Bearing arrangement of a shock absorber of a chassis of a vehicle on a body of the vehicle, and vehicle

Abstract

The invention relates to a bearing arrangement (1) of a shock absorber (2) on a body (3), wherein the shock absorber (2) has a piston rod (4) and a damper tube (5). The piston rod (4) and the damper tube (5) are components of the shock absorber (2), the components of which can be translationally moved relative to one another along a movement axis (6). The shock absorber (2) has an impact buffer (12) with which one of the components can be moved into supporting contact via translational movement of the components along the movement axis (6) and relative to one another, whereby a relative movement between the components along the movement axis (6) can be limited. A first of the components is at least indirectly connected to an elastomer body (13) provided in addition to the impact buffer (12) and is supported on the body (3) along the movement axis (6) via the elastomer body (13) and is thereby mounted. The elastomer body (13) is supported along the movement axis (6) directly on the body (3) and directly on a support element (14).

Description

[0001] Mounting arrangement of a shock absorber of a vehicle's chassis on the vehicle's body and vehicle

[0002] The invention relates to a bearing arrangement of a shock absorber of a chassis of a vehicle on a body of the vehicle according to the preamble of claim 1. Furthermore, the invention relates to a vehicle, in particular a motor vehicle.

[0003] DE 102018 102 745 B4 discloses a bearing system for the elastic mounting of a shock absorber or a vibration damper on a vehicle body. Furthermore, EP 2 231 427 B1 discloses a shock absorber arrangement for wheel suspensions of motor vehicles.

[0004] The object of the present invention is to create a bearing arrangement for a shock absorber on the body of a vehicle and a vehicle with such a bearing arrangement, so that a particularly cost-effective, weight-efficient and space-saving bearing arrangement for the shock absorber on the body can be realized.

[0005] This problem is solved according to the invention by a storage arrangement having the features of claim 1 and by a vehicle having the features of claim 10. Advantageous embodiments of the invention are the subject of the dependent claims.

[0006] A first aspect of the invention relates to a mounting arrangement for a shock absorber, also referred to as a vibration damper, particularly a hydraulic shock absorber, of a chassis, especially a wheel suspension, on the body of a vehicle. This means that the vehicle, whose interior, also referred to as the passenger compartment, passenger cell, or cabin, is formed by the body, preferably designed as a self-supporting structure, comprises the mounting arrangement and thus the shock absorber and the body in its fully manufactured state. Furthermore, the vehicle, in its fully manufactured state, comprises the chassis. The chassis comprises the aforementioned wheel suspension, which includes the shock absorber. The shock absorber is, for example, a standalone shock absorber, or the shock absorber is a component of a strut assembly.The shock absorber provides damped support for at least one vehicle wheel (also simply referred to as a wheel) on a vehicle axle (also simply referred to as an axle) against the vehicle body. The vehicle wheel is movably connected to the body via the wheel suspension, in such a way that the wheel suspension allows movements of the vehicle wheel in the vehicle's vertical direction and relative to the body, also referred to as wheel movements. These wheel movements are also called compression and rebound movements, whereby during compression the vehicle wheel moves upwards relative to the body. During rebound the vehicle wheel moves downwards relative to the body. The shock absorber dampens these wheel movements.

[0007] The shock absorber comprises a piston rod and a damper tube. The piston rod is also simply referred to as the rod or damper rod. The piston rod and the damper tube are components of the shock absorber. In other words, the piston rod and the damper tube are also referred to as components of the shock absorber. The components of the shock absorber are movable relative to each other in a translational and preferably damped manner along a straight axis of movement. In particular, the components are arranged telescopically, i.e., telescopically, relative to each other, so that the components can be slid into and out of each other along the axis of movement. This means that, especially during the respective compression movement, at least a section of the piston rod initially located outside the damper tube can be, or is, slid into the damper tube along the axis of movement.Furthermore, the section of length initially arranged within the damper tube can be pulled or pushed out of the damper tube along the axis of movement, thus placing the section of length outside the damper tube again. This occurs particularly during the respective rebound movement.

[0008] For example, the piston rod is connected to a piston arranged in the damper tube, so that the piston rod and the piston are together displaceable along the axis of movement relative to the damper tube. For example, a damping chamber of the shock absorber is defined along the axis of movement by the piston. A damping fluid, preferably in the form of a liquid, particularly an oil, is contained in or accommodated in the damping chamber, and the damping fluid is used to dampen or reduce translational relative movements between the components along the axis of movement. This damping of the relative movements between the components along the axis of movement reduces the wheel movements relative to the vehicle body.

[0009] The shock absorber has a stop buffer, which is designed separately from the components and provided in addition to them. The stop buffer is also referred to as an auxiliary spring or is designed as an auxiliary spring. Preferably, the stop buffer is made of an elastomer. By moving the components translationally along the axis of movement and relative to each other, one of the components can be moved in, in particular, direct, support with the stop buffer, thereby limiting the relative movement between the components along the axis of movement. In other words, in a first position of the components, for example, one component is spaced away from the stop buffer along the axis of movement, in particular completely.

