CA1158265A - Powertrain and suspension arrangements for motor vehicles - Google Patents
Powertrain and suspension arrangements for motor vehiclesInfo
- Publication number
- CA1158265A CA1158265A CA000332860A CA332860A CA1158265A CA 1158265 A CA1158265 A CA 1158265A CA 000332860 A CA000332860 A CA 000332860A CA 332860 A CA332860 A CA 332860A CA 1158265 A CA1158265 A CA 1158265A
- Authority
- CA
- Canada
- Prior art keywords
- chassis
- unit
- cross
- rear axle
- bodywork
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Landscapes
- Vehicle Body Suspensions (AREA)
- Motor Power Transmission Devices (AREA)
Abstract
POWERTRAIN AND SUSPENSION ARRANGEMENTS FOR MOTOR VEHICLES
Abstract of the Disclosure A chassis and suspension arrangement for a front engine and rear driven motor vehicle which has a flexurally stiff but torsionally absorbent member with a U-shaped cross-section connected at the front end to the motive unit and at its rear end to the differential. A cross-member of the rear suspension is integrally formed at the rear end of the U-shaped member,supports the suspension arms of the rear wheels,and is elastically mounted to the body of the vehicle.
Abstract of the Disclosure A chassis and suspension arrangement for a front engine and rear driven motor vehicle which has a flexurally stiff but torsionally absorbent member with a U-shaped cross-section connected at the front end to the motive unit and at its rear end to the differential. A cross-member of the rear suspension is integrally formed at the rear end of the U-shaped member,supports the suspension arms of the rear wheels,and is elastically mounted to the body of the vehicle.
Description
This invention relates to a chassis and suspension arrangement for motor vehicles, with a front-mounted motive unit, which is connected by a flexurally stiff connecting member surrounding the propeller shaft, to a rear-mounted rear wheel suspension unit.
German Offenlegungsschrift 1,405,967 discloses a chassis and suspension arrangement that has an engine and gearbox unit either rigidly connected via the flexurally stiff connecting member to a moving part of a differential and wheel suspension unit, or is supported to permit tilting movement via a joint to an auxiliary mem~er of the bodywork.
This known chassis and suspension arrangement has the disadvantage, in one case, that the engine and gear~ox unit is caused to undergo irregular tilting movements about a transverse axis passing through the engine bearings as a result of the vertical spring compression and release move-ments of the rear axle. On the other hand, tilting move-ments of the engine and gearbox unit a~out its lengthwise axis, caused by torque reactions, act on the rear axle. The tilting movements caused by torque reactions of the engine and gearbox unit can induce the bottom side of the body by transmittal of the tilting movements through the torsionally stiff tubular connecting member to an auxiliary member con-nected to the bodywork.
A chassis and suspension arxangement of the initially-mentioned type is also known from the Peugeot 504, in which a front-mounted engine and ~earbox unit is connected ~y a flexurally stiff connecting mem~er which surrounds the propeller shaft and is constructed ac a torsionally stiff tube, to a rear-mounted differential and wheel suspension unit. In this known chassis and suspension arrangement, the differential is supported elastically on the ~odywork by its own cross-member, while the wheel suspension is elastically supported on the bodywork via a separate ~road base rear axle cross-member.
This known chassis and suspension arrangement is already more advantageous than the first mentioned arrange-ment, but suffers from the disadvantage that as a xesult of the torsionally rigid construction of the connecting member ~ ~5826~
the tilting movements caused by torque reactions are, as before, transmitted to the differential and, via its auxiliary member, to the bodywork. Furthermore, this known arrangement is relatively expensi~e as a result of its two separate rear cross-members.
U-shaped support members are also known. U.S. Patent 1,189,284 issued to Nelson on ~uly 4, 1916, U.S. Patent 1,526,~81 issued to Krieger on February 17, 1925 and U.S.
Patent 2,525,988 issued to Willson on October 17, 1950 disclose a U-shaped frame member extending o~er the drive-shaft of the vehicle.
