared to other coupling options.

[0028] According to a further further embodiment, it is provided that the at least one first bearing receptacle and the at least one second bearing receptacle are arranged in the elastomer part so as to be movable relative to one another.

[0029] The coupling of the at least one first bearing element and the at least one second bearing element is then carried out in the rest state and in the case of small deflections from the rest state predominantly by the elastomer part.

[0030] According to a further further embodiment, it is provided that the at least one first bearing receptacle and the at least one second bearing receptacle are aligned axially parallel in the elastomer part.

[0031] This allows for easy assembly of the support element and a large possible range of movement of the at least two bearing elements relative to each other.

[0032] According to a further further embodiment, it is provided that the elastomer part has a closed outer peripheral region which encloses the first bearing receptacle and the second bearing receptacle.

[0033] The closed outer circumferential region can have a variety of different shapes, for example, be oval or have another free form depending on the respective application conditions. The closed outer circumferential region can be partially designed to accommodate deformation, including slits in deformation areas. These slits can be internal, thus maintaining a closed peripheral surface at the end face. The closed outer circumferential region enables a compact design that protects all components of the support element. According to a further refinement, the cable arrangement is arranged at least partially in the outer circumferential region.

[0034] In this way, a larger pulling distance with a low modulus of elasticity can be achieved until the rope arrangement takes effect to limit the pulling distance.

[0035] According to a further further embodiment, it is provided that at least one through-opening is provided in the elastomer part between at least one first bearing receptacle and at least one second bearing receptacle.

[0036] This reduces weight, opens up deformation space for deforming material and allows a precise definition of tensile and compressive moduli.

[0037] According to a further further embodiment, it is provided that at least one deformation web is provided in the elastomer part.

[0038] The at least one deformation web can be used to adjust the elastic properties and increase the tensile strength of the support element. The at least one deformation web can be formed integrally with the at least one first bearing element and / or the at least one second bearing element, and one or more deformation webs can be provided on each bearing element.

[0039] According to a further further embodiment, it is provided that the at least one deformation web is curved.

[0040] A curved deformation bar allows targeted deformation of the support element under load and reduces the risk of breakage.

[0041] A first independent aspect relates to an engine support device with a support element of the aforementioned type.

[0042] A further independent aspect relates to a method for producing a support element of the type described above, wherein at least one prefabricated first bearing element and at least one prefabricated second bearing element as well as a prefabricated cable arrangement are positioned in a vulcanization mold, wherein a vulcanizable material is introduced into the vulcanization mold and subsequently vulcanized.

[0043] This manufacturing process is efficient and cost-effective. The bearing element can be made of plastic, among other materials, and injection-molded in a previous step. The bearing element can also be made of a metal, such as aluminum, e.g., AW 6082.

[0044] The cable arrangement can include steel and / or plastic cables. The cables can consist of multiple cable strands and form closed or open cable loops. Furthermore, the cables can be inserted in multiple windings, and the cables and / or cable ends can be fixed in the elastomer body, for example, by means of a binding agent applied to the cable arrangement and / or the cable ends, whereby the binding agent forms a bond with the elastomer body, and / or by mechanically anchoring the cable arrangement, which can be achieved, for example, by thickening the open cable end(s).

[0045] According to a first further embodiment, it is provided that a prefabricated, predominantly rigid intermediate piece is positioned before the introduction of the vulcanizable material.

[0046] According to a further further embodiment, it is provided that the cable arrangement is held in position by support pins arranged in the vulcanization mold.

[0047] In this way, the cable arrangement can be positioned precisely and then vulcanized completely or partially into the elastomer part.

[0048] Further features, details, and advantages of the invention will become apparent from the wording of the claims and from the following description of exemplary embodiments with reference to the drawings. They show:

[0049] Fig. 1 is a plan view of a motor vehicle with an engine supported on a motor vehicle body by means of engine support devices;

[0050] Fig. 2 is a three-dimensional view of a support element according to Fig. 1;

[0051] Fig. 3 is a plan view of the support element from Fig. 2;

[0052] Fig. 4 is a sectional view of the support element of Fig. 2 along the section line AA of Fig. 3; Fig. 5 is a side view of the support element of Fig. 2, and

[0053] Fig. 6 is a sectional view of the support element from Fig. 2 along the section line CC from Fig.

[0054] 5.

[0055] Fig. 1 shows a plan view of a motor vehicle 2.