[0010] In the first position, for example, at least the aforementioned length of the piston rod is located outside the damper tube. If the components are moved along the axis of movement and translationally relative to each other, such that the components are pushed into one another and the length is thereby inserted into the damper tube, then one component comes into, in particular, direct, support with the auxiliary spring, and the components are moved, for example, into a second position in which one component is in support with the auxiliary spring, especially when viewed along the axis of movement.In this process, one component, particularly by inserting its length section into the damper tube, is moved relative to the other component and relative to the bump stop in a first direction of movement that coincides with or runs parallel to the axis of movement. This brings the component into direct contact with the auxiliary spring. The components are telescopically pushed into one another, thereby moving, for example, the aforementioned length section into the damper tube. If, for example, one component is moved further in the first direction of movement relative to the other component in a translational manner, this causes, for example, the auxiliary spring, and thus the bump stop, to be elastically deformed. The bump stop thus prevents the component or the shock absorber from bottoming out.In other words, the bump stop prevents one component from coming into direct contact with the body and / or the other component as a result of the components sliding into each other, thus preventing bottoming out and damage to the shock absorber. For example, if one component, after being moved in support with the bump stop, is moved in a second direction of movement parallel to or coinciding with the axis of movement, opposite to the first direction of movement relative to the other component and especially relative to the bump stop, then the component is moved away from the bump stop, in particular such that the component is again, and especially completely, separated from the bump stop.In this process, the components are pushed or pulled apart telescopically, whereby, for example, the aforementioned length range, which was inserted into the damper tube during the movement of one component in the first direction of movement, is moved out of the damper tube again, in particular pushed or pulled out.

[0011] A first component, in particular the piston rod, is connected, at least indirectly, to an elastomer body provided in addition to the stop buffer, and in particular designed separately from the stop buffer and, most importantly, completely spaced apart from the stop buffer. The elastomer body is made of an elastomer, also known as rubber, and is therefore elastically deformable. The first component is supported and thus mounted along the axis of movement, in particular elastically, via the elastomer body on the vehicle body. If, for example, relative movements occur along the axis of movement between the vehicle body and the first component, the elastomer body becomes elastically deformable, thereby providing elastic support and mounting for the first component along the axis of movement on the vehicle body.

[0012] The elastomer body is supported along the axis of movement, on one side directly against the vehicle body and on the other side directly against a support element that is formed separately from the vehicle body and the elastomer body, and is provided in addition to the bump stop and the elastomer body, and is attached to the vehicle body at least indirectly. Preferably, the support element is attached to the vehicle body in such a way that relative movements between the support element and the vehicle body, at least along the axis of movement, are prevented. Thus, the support element is preferably fixed to the vehicle body, at least along the axis of movement. In order to mount the shock absorber on the vehicle body in a particularly cost-effective, lightweight, and space-saving manner, the invention provides that the bump stop is supported directly against the support element along the axis of movement, and in particular in the first direction of movement.This allows for a particularly small number of parts in the storage arrangement, and also enables a particularly simple design of the storage arrangement.

[0013] Furthermore, according to the invention, the support element is attached to the body by means of at least one fastening element that is designed separately from the support element and separately from the body. This allows the support element to be attached to the body in a particularly time- and cost-effective manner, so that the bearing arrangement can be manufactured, i.e., assembled, in a particularly time- and cost-effective manner.

[0014] It has proven particularly advantageous if the elastomer body is supported directly against the vehicle body in the vehicle's vertical direction and directly against the support element in the vehicle's vertical direction, thus enabling a particularly space-saving, cost-effective, and lightweight design of the bearing arrangement. In particular, this allows the bearing arrangement to be manufactured very quickly and cost-effectively.

[0015] Preferably, the elastomer body is prestressed along the axis of movement, and thus axially, particularly by means of the support element, and is therefore elastically deformed. It is also preferably provided that the elastomer body, whose axial direction coincides with the axis of movement, is prestressed radially, i.e., in the radial direction of the elastomer body, whose radial direction is perpendicular to the axial direction of the elastomer body, and is thereby elastically deformed, particularly by the fact that the elastomer body is supported along its radial direction, especially directly, on the vehicle body.

[0016] For example, the support element has a support receptacle which is bounded along the axis of movement, particularly in the first direction of movement, by a first wall region of the support element, particularly directly. For example, the support element has a second wall region which projects from the first wall region along the axis of movement, particularly in the second direction of movement.The support receptacle, in the circumferential direction of the support element and the support receptacle extending around the axis of movement, is at least partially, in particular at least more than halfway and thus at least predominantly, i.e., over more than 180 degrees or completely, i.e., over 360 degrees, surrounded by the second wall region, such that the support receptacle is bounded by the wall region in at least one direction perpendicular to the axis of movement and in a plane perpendicular to the axis of movement, in particular directly. In particular, the support receptacle is bounded by the wall region in all directions perpendicular to the axis of movement and in the aforementioned plane, in particular directly.For example, at least one section of the stop buffer is arranged within the support receptacle, such that at least the length of the stop buffer, in the circumferential direction of the support element, the support receptacle, and the stop buffer around the axis of movement, is at least partially, and in particular at least predominantly and thus at least more than half of its length (i.e., over more than 180 degrees), or completely (i.e., over 360 degrees), surrounded by the second wall section. Thus, the stop buffer is at least partially arranged within the support receptacle, which allows for precise alignment of the stop buffer in a simple manner. Furthermore, this enables the stop buffer, and therefore the entire bearing arrangement, to be mounted quickly and cost-effectively.

[0017] To enable particularly time- and cost-effective manufacturing, i.e., assembly, of the bearing arrangement, thus allowing for a particularly cost-effective mounting of the shock absorber on the vehicle body, one embodiment of the invention provides that the fastening element is designed as a screw element, in particular as a screw, wherein the fastening element has a first thread. A second thread corresponding to the first thread is provided on the vehicle body, in particular such that relative movement between the second thread and the vehicle body is prevented. The first thread is screwed directly to the second thread, in particular such that the threads are screwed directly into one another.Because the threads are screwed directly together, the fastening element is attached to the vehicle body, thereby securing the support element to the body, in particular in such a way that relative movement between the body and the support element is prevented. Another embodiment is characterized in that the first thread is an external thread and the second thread is an internal thread. This allows the bearing arrangement to be manufactured particularly quickly and cost-effectively.

