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WO2003061996A1 - Motor vehicle - Google Patents

Motor vehicle Download PDF

Info

Publication number
WO2003061996A1
WO2003061996A1 PCT/SE2002/002345 SE0202345W WO03061996A1 WO 2003061996 A1 WO2003061996 A1 WO 2003061996A1 SE 0202345 W SE0202345 W SE 0202345W WO 03061996 A1 WO03061996 A1 WO 03061996A1
Authority
WO
WIPO (PCT)
Prior art keywords
chassis frame
roll bar
engine
motor vehicle
fastening device
Prior art date
Application number
PCT/SE2002/002345
Other languages
French (fr)
Inventor
Pierre Bousquet
Original Assignee
Scania Cv Ab (Publ)
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Scania Cv Ab (Publ) filed Critical Scania Cv Ab (Publ)
Publication of WO2003061996A1 publication Critical patent/WO2003061996A1/en

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/02—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems
    • F16F15/04—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using elastic means
    • F16F15/08—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using elastic means with rubber springs ; with springs made of rubber and metal
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/055—Stabiliser bars
    • B60G21/0551—Mounting means therefor
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/11—Understructures, i.e. chassis frame on which a vehicle body may be mounted with resilient means for suspension, e.g. of wheels or engine; sub-frames for mounting engine or suspensions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/30—Rigid axle suspensions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/13—Torsion spring
    • B60G2202/135—Stabiliser bar and/or tube
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/12—Mounting of springs or dampers
    • B60G2204/122—Mounting of torsion springs
    • B60G2204/1222—Middle mounts of stabiliser on vehicle body or chassis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/12—Mounting of springs or dampers
    • B60G2204/122—Mounting of torsion springs
    • B60G2204/1224—End mounts of stabiliser on wheel suspension
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/15—Mounting of subframes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/18—Mounting of vehicle engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/422—Links for mounting suspension elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/43—Fittings, brackets or knuckles
    • B60G2204/4307—Bracket or knuckle for torsional springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/60—Subframe construction
    • B60G2206/601—Hanger bracket
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/60—Subframe construction
    • B60G2206/602—Single transverse beam

