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GB2351051A - Rear engine, front-wheel drive vehicle - Google Patents

Rear engine, front-wheel drive vehicle Download PDF

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Publication number
GB2351051A
GB2351051A GB9913999A GB9913999A GB2351051A GB 2351051 A GB2351051 A GB 2351051A GB 9913999 A GB9913999 A GB 9913999A GB 9913999 A GB9913999 A GB 9913999A GB 2351051 A GB2351051 A GB 2351051A
Authority
GB
United Kingdom
Prior art keywords
vehicle
motor vehicle
flywheel
architecture
clutch
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.)
Withdrawn
Application number
GB9913999A
Other versions
GB9913999D0 (en
Inventor
Michael Neil Basnett
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
MG Rover Group Ltd
Original Assignee
MG Rover Group Ltd
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 MG Rover Group Ltd filed Critical MG Rover Group Ltd
Priority to GB9913999A priority Critical patent/GB2351051A/en
Priority to GB9915681A priority patent/GB2351050B/en
Publication of GB9913999D0 publication Critical patent/GB9913999D0/en
Publication of GB2351051A publication Critical patent/GB2351051A/en
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/02—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only
    • B60G11/04—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only arranged substantially parallel to the longitudinal axis of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/32—Resilient suspensions characterised by arrangement, location or kind of springs having springs of different kinds
    • B60G11/34—Resilient suspensions characterised by arrangement, location or kind of springs having springs of different kinds including leaf springs
    • B60G11/44—Resilient suspensions characterised by arrangement, location or kind of springs having springs of different kinds including leaf springs and also torsion-bar springs
    • 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
    • B60G21/051—Trailing arm twist beam axles
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00—Resilient suspensions for a single wheel
    • B60G3/02—Resilient suspensions for a single wheel with a single pivoted arm
    • B60G3/12—Resilient suspensions for a single wheel with a single pivoted arm the arm being essentially parallel to the longitudinal axis of the vehicle
    • B60G3/16—Resilient suspensions for a single wheel with a single pivoted arm the arm being essentially parallel to the longitudinal axis of the vehicle the arm itself being resilient, e.g. leaf spring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/13—Independent suspensions with longitudinal arms only
    • B60G2200/132—Independent suspensions with longitudinal arms only with a single trailing arm
    • B60G2200/1324—Independent suspensions with longitudinal arms only with a single trailing arm with a resilient trailing arm
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/20—Semi-rigid axle suspensions
    • B60G2200/21—Trailing arms connected by a torsional beam, i.e. twist-beam axles
    • 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
    • B60G2202/11—Leaf spring
    • B60G2202/112—Leaf spring longitudinally arranged
    • 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
    • B60G2202/136—Twist-beam type arrangement
    • 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
    • B60G2204/121—Mounting of leaf springs
    • 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
    • B60G2204/128—Damper mount 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
    • B60G2204/129—Damper mount on wheel suspension or knuckle
    • 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
    • B60G2204/14—Mounting of suspension arms
    • B60G2204/143—Mounting of suspension arms on the vehicle body or chassis
    • B60G2204/1434—Mounting of suspension arms on the vehicle body or chassis in twist-beam axles arrangement
    • 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
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/43—Fittings, brackets or knuckles
    • B60G2204/4302—Fittings, brackets or knuckles for fixing suspension arm on the 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
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/45—Stops limiting travel
    • B60G2204/4502—Stops limiting travel using resilient buffer
    • 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
    • B60G2206/011—Modular constructions
    • B60G2206/0114—Independent suspensions on subframes
    • 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
    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

An architecture for a motor vehicle is disclosed in which a motor vehicle comprises a driveshaft, a flat power unit 2 mounted to the rear of the vehicle, and a flywheel 12, a clutch, ancillaries and a transaxle comprising a gearbox 18 and a differential unit mounted close to or forward of a front axle centreline 10 of the vehicle. Such an architecture has improved weight distribution, crash, NVH and refinement, and ride and handling characteristics.

