Motor vehicles – Power – Having specific motor-to-body-frame relationship
Patent
1993-07-30
1996-04-23
Camby, Richard M.
Motor vehicles
Power
Having specific motor-to-body-frame relationship
180293, 180380, B60K 2000
Patent
active
055094953
DESCRIPTION:
BRIEF SUMMARY
BACKGROUND AND SUMMARY OF THE INVENTION
The present invention relates to a drive assembly for a motor vehicle comprising a forward engine supported in bearings on the vehicle body, a rearward drive unit supported by way of at least one elastic bearing, and a central support tube arranged in-between which is connected on the forward end with the engine in a movable manner and on the rearward end with the drive unit in a rigid manner, and in which a drive shaft extends which has a torque-transmitting joint in the area of its connection to the clutch shaft.
From German Patent Document DE-PS 34 17 227, a drive assembly for a motor vehicle is known which comprises a forward engine and a rearward transmission, and these units are connected by way of a center tube. Inside the tube, a drive shaft is arranged which establishes a driving connection between the engine and the transmission. In order to avoid the transmitting of low-frequency vibrations from the engine to the transmission, particularly when driving over bumps or the like, a torsionally rigid and thin-walled corrugated metal tube is used which, however, cannot be designed in a targeted manner with respect to the main excitation directions of the engine but represents an articulated connection.
It is an object of the invention to provide a drive assembly which ensures a targeted uncoupling of vibrations of the engine, particularly high-frequency vibrations caused by unbalanced forces of inertia and moments of inertia, with respect to the remaining drive assembly.
This and other objects are achieved by the present invention which provides a drive assembly for a motor vehicle comprising a forward engine supported in bearings on the vehicle body, a rearward drive unit supported by way of at least one elastic bearing, and a central support tube arranged in-between which is connected on the forward end with the engine in a movable manner and on the rearward end with the drive unit in a rigid manner, and in which a drive shaft extends which has a torque-transmitting joint in the area of its connection to the clutch shaft, wherein the engine is connected with the drive unit by way of a vibration uncoupling device which can be adapted as a function of main excitation directions of the engine in the circular direction in the vertical Z-direction and in the transverse Y-direction, and which comprises a connecting joint which holds the engine so that it can be angularly moved in main excitation directions, and the connecting joint and/or a bearing device is used for the torque support of the drive unit, the bearings of the engine and of the drive unit being arranged in vibration nodes of the natural vibrations of the assembly and a largest possible supporting base with the distance existing between the bearings of the drive unit in an elastic bearing on the central support tube, the bearing being arranged on the joint part of the central support tube.
The principal advantages achieved by means of the invention are that the disadvantages of the central support tube concept with respect to the excitation of vibrations are avoided, but at the same time, the advantages which are typical of the central support tube are maintained. These consist particularly of a low number of bearing points of the assembly in the vehicle and of a large supporting base for the wheel drive torques.
Pronounced bending and torsional resonances of the overall assembly which are preferably excited by the engine usually occur in the operating rotational speed range. In order to avoid these resonances, the assembly is divided into two vibration systems in such a manner that the engine is uncoupled by means of an uncoupling device, such as a connecting joint, from the remaining assembly, such as the transmission with the connected central support tube. This device or this joint must be coordinated in such a manner that the main excitation directions or planes of the engine in the vertical and transverse direction as well as during wobbling excitations are taken into account.
Thus, according to
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Hayemann Kim
Layher Ulrich
Mutter Clemens
Sivers von Rolf
Wacker Bernd
Camby Richard M.
Dr. Ing. h.c.F. Porsche AG
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