Definitions

  • the invention relates to a motor vehicle according to the preamble of claim 1.
  • Engine-driven vehicles usually incorporate a chassis frame to support and fasten various components, such as the vehicle's engine.
  • the engine is usually fastened to the chassis frame by means of fastenings which incorporate vibration-damping elements.
  • a chassis frame of a heavy vehicle is commonly made up of two longitudinal side- members which are connected by a multiplicity of transverse members. A forward such transverse member is commonly used for fastening a forward portion of the vehicle's engine.
  • a component such as an anti-roll bar usually has a fastening to the chassis frame.
  • the purpose of the anti-roll bar is to transmit springing movements of the left and right wheels on a wheelshaft so that while the vehicle is travelling on an uneven surface the more heavily stressed wheel is provided with harder springing and the less heavily stressed wheel with softer springing. Rolling movements of the vehicle are thereby reduced.
  • the chassis frame has to be very strong so as to be able to absorb the forces which the anti-roll bar transmits to the chassis frame during operation of the vehicle.
  • the forces which are transmitted to and propagated in the chassis frame due to movements of the anti-roll bar also lead to some extent to impairment of the vehicle's driving characteristics and of the comfort of persons riding in the vehicle.
  • the object of the present invention is to provide a motor vehicle which has a fastening of an anti-roll bar such as to prevent the forces which arise in the anti-roll bar during operation of the vehicle being at least partly prevented from being transmitted to and propagated in the chassis frame.
  • a fastening results in less stressing of the chassis frame while at the same time enhancing the comfort of persons riding in the vehicle.
  • the object indicated above is achieved with the motor vehicle mentioned in the introduction which is characterised by what is indicated in the characterising part of claim 1.
  • the engine and the anti-roll bar being connected to the chassis frame at a substantially common point means that the force directed substantially upwards which arises from the anti-roll bar can be counteracted by the force of gravity acting downwards from the engine.
  • the engine may have a fastening on one side of the chassis frame and the anti-roll bar may have a fastening on the opposite side of the chassis frame.
  • the anti-roll bar's forces directed upwards are thus counteracted by the engine's weight and are thus transmitted to and propagated in the chassis frame to only a certain extent. This leads to it being possible to reduce the chassis frame strength requirement.
  • the chassis frame can thus be manufactured at a lower cost and be lighter.
  • the comfort of persons riding in the vehicle is also enhanced by the anti- roll bar's forces not being transmitted to and propagated in the chassis frame to the same extent.
  • the engine and the anti-roll bar are connected to a common fastening device which is firmly arranged in the chassis frame.
  • a common fastening device enables the anti-roll bar's forces directed upwards which occur during operation of the vehicle to be transmitted substantially directly to the engine without appreciably stressing the chassis frame.
  • said fastening device extends through an aperture in the chassis frame.
  • the design of the fastening device be such that instead of extending through an aperture in the chassis frame it may extend round the chassis frame, on one side or on both sides of the chassis frame, in order to allow substantially direct force transmission between the engine and the anti- roll bar.
  • the fastening device incorporates a first portion which extends up above a fastening surface in the chassis frame.
  • the design of such a first portion may be such as to facilitate stable fastening of the engine.
  • the first portion should be of a design which allows connection of the engine via an elastic element which provides damping of the engine's vibrations and a fastening element for stable fastening in the engine block.
  • the fastening device incorporates a second portion which extends down to below the fastening surface in the chassis frame. An appropriate design of such a portion extending downwards facilitates connection of the anti-roll bar.
  • the anti-roll bar is preferably connected to the second portion of the fastening device by means of a link mechanism.
  • a basal portion of the anti-roll bar is usually connected to, for rotation jointly with, a wheelshaft which is situated at a distance below the chassis frame. For this reason it is appropriate to adjust the distance in height between said second portion and the ends of the anti-roll bar.
  • a link mechanism such as an articulated arm which is of substantially vertical extent between said second portion and one end of the anti-roll bar.
  • the engine and the anti-roll bar are connected to a transverse member of the chassis frame which extends between two longitudinal side-members.
  • a forward such transverse member is usually the portion of the chassis frame in which the forward portion of the engine is fastened.
  • the engine's so-called rolling may also strengthen the force which counteracts the force of the anti-roll bar. It is therefore advantageous to fasten the anti-roll bar to this transverse member substantially immediately below the engine fastening.
  • the anti-roll bar is designed to damp rolling movements of a forward wheelshaft of the vehicle.
  • Fig. 1 depicts schematically a chassis frame in a vehicle as seen from in front, with an engine and an anti-roll bar which is arranged on a forward wheelshaft
  • Fig. 2 depicts a view from obliquely from above of the chassis frame in Fig. 1
  • Fig. 3 depicts in more detail a fastening device intended to provide common fastening of the engine and the anti-roll bar.
  • Figs. 1 and 2 depict schematically a forward portion of a chassis of a heavy vehicle such as, for example, a freight vehicle or a bus.
  • the chassis frame comprises two longitudinal side-members 2 and a multiplicity of transverse members, of which one forward transverse member 3 appears in the drawings.
  • a forward portion of engine 4 is fastened to the transverse member 3 at two points.
  • Each of the connections of the engine 4 to the transverse member 3 incorporates a fastening element 5 which can be fitted in an engine block of the engine 4 by means of a number of bolts 6.
  • the connections of the engine 4 also incorporate elastic elements 7 which are connected to the fastening elements 5.
  • the elastic elements 7 are designed to counteract the transmission of vibrations from the engine 4 to the chassis frame.
  • the connections of the engine 4 incorporate a fastening device 8 which is firmly anchored in the transverse member 3.
  • the fastening device 8 incorporates a fastening plate 8a which is provided with a number of holes (see Fig. 3). Bolts 9 are designed to be arranged in the holes in the plate 8a and in corresponding holes in the transverse member 3 in order to fasten the plate 8a and hence the fastening device 8 to the upper surface of the transverse member 3.
  • the fastening device 8 incorporates an upwardly protruding first portion 8b which comprises an inclined surface against which a lower end of the elastic element 7 is fitted.
  • the first portion 8b of the fastening device 8 extends above the plate 8a and is thus situated above the upper surface of the transverse member 3.
  • the fastening device 8 has a second portion 8c protruding downwards from the underside of the plate 8a.
  • the second portion 8c is designed, in a fitted state, to extend downwards through an aperture 3a in the member 3.
  • the shape of the second portion 8c is substantially square in cross-section.
  • the shape of the aperture 3 a in the transverse member 3 preferably corresponds to that of the second portion 8c.
  • the lower end of the second portion 8c is situated slightly below the transverse member 3.
  • the second portion 8c is designed to form below the transverse member 3 an articulated connection with upper ends of two parallel link arms 10.
  • the first portion 8b is firmly connected to the upper surface of the plate 8a.
  • the second portion 8c is firmly connected to the lower surface of the plate 8a.
  • the fastening device 8 thus constitutes an integrated unit.
  • the fastening device 8 together with the elastic element 7 and the fastening element 5 can be fitted as a composite unit in a vehicle.
  • the anti-roll bar 11 is substantially U-shaped and incorporates a straight basal portion l ib which is fastened by two fastenings 12 to a forward wheelshaft 13 which supports a forward pair of wheels of the vehicle.
  • the side portions of the anti-roll bar 11 which extend forwards from the basal portion 1 lb in the longitudinal direction of the vehicle end in two end-portions 11a, each of which is articulatedly connected to the lower ends of the link arms 10.
  • the springing movements of the wheels are converted to corresponding movements of the wheelshaft 13.
  • the purpose of the anti-roll bar 11, which is connected to the wheelshaft 13 via the two fastenings 12, is to influence the movements of the wheelshaft 13 so that the more heavily stressed wheel is provided with harder springing and the less heavily stressed wheel with softer springing. A vehicle equipped with an anti-roll bar 11 is thus subjected to reduced rolling movements.
  • a wheel's springing movement upwards is converted, via the fastenings 12 and the anti-roll bar 11, primarily to a force directed upwards at the anti-roll bar's end 11a situated nearest to the wheel.
  • the force is led from the anti-roll bar's end 1 la via the link arms 10 to the fastening device 8, which is thus connected to both the transverse member 3 and the engine 4.
  • the fastening device 8 counteracts, via the fastening device 8, the force acting upwards from the anti-roll bar 11.
  • Such fastening of the anti-roll bar 11 means that the transverse member 3 need not be made as strong as in the case of a conventional fastening.
  • the transverse member 3 can therefore be manufactured to a lower strength requirement.
  • the transverse member 3 can therefore be made lighter and be manufactured at a lower cost than a traditional member of this kind. It is particularly advantageous to arrange the fastening unit so that it connects the anti-roll bar's end 1 la to a fastening for a forward portion 4 of the engine 4. In this situation the so-called rolling of the engine 4 strengthens the force which counteracts the anti- roll bar's force directed upwards.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

The present invention relates to a motor vehicle which comprises a chassis frame (2, 3), an engine (4) which is connected to the chassis frame (2, 3) at at least one point, and an anti-roll bar (11) which is connected to the chassis frame (2, 3) at at least one point. The engine (4) and the anti-roll bar (11) are connected to the chassis frame (2, 3) at at least one substantially common point by means of a fastening device (8) which is firmly arranged in the chassis frame (2, 3). This means that at least part of the forces which arise in the anti-roll bar (11) can be countered by the weight of the engine (4), resulting in less stressing of the chassis frame (2, 3).

Description

Motor vehicle
BACKGROUND TO THE INVENTION, AND STATE OF THE ART
The invention relates to a motor vehicle according to the preamble of claim 1.
Engine-driven vehicles usually incorporate a chassis frame to support and fasten various components, such as the vehicle's engine. The engine is usually fastened to the chassis frame by means of fastenings which incorporate vibration-damping elements. A chassis frame of a heavy vehicle is commonly made up of two longitudinal side- members which are connected by a multiplicity of transverse members. A forward such transverse member is commonly used for fastening a forward portion of the vehicle's engine.
A component such as an anti-roll bar usually has a fastening to the chassis frame. The purpose of the anti-roll bar is to transmit springing movements of the left and right wheels on a wheelshaft so that while the vehicle is travelling on an uneven surface the more heavily stressed wheel is provided with harder springing and the less heavily stressed wheel with softer springing. Rolling movements of the vehicle are thereby reduced. For this among other reasons the chassis frame has to be very strong so as to be able to absorb the forces which the anti-roll bar transmits to the chassis frame during operation of the vehicle. The forces which are transmitted to and propagated in the chassis frame due to movements of the anti-roll bar also lead to some extent to impairment of the vehicle's driving characteristics and of the comfort of persons riding in the vehicle.
SUMMARY OF THE INVENTION
The object of the present invention is to provide a motor vehicle which has a fastening of an anti-roll bar such as to prevent the forces which arise in the anti-roll bar during operation of the vehicle being at least partly prevented from being transmitted to and propagated in the chassis frame. Such a fastening results in less stressing of the chassis frame while at the same time enhancing the comfort of persons riding in the vehicle.
The object indicated above is achieved with the motor vehicle mentioned in the introduction which is characterised by what is indicated in the characterising part of claim 1. The engine and the anti-roll bar being connected to the chassis frame at a substantially common point means that the force directed substantially upwards which arises from the anti-roll bar can be counteracted by the force of gravity acting downwards from the engine. In this situation the engine may have a fastening on one side of the chassis frame and the anti-roll bar may have a fastening on the opposite side of the chassis frame. The anti-roll bar's forces directed upwards are thus counteracted by the engine's weight and are thus transmitted to and propagated in the chassis frame to only a certain extent. This leads to it being possible to reduce the chassis frame strength requirement. The chassis frame can thus be manufactured at a lower cost and be lighter. The comfort of persons riding in the vehicle is also enhanced by the anti- roll bar's forces not being transmitted to and propagated in the chassis frame to the same extent.
According to an advantageous embodiment of the present invention, the engine and the anti-roll bar are connected to a common fastening device which is firmly arranged in the chassis frame. Such a common fastening device enables the anti-roll bar's forces directed upwards which occur during operation of the vehicle to be transmitted substantially directly to the engine without appreciably stressing the chassis frame. With advantage, said fastening device extends through an aperture in the chassis frame. As an engine in a vehicle is commonly arranged above the chassis frame and an anti- roll bar is arranged below the chassis frame, it is advantageous to arrange in the chassis frame such an aperture through which the common fastening device can extend in order to allow substantially direct force transmission between the anti-roll bar and the engine. An alternative possibility, however, is that the design of the fastening device be such that instead of extending through an aperture in the chassis frame it may extend round the chassis frame, on one side or on both sides of the chassis frame, in order to allow substantially direct force transmission between the engine and the anti- roll bar.
According to another advantageous embodiment of the present invention, the fastening device incorporates a first portion which extends up above a fastening surface in the chassis frame. The design of such a first portion may be such as to facilitate stable fastening of the engine. The first portion should be of a design which allows connection of the engine via an elastic element which provides damping of the engine's vibrations and a fastening element for stable fastening in the engine block. With advantage, the fastening device incorporates a second portion which extends down to below the fastening surface in the chassis frame. An appropriate design of such a portion extending downwards facilitates connection of the anti-roll bar. The anti-roll bar is preferably connected to the second portion of the fastening device by means of a link mechanism. A basal portion of the anti-roll bar is usually connected to, for rotation jointly with, a wheelshaft which is situated at a distance below the chassis frame. For this reason it is appropriate to adjust the distance in height between said second portion and the ends of the anti-roll bar. To this end it is possible to use a link mechanism such as an articulated arm which is of substantially vertical extent between said second portion and one end of the anti-roll bar.
According to another advantageous embodiment of the present invention, the engine and the anti-roll bar are connected to a transverse member of the chassis frame which extends between two longitudinal side-members. On heavy vehicles, a forward such transverse member is usually the portion of the chassis frame in which the forward portion of the engine is fastened. At the forward portion of the engine, the engine's so- called rolling may also strengthen the force which counteracts the force of the anti-roll bar. It is therefore advantageous to fasten the anti-roll bar to this transverse member substantially immediately below the engine fastening. In this case the anti-roll bar is designed to damp rolling movements of a forward wheelshaft of the vehicle.
BRIEF DESCRIPTION OF THE DRAWINGS A preferred embodiment of the invention is described below by way of example with reference to the following drawings in which:
Fig. 1 depicts schematically a chassis frame in a vehicle as seen from in front, with an engine and an anti-roll bar which is arranged on a forward wheelshaft, Fig. 2 depicts a view from obliquely from above of the chassis frame in Fig. 1 , and Fig. 3 depicts in more detail a fastening device intended to provide common fastening of the engine and the anti-roll bar.
DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT OF THE INVENTION
Figs. 1 and 2 depict schematically a forward portion of a chassis of a heavy vehicle such as, for example, a freight vehicle or a bus. The chassis frame comprises two longitudinal side-members 2 and a multiplicity of transverse members, of which one forward transverse member 3 appears in the drawings. A forward portion of engine 4 is fastened to the transverse member 3 at two points. Each of the connections of the engine 4 to the transverse member 3 incorporates a fastening element 5 which can be fitted in an engine block of the engine 4 by means of a number of bolts 6. The connections of the engine 4 also incorporate elastic elements 7 which are connected to the fastening elements 5. The elastic elements 7 are designed to counteract the transmission of vibrations from the engine 4 to the chassis frame. Finally, the connections of the engine 4 incorporate a fastening device 8 which is firmly anchored in the transverse member 3.
The fastening device 8 incorporates a fastening plate 8a which is provided with a number of holes (see Fig. 3). Bolts 9 are designed to be arranged in the holes in the plate 8a and in corresponding holes in the transverse member 3 in order to fasten the plate 8a and hence the fastening device 8 to the upper surface of the transverse member 3. The fastening device 8 incorporates an upwardly protruding first portion 8b which comprises an inclined surface against which a lower end of the elastic element 7 is fitted. The first portion 8b of the fastening device 8 extends above the plate 8a and is thus situated above the upper surface of the transverse member 3. The fastening device 8 has a second portion 8c protruding downwards from the underside of the plate 8a. The second portion 8c is designed, in a fitted state, to extend downwards through an aperture 3a in the member 3. The shape of the second portion 8c is substantially square in cross-section. The shape of the aperture 3 a in the transverse member 3 preferably corresponds to that of the second portion 8c. The lower end of the second portion 8c is situated slightly below the transverse member 3. The second portion 8c is designed to form below the transverse member 3 an articulated connection with upper ends of two parallel link arms 10. The first portion 8b is firmly connected to the upper surface of the plate 8a. The second portion 8c is firmly connected to the lower surface of the plate 8a. The fastening device 8 thus constitutes an integrated unit. The fastening device 8 together with the elastic element 7 and the fastening element 5 can be fitted as a composite unit in a vehicle.
The anti-roll bar 11 is substantially U-shaped and incorporates a straight basal portion l ib which is fastened by two fastenings 12 to a forward wheelshaft 13 which supports a forward pair of wheels of the vehicle. The side portions of the anti-roll bar 11 which extend forwards from the basal portion 1 lb in the longitudinal direction of the vehicle end in two end-portions 11a, each of which is articulatedly connected to the lower ends of the link arms 10. When a vehicle as above travels on an uneven surface, the vehicle's wheels are subjected to springing movements in a vertical direction. The vehicle's wheels and springing are not depicted in the drawings, since they do not form part of the invention. The vehicle's springing may be of conventional design.
When the vehicle is in motion, the springing movements of the wheels are converted to corresponding movements of the wheelshaft 13. The purpose of the anti-roll bar 11, which is connected to the wheelshaft 13 via the two fastenings 12, is to influence the movements of the wheelshaft 13 so that the more heavily stressed wheel is provided with harder springing and the less heavily stressed wheel with softer springing. A vehicle equipped with an anti-roll bar 11 is thus subjected to reduced rolling movements.
A wheel's springing movement upwards is converted, via the fastenings 12 and the anti-roll bar 11, primarily to a force directed upwards at the anti-roll bar's end 11a situated nearest to the wheel. The force is led from the anti-roll bar's end 1 la via the link arms 10 to the fastening device 8, which is thus connected to both the transverse member 3 and the engine 4. In this situation the considerable weight of the engine 4 counteracts, via the fastening device 8, the force acting upwards from the anti-roll bar 11. Thus only a small proportion of the force acting upwards is passed on to and propagated in the transverse member 3. Such fastening of the anti-roll bar 11 means that the transverse member 3 need not be made as strong as in the case of a conventional fastening. The transverse member 3 can therefore be manufactured to a lower strength requirement. The transverse member 3 can therefore be made lighter and be manufactured at a lower cost than a traditional member of this kind. It is particularly advantageous to arrange the fastening unit so that it connects the anti-roll bar's end 1 la to a fastening for a forward portion 4 of the engine 4. In this situation the so-called rolling of the engine 4 strengthens the force which counteracts the anti- roll bar's force directed upwards.
The invention is in no way limited to the embodiments described but may be varied freely within the scopes of the claims.

Claims

Claims
1. A motor vehicle comprising a chassis frame (2, 3), an engine (4) which is connected to the chassis frame (2, 3) at at least one point, and an anti-roll bar (11) which is connected to the chassis frame (2, 3) at at least one point, characterised in that the engine (4) and the anti-roll bar (11) are connected to the chassis frame (2, 3) at a substantially common point.
2. A motor vehicle according to claim 1, characterised in that the engine (4) and the anti-roll bar (11) are connected to a common fastening device (8) which is firmly arranged in the chassis frame (2, 3).
3. A motor vehicle according to claim 1 or 2, characterised in that said fastening device (8) extends through an aperture in the chassis frame (2, 3).
4. A motor vehicle according to any one of the foregoing claims, characterised in that the fastening device (8) incorporates a first portion (8b) which extends up above the fastening surface of the chassis frame (2, 3).
5. A motor vehicle according to claim 4, characterised in that the engine (4) is connected to the first portion (8b) of the fastening device.
6. A motor vehicle according to any one of the foregoing claims, characterised in that the fastening device (8) incorporates a second portion (8c) which extends down to below the fastening surface of the chassis frame (2, 3).
7. A motor vehicle according to claim 6, characterised in that the anti-roll bar (11) is connected to the second portion (8c) of the fastening device.
8. A motor vehicle according to claim 6, characterised in that the anti-roll bar (11) is connected to the second portion (8c) of the fastening device by means of a link mechanism (10).
9. A motor vehicle according to any one of the foregoing claims, characterised in that the engine (4) and the anti-roll bar (11) are connected to a transverse member (3) of the chassis frame (2, 3) which extends between two longitudinal side-members (2).
10. A motor vehicle according to any one of the foregoing claims, characterised in that the anti-roll bar (11) is designed to damp rolling of a forward wheelshaft (13) of the vehicle.
PCT/SE2002/002345 2001-12-21 2002-12-17 Motor vehicle WO2003061996A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE0104355A SE519838C2 (en) 2001-12-21 2001-12-21 Motor vehicles with common fasteners for motor and anti-roll bar
SE0104355-3 2001-12-21

Publications (1)

Publication Number Publication Date
WO2003061996A1 true WO2003061996A1 (en) 2003-07-31

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SE (1) SE519838C2 (en)
WO (1) WO2003061996A1 (en)

Cited By (3)

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Publication number Priority date Publication date Assignee Title
FR2963583A1 (en) * 2010-08-04 2012-02-10 Peugeot Citroen Automobiles Sa Support for heat engine assembly of motor vehicle, has bearing supporting anti-roll bar and placed in housing, where support and bearing are made of different materials and have parallelepiped shape
WO2012060745A1 (en) * 2010-11-05 2012-05-10 Volvo Lastavagnar Ab Suspension arrangement for a vehicle axle and vehicle comprising a suspension arrangement
DE102015013780A1 (en) * 2015-10-24 2017-04-27 Audi Ag Mounting arrangement for attachment of an aggregate and stabilizer bearing

Families Citing this family (1)

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Publication number Priority date Publication date Assignee Title
FR3124767A1 (en) * 2021-07-02 2023-01-06 Psa Automobiles Sa SUSPENSION DEVICE FOR A MOTOR VEHICLE POWERTRAIN

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GB662538A (en) * 1949-11-24 1951-12-05 Morris Motors Ltd Improvements relating to suspension systems for motor vehicles
GB1450869A (en) * 1973-03-21 1976-09-29 Chrysler France Automotive vehicle wheel mounting assembly
DE3209606C1 (en) * 1982-03-17 1983-07-07 Audi Nsu Auto Union Ag, 7107 Neckarsulm Device for preventing the transmission of vibrations of a drive unit in a motor vehicle
DE19637920A1 (en) * 1995-09-21 1997-03-27 Scania Cv Ab Auxiliary chassis section for heavy goods vehicles
US6167980B1 (en) * 1998-06-05 2001-01-02 Caterpillar S.A.R.L. Engine mounting and stabilizing arrangement

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Publication number Priority date Publication date Assignee Title
GB662538A (en) * 1949-11-24 1951-12-05 Morris Motors Ltd Improvements relating to suspension systems for motor vehicles
GB1450869A (en) * 1973-03-21 1976-09-29 Chrysler France Automotive vehicle wheel mounting assembly
DE3209606C1 (en) * 1982-03-17 1983-07-07 Audi Nsu Auto Union Ag, 7107 Neckarsulm Device for preventing the transmission of vibrations of a drive unit in a motor vehicle
DE19637920A1 (en) * 1995-09-21 1997-03-27 Scania Cv Ab Auxiliary chassis section for heavy goods vehicles
US6167980B1 (en) * 1998-06-05 2001-01-02 Caterpillar S.A.R.L. Engine mounting and stabilizing arrangement

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2963583A1 (en) * 2010-08-04 2012-02-10 Peugeot Citroen Automobiles Sa Support for heat engine assembly of motor vehicle, has bearing supporting anti-roll bar and placed in housing, where support and bearing are made of different materials and have parallelepiped shape
WO2012060745A1 (en) * 2010-11-05 2012-05-10 Volvo Lastavagnar Ab Suspension arrangement for a vehicle axle and vehicle comprising a suspension arrangement
CN103347716A (en) * 2010-11-05 2013-10-09 沃尔沃拉斯特瓦格纳公司 Suspension arrangement for a vehicle axle and vehicle comprising a suspension arrangement
AU2010363361B2 (en) * 2010-11-05 2016-04-21 Volvo Lastvagnar Ab Suspension arrangement for a vehicle axle and vehicle comprising a suspension arrangement
CN103347716B (en) * 2010-11-05 2016-06-22 沃尔沃拉斯特瓦格纳公司 Being suspended and including the vehicle being suspended for vehicle axles
DE102015013780A1 (en) * 2015-10-24 2017-04-27 Audi Ag Mounting arrangement for attachment of an aggregate and stabilizer bearing
US10166933B2 (en) 2015-10-24 2019-01-01 Audi Ag Fastening arrangement for securing a unit mount and a stabilizer mount

Also Published As

Publication number Publication date
SE0104355L (en) 2003-04-15
SE0104355D0 (en) 2001-12-21
SE519838C2 (en) 2003-04-15

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