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US2716461.Pdf Aug. 30, 1955 E. s. MaCPHERSON 2,716,461 RESILIENT MOUNTING OF‘ MOTOR VEHICLE DRIVE urms Filed Nov. 6, 1951 3 Sheets-Sheet 2 47 ' 48 I l . 69 ~ 6 ,. I’|| _ 64 _ 72 6.9 a ~ 55' 7/ Q 7 . -> 7/ 67 ' ~ 7 _ 9 7 '66 _ .5 . 62 65 7a .- - ._ > 76 _~_| _~ _ _ T.-_.——_ ' | | n 76 f \ | ,F/ 6. 7 E. s. MAcPHERSON - INVENTOR. A TTORNEVS Aug. 30, 1955 E, s. MaCPHERSON _ 2,716,461 RESILIENT MOUNTING OF MOTOR VEHICLE DRIVE UNITS Filed Nov. 6, 1951 3 Sheets-Sheet s 74 E..S.MACPHER$0N INVENTOR. $202K MI, A TTORNEVS‘ 2,716,461 United States Patent 0 cc Patented Aug. 30, 1955 1 2 Figure 2 is a side-elevational view of the construction shown in Figure l. ' ' 2,716,461 Figure 3 is an enlarged horizontal cross-sectional view RESILIENT MOUNTING or MOTOR VEHICLE through the differential unit, taken on the line 3-3 of 5 ' DRIVE UNITS Figure 2. Figure 4 is an enlarged vertical transverse. cross-sec Earle S. MacPherson, Huntington Woods, Mich., assignor tional view, partly in elevation, taken on the line 4+—-4 to Ford Motor Company, Dearborn, Mich., a corpo ration of Delaware of Figure l. ' Figure 5 is an enlarged horizontal cross-sectional view Application November 6, 1951, Serial N 0. 255,008 taken on the line 5—5 of Figure 2'. I Figure 6 is a diagrammatic sketch illustrating the power 2 Claims. (Cl. 180-64) train of the present invention and the'forces therein. Figure 7 is an, enlarged vertical cross-sectional view taken on the line 7—7 of Figure 1. ‘ ' ‘ p ‘ This invention relates generally to motor vehicle chas Referring now to the drawings,‘ and particularly to sis construction, and has particular reference to the power Figures 1 and 2, the referencecharacter 11 indicates the train, rear axle, and rear wheel suspension of the vehicle. frame of the vehicle and the reference characters 12 and An object of the present invention is to provide an 13 the front and rear wheels thereof. The front wheels improved motor vehicle chassisconstruction in which a 12 are independently suspended from the frame'll by De Dion type rear axle is used but in which the driving means of conventional suspension arms 14 and coil springs and braking torque are transferred to the vehicle frame at widely spaced points to minimize the forces and make (not shown). The rear wheels 13 are interconnected by means of a sub-axle 16 in the form of a tubular member possible the utilization of'softer mounting means. The extending transversely of the frame between the rear invention contemplates the mounting of the differential wheels. As best seen in Figure 1 the ends of the sub unit upon the rearward portion of the vehicle frame by axle 16 are received within and secured to wheel support means of resilient mounting means, together with a rela ing members 17. Referring now to Figure 4, each wheel tively long torque tube rigidly connected at its rearward supporting member 17 has/an inwardly extending ?ange end to the differential unit and pivotally connected at 18‘ connected to an intermediate portion of a longitudi its forward end to the rearward portion of the vehicle 30 nally extending rear leaf spring 19 by means of shackle power unit for relative pivotal movement therewith about bolts 21 and a clamping plate 22. The forward end of‘v a transverse horizontal axis. The construction enables each leaf spring 19 is pivotally connected to a} bracket the driving and braking torque to be taken by the resil 23 mounted upon the side rail 24 of the vehicle frame ient mounting means for the differential unit and the 11, while the rear end of'each spring is connected to the resilient mounting means for the power unit. A relatively side rail by means of a spring shackle 26. The spring long torque arm is thus provided, obtaining improved‘ 2 plate 22 is provided with a ?ange 27 to which is connected operating characteristics over the conventional De Dion .the lower portion of a tubular shock absorber 28, the‘ type axle in which the differential housing is supported upper end of which is pivotally connected to a bracket upon the frame at rather closely spaced points. Com 29 secured to a cross member 31‘. pared to the conventional Hotchkiss drive, the arrange 40 Each wheel supporting member 17 also has integrally ment has the advantage of eliminating. the driving and formed therewith a sleeve portion 32, Figure 4, within braking torque loads from the rear leaf springs to not which the rear wheel spindle 33' is rotatably mounted by only avoid wheel hop caused by the windup of the springs means of tapered roller ‘bearings 34. The ?ange 35 of the’ by such loads, but also enabling the rear springs to be wheel spindle 33 supports the rear wheel 13. designed to take only the linear horizontal propelling and retarding forces and the vertical weight loads, thus sim Turning now to the power train of the vehicle chassis, plifying the construction of the springs and permitting the reference character 36 indicates a conventional inter‘ them to be more ei?ciently designed. nal combustion engine supported upon the forward por tion of the vehicle frame '11 by means of a pair of con Another object of the invention is to provide a motor ventional transversely. spaced rubber engine mounts 37.