CA2333538A1 - Dynamic inertial structural stiffening linkage - Google Patents
Dynamic inertial structural stiffening linkage Download PDFInfo
- Publication number
- CA2333538A1 CA2333538A1 CA002333538A CA2333538A CA2333538A1 CA 2333538 A1 CA2333538 A1 CA 2333538A1 CA 002333538 A CA002333538 A CA 002333538A CA 2333538 A CA2333538 A CA 2333538A CA 2333538 A1 CA2333538 A1 CA 2333538A1
- Authority
- CA
- Canada
- Prior art keywords
- engine assembly
- supporting structure
- main supporting
- linkage
- engine
- 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.)
- Abandoned
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
- B60K5/1241—Link-type support
-
- 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
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)
Abstract
A motor coach is provided having a supporting structure arranged to mount an engine assembly thereon. Isolator mounts mount the engine on the supporting structure for permitting limited relative movement therebetween. Inertia transmitting means in the form of a pair of links are mounted between the engine and the supporting structure. The links connect to the front end of the engine and extend generally horizontally to the supporting structure for substantially restricting the motion of the front end of the engine to upward and downward deflections. The inertia of the engine assembly (20) thus constrains the structural motions of the motor coach, creating a significant dynamic stiffening effect in the primary natural vibration structural bending mode of the motor coach.
Description
2 PCT/CA99/00427 ST
FIELD OF THE INVENTION
The present invention relates to motor coach vehicles, particularly to devices for increasing the bending stiffness of vehicle structure.
BACKGROUND ~ THE INVENTION
For a given ma;>s, the bending stiffness of a vehicle determines the natural bending mode frequency. Increasing the bending stiffness of the vehicle, increases the ride comfort of the vehicle through three means. First, increasing the bending frequency of the structure, increases the natural frequency separation between the structural bending mode and the axle hop natural frequencies, thus preventing a resonant condition, and reducing the structural bending response to the axle hop inputs. Second, increasing the bending stiffness of the structure reduces the amplitude of bending deflections, which can reduce the accelerations felt by passengers for a given road disturbance.
Third, the human discomfort response to accelerations is frequency dependent.
Increasing the frequency of the accelerations felt by the passengers, particularly beyond 8 Hertz, decreases perceived discomfort.
SUMMARY
According to one aspect of the present invention there is provided a motor vehicle comprising:
a supporting structure being mounted for movement in a forward direction;
an engine assernbly mounted on the supporting structure;
at least one isolator mount mounting the engine assembly on the supporting structure; and an inertia tran~;mitting means for mounting the engine to the supporting structure and tran smitting the inertia of the engine to the supporting structure.
Preferably the vehicle is a motor coach wherein the supporting structure includes a rear axle support comprising a pair of main supporting beams, columns mounting the main supporting beams above rear axles of the vehicle and a cradle in the form of a secondary supporting beam mounted to the columns for supporting the engine assembly thereon.
The inertia transmitting means may comprise a linkage connected between the engine and the supporting structure for restricting relative movement therebetween. The linkage preferably comprises a pair of link members being pivotally mounted at respective first ends on the engine and at respective second ends on the supporting structure. The links may be mounted on a front end of the engine assembly and extE;nd generally horizontally therefrom for connecting to the support structure such that motion of the front end of the engine assembly is substantially limited to upward and downward deflections.
According to a further aspect of the present invention there is provided a motor coach comprising:
an engine assembly mounted on the supporting structure;
a supporting structure being mounted for movement in a forward direction and including a rear axle support comprising a pair of main supparting beams, a pair of columns mounting each main supporting beam above rear axles
FIELD OF THE INVENTION
The present invention relates to motor coach vehicles, particularly to devices for increasing the bending stiffness of vehicle structure.
BACKGROUND ~ THE INVENTION
For a given ma;>s, the bending stiffness of a vehicle determines the natural bending mode frequency. Increasing the bending stiffness of the vehicle, increases the ride comfort of the vehicle through three means. First, increasing the bending frequency of the structure, increases the natural frequency separation between the structural bending mode and the axle hop natural frequencies, thus preventing a resonant condition, and reducing the structural bending response to the axle hop inputs. Second, increasing the bending stiffness of the structure reduces the amplitude of bending deflections, which can reduce the accelerations felt by passengers for a given road disturbance.
Third, the human discomfort response to accelerations is frequency dependent.