Description

2351051 Improved Vehicle Architecture The present invention relates to an
improved vehicle architecture for a front wheel drive vehicle.
There are many known vehicle architectures for front wheel drive vehicles. The principal architecture is the transverse engine front wheel drive configuration which will be 5 known to those skilled in the art.
However, there are a number of limitations to such a layout. It is difficult to obtain a satisfactory crash performance. Indeed, as customer expectations increase, legislation tightens and pressure for improved weight reduction and improved packaging grows, achieving satisfactory crash performance will become even more difficult.
Vehicle refinement is also adversely affected in such a layout due to the close proximity of the power unit to the vehicle bulkhead and the conflicting demands placed upon the engine/transmission mounts.
In addition, the weight distribution and variation due to changes in the vehicle payload together with the relatively high centre of gravity of the main mechanical components can be detrimental to handling, ride, braking and tyre characteristics.
Vehicles having a rear mounted powertrain and rear wheel drive have been proposed. Such an arrangement has an enhanced front crush zone. However, the power train mass must still be retarded by the front bodyshell and rear intrusion of the powertrain must be countered. Also, rear engine cars can suffer from nervous handling at high speeds, and in comparison with front wheel drive cars do not display "fail safe" handling characteristics. In addition such vehicles tend to lack luggage space.
Accordingly, there is a need for a front wheel drive vehicle which overcomes these problems while providing suitable crash, refinement and vehicle dynamic performance.
According to a first aspect of the present invention, an architecture for a motor vehicle comprises a driveshaft, a flat power unit mounted to the rear of the vehicle, and a flywheel, a clutch, ancillaries and a transaxle comprising a gearbox and differential unit mounted close to or forward of a front axle centreline of the vehicle. This has as an advantage that a front weight bias of between 50% to 65%, more preferably 55% to 60%, can be maintained. This provides for satisfactory handling, traction and stability in a motor vehicle adapting the vehicle architecture of the present invention.
Prefdrably, the driveshaft comprises shafts running longitudinally through extension casings connected centrally by a single universal joint. This has as an advantage that the casings can transfer load between the front and rear of the layout. Further, the universal joint enables relative movement of the power unit and the gear box.
Preferably, an input shaft to the flywheel passes through a primary gear cluster of the gearbox to drive the flywheel which transmits drive back to the clutch and then into the primary gear cluster. More preferably, power assisted steeringlair conditioning pumps, an alternator, a starter motor and a battery can be mounted forwardly of a front axle centreline to maintain front axle loading of the motor vehicle. This also provides for a direct gearchange linkage. This has the further advantage of providing a reduced area presented to the bulkhead in crash, in particular in the areas of a steering column, plenum and footwell.
The invention will now be described, by way of example only, with reference to the accompanying drawings, in which; Figure 1 shows a perspective view of the main component layout for a vehicle architecture according to the present invention; Figure 2 shows a plan view of several of the components illustrated in Figure 1; Figure 3 shows a side view of the components of Figure 2 Figure 4 shows in section one embodiment of a drive assembly for use in the present invention.
Referring first to Figure I there may be seen an overview of the main technical elements 5 of a motor vehicle relative to one another.
A flat power unit 2 is shown disposed to a rear of the layout. A drive shaft shrouded by extension casings 6 extends from the rear of the layout to a front of the layout. A front axle 8 having a front axle centreline 10 is disposed to the front of the layout. A flywheel 12 and a drive 14 for ancillaries are shown mounted to the front of the drive shaft. A transaxle 16, comprisink a gearbox 18 and a differential unit 20, is mounted close to or forward of the front axle centrelinelO.
It will be noted that a clutch 28 and the flywheel 12 are mounted in line. This avoids the need for transfer gears, keeping gearbox synchro inertial loads to a minimum. This has consequential benefits in gearchange quality. This also makes forward mounting of a starter motor 30, battery and such practicable, thereby maintaining front axle loading.
The drive shaft comprises first and second shaft members 22,24 running longitudinally through the extension casings 6 connected centrally by a single universal joint 26. The drive shaft may be secured to the flywheel 12 by any suitable means. Conveniently, a taper joint and key, a spline joint, or parallel interference with a drive pin may be used.