[0018] The invention is based in particular on the following findings and considerations: A shock absorber is usually attached to a vehicle body via a support bearing. The support bearing, which is separate from the body, is typically bolted to the body by at least one bolt. This bolt connection usually represents a weak point with regard to the transfer of loads from the support bearing to the body, also known as load transfer. The bump stop serves to dissipate high loads, for example, when the vehicle wheel drives over obstacles. In conventional designs, these loads are transferred to the body via the aforementioned bolt connection of the support bearing. The bolt connection of the support bearing thus represents a weak point with regard to the transfer of loads originating from the bump stop to or into the body.The invention eliminates the need for a conventional support bearing. Loads emanating from the bump stop can be advantageously introduced into or transferred to the vehicle body via the support element, thus enabling particularly efficient load transfer. Furthermore, the invention provides that the elastomer body, also referred to as the rubber element, is supported along the axis of movement both directly against the vehicle body and directly against the support element. This means the elastomer body is secured to the vehicle body, at least along the axis of movement, by means of the support element. Preferably, the aforementioned support receptacle for the bump stop is integrated into the support element. This allows the number of components in the bearing arrangement to be kept to a minimum.Preferably, the bodywork has a receptacle, also referred to as a body mount, cutout, or body recess, wherein the body mount is directly bounded, for example, by a surface of the bodywork. It is preferably provided that the elastomer body is arranged, in particular completely, within the body mount. Furthermore, it is preferably provided that the support element is arranged, at least partially, within the body mount. Preferably, the elastomer body is supported directly against the support element within the body mount along the axis of movement. Furthermore, it is preferably provided that the first thread and the second thread are arranged in the body mount, such that the support element is preferably screwed to the body within the body mount, in particular directly, especially by the first thread and the second thread being screwed directly to each other.This allows for a particularly advantageous load transfer and a particularly space-saving design of the bearing arrangement. In particular, loads emanating from the stop buffer can be transferred particularly advantageously, for example, positively via the support element (also referred to as a cover) to the bodywork and thus introduced into the bodywork, enabling a particularly advantageous load transfer.

[0019] To achieve a particularly space-saving, lightweight, and cost-effective design for the bearing arrangement, a further embodiment of the invention provides that the elastomer body is at least partially arranged in a receptacle of the vehicle body. This receptacle is, in particular, the aforementioned body receptacle. This means that the receptacle is bounded, especially directly, by the vehicle body, and in particular by an inner circumferential surface of the vehicle body. For example, the elastomer body is arranged completely within the receptacle. In particular, at least a portion of the first component is thus also arranged within the receptacle. It is preferably provided that at least the receptacle and the second thread are formed by a single, integral section of the vehicle body.The characteristic that the aforementioned area of ​​the body is formed in one piece and thus made from a single component means that at least this area of ​​the body is designed as a single, integral body, thus forming a monoblock. In other words, the area is not composed of several separately formed and connected parts, but rather is formed from a single piece and is thus a monoblock, integrally manufactured body.

[0020] To enable the first component to be mounted on the body in a particularly space-saving manner, a further embodiment of the invention provides that the mounting arrangement includes an insert part that is at least partially located in and connected to the elastomer body, and through which the first component is connected to the elastomer body. It has proven particularly advantageous if the elastomer body is formed from the aforementioned elastomer as the first material, while the insert part is formed from a second material different from the first material. For example, the elastomer body and the insert part are connected to each other by vulcanization, in particular by vulcanizing the elastomer body to or onto the insert part.Preferably the material is a metallic material, in particular a steel or a light metal or a light metal alloy, in particular aluminium or an aluminium alloy.

[0021] To make the bearing arrangement particularly easy to manufacture and thus particularly quick and cost-effective to assemble, in a further embodiment the bearing arrangement has a nut that is separate from the insert, separate from the elastomer body, separate from the first component, and preferably also separate from the second component. This nut has a third thread designed as an internal thread. The first component has an external thread corresponding to the third thread, which is a fourth thread or is also referred to as the fourth thread. The nut is screwed onto the first component, thereby directly connecting the third thread to the fourth thread. This means that the third and fourth threads are screwed into each other, i.e., directly screwed together, thus connecting the insert and, via the insert, the elastomer body to the first component.

[0022] To achieve a particularly cost-effective design of the bearing arrangement, a further embodiment of the invention provides that the stop buffer is held on the support element, in particular entirely, that is, completely independently of the components along the axis of movement. In other words, the stop buffer is preferably held on the support element, in particular entirely, without using the components.

[0023] Preferably, the stop buffer is held directly on the support element, independent of the components along the axis of movement, particularly by the support element and the stop buffer interacting in a positive-locking manner. This allows for a particularly simple, cost-effective, and lightweight design of the bearing arrangement. Alternatively or additionally, the stop buffer is held directly on the support element, independent of the components along the axis of movement, by being force-fitted to the support element. For example, the stop buffer is force-fitted to the support element and thus held in place by being pressed into the support element.

[0024] Finally, for achieving a particularly simple, cost-effective, lightweight, and space-saving design for the bearing arrangement, it has proven especially advantageous if the support element is formed in one piece, that is, from a single component. This means that the support element is not formed from several separately manufactured and interconnected elements, but rather it is formed by a single, integrally manufactured body, thus forming a monoblock.

[0025] Preferably, the support element is made of a plastic or a light metal, that is, a light metal alloy. The light metal could be, for example, aluminum, so the light metal alloy could be, for example, an aluminum alloy.

[0026] For example, the aforementioned body mounting is at least partially, and in particular at least predominantly and thus at least more than half, closed by the support element along the axis of movement and especially in the second direction of movement, so that, for example, the support element is designed as a cover.

[0027] A second aspect of the invention relates to a vehicle, preferably designed as a motor vehicle, in particular as a motor car and especially as a passenger car, which has a bearing arrangement according to the first aspect of the invention. Advantages and advantageous embodiments of the first aspect of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention and vice versa.