According to the invention improvements in the chassis and suspension arrangements of the type mentioned initially are made in such a way that the tilting movements caused by torque reactions of the motive unit are essentially kept away ~rom the travelling unit and furthermore the connecting member is simplified in respect of manufacture and assembly.
In accordance with the present invention, there is provided a chassis and suspension arrangement for a motor vehicle comprising; a ~ront mounted motive unit; a rear wheel suspension unit; a connecting member rigidly connected to the motive unit and to the rear wheel suspension unit;
the connec~ing member having a substantially U-~haped cross-section surrounding a propeller shaft and being flexurally stiff and torsionally absorbent; the connecting member con-structed to be separated along its length from any lower body work of the motor vehicle to prevent torsional vibration of the torsionally absorbent connecting member from trans-mitting to the lower bodywork.
According to the invention, as a result of the construction of the flexurally stiff and torsionally soft connecting beam, transmission of tilting movements of the engine unit about its lengthwise axis to the differential and wheel suspension unit is substantially avoided by the elastic connection provided by the torsionally soft connecting arm.
The construction of the U~shaped component as a sheet metal pressing allows simple manufacture and easy assembly. The component takes over the function of the rear engine support and allows the differential to be attached ~ithout an 1 15~65 additional support point. A pxopeller shaft centre bearing, and the requisite linkages for the gear change and the hand-brake can, in an advantageous manner, be accommodated in the connecting beam which is open on one side.
The chassis and suspension arrangement according to the invention makes it possible for the components of a motor vehicle which are critical from the vibrational point of view, such as the engine and gearbox unit, propeller shaft and differential and wheel suspension unit to be supported on the self-supporting bodywork of a motor vehicle in such a way that the bottom plate, which is particularly prone to vibrations is not touched.
Reference n~w will be made to the drawings, in which:
Figure 1 shows a schematic plan view of a chassis and suspension arrangement according to the invention;
~igure 2 shows a schematic side view of the chassis and suspension arrangement according to Figure l; and Figure 3 shows a section along line III-III of Figure 2.
Referring particularly to Figure 1, a known engine and gearbox unit 1 is mounted in the conventional manner via two lateral elastic engine ~earings 2 on a front axle cross member 3, on which are located the control arms 4 and the coil springs 5 for the independently suspended front wheels 6 of the motor vehicle. The front axle cross-member 3 iS supported in a known manner on the bod~work ~not shown~ via elastic elements 7.
As shown in Figures 1 and 2, the engine and gearbox unit 1 is rigidly connected via a flexurally stiff, but torsionally soft, connecting member 8 to a differential and wheel suspension unit q. The connecting member 8 is in this case constructed as a scheetmetal pressing of substantially U-shaped cross-section as clearly shown in Figure 3.
Preferably, the connectin~ member 8 is arranged with its open side facing downwards and is provided, at its free side edges, with borders 21 which increase the flexural stiffness but hardly detract from the torsional softness.
The differential and wheel suspension unit ~
includes a conventional differential 10 which is attached .~ .
1 ~S~26~
to a rear axle cross-member 11, on which are located, in the usual manner, the tilted shafts 12 which function as wheel guides for the independently suspended rear wheels 15 which are sprung by means of coil springs 13 and are driven by S means of axle shafts 14. The rear axle crossmember 11 is supported in a known manner via elastic elements 16 on a broad base on the bodywork ~not shown).
The torsionally soft connecting member 8 surrounds the propeller shaft 17, which connects the engine and gear box unit 1 to the differential and wheel suspension unit 2 and may be supported by mean~ of a pr.opeller shaft centre bearing 18. The latter is directly supported on the connect-115~2~5 ing member ~. The connecting member 8, over its entirelength is not corlncc~(7 to ~hc- kcttom yroup of the body-work such that the transmission of any vibrations of the propeller shaft resulting from the non-uniformity of the rotary motion due to errors in deflection angie is reliably avoided.
