DE102020008371B4 - Engine mounts and bearing arrangement - Google Patents

Abstract

Bearing arrangement comprising an engine (50), at least two bearing blocks (44) for the engine (50) that can be connected to a body of a commercial vehicle, and at least two engine mounts (10), wherein each engine mount (10) comprises a bearing part (12), a support element (14) for connection to a body of the commercial vehicle, and an elastic cushion element (16) that connects the bearing part (12) to the support element (14), wherein the engine mount (10) lies in a transverse center plane (Q), and wherein the bearing part (12) has a bearing surface (18) for supporting an engine (50) of the commercial vehicle, which bearing surface extends along a transverse axis (20) and a longitudinal axis (22) arranged perpendicular to the transverse axis (20), wherein the bearing part (12) comprises a contact surface (24) directed away from the bearing surface (18), connected to the elastic cushion element (16), which forms a first angle with the transverse axis (20). (W1) and the cushioning element (16) has, in the direction of the longitudinal axis (22), a first cushioning section (30) and a second cushioning section (32), each having an outer region (30a, 32a), wherein a distance (34) between the lateral outer regions (30a, 32a) and the bearing surface (18) is in each case smaller than a distance (36) between the bearing surface (18) and a central region (31) arranged between the outer regions (30a, 32a) in the direction of the longitudinal axis (22), wherein the cushioning element (16) has a U-shaped or V-shaped sectional profile or a longitudinal section along the longitudinal axis (22), which is mirror-symmetrical to the transverse center plane (Q), wherein the transverse axis (20) runs parallel to the transverse center plane (Q), wherein each bearing block (44) is assigned an engine mount (10), wherein the at least two engine mounts (10) are arranged in a force flow path between the engine (50) and the Bearing block (44) are arranged and in each case the bearing surface (18) is in contact with the motor (50) and in each case the carrier element (14) is connected to the bearing block (44), wherein the motor (50) is arranged between the at least two motor bearings (10), wherein the motor bearings (10) are arranged such that a rolling movement of the motor (50) about its rolling axis (46) leads to a movement of the bearing part (12), wherein the direction of movement of the bearing part (12) primarily loads the cushion element (16) with shear.

Description

The invention relates to an engine mount according to the preamble of claim 1 and a bearing arrangement having the features of claim 12.

Engine mounts support an engine against a vehicle body. They incorporate elastic elements that absorb and isolate engine vibrations.

The elastic mounts are often designed to absorb the motor's forces in the direction of travel (X-direction), such as the inertial forces during braking and acceleration, as well as the motor's weight in the Z-direction, using elastomer blocks or wedges positioned in the X-Z plane. However, for good isolation, these support cushions must have low rigidity, necessitating the use of additional end stops to absorb the high loads.

For good roll mode isolation of the motor, a low stiffness of the interaction of all motor mounts with respect to rotational movements of the motor around the direction of travel axis or around an axis in the direction of travel, which may be slightly inclined in the XZ plane, is crucial. Roll mode can be understood as a rotating oscillation or rotations around the X axis. This results in bearing movements in the YZ plane, which may also require the use of Z end stops. To compensate for this disadvantage, US 8,002,252 A1 A bearing is described that has elastomer blocks that are positioned in both the XZ and YZ planes. However, the disadvantage of this design is the large number of individual components that need to be vulcanized, which requires a large number of tools and a significant amount of assembly effort.

From the EP 2159442 B1 An engine mount with an elastomer suspension spring is known, which is adjusted in the XZ plane, i.e., in the direction of travel and the direction of gravity. However, the suspension spring is not designed to be roll-mode optimized.

The invention is therefore based on the object of creating an engine mount and an engine mount assembly that overcome the problems of the prior art, in particular, to design a progressive engine mount that is specifically adjustable in the Z direction, does not require Z stops to limit movement caused by gravity, also has a progressive characteristic in the X direction, and is further characterized by improved isolation in roll mode. Furthermore, all elastomer components should be designed in such a way that they can be manufactured with a single vulcanization tool, thus minimizing assembly effort. The service life of the engine mount should also be increased.

For ease of description, a three-dimensional, rectangular, Cartesian coordinate system shall be used for orientation, with the X-axis corresponding to the longitudinal axis, the Y-axis corresponding to the transverse axis, and the Z-axis corresponding to the vertical axis. The respective designations of a pair of directional specifications can be used synonymously in the context of this disclosure. This coordinate system can be based on an assembly situation in a commercial vehicle, depicted in 6 .

Main features of the invention are set out in the characterizing part of claim 1 and claim 12. Embodiments are the subject of claims 2 to 10 and 13.

According to the invention, an engine mount for a vehicle, preferably for a commercial vehicle, is proposed, wherein the engine mount comprises a bearing part, a support element for connection to a body of the commercial vehicle, and an elastic cushioning element which connects the bearing part to the support element, wherein the engine mount lies in a transverse center plane, and wherein the bearing part has a bearing surface for supporting an engine of the commercial vehicle, which extends along a transverse axis and a longitudinal axis arranged perpendicular to the transverse axis, wherein the bearing part comprises a contact surface directed away from the bearing surface, connected to the elastic cushioning element, which forms a first angle with the transverse axis, and the cushioning element has a first cushioning section and a second cushioning section, each with an outer region, in the direction of the longitudinal axis, wherein a distance between the lateral outer regions and the bearing surface is in each case smaller than a distance between the bearing surface and a central region arranged between the outer regions in the direction of the longitudinal axis.

The engine mount according to the invention is thus tilted in a YZ plane, spanned by the transverse axis and the vertical axis, at least in sections relative to the transverse axis and/or has a tilted profile at least in sections. Thus, the transverse profile of the cushion element is tilted at least in sections relative to the bearing surface. The bearing surface is usually horizontal in an assembly position formed in an engine compartment. The YZ tilt of the cushion element serves, for example, in the assembly position, to apply a primary load to Thrust in roll mode, which leads to a soft roll mode and the associated good insulation. The engine mount according to the invention is also tilted relative to the longitudinal axis in an XZ plane spanned by the longitudinal axis and vertical axis, at least in sections, and/or has a tilted profile at least in sections. This XZ tilt of the cushion element can be designed, for example, as a longitudinal (along the longitudinal axis or X-axis) U-shape or V-shape with tilted or angled legs. The XZ tilt of the cushion element improves the progressive behavior in the X-direction.

The engine mount advantageously comprises only a single cushioning element, which results in a significant reduction in complexity and cost. The cushioning element can be designed as a single piece or even monolithic. This eliminates the need to manufacture and assemble a multitude of different cushioning elements individually; instead, the entire elastomer contour or cushioning element of the mount can be produced in a single vulcanization mold in this advantageous embodiment. The cushioning sections can be arranged adjacent to one another in the longitudinal direction and/or one of the cushioning sections can be arranged on either side of the transverse center plane and/or the cushioning sections can be mirror-symmetrical to the transverse center plane and/or the central region can lie in the transverse center plane.

The provision of a single and/or one-piece and/or monolithic carrier element can also be advantageous, which also results in a significant reduction in complexity and costs. For example, only a single carrier element would now have to be inserted into a vulcanization tool. This allows the tools to be designed with less complexity and makes production faster and more cost-effective.

The first angle, in the Y-Z plane or a plane parallel to it, serves to tilt the cushion element in such a way that, in the assembled position, it can be tilted downward toward a vehicle longitudinal center plane with an approximately horizontal alignment of the bearing surface. This allows for a primary shear load to be achieved in roll mode when a mounted engine rotates about its instantaneous center of rotation. The vehicle longitudinal center plane extends centrally through the vehicle along its longitudinal extent. In other words, the cushion element is tilted into this shear load to achieve a primary shear load, which leads to low stiffness and the associated good isolation of the roll mode.

A lateral outer region extends longitudinally between the lateral outer edge of the cushioning element and the central region, with the central region being at a greater distance from the bearing surface than the lateral outer region. This can apply to both outer regions. The lateral outer region can encompass the lateral outer edge. Because the distance between the lateral outer regions and the bearing surface is smaller than the distance from the central region to the bearing surface, a cushioning element can be shaped accordingly in the longitudinal direction or in the X-Z plane with a suitable shape, for example V-shaped or U-shaped. This shape leads to an easily adjustable and progressive X-stiffness in the direction of the longitudinal axis. This X-stiffness can also be very pronounced depending on the variation and/or ratios of the distances. The cushioning sections encompass the lateral outer regions. The cushioning element according to the invention can therefore be shaped in such a way that it can counteract the inertial forces of the engine, particularly during braking and acceleration, with a progressive stiffness profile, without causing stiffness jumps due to the use of additional stop buffers in the X-direction. It is conceivable that the smaller distance between the lateral outer regions and the bearing surface applies to all longitudinal sections along the transverse axis, relative to the distance from the central region to the bearing surface.

According to a further development, the bearing according to the invention can also be preferably free of previously conventional movement limits or end stops in the negative Z-axis direction, i.e., in the direction of action of a weight force, which abruptly limit a movement path caused by the weight force in the direction of compression, i.e., free of end stops in the direction of compression. These end stops lead to a sudden increase in stiffness and thus significantly reduce the service life of surrounding components. The cushioning element according to the invention makes such end stops unnecessary.

It is also conceivable that the support element forms a sixth angle with the transverse axis, which preferably has the same value as the first angle. At least one outer edge of the cushion element can extend such that it forms a further angle. According to one embodiment of the engine mount according to the invention, the first lateral outer edge of the cushion element forms a second angle with the longitudinal axis and/or a second outer edge of the pole The cushion element forms a third angle with the longitudinal axis, which angle is the same as the second angle. These angles can be spanned between a perpendicular to the support element, which at least intersects the respective outer edge, and the longitudinal axis. Additionally or alternatively, it is conceivable for a central profile of the first outer region to form a fourth angle with the longitudinal axis and/or for a central profile of the second outer region to form a fifth angle with the longitudinal axis, which angle is the same as the fourth angle. The central profile can be understood as the surface that lies in the cushion element and is at equal distances from both connection surfaces or contact surfaces (connection surface to the bearing part and connection surface to the support element). The central profile can also be referred to as a center surface with equal distances from the aforementioned connection surfaces. The fourth and/or fifth angle is then spanned between a tangent of the central profile and the longitudinal axis. The central profile can also define the extent of the outer region. An outer zone can be the outermost area of the upholstery element that has a largely uniform central gradient. A uniform central gradient can be defined as one that has a proportional gradient, but the central gradient can also have a linear, degressive, progressive, or regressive gradient, or a combination thereof.

The second and third angles can be used to position the outer edge of the cushioning element in the direction of the longitudinal axis, thus making the stiffness along the X-axis easily adjustable and progressively adjustable. This X-stiffness can also be highly pronounced depending on the angle setting.

The cushioning element can comprise a kidney recess. According to a further development, the cushioning element can have a centrally arranged recess in the central region, which extends along the contact surface and/or in the transverse center plane. Multiple central recesses can also be provided. The recess can, for example, be continuous through the cushioning element and/or, with respect to its own cross-section, be kidney-shaped, round, teardrop-shaped, eye-shaped, or as a pocket in the cushioning element. The shape of the recess can thus be selected so that the volume of the kidney and thus the predefined load for closing the kidney can be easily adjusted. Since the stiffness in the direction of action of the weight force has a more progressive curve after the kidney closes than before the kidney closes, the design of the kidney cross-section can be used to dimension the starting point of the more progressive curve on the force-displacement characteristic curve. At the same time, an optimal kidney geometry can be found for the load spectrum of the bearing, which allows the minimization of the strain in the cushioning element at the surface of the recess. This means that in addition to the adjustability of the stiffness and progression of the bearing, a long bearing service life can also be achieved.

This is where a one-piece design of the cushioning element with a central area comes into its own. Only the presence of a central area makes it possible to provide such a recess in order to influence and adjust the bearing behavior. The progression in the Z direction can be adjusted by the geometry of the recess. As soon as the cushioning element is deflected or compressed in the Z direction to such an extent that the recess is completely closed, the free surface of the cushioning element decreases and the stiffness becomes progressive. The shape of the kidney can also be used to influence the strains that occur in the bearing. The onset of the increasing progression can be influenced by the open area, i.e. the area of the kidney or recess that is circumferentially bordered at least in sections by the cushioning element and can be reduced by applying force to the cushioning element. A longitudinally round and/or small kidney leads to an early onset of progressive behavior. A longitudinally oval kidney (vertical, or with a long diameter running in the Z direction) leads to a late onset of progressive behavior. By completely omitting such a recess, the bearing exhibits a strongly progressive behavior immediately after force is applied.

This recess also allows for an advantageously simple adjustment of the stiffness and progression of the bearing in the vertical direction, thus influencing the behavior of the cushioning element depending on the applied forces. By introducing and designing the recess (shape, position, number, open area), the progression in the vertical direction can be adjusted, largely independently of the setting of the shear-dominated stiffness in the direction of movement of the bearing in roll mode. Furthermore, the design of the kidney (shape, position, number, and open area) can specifically influence the expansion in the elastomer, thus creating a bearing with a long service life. The recess can be arranged mirror-symmetrically to the transverse center plane.

The recess can be completely closed by weight. According to a wide In a further embodiment, the recess can be designed and/or arranged such that it can be completely closed when the bearing part is subjected to a predefined compressive force in the direction of the support element. Completely closing the recess reduces the free surface area of the cushioning element, which leads to an increase in the stiffness of the bearing upon further increase in load. Thus, the recess can be precisely adjusted to a predefined progression starting point for a predefined load.

It is also conceivable that, in the direction of the vertical axis, the cushioning element directly borders the bearing part on one side and the support element on the other. This allows a flat bearing to be created.

Specific dimensions can be assigned to the second and/or third angle, just like to the fourth and/or fifth angle. Therefore, an engine mount according to the invention is also conceivable, in which the cushion element has a cushion longitudinal axis lying in the transverse center plane, wherein a projection of the second and/or third angle onto a projection plane orthogonal to the cushion longitudinal axis has an amount between 10° and 50°, preferably between 20° and 40°, more preferably between 25° and 35°, and/or a projection of the fourth and/or fifth angle onto a projection plane orthogonal to the cushion axis has an amount between 40° and 80°, preferably between 50° and 70°, more preferably between 55° and 65°. The cushion longitudinal axis extends centrally through the cushion element. The cushion longitudinal axis can enclose an angle with the transverse axis equal to the amount of the first angle, whereby it can run parallel to the contact surface. It is also conceivable that the sum of the second and fourth angles and/or the third and fifth angles is 90°. These angles have proven particularly advantageous for implementing progressive behavior in the X direction.

According to a further development of the engine mount according to the invention, it is conceivable for the cushion element to be designed without a recess or without a recess. This results in a particularly progressive stiffness curve in the Z direction, which, in comparison to the previously discussed embodiments with a recess, is not characterized by a sudden change in the free surface of the main support cushion upon reaching a defined load.

According to a further development, the support element can be a support sheet, preferably a one-piece support sheet. The support sheet can cover the cushioning element on the bearing block side, the body side, and/or the underside, preferably over its entire surface on the bearing block side, the body side, or the underside. Using the support sheet, the cushioning element can be fastened to a bearing block by positive or non-positive engagement, for example by bending fixing tabs, snap hooks, or screws integrated into the support element. Such an embodiment also avoids two disadvantages. If the cushioning element were vulcanized directly onto the bearing block, this would have two disadvantages: The bearing block is very thick and contains a large amount of mass, which would have to be heated during each vulcanization cycle. Such energy expenditure is not even necessary with the support element, since a thin support sheet can be selected (approx. 2 to 4 mm), thus requiring considerably less energy during vulcanization. The design freedom regarding the geometry of the upholstery element would be severely limited if it were vulcanized directly, since the "back" of the upholstery element would be largely covered by the bearing block and this covered side would therefore no longer be accessible - the bearing block would be in the way.

Because the carrier plate is a single piece, the entire engine mount can be pushed into the bearing block as a whole using the one-piece carrier plate and secured there. Because the carrier plate is a single piece, centering the carrier plate in a tongue and groove connection with the bearing block is much easier than if a multi-piece carrier plate had to be inserted into the bearing block simultaneously using a tongue and groove connection. With a one-piece carrier plate, a single fixing element is sufficient for secure fixing, for example a single fixing tab or screw, even if two fixing elements are preferably used. In contrast, with a multi-piece carrier plate, each of which could be connected to the bearing block using a tongue and groove connection, the number of fixing elements would have to be increased in line with the multi-piece nature of the carrier plates in order to achieve the same level of fixing quality. The bearing part with the one-piece carrier plate is therefore easier to assemble, requires fewer fixing elements and fewer fixing processes, such as folding the fixing tabs, screwing or engaging snap hooks.

According to a further embodiment of the engine mount according to the invention, the support element can have a U- or V-shaped cut or a longitudinal cut along the longitudinal axis, which is preferably mirror-symmetrical to the transverse center plane and open in the direction of the vertical axis. It is additionally or alternatively conceivable for the cushion element to have a U- or V-shaped cut or a longitudinal cut along the Longitudinal axis, which is preferably mirror-symmetrical to the transverse center plane. The cushion element is then inclined or tilted at least in its lateral outer areas. It is conceivable that the contact surface also follows this contour, which can result in a U- or V-shaped cross-section or a longitudinal cross-section along the longitudinal axis of the contact surface. This shape also serves a progressive stiffness curve to counteract engine inertia forces in the X direction.

In the unloaded state, the cushioning element can have a uniform thickness over its extension in the longitudinal and/or transverse direction. A further embodiment of the engine mount according to the invention can provide that the support element runs parallel to the contact surface and/or a cross-sectional profile of the support element in the direction of the transverse axis and/or a longitudinal section of the support element in the direction of the longitudinal axis corresponds to the corresponding cross-sectional profile or longitudinal section of the contact surface, preferably follows this, in particular when the cushioning element is free of external compressive forces. The formal design of both elements is thus aligned, whereby a distance between the support element and the contact surface can be the same over at least large areas of the transverse axis and/or longitudinal axis. The distance in the direction of the vertical axis between the connection surface on the support element and the connection surface on the bearing part can therefore be identical.

At least one insertion spring can be provided to fix the engine mount to a bearing block. According to a further development, it is therefore conceivable for the support element to comprise at least one insertion spring for engaging in a corresponding groove. The groove can, for example, be formed in the bearing block. The support element preferably comprises two, preferably laterally arranged, insertion springs, which serve to secure it in the bearing block by means of a tongue and groove connection. Since the support element can be made in one piece, the number of insertion springs can also be very small – at least one insertion spring per support element. Since multiple individual support cushions do not need to be mounted on the bearing block or bearing part, but rather the entire elastomer surface or cushion element surface to be fixed to the bearing block is attached to this single support plate, a maximum of one insertion spring is sufficient. This also reduces the required number of fixing elements between the bearing block and the support element, such as fixing tabs, screws, or snap hooks. The at least one insertion spring can comprise a covering made of the material of the cushion element, which is preferably a rubber covering. A one-piece or even monolithic design of the cover and upholstery element is conceivable.

According to the invention, a bearing arrangement is also proposed, comprising an engine, at least two bearing blocks for the engine that can be connected to a body of a commercial vehicle, and at least two engine mounts according to at least one of claims 1 to 10, wherein each bearing block is assigned an engine mount, wherein the at least two engine mounts are arranged in a force flow path between the engine and the bearing block, and in each case the bearing surface is in contact with the engine, and in each case the support element is connected to the bearing block, wherein the engine is arranged between the at least two engine mounts, wherein the engine mounts are arranged such that a rolling movement of the engine about its rolling axis leads to a movement of the bearing part, wherein the direction of movement of the bearing part primarily loads the cushion element (16) with shear. With reference to the coordinate system mentioned at the outset, the engine mounts according to the invention can be mounted such that the longitudinal axis of each bearing extends at least largely in the direction of travel.

According to a further development, the motor mounts can be arranged such that a tangent of the roll-mode movement, representing the primary thrust force for the cushion element, encloses a seventh angle with the cushion transverse axis, which has a value in the range of 5 to 15°, preferably 10°. The tangent is thus slightly more inclined than the cushion longitudinal axis for particularly low stiffness and good isolation in roll mode. The optimal angle can be defined by the compliance of the cushion element in the compression/thrust direction in the Z-Y plane. The cushion element has the cushion transverse axis located in the transverse center plane Q, which represents the adjustment of the cushion element in the Z-Y direction.

The advantages described above with regard to the engine mount also apply analogously to the bearing arrangement, which is why reference is made to this.

• 1 ein erfindungsgemäßes Motorlager gemäß einer ersten Ausführungsform in einer perspektivischen Ansicht,
• 2 eine Frontansicht des Motorlagers nach 1 in Blickrichtung des Pfeils B2 nach 3, wobei gegenüber 1 die Niere oval ausgeführt ist,
• 3 eine Querschnittansicht durch das Motorlager nach 2 entlang der Linie III-III in 2,
• 4 eine Frontansicht eines weiteren Motorlagers in Blickrichtung des Pfeils B4 nach 5,
• 5 eine Querschnittansicht durch das Motorlager nach 4 entlang der Linie V-V in 4, und
• 6 eine schematische Ansicht einer erfindungsgemäßen Lageranordnung.

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:

• 1 an engine mount according to the invention according to a first embodiment in a perspective view,
• 2 a front view of the engine mount after 1 in the direction of arrow B2 3 , whereas 1 the kidney is oval,
• 3 a cross-sectional view through the engine mount after 2 along line III-III in 2 ,
• 4 a front view of another engine mount in the direction of arrow B4 to 5 ,
• 5 a cross-sectional view through the engine mount after 4 along the line VV in 4 , and
• 6 a schematic view of a bearing arrangement according to the invention.

In the figures, identical or corresponding elements are designated by the same reference numerals and are therefore not described again unless expedient. The disclosures contained in the entire description apply mutatis mutandis to identical parts with the same reference numerals or the same component designations. Furthermore, the positional information chosen in the description, such as top, bottom, side, etc., refers to the directly described and illustrated figure and, if the position changes, is to be applied mutatis mutandis to the new position. Furthermore, individual features or combinations of features from the various embodiments shown and described can represent independent, inventive or inventive solutions in their own right.

1 depicts an engine mount 10 for a commercial vehicle, which lies in a transverse center plane Q, wherein the engine mount 10 comprises a bearing part 12, which can be made of a relatively rigid material. The bearing part 12 has a bearing surface 18 for supporting an engine 50 of a commercial vehicle, wherein the bearing surface 18 extends along a transverse axis 20 and a longitudinal axis 22 (X-axis) arranged perpendicular to the transverse axis 20 (Y-axis). This coordinate system also includes a vertical axis 21 (Z-axis). A roll mode R is also indicated, wherein the instantaneous center of the roll movement, as 6 shows, lies far outside the bearing 10, between two oppositely mounted engine mounts 10 to the right and left of the engine 50 with respect to the X-axis. The bearing surface 18 is pierced by two connecting recesses 54, into which, for example, screw means (not shown) for screwing the engine 50 can engage. On its outer regions lying in the longitudinal axis 22 and on its rear region lying in the transverse axis 20, the bearing part 12 carries stop pads 56 made of an elastic material, which can dampen impact against other vehicle components or a bearing block 44 in the event of excessive load. The bearing part 12 also carries such a stop pad 56 on its head surface lying in the vertical axis 21.

Below the bearing part 12, which can be made of a metal alloy, there is a rubber-elastic cushioning element 16, which in turn is adjacent to a one-piece support element 14. The cushioning element 16 is formed in a single vulcanization cycle with the bearing part 12 and the support element 14. Centrally, the cushioning element 16 has a continuous recess 40 with an open surface, which is adjacent to the support element 14 or is open there. Since the cushioning element 16 is constructed in one piece, both areas of the cushioning element 16 are connected to each other on both sides of the recess 40 on the bearing part 12.

How 3 shows, the bearing part 12 has a wedge-shaped cross-section, which tapers along the transverse axis 20. The cushion element 16 is thus placed between the bearing part 12, which is to be screwed to the motor 50, and the support element 14, so that it can decouple and isolate relative movements between the two components, or between the motor 50 and the body. In order to connect the support element 14 to the bearing block 44, the support element 14 has monolithic insertion springs 74 on both sides, which fit into corresponding grooves of the 3 illustrated bearing block 44. Also shown is one of two fixing tabs 76, which are also encompassed by the carrier element 14, are preferably monolithically connected, and, after the insertion springs 74 have been fully inserted into the grooves, protrude through holes (not shown) in the bearing block 44 and can then be bent over to fix the motor mount 10 to the bearing block 44. Thus, by means of the fixing tabs 76, a positive connection can be established between the carrier plate and the bearing block 44.

How now 2 shows, the bearing part 12 has a contact surface 24 directed away from the bearing surface 18 and connected to an elastic cushioning element 16. The contact surface 24 is the surface via which the cushioning element 16 is connected to the bearing part 12. The contact surface 24 is largely V-shaped or U-shaped in the direction of the longitudinal axis 22. Spatially and in the direction of action, the one-piece cushioning element 16 made of elastic material, for example rubber or elastomer, is arranged between the bearing part 12 and a support element 14. The cushioning element 16 connects the bearing part 12 to the one-piece support element 14, so that there is no direct connection between these two elements and only the one single cushioning element 16 connects them to one another.

The cushioning element 16 is provided with a small radius 52 at each of its edges, which taper off at the bearing part 12 and the support element 14. A smooth transition in the connection zone of the cushioning element 16, here designed as a radius 52, is important for a long service life of the component, especially if the insertion springs 74 are not fully or partially coated with elastomer. The illustrated insertion springs 74 are not rubberized. This allows for easy assembly of the tongue-and-groove connection with a slight transition fit. Alternatively, the insertion spring 74 can be provided with a thin elastomer layer, which simplifies the mold concept and ensures a secure, tight fit of the tongue-and-groove connection, but potentially leads to higher assembly forces.

The cushioning element 16 comprises, in the direction of the longitudinal axis 22, a first cushioning section 30 on one side of the transverse center plane Q and a second cushioning section 32 on the other side of the transverse center plane Q, each with an outer region 30a, 32a. The two cushioning sections 30, 32 meet centrally at the support element 14 and merge into one another. The cushioning element 16 comprises, over its entire extent in the direction of the transverse axis 20, a U-shaped longitudinal section with widely flattened legs. The contact surface 24 and the support element 14 also have a U-shaped longitudinal section over their entire extent in the direction of the transverse axis 20. The longitudinal sections also correspond to one another over their entire extent in the direction of the longitudinal axis 22 for the contact surface 24, the cushioning element 16 and the support element 14.

2 also shows that the cushioning element 16, in its two lateral outer regions 30a, 32a, has a smaller distance 34 from the bearing surface 18 than a central region 31 arranged between the outer regions 30a, 32a with a distance 36, whereby the respective distances 34, 36 are to be compared in the longitudinal direction. The distances 34 and 36 can also be measured from the central profile 30az or 32az. A section of the central profile, designated 31az, also lies in the central region 31. The individual central profiles 30az, 31az, and 32az form parts of the central profile of the cushioning element 16. As 3 shows, although the distance 34 decreases in the viewing direction B2 due to the wedge shape of the bearing part 12, the distance 36 also decreases to the same extent, so that the distance 36 is greater than the distance 34 over the entire transverse extent. Thus, the body of the cushion element 16 is bulbous or convex with respect to the bearing surface 18. Although the distance 36 is intended to be measured in the transverse center plane Q, it is shown slightly off-center for reasons of clarity. The engine mount 10 and thus also the bearing part 12, the support element 14 and the cushion element 16 are mirror-symmetrical to the transverse center plane Q. The support element 14 is plate-shaped and designed as a one-piece support sheet. It serves to connect the engine mount 10 to the bearing block 44 fastened to the body of the commercial vehicle by means of the insertion springs 74 and fixing tabs 76.

2 shows the extension of the areas 30, 31 and 32 in the longitudinal direction 22, whereby in each of these areas the corresponding section of the central lines 30az and 32az is largely uniform. The same applies to 4 .

In the central area 31, the cushion element 16 has a centrally arranged recess 40 in the shape of a kidney, which differs from the 1 shown and extends along the contact surface 24 and in the transverse center plane Q. The recess 40 has an open area and can be designed and/or arranged such that it is completely closable when the bearing part 12 is subjected to a compressive force of a predefined amount in the direction of the carrier element 14. The recess 40 shown borders the contact surface 24. However, it can also border the carrier element 14 at the same time or have no border on the carrier element 14 or on the contact surface 24.

The cushioning element 16 has a central profile 30az extending to one side of the transverse center plane Q and a central profile 32az extending to the other side of the transverse center plane Q. These two central profiles 30az, 32az divide the cushioning element 16 into an upper and a lower half, wherein they are at equal distances from the adjacent support element 14 and from the adjacent contact surface 24 at every point. 2 now shows that each of the two central courses 30az, 32az has a straight course arranged in the area of the respective outer region 30a, 32a and a curved course arranged in the central region 31.

The first outer region 30a or its lateral outer edge 30ar forms a second angle W2 with the longitudinal axis 22. The second outer region 32a or its lateral outer edge 32ar also forms a third angle W3 with the longitudinal axis 22, which has the same value as the second angle 28. These angles W2 and W3 are spanned between a perpendicular to the support element 14, which at least intersects the respective outer edge 30ar, 32ar, and the longitudinal axis 22.

The central profile 32az of the second outer region 32a forms a fifth angle W5 with the longitudinal axis 22. The central profile 30az of the first outer region 30a also forms a fourth angle W4 with the longitudinal axis 22, which has the same value as the fifth angle W5. This clearly shows 2 the tilting of the cushion element 16 in an XZ plane.

In 3 The engine mount 10 is shown mounted on a bearing block 44, which covers the rear of the engine mount. The bearing surface 18 is designed according to the mounting situation according to 6 horizontally aligned. 3 shows along the section line III-III from 2 a further angular relationship in the engine mount 10. The contact surface 24 includes a first angle W1 with the transverse axis 20 and the support element 14 includes a sixth angle W6 with the transverse axis 20, these two angles W1, W6 in the embodiment of 3 have the same amount, since the contact surface 24 runs parallel to the carrier element 14 in the direction of the transverse axis 20. Clearly, 3 the tilting of the cushion element 16 in a YZ plane.

The cushion element 16 also has a cushion transverse axis 42 located in the transverse center plane Q, wherein a projection of the second angle W2 or the third angle W3 onto a projection plane 58 orthogonal to the cushion transverse axis 42 has a value between 10° and 50°. A projection of the fourth angle W4 or fifth angle W5 onto the projection plane 58 orthogonal to the cushion axis 42 has a value between 40° and 80°. These angles can determine the stiffness and/or the progressive behavior in the longitudinal direction 22.

The 4 and 5 show an engine mount 10 analogous to the previously shown engine mount 10 in the 2 and 3 , whereby in the following essentially only the differences to the engine mount of the 2 and 3 should be addressed.

The upholstery element 16 of the 4 and 5 is designed without recesses or is constructed without a recess 40. Furthermore, the central profiles 30az and 32az have a different profile. In the central region 31, the central profiles 30az and 32az are less curved or flatter, but they are more curved in the outer regions 30a and 32a.