[0028] Further details of the invention will become apparent from the following description of a preferred embodiment with the accompanying drawings. Figure 1 shows a schematic and partially cutaway mounting arrangement of a shock absorber of a chassis on the body of a vehicle;

[0029] Fig. 2 shows a further schematic sectional view of the storage arrangement;

[0030] Fig. 3 shows a partial schematic perspective view of a component of the storage arrangement;

[0031] Fig. 4 shows a partial schematic perspective view of the bodywork;

[0032] Fig. 5 shows a partial schematic perspective view of the

[0033] Storage arrangement;

[0034] Fig. 6 is a schematic representation to illustrate a method for assembling the bearing arrangement;

[0035] Fig. 7 is a schematic representation to further illustrate the process; and

[0036] Fig. 8 shows another schematic representation to further illustrate the process.

[0037] In the figures, identical or functionally equivalent elements are provided with the same reference symbols.

[0038] Fig. 1 shows a partial schematic sectional view of a mounting arrangement 1 of a hydraulic shock absorber 2 of a chassis on the body 3 of a vehicle, the interior of which, also referred to as the passenger cell, passenger compartment, or cabin, is formed by the body 3. The vehicle, designed as a motor vehicle, in particular as a motor car and especially as a passenger car, has at least or exactly two axles arranged consecutively in the longitudinal direction of the vehicle, namely a first axle and a second axle. Each axle has at least or exactly two wheels. The wheels of each axle are arranged on opposite sides of the vehicle in the transverse direction.The vehicle wheels are ground contact elements of the vehicle, which, in the vehicle's upward direction, can be supported or braced against a ground via the ground contact elements.

[0039] For example, the vehicle wheels are components of the chassis. The chassis has a wheel suspension via which the vehicle wheels are articulated to the body 3, in particular such that the wheel suspension allows movements of the respective vehicle wheel, also referred to as wheel movements or compression and rebound movements, at least in the vertical direction of the vehicle and relative to the body 3. In particular, exactly one of the vehicle wheels is supported on the body 3 by means of the shock absorber 2, in particular with damping, so that the movements of the one vehicle wheel, which is supported on the body 3 by means of the shock absorber 2, in the vertical direction of the vehicle and relative to the body 3, are to be damped, i.e., are damped by means of the shock absorber 2.When the vehicle wheel is mentioned below, unless otherwise specified, this refers to the single vehicle wheel which is supported on the body 3 via the shock absorber 2, in particular with damping. The shock absorber is designed as a hydraulic shock absorber.

[0040] The shock absorber 2 has a piston rod 4, also referred to as a rod or damper rod, and a damper tube 5. The piston rod 4 and the damper tube 5 are components of the shock absorber 2. In other words, the piston rod 4 and the damper tube 5 are also referred to as components of the shock absorber 2. The piston rod 4 and the damper tube 5 are translationally movable relative to each other along an imaginary straight line 6. In the embodiment shown in the figures, the piston rod 4 and the damper tube 5 are arranged telescopically, i.e., telescopically, relative to each other and are thus telescopically movable along the axis of movement 6 relative to each other. If the vehicle wheel moves upwards relative to the body 3 in the vehicle's vertical direction, the components are pushed into each other along the axis of movement 6, thus transforming from a position shown, for example, in Fig.The components move from the first position shown in Figure 1 to a second position (not shown) along the axis of movement 6 relative to each other. In the first position, at least a length L of the piston rod 4 is located outside the damper tube 5. During the upward movement of the vehicle wheel relative to the body 3, i.e., during the movement of the components from the first position to the second position, at least the length L is moved translationally into the damper tube 5 along the axis of movement 6, i.e., pushed in, so that in the second position the length L is located inside the damper tube 5.If, in particular, the vehicle wheel moves downwards in the vehicle's vertical direction relative to the body 3, the components are pulled apart along the axis of movement 6 and thereby moved into the first position, causing the length section L along the axis of movement 6 to move out of the damper tube 5 relative to the damper tube 5. Since, as will be explained in more detail below, the piston rod 4 and thus the shock absorber 2 are mounted on the body 3 via the piston rod 4 along the axis of movement 6, such that movements of the piston rod 4 along the axis of movement 6 and relative to the body 3 are at least limited or prevented, the damper tube 5, in particular together with the vehicle wheel, is translationally movable along the axis of movement 6 relative to the body 3 and relative to the piston rod 4, and in particular, translationally movable back and forth.In particular, the damper tube 5 can be moved translationally, that is, moved translationally back and forth, in a first direction parallel to or coinciding with the axis of movement 6, illustrated by an arrow 7, and in a second direction coinciding with or parallel to the axis of movement 6, opposite to the first direction and illustrated by an arrow 8, relative to the piston rod 4 and relative to the body 3 along the axis of movement 6.During the upward movement of the vehicle wheel relative to the body 3, the damper tube 5 is moved in the first direction relative to the piston rod 4 and relative to the body 3. This movement pushes at least the length L into the damper tube 5, thus moving the components from the first position to the second position along the axis of movement 6 relative to each other. During the subsequent downward movement of the vehicle wheel relative to the body 3, the damper tube 5 is moved translationally relative to the piston rod 4 and relative to the body 3. This movement pushes at least the length L out of the damper tube 5 and moves the components translationally from the second position to the first position along the axis of movement 6 relative to each other.

[0041] The damper tube 5 has a coupling element 9 with a so-called damper eye 10, via which the damper tube 5 and thus the shock absorber 2 are coupled, in particular articulatedly, to the vehicle wheel. In particular, for example, the shock absorber 2 is coupled via the damper eye 10, in particular articulatedly, to a wheel carrier on which the vehicle wheel is rotatably mounted, so that, for example, the shock absorber 2 is coupled to the vehicle wheel via the wheel carrier.