‘ vehicle chassis construction having a minimum of sprung Secured to the rearward portion of the engine 36 is a weight to improve the riding characteristics of the vehicle, transmission 38 which in turn is connected to a trans and in which the effects of engine shake at acceleration mission extension housing 39. A single rubber mounting and car roll due to driving torque reaction are minimized. 41 supports the transmission extension housing 39 upon A still further object of the invention is to provide a motor a short cross-frame member 42 extending between the vehicle chassis construction in which satisfactory road X-frame members 43 to complete a three point triangu clearance can be obtained and yet in which the vehicle lar mountingfor the vehicle power unit. 1 ?oor and the ?oor of the luggage compartment can be As best seen in Figures 1 and 5,.the rearward portion materially lowered to not only provide additional space of the transmission extension housing 39 is formed withv in the vehicle but also to permit wider latitude in styling an integral bifurcated fork portion 44 embracing a bi the vehicle body. ' - 60 furcated fork 46 provided at the forward end‘of the longi A further object of the invention is to provide a motor tudinally extending torque tube 47. The torque tube vehicle chassis construction in which the engine torque 47 houses the propeller shaft 48which is interconnected is balanced within the rubber mounted drive unit so that at its forward end to the rearward end of the transmis sion drive shaft 49 by means of a conventional universal the engine torque is not transmitted to the vehicle frame ‘ joint 51. in an unbalanced manner. The bifurcations of the forked forward end.“ of the Other objects and advantages of the invention will be torque tube threadedly receive pivot studs 52 which in made more apparent as this description proceeds, par turn are pivotally connected to the bifurcations of the ticularly when considered in connection with the draw ings, in which: forkedrearward end portion 44 of the transmission ex‘ 70 tension housing 39 by means of rubber bushings 53. It Figure l is a semi-diagrammatic plan view of a motor will be noted that the. forward end of they torque tubev vehicle chassis incorporating the present invention. 47 is thus pivotally connected to the- rearward end of ' 2,716,461 o 4 the power unit for relative rotation about a transverse to the distance between the axis of the pivot studs 52 horizontal axis through the pivot studs 52. The universal at the forward end of the torque tube 47 and the axis joint 51 is of course in alignment with this axis. of the rubber mounts 56 connecting the differential hous The rearward end of the torque tube 47 is rigidly con ing to the frame. Since this torque arm is long, the loads nected to the forward extremity of the differential hous (a are considerably smaller, and relatively soft rubber mounts ing 54. Brackets 55 are bolted to opposite sides of the 56 can be utilized between the differential unit and the forward portion of the differential housing 54 by studs frame thus providing a quieter, more satisfactory mounting 54' and receive shear type rubber mounts 56 secured to for the latter. At the forward end of the torque tube 47 and depending from the U-shaped cross-frame member the forces produced by the driving and braking torque 31 by means of bolts 57'. It will be noted that the differ if) are transferred through the rubber bushings 53 to the rear ential housing 54 is thus supported upon the vehicle frame ward end of the transmission extension housing 39. In and forms part of the sprung weight of the vehicle. asmuch as the engine 36, transmission 38 and transmis With reference now to Figure 3, the differential hous sion extension housing 39 are rigidly connected together, ing 54 has an integral side ?ange 55’ and an opposite open these loads are transmitted to the rubber mounts 37 and side closed by a cover plate 56’.
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