The extension casings 6 may be formed as hollow units with bearings to support the first and second shaft members 22,24. Alternatively, the extension casings 6 may take the form of open inverted "U"-shaped casings with bearings to support the first and second shaft members (Figure 4). The relatively long extension casings 6 also have as an advantage that they provide a widely spaced, three point platform for the mounting of the power unit 2 and the gearbox 18. This has benefits in location, NVII and independence of tuning. Such mounting is typically by way of compliant mounts.
Providing a single centrally located universal joint 26 in the drive shaft reduces the drive shaft components and housings to a manageable size and allows independent tuning of the 5 shaft components, the position of the universal joint and chassis mounting system elements.
Moreover, the extension casings 6 act as a strut in the event of a crash. The rear mounted power unit 2 is retarded independently of a motor vehicle body structure to prevent intrusion of the power unit 2 into a rear of a passenger cell of a motor vehicle. Damage due to rear impacts is also reduced by this effect. This is a particular advantage for a vehicle with a short redr overhang, such as a small hatchback type vehicle.
The height of the power unit 2 may be minimised by using the waist of the power unit for intake 32 and exhaust 34 routes. Further advantages may be obtained by careful positioning of oil filters and other power unit mounted ancillaries.
By locating the power unit 2 to the rear of the layout advantages are obtained not only for crash performance in a vehicle to vehicle collision, but also due to the absence of a power unit, in the front of a vehicle adopting the layout of the present invention, pedestrian impact is much improved.
Further, the absence of the power unit from the front of the layout allows greater styling freedom for a front end of the vehicle. Also, the passengers and payload may be placed further forward in the vehicle than hitherto, thereby reducing variation in ladenlunladen weight distribution, without compromising crash performance.
Static, payload and dynamic weight distribution are fundamental factors in defining the ride and handling characteristics of a vehicle. This is particularly so as vehicle size decreases. The distribution of fixed masses at each end of the vehicle layout provides a p relatively high polar moment of inertia. This allows reduced pitch and lateral nervousness, improving ride and stability of the vehicle.
In addition, much of the NVI1 source is now located to the rear of the vehicle to a position inherently muffled from vehicle occupants since the NVH source is now located 5 beneath or behind seating.
There is an increasing emphasis in modern vehicles towards improved side impact performance. A wide body and hence track/wheel arch would allow slight (approx. 50 mm) forward placing of seating positions. A higher seating position also improves crash behaviour, contribute to a feeling of control of the vehicle and increase space available for a central under floor fuel tank. Together this places the centre of gravity of the payload as near as possible to a centre of a wheel base of the vehicle, thereby improving consistency of handling of the vehicle between unladen and laden conditions.
Since the ancillaries are located in a forward bay of the vehicle, access in the absence of the power unit 2 from this area is much improved. In addition this area of the vehicle is considered to be generally less hostile environmentally to the ancillaries.
The absence of the power unit 2 from the front of the vehicle also allows the possibility for a modest front luggage space to be considered.
The use of a flat, horizontal or substantially horizontal power unit 2 enables minimum intrusion into any rear boot space. In particular, the clutch/flywheel assembly 28,12, which by its nature is bulky, together with most of the ancillaries, are mounted at the front. This also reduces the profile of the power unit 2 should the power unit engage with a vehicle body-in-white during a crash event.
In addition, such a power unit 2 lowers the centre of gravity of the vehicle. A low centre of gravity provides improved handling, braking and roll characteristics.
The transaxle 16 configuration presents a comparatively small profile during a crash event until the clutch/flywheel assembly 28,12 is encountered. In other words, the gearbox 18 is sufficiently small to enable it to telescope into an adjacent extension casing.
The relatively large spacing from the clutch/flywheel assembly 28,12 to a bulkhead of a motor vehicle allows the clutch/flywheel assembly 28,12 to be driven down during a crash event with a relatively shallow trajectory. Further, the forward mounting of the clutch/flywheel assembly 28,12 delays intrusion during a crash event. The forward mounting of the clutch/flywheel assembly 28,12 also provides substantial forward mass with resulting good weight distribution.
Moreover, the forward mounting of the clutch/flywheel assembly 28,12 also provides for a convenient drive take off for the ancillaries, as well as convenient access to the clutch 28, and other components, for service and replacement.
The centrally mounted differential unit 20 allows long and equal length drive shaft members 22,24 with benefits in geometry and durability.