Increasing the frequency of the accelerations felt by the passengers, particularly beyond 8 Hertz, decreases perceived discomfort.
SUMMARY
According to one aspect of the present invention there is provided a motor vehicle comprising:
a supporting structure being mounted for movement in a forward direction;
an engine assernbly mounted on the supporting structure;
at least one isolator mount mounting the engine assembly on the supporting structure; and an inertia tran~;mitting means for mounting the engine to the supporting structure and tran smitting the inertia of the engine to the supporting structure.
Preferably the vehicle is a motor coach wherein the supporting structure includes a rear axle support comprising a pair of main supporting beams, columns mounting the main supporting beams above rear axles of the vehicle and a cradle in the form of a secondary supporting beam mounted to the columns for supporting the engine assembly thereon.
The inertia transmitting means may comprise a linkage connected between the engine and the supporting structure for restricting relative movement therebetween. The linkage preferably comprises a pair of link members being pivotally mounted at respective first ends on the engine and at respective second ends on the supporting structure. The links may be mounted on a front end of the engine assembly and extE;nd generally horizontally therefrom for connecting to the support structure such that motion of the front end of the engine assembly is substantially limited to upward and downward deflections.
According to a further aspect of the present invention there is provided a motor coach comprising:
an engine assembly mounted on the supporting structure;
a supporting structure being mounted for movement in a forward direction and including a rear axle support comprising a pair of main supparting beams, a pair of columns mounting each main supporting beam above rear axles
3 of the supporting structurE: and a secondary supporting beam mounted on the columns for supporting the engine assembly thereon;
an isolator mount mounting the engine assembly on the rear axle support; and an inertia transmitting means comprising a pair of links being pivotally mounted on a front end of the engine assembly to extend generally horizontally therefrom and connect to the supporting structure for substantially restricting motion of the front end of the engine assembly to generally upward and downward deflections for transmitting the inertia of the engine to the supporting structure.
BRIEF DESCRIPTION OF THF~,7RAWINGS
In the accompanying drawings, which illustrate an exemplary embodiment of the present invention:
Figure 1 is a side view of a portion of the motor coach structure where the engine is mounted using a linkage;
Figure 2 is an isometric view from the rear left of the engine assembly mounted with a linkage to the vehicle structure;
Figure 3 is an isometric view from the front left of the engine assembly of Figure 2 showing the engine mounted with a linkage to the vehicle structure.
QETAILED DESCRIPTION
The described embodiment of the invention is intended for motor coaches having a body and a plurality of frame elements for supporting the body on wheels for movement relative to the ground. One of the frame elements is a
an isolator mount mounting the engine assembly on the rear axle support; and an inertia transmitting means comprising a pair of links being pivotally mounted on a front end of the engine assembly to extend generally horizontally therefrom and connect to the supporting structure for substantially restricting motion of the front end of the engine assembly to generally upward and downward deflections for transmitting the inertia of the engine to the supporting structure.
BRIEF DESCRIPTION OF THF~,7RAWINGS
In the accompanying drawings, which illustrate an exemplary embodiment of the present invention:
Figure 1 is a side view of a portion of the motor coach structure where the engine is mounted using a linkage;
Figure 2 is an isometric view from the rear left of the engine assembly mounted with a linkage to the vehicle structure;
Figure 3 is an isometric view from the front left of the engine assembly of Figure 2 showing the engine mounted with a linkage to the vehicle structure.
QETAILED DESCRIPTION
The described embodiment of the invention is intended for motor coaches having a body and a plurality of frame elements for supporting the body on wheels for movement relative to the ground. One of the frame elements is a
4 rear axle support 12 shown in figure 1, which supports a rear portion of the motor coach's body on the rear axles and wheels of the motor coach.
The rear axle support 12 includes a pair of main supporting beams 14 which are spaced apart and arranged to extend generally horizontally. A
pair of support columns 16 are mounted generally upright and spaced apart towards respective ends of each main support beam 14. The support columns 16 mount rear axles of the vehicle on a bottom end thereof for supporting the supporting beams spaced upward from the ground above the rear axles.
A cradle in the form of a pair of secondary supporting beams 18 are mounted on the respective columns 16 at a rearward end 17 of the main support beams. The secondary support beams 18 extend rearward from the columns, being parallel, spaced apart and generally horizontal for supporting an engine of the motor coach thereon.