[0056] The motor vehicle 2 has a transversely mounted drive motor 4, which is mounted, as shown in the example, on longitudinal members 6, 8 by means of engine support devices 10, 12. The engine support devices 10, 12 comprise bearing elements 14.1, 14.2 on the longitudinal members 6, 8 and bearing elements 16.1, 16.2 on the drive motor 4. The bearing elements 14.1, 14.2, 16.1, 16.2 are designed as screws in this case. Support elements 18, 20 are arranged on the bearing elements 14.1, 16.1 and 14.2, 16.2.

[0057] Fig. 2 shows the support element 18 in a perspective view from an upper side 21.

[0058] The support element 18 has a first bearing receptacle 22 and a second bearing receptacle 24. In the illustrated embodiment, the bearing receptacles 22, 24 are made of aluminum 6082. The bearing receptacles 22, 24 have through openings 26, 28 for receiving the bearing elements 14.1, 14.2, 16.1, 16.2 from Fig. 1.

[0059] The bearing receptacles 22, 24 are vulcanized into a vulcanized elastomer part 30. The elastomer part 30 has a circumferential outer peripheral region 32, which in this case is shaped like an elongated hole and co-defines a lateral outer surface of the support element 18.

[0060] The elastomer part 30 consists of vulcanized natural rubber.

[0061] Between the bearing mounts 22, 24, an intermediate piece 34 is provided, which is also vulcanized into the elastomer part 30. The intermediate piece 34 serves to limit the compression travel. In this case, the intermediate piece 34 is made of aluminum 6082.

[0062] When the drive motor 4 moves toward the corresponding longitudinal member 6, the intermediate piece 34, with a sufficiently large deformation, comes into contact with the elastomer part 30 on both sides, which is supported at the front by the bearing support 24 and at the rear by the bearing support 22. The respective thin elastomer material layers between the bearing supports 22, 24 and the intermediate piece 34 influence the damping behavior and the NVH behavior.

[0063] Fig. 3 shows a plan view of the support element 18.

[0064] The support element 18 is essentially symmetrical in plan view.

[0065] The bearing supports 22, 24 each essentially have an omega shape, which is defined by two deformation webs 36.1, 36.2 and 38.1, 38.2, respectively. The area around the through openings 26, 28 is rounded and smoothly transitions into the deformation webs 36.1, 36.2, 28.1, 38.2. The deformation webs 36.1, 36.2, 38.1, 38.2 are each curved in an S-shape and can thus yield in a defined manner when applied under heavy loads.

[0066] The intermediate piece 34 is arranged between the bearing supports 22, 24 and has three thickened portions 40.1, 40.2, and 40.3, two of which are located at the ends and one in the center. To save material and weight, the intermediate piece 34 has recesses. For clarity, only recesses 42.1 and 42.2 are provided with reference symbols.

[0067] The bearing supports 22, 24 largely surround the intermediate piece 34, whereby the relative freedom of movement of the components 22, 24, 34 to one another is limited according to specifications.

[0068] Fig. 4 shows a section through the support element 18 along the section line AA.

[0069] The section shown shows a cable assembly 44 vulcanized into the outer peripheral region 34. The cable assembly 44 consists of four cable layers with 18 windings. The cable assembly 44 is coated with a binder to bond it to the material of the elastomer part 30. In this case, the cable assembly 44 is made of PA 6.6.

[0070] In the event of a tensile load applied to the support element 18 via the bearing supports 22, 24, the cable assembly 44 is tensioned and, with an intermediate layer of elastomer material, comes into contact with the curved outer surface of the bearing supports 22, 24, whereby the tensile force is transferred via the bearing supports 22, 24 to the cable assembly 44. Due to the high number of windings of the cable assembly 44, the tensile forces are distributed across a large number of cable strands, thus reducing the load on a single cable strand.

[0071] Fig. 5 shows a side view of the support element 18. The height of the support element 18 visible in this view on the side of the bearing receptacle 22 is less than that on the side of the bearing receptacle 24, wherein the bearing receptacles 22, 24 are located at the same height on the upper side 21 and wherein the bearing receptacle 24 projects further downwards on a lower side 46 than the bearing receptacle 22 in order to comply with geometric aspects of the specific use of the support element 18.

[0072] The height of the elastomer part 30 is less than that of the bearing receptacles 22 or 24, whereby the height of the intermediate piece 34 is less than that of the elastomer part 30.

[0073] Fig. 6 shows a sectional view of the support element 18 along the section line CC according to Fig. 5.

[0074] The cable package 44 runs in the outer peripheral region 32 along a slightly curved path past recesses 48, 50 formed in the elastomer part 30.

[0075] This curved path allows for a defined tensile expansion of the support element 18, during which the distance between the bearing mounts 22, 24 increases, with the curved path being increasingly stretched until it approaches a straight path. At this point, the cable package 44, with an intermediate layer of elastomer material, rests against the curved outer sides of the bearing mounts 22, 24, thus limiting the available tensile path.