6 shows a schematic bearing arrangement 48 with an engine 50 and two bearing blocks 44 connectable to a body of a commercial vehicle in the assembly position for the engine 50. A roll axis 46 projects through the engine 50 and usually runs slightly upward in the direction of travel. The engine 50 is also located in a vehicle longitudinal center plane FLM, which intersects the transverse center planes Q at a right angle. The two engine mounts 10 shown are arranged in a force flow path 72 between the engine 50 and the corresponding bearing block 44. The respective bearing surfaces 18 are in contact with the engine 50. The respective support element 14 is connected to the corresponding bearing block 44, with the engine 50 being arranged between the two engine mounts 10. The adjustment of the cushion element 16 in the Y/Z direction, in conjunction with the fact that two motor mounts 10 provided opposite one another on the motor 50 are positioned opposite one another in this plane, advantageously results in the cushion element being primarily subjected to shear in roll mode R. The force of the roll mode is plotted as a circular-segment arrow around the instantaneous center M. The acting shear force is symbolized by the shear arrow S, which is a tangent of the circular-segment arrow around the instantaneous center M. Since the cushion element is primarily subjected to shear during a rolling movement, it is particularly soft compared to the tensile/compressive loading of the same cushion element. The invention is not limited to one of the previously described embodiments, but can be modified in a variety of ways. 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.

The scope of the invention includes all combinations of at least two of the features disclosed in the description, the claims and/or the figures.

To avoid repetition, features disclosed by the device should also be considered as disclosed by the method and claimable. Likewise, features disclosed by the method should also be considered as disclosed by the device and claimable.

List of reference symbols

10

Engine mount

12

bearing part

14

Support element

16

Upholstery element

18

Bearing surface

20

transverse axis

21

vertical axis

22

Longitudinal axis

24

Contact surface

30

first upholstery section

30a

Outdoor area

30ar

lateral outer edge

30az

Central course

31

Central area

31az

Central course

32

second upholstery section

32a

Outdoor area

32ar

lateral outer edge

32az

Central course

34

Distance

36

Distance

40

recess

42

Cushion transverse axis

44

bearing block

46

Roll axis

48

Bearing arrangement

50

Motor

52

radius

54

Connection recess

56

Stop pad

58

Projection plane

72

Power flow path

74

Insertion spring

76

Fixing tab

B2

Direction of view

B4

Direction of view

FLM

Vehicle longitudinal center plane

M

Instantaneous pole

Q

transverse median plane

R

Rollmode

S

Shear tangent

W1

first angle

W2

second angle

W3

third angle

W4

fourth angle

W5

fifth angle

W6

sixth angle

W7

seventh angle

Claims (2)

Bearing arrangement comprising an engine (50), at least two bearing blocks (44) for the engine (50) that can be connected to a body of a commercial vehicle, and at least two engine mounts (10), wherein each engine mount (10) comprises a bearing part (12), a support element (14) for connection to a body of the commercial vehicle, and an elastic cushion element (16) that connects the bearing part (12) to the support element (14), wherein the engine mount (10) lies in a transverse center plane (Q), and wherein the bearing part (12) has a bearing surface (18) for supporting an engine (50) of the commercial vehicle, which bearing surface extends along a transverse axis (20) and a longitudinal axis (22) arranged perpendicular to the transverse axis (20), wherein the bearing part (12) comprises a contact surface (24) directed away from the bearing surface (18), connected to the elastic cushion element (16), which forms a first angle with the transverse axis (20). (W1) and the cushioning element (16) has, in the direction of the longitudinal axis (22), a first cushioning section (30) and a second cushioning section (32), each having an outer region (30a, 32a), wherein a distance (34) between the lateral outer regions (30a, 32a) and the bearing surface (18) is in each case smaller than a distance (36) between the bearing surface (18) and a central region (31) arranged between the outer regions (30a, 32a) in the direction of the longitudinal axis (22), wherein the cushioning element (16) has a U-shaped or V-shaped sectional profile or a longitudinal section along the longitudinal axis (22), which is mirror-symmetrical to the transverse center plane (Q), wherein the transverse axis (20) runs parallel to the transverse center plane (Q), wherein each bearing block (44) is assigned an engine mount (10), wherein the at least two engine mounts (10) are arranged in a force flow path between the engine (50) and the Bearing block (44) are arranged and in each case the bearing surface (18) is in contact with the motor (50) and in each case the support element (14) is connected to the bearing block (44), wherein the motor (50) is arranged between the at least two motor bearings (10), wherein the motor bearings (10) are arranged such that a rolling movement of the motor (50) about its rolling axis (46) leads to a movement of the bearing part (12), wherein the direction of movement of the bearing part (12) primarily loads the cushion element (16) for shear. Bearing arrangement according to Claim 1 , characterized in that a tangent of the roll mode movement (R) representing the primary thrust force for the cushion element (16) encloses a seventh angle (W7) with the cushion transverse axis (42), which has an amount in the range of 5 to 15°, preferably of 10°.