The engine assE:mbly 20 is supported on the secondary supporting beams by isolator mounts 24. Motion of the front end 22 of the engine assembly 20 is substantially restricted to generally upward and downward deflections by a pair of links 26. The links 26 are mounted on opposite sides of the engine at a first end and on the support structure at a second end. The links 26 connect the upper portion of the front end 22 of the engine assembly 20 to the respective columns 16 of the rear axle support 12.
The links 26 include spherical rod ends 28 for connecting the links 26 to the engine assembly 20 while permitting free rotation of the links 26 about the mounting points. The links 26 extend generally horizontally for connecting the engine to the support structure such that motion of the front end of the engine assembly is largely limited to upward and downward deflections.
When the links 26 are installed as seen on Figure 2 and 3, the engine assembly 20 is forced to move relative to the rear axle support in an arc motion prescribed by the links; in response to road disturbance inputs rather than the natural motions of the engine assembly 20 on its isolators. The engine assembly 20 is not constrained in roll motion. This is required for isolation of the engine torque reaction disturbances from the vehicle supporting structure and the passengers. By forcing the engine assembly 20 to move in the prescribed arc motion rather than the natural translational and pitch motions, the inertia of the engine assembly 20 similarly constrains the structural motions, creating a significant dynamic stiffening effect in the primary natural vibration structural bending mode, and reduces the overall number of structural natural vibration modes which are normally associated with the additional degrees of freedom of relative engine assembly 20 motions.
Since various modifications can be made in my invention as herein above described, and many apparently widely different embodiments of same made within the spirit and scope of the claims without department from such spirit and scope, it is intended that all matter contained in the accompanying specification shall be interpreted as illustrative only and not in a limiting sense.
The rear axle support 12 includes a pair of main supporting beams 14 which are spaced apart and arranged to extend generally horizontally. A
pair of support columns 16 are mounted generally upright and spaced apart towards respective ends of each main support beam 14. The support columns 16 mount rear axles of the vehicle on a bottom end thereof for supporting the supporting beams spaced upward from the ground above the rear axles.
A cradle in the form of a pair of secondary supporting beams 18 are mounted on the respective columns 16 at a rearward end 17 of the main support beams. The secondary support beams 18 extend rearward from the columns, being parallel, spaced apart and generally horizontal for supporting an engine of the motor coach thereon.
The engine assE:mbly 20 is supported on the secondary supporting beams by isolator mounts 24. Motion of the front end 22 of the engine assembly 20 is substantially restricted to generally upward and downward deflections by a pair of links 26. The links 26 are mounted on opposite sides of the engine at a first end and on the support structure at a second end. The links 26 connect the upper portion of the front end 22 of the engine assembly 20 to the respective columns 16 of the rear axle support 12.
The links 26 include spherical rod ends 28 for connecting the links 26 to the engine assembly 20 while permitting free rotation of the links 26 about the mounting points. The links 26 extend generally horizontally for connecting the engine to the support structure such that motion of the front end of the engine assembly is largely limited to upward and downward deflections.
When the links 26 are installed as seen on Figure 2 and 3, the engine assembly 20 is forced to move relative to the rear axle support in an arc motion prescribed by the links; in response to road disturbance inputs rather than the natural motions of the engine assembly 20 on its isolators. The engine assembly 20 is not constrained in roll motion. This is required for isolation of the engine torque reaction disturbances from the vehicle supporting structure and the passengers. By forcing the engine assembly 20 to move in the prescribed arc motion rather than the natural translational and pitch motions, the inertia of the engine assembly 20 similarly constrains the structural motions, creating a significant dynamic stiffening effect in the primary natural vibration structural bending mode, and reduces the overall number of structural natural vibration modes which are normally associated with the additional degrees of freedom of relative engine assembly 20 motions.
Since various modifications can be made in my invention as herein above described, and many apparently widely different embodiments of same made within the spirit and scope of the claims without department from such spirit and scope, it is intended that all matter contained in the accompanying specification shall be interpreted as illustrative only and not in a limiting sense.
Claims (6)
1. A motor vehicle comprising:
a main supporting structure (12) arranged for movement in a forward direction, the main supporting structure having a prescribed normal bending mode;
an engine assembly (20);
a plurality of mounts (24) supporting the engine assembly (20) on the main supporting structure (12); and a linkage (26) coupling the engine assembly (20) to the main supporting structure (12);
characterised in that movement of the engine assembly (20) is constrained by the linkage (26) to follow a prescribed arc motion in relation to the main supporting structure (12) in response to road disturbances as the vehicle is displaced in the forward direction;
the mounts (24) being arranged to allow natural translational and pitch motions of the engine assembly (20) in response to the road disturbances such that movement of the engine assembly (20) follows the motion prescribed by the linkage (26);
whereby inertia of the engine assembly (20) is transmitted to the main supporting structure (12) through the linkage (26) so as to dynamically stiffen the prescribed normal bending mode of the main supporting structure (12).
a main supporting structure (12) arranged for movement in a forward direction, the main supporting structure having a prescribed normal bending mode;
an engine assembly (20);
a plurality of mounts (24) supporting the engine assembly (20) on the main supporting structure (12); and a linkage (26) coupling the engine assembly (20) to the main supporting structure (12);
characterised in that movement of the engine assembly (20) is constrained by the linkage (26) to follow a prescribed arc motion in relation to the main supporting structure (12) in response to road disturbances as the vehicle is displaced in the forward direction;
the mounts (24) being arranged to allow natural translational and pitch motions of the engine assembly (20) in response to the road disturbances such that movement of the engine assembly (20) follows the motion prescribed by the linkage (26);
whereby inertia of the engine assembly (20) is transmitted to the main supporting structure (12) through the linkage (26) so as to dynamically stiffen the prescribed normal bending mode of the main supporting structure (12).
2. The vehicle according to claim 1 in which the linkage (26) is arranged so as not to constrain roll motion of the engine assembly (20) in a direction corresponding to torque reactions between the engine assembly (20) and the main supporting structure (12).
3. The vehicle according to claim 1 in which the linkage (26) comprises a pair of spaced apart links (26) permitting roll motion of the engine assembly (20) by upward and downward deflections of each link respectively.
4. The vehicle according to claim 3 in which the links (26) are coupled on opposing sides of the engine assembly (20) at respective first ends to extend forwardly therefrom to respective second ends coupled on the main supporting structure (12).
5. The vehicle according to claim 1 in which the linkage (26) comprises at least one link (26), each link having spherical rod ends (28) at respective ends thereof mounting the link at respective ends on the engine assembly (20) and the main supporting structure (12) respectively.
6. The vehicle according to claim 1 wherein the linkage (26) extends forward substantially horizontally from a front end (22) of the engine assembly (20) to the main supporting structure (12).
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US8663898P | 1998-05-26 | 1998-05-26 | |
| US60/086,638 | 1998-05-26 | ||
| PCT/CA1999/000427 WO1999061272A1 (en) | 1998-05-26 | 1999-05-21 | Dynamic inertial structural stiffening linkage |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2333538A1 true CA2333538A1 (en) | 1999-12-02 |
Family
ID=22199882
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002333538A Abandoned CA2333538A1 (en) | 1998-05-26 | 1999-05-21 | Dynamic inertial structural stiffening linkage |
Country Status (2)
| Country | Link |
|---|---|
| CA (1) | CA2333538A1 (en) |
| WO (1) | WO1999061272A1 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102008002350A1 (en) * | 2008-06-11 | 2009-12-17 | Deere & Company, Moline | Device for fastening an engine to a frame of an agricultural or industrial utility vehicle |
| US10502308B2 (en) | 2016-12-22 | 2019-12-10 | Polaris Industries Inc. | Driveline for powersports vehicle |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3825090A (en) * | 1973-08-08 | 1974-07-23 | Gen Motors Corp | Rotary engine and transmission assembly mounting system |
| US4518058A (en) * | 1981-12-21 | 1985-05-21 | Moog Automotive, Inc. | Engine torgue resisting strut and vibration damper |
| DE3210266A1 (en) * | 1982-03-20 | 1984-07-05 | Iveco Magirus AG, 7900 Ulm | OMNIBUS WITH DRIVE UNIT CROSSED IN THE REAR |
| US5273261A (en) * | 1992-04-17 | 1993-12-28 | General Motors Corporation | Hydraulic torque strut with decoupling and related mounting system |
-
1999
- 1999-05-21 WO PCT/CA1999/000427 patent/WO1999061272A1/en active Application Filing
- 1999-05-21 CA CA002333538A patent/CA2333538A1/en not_active Abandoned
Also Published As
| Publication number | Publication date |
|---|---|
| WO1999061272A1 (en) | 1999-12-02 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Discontinued |