[0076] The invention is not limited to one of the embodiments described above, but can be modified in many ways.

[0077] All features and advantages arising from the claims, the description and the drawings, including design details, spatial arrangements and method steps, can be essential to the invention both individually and in a wide variety of combinations.

[0078] Reference symbol list

[0079] Motor vehicle

[0080] drive motor

[0081] Longitudinal member

[0082] Longitudinal member

[0083] Engine support device

[0084] Engine support device 1 , 14.2 Bearing element 1 , 16.2 Bearing element

[0085] Support element

[0086] Support element

[0087] Top

[0088] Stock taking

[0089] Stock taking

[0090] passage opening

[0091] passage opening

[0092] Elastomer part

[0093] Outer circumference area

[0094] Intermediate piece .1 , 36.2 Deformation bar .1 , 38.2 Deformation bar .1, 40.2, 40.3 Thickening .1, 42.2 Recess

[0095] Rope package

[0096] Bottom, 50 recess

Claims

Patent claims Support element (18, 20) for supporting a motor vehicle engine (4) on a motor vehicle body (6, 8), wherein the motor vehicle engine (4) has at least one first bearing element (14.1, 14.2), wherein the motor vehicle body (6, 8) has at least one second bearing element (16.1, 16.2), wherein the support element (18, 20) is provided for connection to the at least one first bearing element (14.1, 14.2) and the at least one second bearing element (16.1, 16.2), wherein the support element (18, 20) has an elastomer part (30) into which at least one first bearing receptacle (22) for arranging the at least one first bearing element (14.1, 14.2) and at least one second bearing receptacle (24) for arranging the at least one second bearing element (16.1, 16.2) and into which a cable arrangement (44) is introduced to limit the tensile path, wherein the elastomer part (30) is vulcanized, wherein the cable arrangement (44) is at least partially vulcanized into the elastomer part (30). Support element (18, 20) according to claim 1, wherein a predominantly rigid intermediate piece (34) is arranged on the elastomer part (30) and / or at least partially embedded in the elastomer part (30) to limit the compression path. Support element (18, 20) according to claim 1 or 2, wherein the cable arrangement has one or more cable packages (44). Support element (18, 20) according to one of the preceding claims, wherein the cable arrangement (44) is coupled to the at least one first bearing receptacle (22) and the at least one second bearing receptacle (24). Support element (18, 20) according to one of the preceding claims, wherein the cable arrangement (44) at least partially surrounds the at least one first bearing receptacle (22) and the at least one second bearing receptacle (24).Support element (18, 20) according to one of the preceding claims, wherein the at least one first bearing receptacle (22) and the at least one second bearing receptacle (24) are arranged in the elastomer part (30) so as to be movable relative to one another. Support element (18, 20) according to one of the preceding claims, wherein the at least one first bearing receptacle (22) and the at least one second bearing receptacle (24) are aligned axially parallel in the elastomer part (30). Support element (18, 20) according to one of the preceding claims, wherein the elastomer part (30) has a closed outer circumferential region (32) which encloses the at least one first bearing receptacle (22) and the at least one second bearing receptacle (24). Support element (18, 20) according to claim 8, wherein the cable arrangement (44) is arranged at least partially in the outer circumferential region (32). Support element (18, 20) according to one of the preceding claims, wherein at least one through-opening (26, 28) is provided in the elastomer part (30) between at least one first bearing receptacle (22) and at least one second bearing receptacle (24). Support element (18, 20) according to one of the preceding claims, wherein at least one deformation web (36.1, 36.2, 38.1, 38.2) is provided in the elastomer part (30). Support element (18, 20) according to claim 11, wherein the at least one deformation web (36.1, 36.2, 38.1, 38.2) is curved.An engine support device (10, 12) comprising at least one first bearing element (14.1, 14.2) and at least one second bearing element (16.1, 16.2), as well as a support element (18, 20) according to one of the preceding claims. A method for producing a support element (18, 20) according to one of claims 1 to 12, wherein at least one prefabricated first bearing element (14.1, 14.2) and at least one prefabricated second bearing element (16.1, 16.2), as well as a prefabricated cable arrangement (44) are positioned in a vulcanization mold, wherein a vulcanizable material is introduced into the vulcanization mold and subsequently vulcanized. A method according to claim 14, wherein a prefabricated, predominantly rigid intermediate piece (34) is positioned prior to the introduction of the vulcanizable material. A method according to claim 14 or 15, wherein the cable arrangement (44) is held in position by support pins arranged in the vulcanization mold.

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