By virtue of its U-shaped cross-section, ~he con-necting member 8 can relatively simply be manufactured as a sheetmetal pressins and permits substantially simpler mounting of the propeller shaft 17, compared to known flexurally stiff and torsionally stiff connecting tubes~
TXe connecting member 8, by virtue of its U-shaped cross-section, has the further advantage that ~he gear lever 19 and ~he handbrake 20 can be mounted in a simple manner on the upper closed base 22 of the member 8 pass therethrough to be operably connected to their corresponding linkage components located on the open-downward side of base 22. The upper parts of the gear lever 19 and hand-brake 20, required for operating these items, pass through appropriate ori~ices in the bottom plate and the orifices are sealed by elastic bellows. Vibrations resulting from the operating linkages of the gear lever 19 and of the handbrake 20 are thus again kept away from the ~ibration-sensitive bottom plate of the bodywork.
The connecting member 8 can assist in ensuring that the broad tolerances hitherto encountered in the motive train of a tor vehicle can in the future be kept smaller and possibly the asse~bly of the chassis and suspension arrangement on the bodywork can be simplified by appropriate prior sub-assembly.
The chassis and suspension arrangement employing the flexurally stiff, but torsionally absorbent connecting member permits almost one-hundred per cent transmission of the reaction moment of the engine and gearbox unit via the bod~ork to the differential, ~hile the connecting member transmits less tnan one per cent. The broad support base of the connecting member ensures that, on one hand, the tilt-ing movements of the engine and gearbox unit about its length-. ~
~rise a~is are not restricted while on the other hand~ ~he"noddin~" mov~ri~ents of the ~nc,i.n~ and gear~GX unit a~out its crosswise axi.s are largely eIiminated.
The manufacture and assembly required for connecting of member 8 eliminat~s the need for a rear engine support and - an additional support for the differential which is otherwise required~ Furthermore, savings in assembly time can be achieved with respect to the mounting of the propeller shaft, the gear lever with its linkages and the handbrake with its linkages, since these sub-groups can be premounted on the chassis and suspension train formed by the connecting member before the bodywork of ~he motor vehicle is connected to the chassis and suspension train. The flexurally stif, torsion-ally soft connecting member according to the invention is also usable in the case of chassis and suspension arrangements in which the indi~idual component units are arranged, for example, on the transaxle principle and ~he rear axle unit is constructed for example,, in the manner of a DeDion axle.
The flexurally stiff, torsionally soft connecting member can also un~er certain c:ircumstances, be manufactured equally advantageously as a thin-walled cast component con-sisting.of annealed cast iron or of cast light alloy.. The connecting member can also advantageously be constructPd as a glacs ~ibre-reinforced or graphite fibre-reinforced plastic component~
Variations and modifications of the present invention are possible without departin~ from the spirit and scope as defined by the appended claims.
German Offenlegungsschrift 1,405,967 discloses a chassis and suspension arrangement that has an engine and gearbox unit either rigidly connected via the flexurally stiff connecting member to a moving part of a differential and wheel suspension unit, or is supported to permit tilting movement via a joint to an auxiliary mem~er of the bodywork.
This known chassis and suspension arrangement has the disadvantage, in one case, that the engine and gear~ox unit is caused to undergo irregular tilting movements about a transverse axis passing through the engine bearings as a result of the vertical spring compression and release move-ments of the rear axle. On the other hand, tilting move-ments of the engine and gearbox unit a~out its lengthwise axis, caused by torque reactions, act on the rear axle. The tilting movements caused by torque reactions of the engine and gearbox unit can induce the bottom side of the body by transmittal of the tilting movements through the torsionally stiff tubular connecting member to an auxiliary member con-nected to the bodywork.
A chassis and suspension arxangement of the initially-mentioned type is also known from the Peugeot 504, in which a front-mounted engine and ~earbox unit is connected ~y a flexurally stiff connecting mem~er which surrounds the propeller shaft and is constructed ac a torsionally stiff tube, to a rear-mounted differential and wheel suspension unit. In this known chassis and suspension arrangement, the differential is supported elastically on the ~odywork by its own cross-member, while the wheel suspension is elastically supported on the bodywork via a separate ~road base rear axle cross-member.
This known chassis and suspension arrangement is already more advantageous than the first mentioned arrange-ment, but suffers from the disadvantage that as a xesult of the torsionally rigid construction of the connecting member ~ ~5826~
the tilting movements caused by torque reactions are, as before, transmitted to the differential and, via its auxiliary member, to the bodywork. Furthermore, this known arrangement is relatively expensi~e as a result of its two separate rear cross-members.