[0042] The damper tube 5 contains a hydraulic fluid, preferably oil, which acts as a damping fluid. This hydraulic fluid dampens the translational relative movements between the components of the shock absorber 2 along the axis of movement 6, and thus the upward movement of the vehicle wheel relative to the body 3. Specifically, the hydraulic fluid is arranged in a damper chamber of the shock absorber 2, also referred to as the working chamber, which is located within the damper tube 5. In particular, the damper chamber is partially and directly delimited by a piston 11 of the shock absorber 2 located within the damper tube 5. The piston 11 is connected to the piston rod 4, specifically in such a way that relative movements between the piston rod 4 and the piston 11, at least along the axis of movement 6, are prevented.Thus, the piston 11 with the piston rod 4 can be moved translationally along the axis of movement 6 relative to the damper tube 5.

[0043] The shock absorber 2 has a stop buffer 12, which is formed separately from the components and provided in addition to the components, and which is also formed separately from the body 3. The stop buffer 12 is an auxiliary spring or is also referred to as an auxiliary spring. The stop buffer 12 is formed from a first elastomer and is therefore elastically deformable, in particular rubber-elastic, especially at least along the axis of movement 6. In the embodiment shown in the figures, the damper tube 5 is translationally movable along the axis of movement 6 relative to the stop buffer 12. From Fig. 1 it can be seen that, for example, in the first position shown in Fig. 1, the damper tube 5 is spaced away from the stop buffer 12, in particular completely, at least along the axis of movement 6.By moving the damper tube 5 translationally along the axis of movement 6 and in the first direction and relative to the piston rod 4, the damper tube 5, which is initially completely spaced from the stop buffer 12 at least along the axis of movement 6, can be moved at least along the axis of movement 6 into the direct support system with the stop buffer 12, thereby limiting a relative movement between the components of the shock absorber 2 along the axis of movement 6.For example, if the vehicle wheel rolls over an obstacle, causing the vehicle wheel and with it the damper tube 5 to be moved translationally very quickly along the axis of movement 6 in the first direction relative to the piston rod 4, for example in such a way that the components are moved from the first position to the second position and beyond to a third position in which the piston rod 4 is arranged further in the damper tube 5 than in the second position, then the damper tube 5, viewed along the axis of movement 6, comes into direct contact with the stop buffer 12, and the stop buffer 12 is elastically deformed at least along the axis of movement 6.This prevents a collision between the components and / or a collision of the damper tube 5 with the body 3 and / or a collision of the piston 11 with a lower end of the damper tube 5, and thus a so-called bottoming out of the shock absorber 2, so that the bump stop 12 functions or is designed as a bottoming-out protection device. As will be explained in more detail below, in the embodiment shown in the figures, the bump stop 12 is held at least indirectly on the body 3 in such a way that relative movements between the bump stop 12 and the body 3 along the axis of movement 6 are prevented, with the exception of elastic deformations of the bump stop 12 along the axis of movement 6.

[0044] It is particularly evident from Fig. 2 that the piston rod 4 is indirectly connected to an elastomer body 13, which is provided in addition to the stop buffer 12, is formed separately from the stop buffer 12, and is, in particular, completely spaced apart from the stop buffer 12. This elastomer body is formed from a second elastomer and is therefore elastically deformable, in particular, rubber-elastic. The second elastomer can be a different elastomer than the first, or the first and second elastomers can be the same elastomer. The piston rod 4 is elastically supported and thus mounted on the body 3 along the axis of movement 6 via the elastomer body 13.The elastomer body 13 is supported along the axis of movement 6 directly on the body 3 on one side and directly on a support element 14, which is formed separately from the body 3, the elastomer body 13, the components, and the stop buffer 12, and is attached to the body 3. In the embodiment shown in the figures, the elastomer body 13 is supported along the axis of movement 6, extending upwards in the first direction (in the vehicle's vertical direction), directly on the body 3. Furthermore, the elastomer body 13 is supported downwards along the axis of movement 6, also directly on the support element 14.In the embodiment shown in the figures, the support element 14 is a cover, which will be explained in more detail below.

[0045] As can be seen from Fig. 2, the body 3 has a one-piece body section KB, also simply referred to as a section, which forms a receiving cup with a receptacle 15. The elastomer body 13 is supported along the axis of movement 6, and in this case in the first direction upwards (in the vehicle's vertical direction), directly against the receiving cup and thus against the body 3, and along the second direction downwards (in the vehicle's vertical direction) directly against the support element 14. Furthermore, the elastomer body 13 is arranged, in particular completely, in the receptacle 15 of the receiving cup. The piston rod 4 is also partially arranged in the receptacle 15.The base B of the receiving pot, i.e., the body 3, which limits the receiving 15 along the axis of movement 6 and in the first direction, i.e., upwards in the vehicle's vertical direction, at least partially, in particular at least predominantly and thus at least more than halfway or completely, such that the base B is part of the body area KB, has a recess 16, in this case designed as a blind hole or in the manner of a blind hole, which is limited or closed along the axis of movement 6 and in the first direction, i.e., upwards in the vehicle's vertical direction, in particular completely, by the body 3, in particular the body area KB. It is evident that the piston rod 4, in particular a free end of the piston rod 4, engages in the recess 16.At the aforementioned free end of the piston rod 4, the piston rod 4 ends along the axis of movement 6 and, in this case, in the first direction and thus upwards in the vehicle direction.

[0046] To achieve a particularly lightweight, space-saving, and cost-effective design for the bearing arrangement 1, the stop buffer 12 is supported directly against the support element 14 along the axis of movement 6, specifically in the first direction (arrow 7), and thus upwards in the vehicle's vertical direction. The support element 14 is formed in one piece, i.e., from a single component. Preferably, the support element 14 is made of a plastic or a light metal such as aluminum. It can be seen that the support element 14 is partially located in the receptacle 15 and thus partially within the receptacle housing.The opening 15 is closed along the axis of movement 6 and in the second direction (arrow 8) and thus in the vehicle upward direction downwards at least partially, in particular at least predominantly and thus at least more than half, by the support element 14, so that the support element 14 is the aforementioned cover.