Claims (4)

-7CLAIMS
1. An architecture for a motor vehicle comprising a driveshaft, a flat power unit mounted to the rear of the vehicle, and a flywheel, a clutch, ancillaries and a transaxle comprising a gearbox and differential unit mounted close to or forward of a front axle centreline of the vehicle.
2. A motor vehicle architecture according to claim 1, in which the driveshaft comprises shafts running longitudinally through extension casings connected centrally by a single universal joint.
3. A motor vehicle architecture according to claim 1 or claim 2, in which an input shaft to the flywheel passes through a primary gear cluster of the gearbox to drive the flywheel which transmits drive back to the clutch and then into the primary gear cluster.
3. A motor vehicle architecture according to any previous claim, in which power assisted steering/air conditioning pumps, an alternator, a starter motor and a battery can be mounted forwardly of a front axle centreline to maintain front axle loading of the' motor vehicle.
4. An architecture for a motor vehicle substantially as described herein with reference to and as illustrated in the accompanying drawings.
GB9913999A 1999-06-17 1999-06-17 Rear engine, front-wheel drive vehicle Withdrawn GB2351051A (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
GB9913999A GB2351051A (en) 1999-06-17 1999-06-17 Rear engine, front-wheel drive vehicle
GB9915681A GB2351050B (en) 1999-06-17 1999-07-06 Vehicle suspensions

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB9913999A GB2351051A (en) 1999-06-17 1999-06-17 Rear engine, front-wheel drive vehicle

Publications (2)

Publication Number Publication Date
GB9913999D0 GB9913999D0 (en) 1999-08-18
GB2351051A true GB2351051A (en) 2000-12-20

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Family Applications (2)

Application Number Title Priority Date Filing Date
GB9913999A Withdrawn GB2351051A (en) 1999-06-17 1999-06-17 Rear engine, front-wheel drive vehicle
GB9915681A Expired - Lifetime GB2351050B (en) 1999-06-17 1999-07-06 Vehicle suspensions

Family Applications After (1)

Application Number Title Priority Date Filing Date
GB9915681A Expired - Lifetime GB2351050B (en) 1999-06-17 1999-07-06 Vehicle suspensions

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Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2370257B (en) * 2000-12-22 2004-04-21 Mg Rover Group Ltd Vehicle suspension systems
DE102006035195A1 (en) 2006-07-29 2008-01-31 Bayerische Motoren Werke Ag Beam axle
GB0619981D0 (en) 2006-10-10 2006-11-15 Meritor Heavy Vehicle Sys Ltd Suspension sub-assembly
DE102009042060A1 (en) * 2009-09-17 2011-03-24 GM Global Technology Operations, Inc., Detroit Structural component for the rear frame structure of a motor vehicle
DE102014218735A1 (en) * 2014-09-18 2016-03-24 Zf Friedrichshafen Ag Suspension arrangement for a vehicle with at least one liftable axle and support of such an axle
DE102014218734A1 (en) * 2014-09-18 2016-03-24 Zf Friedrichshafen Ag Chassis arrangement with at least one liftable axle and carrier of such an axle

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB490881A (en) * 1936-11-17 1938-08-23 Guy Bunau Varilla Improvements in and relating to automobile vehicles
GB815396A (en) * 1956-08-11 1959-06-24 Porsche Ferdinand A An improved drive unit for passenger carrying motor vehicles

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0217799A1 (en) * 1984-06-27 1987-04-15 Gkn Technology Limited Suspension for motor vehicle
FR2580556B1 (en) * 1985-04-19 1987-05-15 Renault REAR TRAIN FOR SUSPENSION OF MOTOR VEHICLES
GB8521143D0 (en) * 1985-08-23 1985-10-02 Gkn Technology Ltd Vehicle suspension
FR2761302B1 (en) * 1997-03-28 1999-06-18 Peugeot IMPROVEMENT ON A REAR AXLE FOR A MOTOR VEHICLE OF THE TORQUE DEFORMABLE CROSS-SECTION AND WITH SUBSTANTIALLY VERTICAL SUSPENSION SPRINGS

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB490881A (en) * 1936-11-17 1938-08-23 Guy Bunau Varilla Improvements in and relating to automobile vehicles
GB815396A (en) * 1956-08-11 1959-06-24 Porsche Ferdinand A An improved drive unit for passenger carrying motor vehicles

Also Published As

Publication number Publication date
GB2351050B (en) 2003-01-15
GB9915681D0 (en) 1999-09-01
GB2351050A (en) 2000-12-20
GB9913999D0 (en) 1999-08-18

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WAP Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1)