U-shaped support members are also known. U.S. Patent 1,189,284 issued to Nelson on ~uly 4, 1916, U.S. Patent 1,526,~81 issued to Krieger on February 17, 1925 and U.S.
Patent 2,525,988 issued to Willson on October 17, 1950 disclose a U-shaped frame member extending o~er the drive-shaft of the vehicle.
According to the invention improvements in the chassis and suspension arrangements of the type mentioned initially are made in such a way that the tilting movements caused by torque reactions of the motive unit are essentially kept away ~rom the travelling unit and furthermore the connecting member is simplified in respect of manufacture and assembly.
In accordance with the present invention, there is provided a chassis and suspension arrangement for a motor vehicle comprising; a ~ront mounted motive unit; a rear wheel suspension unit; a connecting member rigidly connected to the motive unit and to the rear wheel suspension unit;
the connec~ing member having a substantially U-~haped cross-section surrounding a propeller shaft and being flexurally stiff and torsionally absorbent; the connecting member con-structed to be separated along its length from any lower body work of the motor vehicle to prevent torsional vibration of the torsionally absorbent connecting member from trans-mitting to the lower bodywork.
According to the invention, as a result of the construction of the flexurally stiff and torsionally soft connecting beam, transmission of tilting movements of the engine unit about its lengthwise axis to the differential and wheel suspension unit is substantially avoided by the elastic connection provided by the torsionally soft connecting arm.
The construction of the U~shaped component as a sheet metal pressing allows simple manufacture and easy assembly. The component takes over the function of the rear engine support and allows the differential to be attached ~ithout an 1 15~65 additional support point. A pxopeller shaft centre bearing, and the requisite linkages for the gear change and the hand-brake can, in an advantageous manner, be accommodated in the connecting beam which is open on one side.
The chassis and suspension arrangement according to the invention makes it possible for the components of a motor vehicle which are critical from the vibrational point of view, such as the engine and gearbox unit, propeller shaft and differential and wheel suspension unit to be supported on the self-supporting bodywork of a motor vehicle in such a way that the bottom plate, which is particularly prone to vibrations is not touched.
Reference n~w will be made to the drawings, in which:
Figure 1 shows a schematic plan view of a chassis and suspension arrangement according to the invention;
~igure 2 shows a schematic side view of the chassis and suspension arrangement according to Figure l; and Figure 3 shows a section along line III-III of Figure 2.
Referring particularly to Figure 1, a known engine and gearbox unit 1 is mounted in the conventional manner via two lateral elastic engine ~earings 2 on a front axle cross member 3, on which are located the control arms 4 and the coil springs 5 for the independently suspended front wheels 6 of the motor vehicle. The front axle cross-member 3 iS supported in a known manner on the bod~work ~not shown~ via elastic elements 7.
As shown in Figures 1 and 2, the engine and gearbox unit 1 is rigidly connected via a flexurally stiff, but torsionally soft, connecting member 8 to a differential and wheel suspension unit q. The connecting member 8 is in this case constructed as a scheetmetal pressing of substantially U-shaped cross-section as clearly shown in Figure 3.
Preferably, the connectin~ member 8 is arranged with its open side facing downwards and is provided, at its free side edges, with borders 21 which increase the flexural stiffness but hardly detract from the torsional softness.
The differential and wheel suspension unit ~
includes a conventional differential 10 which is attached .~ .
1 ~S~26~
to a rear axle cross-member 11, on which are located, in the usual manner, the tilted shafts 12 which function as wheel guides for the independently suspended rear wheels 15 which are sprung by means of coil springs 13 and are driven by S means of axle shafts 14. The rear axle crossmember 11 is supported in a known manner via elastic elements 16 on a broad base on the bodywork ~not shown).