[0047] The support element 14 has a receptacle 18, also referred to as an additional spring receptacle or stop buffer receptacle, provided in particular in addition to the receptacle 15. This receptacle is bounded along the axis of movement 6 and in the first direction (arrow 7), and thus upwards in the vehicle's vertical direction, by a first wall section W1 of the support element 14, in particular directly. The stop buffer 12 is supported directly against the first wall section W1 along the axis of movement 6 and in the first direction. A second wall section W2 of the support element 14 projects from the first wall section W1 along the axis of movement 6. The wall section W2 completely surrounds the receptacle 18 in the circumferential direction of the receptacle 18, the support element 14, and the elastomer body 13, thus encompassing 360 degrees.The circumferential direction extends in a plane perpendicular to the axis of movement 6 and is illustrated by a double arrow 19. It can be seen that a second length section L2 of the stop buffer 12 is arranged in the receptacle 18, with length section L2 terminating, in particular, at a free end E of the stop buffer 12 when viewed in the first direction. The end E is directly supported along the axis of movement 6 and in the first direction by the wall section W1 and thus by the support element 14. The length section L2, which is arranged in the receptacle 18, is completely surrounded by the wall section W2 along the aforementioned circumferential direction of the stop buffer 12 and thus over 360 degrees, so that the receptacle 18 is bounded by the wall section W2 in all directions extending in the aforementioned plane and thus perpendicular to the axis of movement 6.It can be seen that the piston rod 4, whose axial direction coincides with the axis of movement 6, engages in the recess 16. The piston rod 4, whose radial direction is perpendicular to the axial direction of the piston rod 4, also penetrates a through-opening 42 of the elastomer body 13 and a through-opening 20 of the stop buffer 12, in this case completely and along the axis of movement 6. In particular, the through-openings 42 and 20 are aligned with each other along the axis of movement 6. The piston rod 4 also penetrates a through-opening 21 of the support element 14, with the through-openings 42, 20, and 21 being aligned with each other along the axis of movement 6. Starting from the receptacle 15, the piston rod 4 extends along the axis of movement 6 from the receptacle 15 through the through-opening 21 and to the through-opening 20 and through the through-opening 20.The axial direction of the piston rod 4 coincides with the axis of movement 6.

[0048] Furthermore, in the bearing arrangement 1, it is provided that – as can be seen from Figures 3 to 5 – the support element 14 is attached to the body 3 by means of, in particular, two fastening elements 22 and 23, which are designed separately from the support element 14, separately from the body 3, and also separately from the aforementioned components of the shock absorber 2, in such a way that relative movements between the support element 14 and the body 3 are prevented. In the embodiment shown in the figures, the respective fastening element 22, 23 is designed as a screw element, specifically in the form of a screw. Each fastening element 22, 23 has a first thread 24, 25, which is formed as an external thread. From Figure 3, 23, the respective fastening element 22, 23 has a first thread 24, 25.Figure 4 shows that each thread 24, 25 is associated with a corresponding second thread 26, 27, provided on the body 3 and designed here as an internal thread. It is evident that the one-piece body section KB, formed from a single piece, constitutes both the receptacle 15 and the threads 26 and 27. The respective thread 26, 27 is located in a corresponding opening 28, 29 of the body 3, in particular of the body section KB. The external thread 24 is screwed directly into the internal thread 26, so that the thread 24 is screwed directly into the thread 26. The external thread 25 is screwed directly into the internal thread 27, such that the thread 25 is screwed directly into the thread 27.This attaches the fastening elements 22 and 23 to the body 3, thereby attaching the support element 14 to the body 3. This is particularly evident in Fig. 5.

[0049] Overall, it is evident that the elastomer body 13 is secured and thus held to the vehicle body 3 by means of the support element 14, at least along the axis of movement 6. Since the elastomer body 13 is connected to the piston rod 4, the support element 14 secures the elastomer body 13, and via it the piston rod 4, to the vehicle body 3, at least along the axis of movement 6, and thus, for example, in the vertical direction of the vehicle. Furthermore, the elastomer body 13 is prestressed, i.e., elastically deformed, at least along the axis of movement 6, and thus in the axial direction of both the elastomer body 13 and the piston rod 4. The elastomer body 13, whose axial direction coincides with the axis of movement 6, is elastically deformed and thereby prestressed along its axial direction by means of the support element 14.Furthermore, the elastomer body 13, whose radial direction is perpendicular to the axial direction of the elastomer body 13, is elastically deformed along its radial direction and thus prestressed. For this purpose, the elastomer body 13 is supported along its radial direction, in particular directly, on the body 3, especially the body area KB.

[0050] The elastomer body 13 is a first component of a so-called rubber-metal part 30. The rubber-metal part 30 comprises the elastomer body 13 and an insert 31, which is made of a metallic material. The insert 31 is thus a second component of the rubber-metal part 30. The insert 31 and the elastomer body 13 are connected to each other, for example, by vulcanization. Thus, for example, the elastomer body 13 is vulcanized onto and / or bonded to the insert 31. The piston rod 4 is connected to the insert 31 and, via the insert 31, to the elastomer body 13.For this purpose, a screw element in the form of a nut 32 is provided, which is designed separately from the insert part 31, the elastomer body 13, the piston rod 4, and the damper tube 5. The nut 32 has a third thread 33 designed as an internal thread. The piston rod 4 has a fourth thread 34, designed as an external thread, which corresponds to the third thread 33. The threads 33 and 34 are screwed directly together, so that the thread 34 is screwed directly into the thread 33. Thus, the nut 32 is screwed directly onto the piston rod 4. The insert part 31 is clamped along the axis of movement 6 between the nut 32 and a stop 35 of the piston rod 4 formed by a collar on the piston rod 4, thereby connecting the piston rod 4 to the insert part 31 and, via the insert part, to the elastomer body 13.It is also apparent that when viewing only the bodywork 3, the opening 15 is open in the vertical direction of the vehicle and thus in the second direction. The bodywork area KB, for example, is manufactured through this opening and is therefore designed as a cast component.

[0051] To attach the stop buffer 12 to the support element 14, and in particular to the receptacle 18, the stop buffer 12 is pressed into the receptacle 18, and thus into the support element 14, particularly along the axis of movement 6. Therefore, an interference fit can be provided between the stop buffer 12, particularly in the length section L2, and the support element 14, by means of which the stop buffer 12 is connected to the support element 14, i.e., attached to the support element 14 at least along the axis of movement 6. Loads acting on the stop buffer 12, particularly compressive loads, are transferred into the support element 14 and from there, in particular via a positive fit, into the body 3.The stop buffer 12 is supported, for example, radially, that is, in the radial direction of the stop buffer 12, whose radial direction is perpendicular to the axial direction of the piston rod 4 and thus of the stop buffer 12, on the support element 14, in particular the wall region W2. Loads acting on the piston rod 4, also referred to as the damper rod, especially tensile loads, are introduced into the support element 14 via the elastomer body 13 and thus subject a respective screw connection, which is formed by the respective fastening element 22, 23 being screwed to the body 3, to an axial force, i.e., a tensile force acting in the axial direction of the piston rod 4. Compressive loads acting on the piston rod 4, in particular along the axis of movement 6, are introduced directly into the base B and thus into the body 3 via the elastomer body 13.In the embodiment shown in the figures, the stop buffer 12 is held completely independently of the components of the shock absorber 2 along the axis of movement 6 on the support element 14, in particular such that the stop buffer 12 interacts positively with the support element 14 and / or is pressed into the support element 14. This means that none of the components of the shock absorber 2 are used to secure, i.e., to hold, the stop buffer 12 on the support element 14 along the axis of movement 6.

[0052] As can also be seen from Figures 1 and 2, the bearing arrangement 1 has a so-called dust guard 36. The dust guard 36 is designed, for example, as a bellows, that is, as a bellows. The dust guard 36 is designed separately from the components, separately from the stop buffer 12, separately from the elastomer body 13, and separately from the support element 14. The dust guard 36 is coupled on one side to the damper tube 5 and on the other side to the support element 14 and the stop buffer 12, such that a first part, in particular a first end E1, of the dust guard 36 can be translationally moved with the damper tube 5 along the axis of movement 6 relative to the support element 14, relative to the stop buffer 12, and relative to a second part, in particular to a second end E2, of the dust guard 36. The parts, especially the ends E1 and E2, of the dust guard 36 lie opposite each other along the axis of movement 6.In the present case, the second part, in particular the second end E2, of the dust guard 36 is clamped between the stop buffer 12, in particular the length section L2 of the stop buffer 12, and the support element 14, in particular the wall section W1 and / or W2, and is thereby coupled to the support element 14 and the stop buffer 12, in particular such that translational relative movements occurring along the axis of movement 6 between the second part, in particular the second end E2, of the dust guard 36 and a structural unit comprising the support element 14 and the stop buffer 12 are prevented. For example, the first part, in particular the first end E1, of the dust guard 36 is coupled to the damper tube 5 in such a way that translational relative movements occurring along the axis of movement 6 between the first part, in particular the first end E1, of the dust guard 36 and the damper tube 5 are prevented.For example, the elastomer body 13 is pressed into the receptacle 18 and thus into the receiving pot and is thereby prestressed in the radial direction of the elastomer body 13, i.e. perpendicular to the axis of movement 6, i.e. elastically deformed.

[0053] In this case, for example, the elastomer body 13 is pre-tensioned along the axis of movement 6 by means of the screw connections. It can be seen that no openings to the interior of the body 3 or the vehicle are provided or required. Thus, the body 3 can be designed as a completely closed body, in particular without openings to the interior, thereby avoiding the need for sealing measures. To prevent corrosion in the area of ​​the rubber-metal part 30, for example, a paper seal is arranged between the support element 14 and the body 3, via which the support element 14 is supported on the body 3. The through-opening 21 in the support element 14 is closed and, in particular, sealed by means of the stop buffer 12 and / or the dust cover 36.The recess 16, for example, is a cylindrical depression, particularly on the inner circumference, which ensures free movement of the piston rod 4 during relative movements between the piston rod 4 and the body 3, for example, during ferry operation.

[0054] Figures 4 to 8 show a method for assembling, that is, for mounting and thus manufacturing, the bearing arrangement 1. For example, a component 37, as shown in Figure 3, is provided, which includes the shock absorber 2, the dust cover 36, the support element 14, the rubber-metal part 30, and the nut 32. Figure 6 shows that the component 37 is moved relative to the body 3 such that the support element 14 is supported against ribs 38 of the body 3 and slides along the ribs 38, thereby guiding the component 37 outwards, particularly in the transverse direction of the vehicle, and thus into its final position along the transverse direction. To prevent damage during sliding, for example, the paper seal mounted on the support element 14 is folded over an inner surface of the support element 14 (cover).Thus, there is no direct contact between the support element 14 and the body 3, and the sliding occurs, for example, purely via the aforementioned paper seal. The paper seal is shown schematically in Fig. 6 and is labelled 39.

