WO1989005245A1 - A vehicle engine suspension device - Google Patents
A vehicle engine suspension device Download PDFInfo
- Publication number
- WO1989005245A1 WO1989005245A1 PCT/SE1988/000657 SE8800657W WO8905245A1 WO 1989005245 A1 WO1989005245 A1 WO 1989005245A1 SE 8800657 W SE8800657 W SE 8800657W WO 8905245 A1 WO8905245 A1 WO 8905245A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- engine
- cushions
- seats
- supports
- distance
- Prior art date
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
- B60K5/12—Arrangement of engine supports
- B60K5/1208—Resilient supports
- B60K5/1216—Resilient supports characterised by the location of the supports relative to the motor or to each other
Definitions
- a vehicle engine suspension device A vehicle engine suspension device
- the present invention relates to a vehicle engine suspension device which comprises at least one pair of compressible engine cushions or pads connected to the engine and having supports intended for attachment to the seats of an engine bed plate, wherein the cushions are inclined towards one another in the direction of com ⁇ pression and the seats are inclined correspondingly.
- the object of the present invention is to provide a vehicle engine suspension system of the kind described in the introduction with which the engine cushions will be subjected solely to compression forces in the direction of symmetry.
- This object is achieved in accordance with the invention in that the distance between the supports in the expanded state of the cushions when no load acts thereon is so much greater than the distance between the seats as to ensure that essentially no shear forces will act on the cushions when the cushions are compressed under the weight of the engine.
- engine weight is meant here and in the following that part of the weight of the entire engine assembly, i.e. engine, clutch and gear box, which is to be supported by the cushions.
- Figure 1 is a perspective view of a complete engine su ⁇ - pension system intended for a transversely positioned engine.
- Figure 2 is a side view of engine cushions and mounting, with the engine illustrated schematically, and Figure 3 is an enlarged view of the ringed area in Figure 2.
- the engine suspension illustrated in Figure 1 includes an intermediate frame 1 which is intended to be mounted on the vehicle chassis with the aid of resilient, vibration- -damping bushes 2, one at each corner of the frame.
- the frame 1 carries the engine 3, together with the gear box 4 and the vehicle steering transmission 5.
- a pair of dampened engine cushions 6, 7 are mounted bet ⁇ ween the engine 3 and the frame 1, in front of and behind said engine respectively as seen in the direction of the vehicle long axis.
- the main function of the cushions is to dampen vertically acting engine movement and vibrations and will suitably be of the liquid-damped kind.
- the cush ⁇ ions are placed on respective sides of a plane extending vertically through the common centre of gravity of the engine and gear box.
- a third cushion 8 is mounted between the forwardly located edge surface of the engine and the right-hand side of the frame, the purpose of this third cushion being to impart a suitable natural frequency to the engine in the vehicle roll direction.
- This third cushion 8 may also be a liquid-damped cushion, although not necessarily so.
- a torque brace 9 is mounted re ⁇ ilient- ly on the left-hand side of the engine block, above the gear box 4, one end of the brace being mounted on a torque arm 10 on the engine block and the other end thereof being mounted on a bracket 11 on the rear defining wall (not shown) of the engine compartment.
- a further torque brace 12 connects the engine with the intermediate frame 1. The main purpose of the braces is to counteract twisting of the engine when the vehicle is accelerated or braked.
- the cushions 6, 7 also counteract tendencies of the engine to twist or likewise rotate.
- the cushions 6, 7 are best seen from Figures 2 and 3 and comprise a cylindrical, metal holder part 15, a resilient body 16 attached to the holder part and a metal, conical support element 17 which is attached to the resilient body 16 and has located therein a central, screwthreaded bore 18.
- Each of the holder parts 15 of the cushions 6. 7 is screwed firmly to its respective attachment 19 on the engine..
- the attach- ments 19 each have a length dimension which is so adapted that a distance a_ between the cushion symmetry axes S' in the non-loaded state of said cushions is greater than a distance b_ between the symmetry axes S" of a pair of seats 20 on the frame 1.
- the differences are exaggerated in Figure 2, for the sake of illustration.
- the seats 20 have the form of a pair of conical recesses which are comple ⁇ mentary with the conical support elements 17 of the cushions .
- Figure 2 illustrates the stage of an engine mounting process in which the outer side surfaces of the supports and the seats 20 are in contact With one another.
- the resilient bodies 16 of the cushions 6, 7 are progressively further compressed until finally, when the whole weight of the engine rests on all three cushions 6, 7 and 8, they are compressed to an extent such that the symmetry axes S' and S" of the supports 17 and the seats 20 coincide, as illustrated in Figure 3.