The torsionally soft connecting member 8 surrounds the propeller shaft 17, which connects the engine and gear box unit 1 to the differential and wheel suspension unit 2 and may be supported by mean~ of a pr.opeller shaft centre bearing 18. The latter is directly supported on the connect-115~2~5 ing member ~. The connecting member 8, over its entirelength is not corlncc~(7 to ~hc- kcttom yroup of the body-work such that the transmission of any vibrations of the propeller shaft resulting from the non-uniformity of the rotary motion due to errors in deflection angie is reliably avoided.
By virtue of its U-shaped cross-section, ~he con-necting member 8 can relatively simply be manufactured as a sheetmetal pressins and permits substantially simpler mounting of the propeller shaft 17, compared to known flexurally stiff and torsionally stiff connecting tubes~
TXe connecting member 8, by virtue of its U-shaped cross-section, has the further advantage that ~he gear lever 19 and ~he handbrake 20 can be mounted in a simple manner on the upper closed base 22 of the member 8 pass therethrough to be operably connected to their corresponding linkage components located on the open-downward side of base 22. The upper parts of the gear lever 19 and hand-brake 20, required for operating these items, pass through appropriate ori~ices in the bottom plate and the orifices are sealed by elastic bellows. Vibrations resulting from the operating linkages of the gear lever 19 and of the handbrake 20 are thus again kept away from the ~ibration-sensitive bottom plate of the bodywork.
The connecting member 8 can assist in ensuring that the broad tolerances hitherto encountered in the motive train of a tor vehicle can in the future be kept smaller and possibly the asse~bly of the chassis and suspension arrangement on the bodywork can be simplified by appropriate prior sub-assembly.
The chassis and suspension arrangement employing the flexurally stiff, but torsionally absorbent connecting member permits almost one-hundred per cent transmission of the reaction moment of the engine and gearbox unit via the bod~ork to the differential, ~hile the connecting member transmits less tnan one per cent. The broad support base of the connecting member ensures that, on one hand, the tilt-ing movements of the engine and gearbox unit about its length-. ~
~rise a~is are not restricted while on the other hand~ ~he"noddin~" mov~ri~ents of the ~nc,i.n~ and gear~GX unit a~out its crosswise axi.s are largely eIiminated.
The manufacture and assembly required for connecting of member 8 eliminat~s the need for a rear engine support and - an additional support for the differential which is otherwise required~ Furthermore, savings in assembly time can be achieved with respect to the mounting of the propeller shaft, the gear lever with its linkages and the handbrake with its linkages, since these sub-groups can be premounted on the chassis and suspension train formed by the connecting member before the bodywork of ~he motor vehicle is connected to the chassis and suspension train. The flexurally stif, torsion-ally soft connecting member according to the invention is also usable in the case of chassis and suspension arrangements in which the indi~idual component units are arranged, for example, on the transaxle principle and ~he rear axle unit is constructed for example,, in the manner of a DeDion axle.
The flexurally stiff, torsionally soft connecting member can also un~er certain c:ircumstances, be manufactured equally advantageously as a thin-walled cast component con-sisting.of annealed cast iron or of cast light alloy.. The connecting member can also advantageously be constructPd as a glacs ~ibre-reinforced or graphite fibre-reinforced plastic component~
Variations and modifications of the present invention are possible without departin~ from the spirit and scope as defined by the appended claims.
Claims (13)
1. A chassis and suspension arrangement for a motor vehicle comprising;
a front mounted motive unit;
a rear wheel suspension unit, a connecting member rigidly connected to the motive unit and to the rear wheel suspension unit;
said connecting member having a substantially U-shaped cross-section and being flexurally stiff and torsion-ally absorbent, a propeller shaft extending longitudinally within the U-shaped concavity thereof;
said connecting member constructed to be separated along its length from any lower body work of said motor vehi-cle to prevent torsional vibration of said torsionally absor-bent connecting member from transmitting to said lower body work.
a front mounted motive unit;
a rear wheel suspension unit, a connecting member rigidly connected to the motive unit and to the rear wheel suspension unit;
said connecting member having a substantially U-shaped cross-section and being flexurally stiff and torsion-ally absorbent, a propeller shaft extending longitudinally within the U-shaped concavity thereof;
said connecting member constructed to be separated along its length from any lower body work of said motor vehi-cle to prevent torsional vibration of said torsionally absor-bent connecting member from transmitting to said lower body work.