[0055] It can be seen that the respective fastening element 22, 23 penetrates, in particular completely, a respective, in particular unthreaded, through-opening 40 of the support element 14. The through-opening 40 runs in a respective dome 41, which is conical on its outer circumference and thus in the form of a cone that tapers along the axis of movement 6 and in the first direction. It can also be seen that the respective opening 28, 29, also referred to as the respective screw opening, is conical at its respective end EN pointing downwards in the vehicle's vertical direction and in the form of a cone that widens downwards in the vehicle's vertical direction and in the second direction. From Fig. 7 it can be seen that when the assembly 37 has reached the aforementioned final position in the transverse direction of the vehicle, the assembly 37 is moved upwards in the vehicle's vertical direction relative to the body 3. From Fig.Figure 8 shows that the aforementioned cones are inserted into one another and thus act as insertion ramps or insertion aids, enabling the assembly 37, and therefore the shock absorber 2, to be mounted easily and precisely. In particular, after the respective dome 41 has been inserted into the corresponding opening 28, 29 or their conical end EN, the fastening elements 22 and 23 are screwed in and tightened. The cones act as joining cones, by which, for example, the support element 14 is rotationally aligned, particularly about the axis of movement 6, and thus brought into its final position. The screw connections generate the aforementioned axial preload of the elastomer body 13. For servicing, for example, the stop buffer 12 and the dust cover 36 are first removed from the receptacle 18, in particular pulled out. Then the fastening elements 22 and 23 are removed.The shock absorber 2, in particular the piston rod 4, can be grasped at the upper, free and exposed end of the shock absorber 2 (in the upward direction of the vehicle) and moved downwards together with the rubber-metal part 30 and the support element 14, thereby being moved out of the receptacle 15, also referred to as the receiving opening 46, in particular being pulled out. The rubber-metal part 30 and the support element 14 can be replaced separately as individual parts. Reference numeral list.

[0056] Shock absorber mounting arrangement, bodywork

[0057] Piston rod damper tube axis of movement arrow

[0058] Arrow

[0059] Coupling element damper eye piston

[0060] Stop buffer elastomer body support element

[0061] Recess, double arrow, through-opening, through-opening, fastening element, fastening element

[0062] thread

[0063] Thread Thread

[0064] Threaded opening, rubber-metal part, insert part

[0065] Mother

[0066] Threaded stop 36 Dust protection

[0067] 37 building units

[0068] 38th rib

[0069] 39 Paper gasket

[0070] 40 Passage opening

[0071] 41 Cathedral

[0072] 42 Passage opening

[0073] E End

[0074] E1 End

[0075] E2 End

[0076] B Floor

[0077] KB Bodywork Department

[0078] W1 first wall area

[0079] W2 second wall area

[0080] L1 length range

[0081] L2 length range

[0082] EN End

Claims

Patent claims 1. Mounting arrangement (1) of a shock absorber (2) of a chassis on a body (3) of a vehicle, wherein: - the shock absorber (2) has a piston rod (4) and a damper tube (5); - the piston rod (4) and the damper tube (5) Components of the shock absorber (2) are whose components are translationally movable relative to each other along an axis of movement (6); - the shock absorber (2) has a stop buffer (12) with which one of the components can be moved in support by translational movement of the components along the axis of movement (6) and relative to each other, thereby limiting a relative movement between the components along the axis of movement (6); - a first of the components is at least indirectly connected to an elastomer body (13) provided in addition to the stop buffer (12) and is supported and thereby mounted along the axis of movement (6) via the elastomer body (13) on the body (3); and - the elastomer body (13) along the axis of movement (6) on the one hand directly on the body (3) and on the other hand directly on a separate from the body (3), supported by a support element (14) formed separately from the elastomer body (13) and separately from the stop buffer (12), provided in addition to the stop buffer (12) and in addition to the elastomer body (13) and attached to the body (3); characterized in that: - the stop buffer (12) is directly supported along the axis of movement (6) on the support element (14); and - the support element (14) is attached to the body (3) by means of at least one fastening element (22, 23) which is designed separately from the support element (14) and separately from the body (3).

2. Storage arrangement (1) according to claim 1, characterized in that the fastening element (22, 23) is designed as a screw element and a first thread (24, 25) has a second thread (26, 27) corresponding to the first thread (24, 25) on the body (3), with which the first thread (24, 25) is directly screwed, whereby the fastening element (22, 23) is attached to the body (3) by attaching the support element (14) to the body (3).

3. Bearing arrangement (1) according to claim 2, characterized in that the first thread (24, 25) is designed as an external thread and the second thread (26, 27) is designed as an internal thread.

4. Bearing arrangement (1) according to claim 2 or 3, characterized in that the elastomer body (13) is at least partially arranged in a receptacle (15) of the body (3), wherein at least the receptacle (15) and the second thread (26, 27) are formed by a one-piece area (KB) of the body (3) formed from a single piece.

5. Storage arrangement (1) according to one of the preceding claims, characterized by an insert part (31) arranged at least partially in the elastomer body (13) and connected to the elastomer body (13), via which the first component is connected to the elastomer body (13).

6. Bearing arrangement (1) according to claim 5, characterized in that the elastomer body (13) is made of an elastomer as the first material and the insert part (31) is made of a second material different from the first material.

7. Bearing arrangement (1) according to claim 5 or 6, characterized in that a nut (32) is provided which is formed separately from the insert part (31), separately from the elastomer body (13) and separately from the first component and has an internal thread as a third thread (33), wherein the first component has an external thread corresponding to the third thread (33) as a fourth has threads (34), and wherein, by screwing the nut (32) onto the first component, the third thread (33) is directly screwed to the fourth thread (34), thereby connecting the insert part (31) and, via the insert part (31), the elastomer body (13) to the first component.

8. Storage arrangement (1) according to one of the preceding claims, characterized in that the stop buffer (12) is held on the support element (14) independently of the components along the axis of movement (6).

9. Storage arrangement (1) according to one of the preceding claims, characterized in that the support element (14) is formed in one piece.

10. Vehicle, comprising a storage arrangement (1) according to any of the preceding claims.

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