- the original distance a_ between the supports 17 is reduced to a distance b_, i.e. a distance which is equal to the distance between the seats 20.
- the conicity of the cushion supports 17 and the seats 20 is effective in guiding the engine automatically into its correct position on the engine bed.
- a bolt (not shown) is screwed through the bottom of a respective seat and into a bore 18 in respective support elements 17.
- Figures 2 and 3 show the seats 20 and the supports 17 to have mutually the same conicity, the seats will preferably be slightly more pointed than the supports, so as to ensure a clearance- -free, or fully tight, connection when the securing bolts are tightened.
- the distance a_ between the cushions 6. 7 is thus chosen with respect to the resistance of the cushions to com ⁇ pression and to that part of the engine weight which the cushions are intended to support such that the compression caused by the static load of the engine - in practice in the order of magnitude of 10 mm - will result in a re ⁇ duction in said distance a . to the distance b_, and there ⁇ with ensuring that the resilient bodies of the cushions will not be subjected to shear forces.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
- Vibration Prevention Devices (AREA)
- Springs (AREA)
Abstract
A suspension arrangement for front-wheel drive vehicles equipped with transversely positioned engines. The suspension comprises a pair of compressible cushions (6, 7) which are arranged between the engine (3) and the engine bed (1), one of the cushions being located forwardly off the engine and the other rearwardly thereof. The cushions are inclined towards one another and have supports (17) which are intended to be fixated by and secured in complementary seats (20) located on the engine bed. When no load acts on the cushions, and the cushions are in their expanded state, the distance a between the cushions is greater than the distance b between the seats, but decreases to b under the influence of the weight of the engine.
Description
A vehicle engine suspension device
The present invention relates to a vehicle engine suspension device which comprises at least one pair of compressible engine cushions or pads connected to the engine and having supports intended for attachment to the seats of an engine bed plate, wherein the cushions are inclined towards one another in the direction of com¬ pression and the seats are inclined correspondingly.
It is conventional to position the engine cushions of each engine cushion pair located on respective opposite sides of a vehicle engine - as seen in its axial direction such that said cushions are inclined towards one another in the direction of compression and therewith cause the natural frequencies of the engine to lie within a narrower frequency band. In the case of known installations of this kind, the distance between the cushion supports in the absence of compressive load is equal to the distance between the seats on the chassis frame in the engine compartment. When the engine is lowered into the engine compartment and the supports come into contact with the seats, the cushions are subjected to shear forces as a result of the weight exerted thereon by the engine. Engine cushions, however, and particularly liquid-damped cush¬ ions, are primarily constructed to take up solely co - pression forces and their useful life will be shortened considerably if the cushions are subjected to excessive shear forces.
The object of the present invention is to provide a vehicle engine suspension system of the kind described in the introduction with which the engine cushions will be subjected solely to compression forces in the direction of symmetry.
This object is achieved in accordance with the invention in that the distance between the supports in the expanded state of the cushions when no load acts thereon is so much greater than the distance between the seats as to ensure that essentially no shear forces will act on the cushions when the cushions are compressed under the weight of the engine.
Since the cushions are inclined towards one another, the lower ends of the cushions will move progressively closer together as the cushions are compressed.
By suitably adapting this mutual spacing in the absence of load to the degree of compressibility attainable and to the dead weight of the engine, it can be ensured that the compression resulting from the engine weight will be precisely that required to decrease the distance between the supports to an extent such that said distance will be equal to the distance between the seats when the cushions are subjected to the static weight of the engine. By
"engine weight" is meant here and in the following that part of the weight of the entire engine assembly, i.e. engine, clutch and gear box, which is to be supported by the cushions.
The invention will now be described in more detail with reference to exemplifying embodiments thereof illustrated in the accompanying drawings, in which Figure 1 is a perspective view of a complete engine suε- pension system intended for a transversely positioned engine.
Figure 2 is a side view of engine cushions and mounting, with the engine illustrated schematically, and Figure 3 is an enlarged view of the ringed area in Figure 2.
The engine suspension illustrated in Figure 1 includes an intermediate frame 1 which is intended to be mounted on the vehicle chassis with the aid of resilient, vibration- -damping bushes 2, one at each corner of the frame. The frame 1 carries the engine 3, together with the gear box 4 and the vehicle steering transmission 5.
A pair of dampened engine cushions 6, 7 are mounted bet¬ ween the engine 3 and the frame 1, in front of and behind said engine respectively as seen in the direction of the vehicle long axis. The main function of the cushions is to dampen vertically acting engine movement and vibrations and will suitably be of the liquid-damped kind. The cush¬ ions are placed on respective sides of a plane extending vertically through the common centre of gravity of the engine and gear box. A third cushion 8 is mounted between the forwardly located edge surface of the engine and the right-hand side of the frame, the purpose of this third cushion being to impart a suitable natural frequency to the engine in the vehicle roll direction. This third cushion 8 may also be a liquid-damped cushion, although not necessarily so. A torque brace 9 is mounted reεilient- ly on the left-hand side of the engine block, above the gear box 4, one end of the brace being mounted on a torque arm 10 on the engine block and the other end thereof being mounted on a bracket 11 on the rear defining wall (not shown) of the engine compartment. A further torque brace 12 connects the engine with the intermediate frame 1. The main purpose of the braces is to counteract twisting of the engine when the vehicle is accelerated or braked.
The cushions 6, 7 also counteract tendencies of the engine to twist or likewise rotate. The cushions 6, 7 are best seen from Figures 2 and 3 and comprise a cylindrical, metal holder part 15, a resilient body 16 attached to the holder part and a metal, conical support element 17 which
is attached to the resilient body 16 and has located therein a central, screwthreaded bore 18. Each of the holder parts 15 of the cushions 6. 7 is screwed firmly to its respective attachment 19 on the engine.. The attach- ments 19 each have a length dimension which is so adapted that a distance a_ between the cushion symmetry axes S' in the non-loaded state of said cushions is greater than a distance b_ between the symmetry axes S" of a pair of seats 20 on the frame 1. The differences are exaggerated in Figure 2, for the sake of illustration. The seats 20 have the form of a pair of conical recesses which are comple¬ mentary with the conical support elements 17 of the cushions .
Figure 2 illustrates the stage of an engine mounting process in which the outer side surfaces of the supports and the seats 20 are in contact With one another. As the engine is lowered, the resilient bodies 16 of the cushions 6, 7 are progressively further compressed until finally, when the whole weight of the engine rests on all three cushions 6, 7 and 8, they are compressed to an extent such that the symmetry axes S' and S" of the supports 17 and the seats 20 coincide, as illustrated in Figure 3. Thus as a result of this compression, the original distance a_ between the supports 17 is reduced to a distance b_, i.e. a distance which is equal to the distance between the seats 20.
The conicity of the cushion supports 17 and the seats 20 is effective in guiding the engine automatically into its correct position on the engine bed. When the engine is in place and the cushions 6, 7 compressed, as shown in Figure 3, a bolt (not shown) is screwed through the bottom of a respective seat and into a bore 18 in respective support elements 17. Although Figures 2 and 3 show the seats 20 and the supports 17 to have mutually the same
conicity, the seats will preferably be slightly more pointed than the supports, so as to ensure a clearance- -free, or fully tight, connection when the securing bolts are tightened.
The distance a_ between the cushions 6. 7 is thus chosen with respect to the resistance of the cushions to com¬ pression and to that part of the engine weight which the cushions are intended to support such that the compression caused by the static load of the engine - in practice in the order of magnitude of 10 mm - will result in a re¬ duction in said distance a. to the distance b_, and there¬ with ensuring that the resilient bodies of the cushions will not be subjected to shear forces.
Claims
1. A vehicle engine suspension arrangement comprising at least one pair of compressible engine cushions which are connected to the engine and which are provided with supports for attachment against seats located on an engine bed. the cushions being inclined towards one another in the direction of compression and the seats being corre¬ spondingly inclined, characterized in that the distance (a) between the supports (17) in the absence of load on the cushions (6r 7) is so much greater than the distance (b) between the seats (20) that the cushion will be essen¬ tially free from shear forces when the cushions are com¬ pressed by the influence exerted by the weight of the engine.
2. An arrangement according to Claim 1, characterized in that the supports (17) and the seats (20) have at least substantially complementary conical surfaces with upwardly converging symmetry axes (S1, S").
3. An arrangement according to Claim 1 or Claim 2, characterized in that the supports (17) have the form of inverse frustated cones, and in that the seats (20) are conical recesses.
4. An arrangement according to Claim 2, characterized in that the cone angle of the seats (20) is more acute than the cone angle of the supports (17).
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE8989900341T DE3868282D1 (en) | 1987-12-03 | 1988-12-01 | SUSPENSION OF A VEHICLE ENGINE. |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
SE8704847-6 | 1987-12-03 | ||
SE8704847A SE459801B (en) | 1987-12-03 | 1987-12-03 | DEVICE FOR HANGING A ENGINE IN A VEHICLE |
Publications (1)
Publication Number | Publication Date |
---|---|
WO1989005245A1 true WO1989005245A1 (en) | 1989-06-15 |
Family
ID=20370497
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/SE1988/000657 WO1989005245A1 (en) | 1987-12-03 | 1988-12-01 | A vehicle engine suspension device |
Country Status (6)
Country | Link |
---|---|
US (1) | US5035296A (en) |
EP (1) | EP0419478B1 (en) |
JP (1) | JPH03503035A (en) |
DE (1) | DE3868282D1 (en) |
SE (1) | SE459801B (en) |
WO (1) | WO1989005245A1 (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
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DE102004054791B4 (en) * | 2004-11-12 | 2016-11-10 | Volkswagen Ag | gear unit |
US20220041043A1 (en) * | 2020-08-06 | 2022-02-10 | Deere & Company | Utility vehicle automatic transmission powertrain mounting |
Families Citing this family (33)
Publication number | Priority date | Publication date | Assignee | Title |
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JPH0741869Y2 (en) * | 1989-12-29 | 1995-09-27 | マツダ株式会社 | Engine and mission fastening structure |
JP3341638B2 (en) * | 1997-07-11 | 2002-11-05 | トヨタ自動車株式会社 | Powertrain suspension |
US6408515B1 (en) | 1998-08-20 | 2002-06-25 | Dana Corporation | Method for manufacturing an engine cradle for a vehicle frame assembly |
DE19920052C2 (en) * | 1999-05-03 | 2002-06-06 | Porsche Ag | Bearing for a drive unit of a motor vehicle arranged at the front, in particular for an off-road vehicle |
US6374939B1 (en) * | 2000-06-19 | 2002-04-23 | General Motors Corporation | Engine mount assembly |
SE522426C2 (en) | 2001-06-08 | 2004-02-10 | Scania Cv Ab | Suspension arrangement for powertrains in motor vehicles |
DE10233804B3 (en) * | 2002-07-25 | 2004-02-26 | Isoloc Schwingungstechnik Gmbh | Vibration insulator used in the form of a suspension arrangement of a vehicle engine comprises a bearing block unit having elastomer bodies of an insulating element arrangement attached to support surfaces of a recess |
JP4005498B2 (en) * | 2002-12-25 | 2007-11-07 | 本田技研工業株式会社 | Horizontal engine support structure |
EP1580057B1 (en) * | 2004-03-24 | 2013-04-24 | Nissan Motor Company Limited | Power train supporting apparatus and method for automotive vehicle |
JP4177327B2 (en) * | 2004-12-28 | 2008-11-05 | 本田技研工業株式会社 | Vehicle power unit support device |
US7575088B2 (en) * | 2005-07-01 | 2009-08-18 | Chrysler Group Llc | Powertrain mounting system |
US7370871B2 (en) * | 2005-08-29 | 2008-05-13 | Shine Far Metal Industry Co., Ltd. | Vehicle frame with shock absorbing system |
JP4383426B2 (en) * | 2006-05-08 | 2009-12-16 | 本田技研工業株式会社 | Power unit support device for vehicle |
DE102008039479A1 (en) * | 2008-08-23 | 2010-02-25 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Device for mounting a drive unit in a motor vehicle |
DE102013106945B4 (en) | 2013-07-02 | 2018-06-14 | Isoloc Schwingungstechnik Gmbh | Vibration isolation unit |
US10543735B2 (en) | 2016-12-14 | 2020-01-28 | Bendix Commercial Vehicle Systems Llc | Hybrid commercial vehicle thermal management using dynamic heat generator |
US10486690B2 (en) | 2016-12-14 | 2019-11-26 | Bendix Commerical Vehicle Systems, Llc | Front end motor-generator system and hybrid electric vehicle operating method |
US10640103B2 (en) | 2016-12-14 | 2020-05-05 | Bendix Commercial Vehicle Systems Llc | Front end motor-generator system and hybrid electric vehicle operating method |
US10239516B2 (en) | 2016-12-14 | 2019-03-26 | Bendix Commercial Vehicle Systems Llc | Front end motor-generator system and hybrid electric vehicle operating method |
US10479180B2 (en) | 2016-12-14 | 2019-11-19 | Bendix Commercial Vehicle Systems Llc | Front end motor-generator system and hybrid electric vehicle operating method |
US10363923B2 (en) * | 2016-12-14 | 2019-07-30 | Bendix Commercial Vehicle Systems, Llc | Front end motor-generator system and hybrid electric vehicle operating method |
US10308240B2 (en) | 2016-12-14 | 2019-06-04 | Bendix Commercial Vehicle Systems Llc | Front end motor-generator system and hybrid electric vehicle operating method |
US10630137B2 (en) | 2016-12-14 | 2020-04-21 | Bendix Commerical Vehicle Systems Llc | Front end motor-generator system and modular generator drive apparatus |
US10112603B2 (en) | 2016-12-14 | 2018-10-30 | Bendix Commercial Vehicle Systems Llc | Front end motor-generator system and hybrid electric vehicle operating method |
US10343677B2 (en) | 2016-12-14 | 2019-07-09 | Bendix Commercial Vehicle Systems Llc | Front end motor-generator system and hybrid electric vehicle operating method |
US10532647B2 (en) | 2016-12-14 | 2020-01-14 | Bendix Commercial Vehicle Systems Llc | Front end motor-generator system and hybrid electric vehicle operating method |
US10220830B2 (en) | 2016-12-14 | 2019-03-05 | Bendix Commercial Vehicle Systems | Front end motor-generator system and hybrid electric vehicle operating method |
US11807112B2 (en) | 2016-12-14 | 2023-11-07 | Bendix Commercial Vehicle Systems Llc | Front end motor-generator system and hybrid electric vehicle operating method |
US10220831B2 (en) | 2016-12-14 | 2019-03-05 | Bendix Commercial Vehicle Systems Llc | Front end motor-generator system and hybrid electric vehicle operating method |
JP6939454B2 (en) * | 2017-11-15 | 2021-09-22 | トヨタ自動車株式会社 | Engine mounting structure |
KR102394805B1 (en) * | 2017-11-24 | 2022-05-04 | 현대자동차주식회사 | Sub-roll rod device for mounting power train of vehicle |
US10663006B2 (en) | 2018-06-14 | 2020-05-26 | Bendix Commercial Vehicle Systems Llc | Polygon spring coupling |
US10895286B2 (en) | 2018-06-14 | 2021-01-19 | Bendix Commercial Vehicle Systems, Llc | Polygonal spring coupling |
Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
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US3132830A (en) * | 1961-07-14 | 1964-05-12 | Gen Motors Corp | Resilient mountings for motor vehicle power units |
DE3222204A1 (en) * | 1982-06-12 | 1983-12-15 | Continental Gummi-Werke Ag, 3000 Hannover | Flexible mount for the drive motor in motor vehicles |
Family Cites Families (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4240517A (en) * | 1979-04-13 | 1980-12-23 | General Motors Corporation | Powertrain and independent suspension mounting arrangement for front-wheel-drive vehicle |
JPS58221039A (en) * | 1982-06-16 | 1983-12-22 | Nissan Motor Co Ltd | Elastic support device |
-
1987
- 1987-12-03 SE SE8704847A patent/SE459801B/en not_active IP Right Cessation
-
1988
- 1988-12-01 JP JP1500951A patent/JPH03503035A/en active Pending
- 1988-12-01 EP EP89900341A patent/EP0419478B1/en not_active Expired - Lifetime
- 1988-12-01 US US07/476,387 patent/US5035296A/en not_active Expired - Fee Related
- 1988-12-01 WO PCT/SE1988/000657 patent/WO1989005245A1/en active IP Right Grant
- 1988-12-01 DE DE8989900341T patent/DE3868282D1/en not_active Expired - Lifetime
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3132830A (en) * | 1961-07-14 | 1964-05-12 | Gen Motors Corp | Resilient mountings for motor vehicle power units |
DE3222204A1 (en) * | 1982-06-12 | 1983-12-15 | Continental Gummi-Werke Ag, 3000 Hannover | Flexible mount for the drive motor in motor vehicles |
Non-Patent Citations (1)
Title |
---|
PATENT ABSTRACTS OF JAPAN, Vol. 8, No. 76, M-288, Abstract of JP 58-221039, publ. 1983-12-22. * |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102004054791B4 (en) * | 2004-11-12 | 2016-11-10 | Volkswagen Ag | gear unit |
US20220041043A1 (en) * | 2020-08-06 | 2022-02-10 | Deere & Company | Utility vehicle automatic transmission powertrain mounting |
US11772476B2 (en) * | 2020-08-06 | 2023-10-03 | Deere & Company | Utility vehicle automatic transmission powertrain mounting |
Also Published As
Publication number | Publication date |
---|---|
JPH03503035A (en) | 1991-07-11 |
SE459801B (en) | 1989-08-07 |
US5035296A (en) | 1991-07-30 |
DE3868282D1 (en) | 1992-03-12 |
SE8704847D0 (en) | 1987-12-03 |
EP0419478B1 (en) | 1992-01-29 |
EP0419478A1 (en) | 1991-04-03 |
SE8704847L (en) | 1989-06-04 |
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