2. A chassis and suspension arrangement as defined in claim 1 wherein;
the motive unit comprises mutually connected engine clutch and gearbox units;
the rear wheel suspension unit comprises mutually connected differential and rear axle units;
said rear axle unit has connected thereto wheel guide members for rear wheels;
said rear wheels sprung by spring elements and driven via axle shafts extending from said differential.
the motive unit comprises mutually connected engine clutch and gearbox units;
the rear wheel suspension unit comprises mutually connected differential and rear axle units;
said rear axle unit has connected thereto wheel guide members for rear wheels;
said rear wheels sprung by spring elements and driven via axle shafts extending from said differential.
3. A chassis and suspension arrangement as defined in claim 1 wherein;
the motive unit comprises mutually connected engine and clutch units;
the rear wheel suspension unit comprises mutually connected gearbox, differential, and rear axle units;
said rear axle unit has connected thereto wheel guide members for rear wheels, said rear wheels sprung by spring elements and driven via axle shafts extending from said differential.
the motive unit comprises mutually connected engine and clutch units;
the rear wheel suspension unit comprises mutually connected gearbox, differential, and rear axle units;
said rear axle unit has connected thereto wheel guide members for rear wheels, said rear wheels sprung by spring elements and driven via axle shafts extending from said differential.
4. A chassis and suspension arrangement as defined in claim 2 or 3 wherein the rear axle unit includes a rear axle cross-member supported on the bodywork via elastic elements;
angled shafts extend from said cross-member to said rear wheels;
said angled shafts being sprung by coil springs connected thereto and to said bodywork.
angled shafts extend from said cross-member to said rear wheels;
said angled shafts being sprung by coil springs connected thereto and to said bodywork.
5. A chassis and suspension arrangement as defined in claim 1 wherein said U-shaped connecting member is a one-piece metal pressing.
6. A chassis and suspension arrangement as defined in claim 2 or 3 wherein the rear axle unit includes a rear axle cross-member supported on the bodywork via elastic elements;
angled shafts extend from said cross-member to said rear wheels;
said angled shafts being sprung by coil springs connected thereto and to said bodywork; and said U-shaped connecting member is a one-piece metal pressing.
angled shafts extend from said cross-member to said rear wheels;
said angled shafts being sprung by coil springs connected thereto and to said bodywork; and said U-shaped connecting member is a one-piece metal pressing.
7. A chassis and suspension unit as defined in claim 1 wherein said U-shaped connecting member comprises a one-piece thin walled casting made from one of annealed cast iron and cast light alloy.
8. A chassis and suspension unit as defined in claim 2 or 3 wherein the rear axle unit includes a rear axle cross-member supported on the bodywork via elastic elements;
angled shafts extend from said cross-member to said rear wheels;
said angled shafts being sprung by coil springs connected thereto and to said bodywork; and said U-shaped connecting member comprises a one-piece thin walled casting made from one of annealed cast iron and cast light alloy.
angled shafts extend from said cross-member to said rear wheels;
said angled shafts being sprung by coil springs connected thereto and to said bodywork; and said U-shaped connecting member comprises a one-piece thin walled casting made from one of annealed cast iron and cast light alloy.
9. A chassis and suspension arrangement as defined in claim 2 or 3 wherein the rear axle unit includes a rear axle cross-member supported on the bodywork via elastic elements;
angled shafts extend from said cross-member to said rear wheels;
said angled shafts being sprung by coil springs connected thereto and to said bodywork; and said U-shaped connecting member comprises a one-piece fibre reinforced plastic component.
angled shafts extend from said cross-member to said rear wheels;
said angled shafts being sprung by coil springs connected thereto and to said bodywork; and said U-shaped connecting member comprises a one-piece fibre reinforced plastic component.
10. A chassis and suspension arrangement as defined in claim 2 or 3 wherein the rear axle unit includes a rear axle cross-member supported on the bodywork via elastic elements;
angled shafts extend from said cross-member to said rear wheels;
said angled shafts being sprung by coil springs connected thereto and to said bodywork; and the U-shaped connecting member mounts has a propeller shaft centre bearing mounted thereto for the propeller shaft and has a gear lever and handbrake mounted thereto.
angled shafts extend from said cross-member to said rear wheels;
said angled shafts being sprung by coil springs connected thereto and to said bodywork; and the U-shaped connecting member mounts has a propeller shaft centre bearing mounted thereto for the propeller shaft and has a gear lever and handbrake mounted thereto.
11. A chassis and suspension arrangement as defined in claim 2 or 3 wherein the rear axle unit includes a rear axle cross-member supported on the bodywork via elastic elements;
angled shafts extend from said cross-member to said rear wheels;
said angled shafts being sprung by coil springs connected thereto and to said bodywork; and the rear axle cross-member and U-shaped connecting member are constructed as an integral component.
angled shafts extend from said cross-member to said rear wheels;
said angled shafts being sprung by coil springs connected thereto and to said bodywork; and the rear axle cross-member and U-shaped connecting member are constructed as an integral component.
12. A chassis and suspension arm as defined in claim 2 wherein the differential unit is elastically mounted in the rear wheel suspension unit.
13. A chassis and suspension arm as defined in claim 3 wherein the gearbox and differential unit is elastically mounted in the rear wheel suspension unit.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000332860A CA1158265A (en) | 1979-07-30 | 1979-07-30 | Powertrain and suspension arrangements for motor vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000332860A CA1158265A (en) | 1979-07-30 | 1979-07-30 | Powertrain and suspension arrangements for motor vehicles |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1158265A true CA1158265A (en) | 1983-12-06 |
Family
ID=4114824
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000332860A Expired CA1158265A (en) | 1979-07-30 | 1979-07-30 | Powertrain and suspension arrangements for motor vehicles |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1158265A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4010924A1 (en) * | 1989-04-04 | 1990-10-11 | Mazda Motor | VEHICLE POWER TRANSMISSION DEVICE |
-
1979
- 1979-07-30 CA CA000332860A patent/CA1158265A/en not_active Expired
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4010924A1 (en) * | 1989-04-04 | 1990-10-11 | Mazda Motor | VEHICLE POWER TRANSMISSION DEVICE |
| US5036943A (en) * | 1989-04-04 | 1991-08-06 | Mazda Motor Corporation | Vehicle power train system |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4126202A (en) | Vehicle control box module | |
| EP0386133B2 (en) | A vehicle engine suspension device | |
| US2751992A (en) | Unit power plant and axle unit suspension in motor vehicles | |
| US4300649A (en) | Engine mounting structure for vehicles | |
| US5454443A (en) | Motor vehicle | |
| CN100333962C (en) | Tricycle with swing mechanism | |
| US4487287A (en) | Support system for automobile power plant | |
| JP3952686B2 (en) | Car suspension equipment | |
| CA1158265A (en) | Powertrain and suspension arrangements for motor vehicles | |
| US4249627A (en) | Chassis and suspension arrangement for motor vehicles | |
| US5358066A (en) | Motor vehicle drive system | |
| EP0005839B1 (en) | Propulsion unit and chassis arrangement for motor vehicles | |
| US4583614A (en) | Mounting power unit in front wheel vehicle | |
| CA1053713A (en) | Vehicle suspension system | |
| JPH079827A (en) | Rear suspension device | |
| US5117709A (en) | Rear longitudinal transmission for vehicle with transverse engine and four driven wheels | |
| JP3146899B2 (en) | Car body front structure | |
| JPH02124360A (en) | Car with transverse engine | |
| JP3539639B2 (en) | Automotive differential mounting device | |
| JPH066996Y2 (en) | Seat support structure for mobile agricultural machinery | |
| JPS63269721A (en) | Power plant frame structure for vehicle | |
| JPH069862Y2 (en) | Operation lever support structure for tractor | |
| JPS6322093Y2 (en) | ||
| GB2223990A (en) | Suspension for the rear wheels of a vehicle | |
| JP2580956Y2 (en) | Support structure for vehicle rear differential case |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |