US 1855769 A
Description (OCR text may contain errors)
April 26, 1932. c. R. PATON MOTOR SUPPORT Filed NOV. 29, 1929 5 R.. 2 Y W p 6 WM 2 M 2 Z mmu m 4 N K T 0 2 M IWN. a i 0 2 w m a 3 4 24 e a; a 2 1 M Z Z a M 5 L? I \.w w (m ,3 K (m 2 Patented Apr, 26, 1932 UNITED STATES ciliznn R. Parent, or sourn: BEND, innm u, ASSIGNOR TO THE STUDEBAKER con- PAreuf-i OFFICE IPORATION, OF SOUTH BEND, INDIANA, A CORPORATION OF NEW JERSEY MOTOR surronm This invention relates to insulated support vibrations and thus prevent the engine vibra tions from being transmitted to the vehicle chassis.
Heretofore various forms of msulated or cushioned mountlngs between the engine and vehicle frame have been used to absorb or. damp out the engineivibrations which may be caused from the unbalanced. reciprocating or rotating masses inthe engine, the natural" engine torque variations, or the periodic application of torque to the engine crankshaft. The devices heretofore used have notbee'n entirely satisfactory as it is obvious that for a given vibration amplitude of the engine that the forces transmitted from the engine to the vehicle frame are dependent upon, first, the thickness of the insulating material, second, the character or hardness of the insulating material, third, the degree of confinement of the insulating material and, fourth, the load ed area of the insulated material. Ithas been heretofore necessary to limit the amount of cle frame so that the full benefit sought to be obtained by'the insulation hasnot been possible because materials which would provide full and complete insulation under normal driving conditions woul'dpermit excessive engine movement relative to the frame on rough roads Furthermore, the most satisfactory and available insulating materials have been rubber compounds and it is well knownthat it'is commercially impossiblecto obtain such materials which are uniform and of the same composition thus preventing the uniform results desired. V It is, therefore, the principal object of my low elastic deflection rate which will provide a maximum of insulation at normal loads and which is capable of rapidly increasing its insulation used between "the engine and vehiinvention to provide an insulator having a Application filed November-29, 1929. Serial No. 410,470.
encountered when traveling over rough roads or for other causes.
A further object is to provide a design of insulator which will not be affected by differences in hardness ofthe rubber compound and whiclrwill permit the insulator being loaded to the limit iof its capacity to resist cold flow or ermanent set.
A further ob ect is to provide an insulator having an uneven or a corrugated surface permitting the effective area of the insulator to increase in proportion to the increased load thereon.v
A further object is to provide an insulator having an uneven or a corrugated face formed so that the effective widths of the ribs or area under normal load will vary with .thediiferences in rubber hardness to thus automatically compensate for such differences in the rubber compound in the assembly of the insulator in the vehicle and whereby uniform elastic properties of the insulator are thereby maintained.
. A further object is to provide a design -of insulator which will automatically increase its load carrying area as the insulator ages and tendsto set or cold flow whereby the load carrying are'aof the same automatically increases to thus insure .the maximum,
efliciency or effectiveness during the entire life of the devices I .1
r The above being among the objects of the present invention, the same consists of certain features and combination of parts to be hereinafter" described, and then claimed,
having the above and other objects in view.
In the accompanying drawings which illustrate a suitable embodiment; of the present invention,
Figure l is a' sectional view taken on the line 11 of F igure 2, showing the engine supported by the vehicle frame and the in- ;sfulator positioned between the support and 'rame.
on the line 2 2 of Figure 1.. 1
Figure 3 is a perspective View of the .L- shaped insulator, the same being in inverted position. i
Figure 4 is a diagram showing the in- Figure 2 is a section taken substantially sulator, first, in unloaded position, second, in normal loaded position, and third, in shock loaded position.
Referring to the accompanying drawings in which like numerals refer to. like parts throughout the several views, an armor bracket 10 extending from the internal combustion engine to'be supported is carried by the channel shaped frame 11 as is clearly shown in Figure 1. The number of points at which the engine may be supported is immaterial and will not be described further herein, attention being called to applicant s copending application Serial No. 290,532 filed July 5, 1928, as illustrating a suitable means for supporting the engine on the frame.
A bracket 12 is preferably secured by four bolts 13 to the outer face of the engine arm 10, the bracket- 12 preferably being provided with a projecting tongue 14 on which the engine-arm 10 may seat. The bracket 12 is preferably a casting having the shape of a closed figure formed with a we 15 intermediate the ends thereof integra ly .connecting the walls 16 and 17 to give strength and The wall 17 is added rigidity thereto. formed with openings 18 therein adapted to receive the resilient bushings. 19 having metal sleeves 20 extending therethrough through which the bolts 21 extend to clamp the bracket 12 against the frame member 11. Resilient washers 22 are positioned between the outer face of the wall 17 and the inner Wallof the frame 11 to prevent metal to metal contact between the-bracket 12 and theframe member 11. The members 19 and 22.are preferably formed from a rubbercomv pound, however, other suitable materials may be used for the purpose described. An L-shaped mem er 23, as shown in the several figures of the drawings, formed of rubber or similar non-metallic resilient material is seated on thealower flange 24 of the frame member 11 with the vertical legs 25 thereof seating against the inner face of the frame member 11 and secured in position by means of the lower bolts 21. The horizontal portion 26 of the L-shaped member 23 is preferably corrugated to provide the ribs 27 as shown in Figures 2 and 3 for a purpose to be hereinafter described. I
The invention relates more particularly tothe formation-of the L-shaped member 23 as the. value of this member in preventing noises and vibrations from'bein transferred from the engine to the vehicle is dependent upon the resilient properties of the insulating material and a construction wherein the maximum amount of insulation is obtained which will, not permit undue movement between the engine and frame when the vehicle is subjected to shocks such as encountered when driving over rough roads.
As shown, the ribs 27 seat on the flange 24 and the depressed portions between the ribs normally prevent a full face contact of the portion 26 of the member 23 with the flange 24. As shown, in Figure 4 of the drawings, under normal loaded condition the area of contact of the insulating member with the flange is relatively small, whereas, under normal load condition the insulating member will be compressed to provide a greater area of contact. Further, when the vehicle is subjected to road shocks, the compression of the insulating member 23 will provide a still greater area of contact.
This construction permits of the use of insulating materials which may be formed within a large range of grades of material, it of course being evident that the softer grades of the rubber compound are more effective asinsulators but that they have a greater cold flow than the harder, less effective insulators. It will be further evident that by the use of an insulator as herein shown that as the same ages and tends to have a permanent set, a greater portion of the corrugated face will come into contact with the flange of the frame member thus insuring that the effectiveness of the insulator will be maintained at its maximum value through out the life of the insulator. It is further apparent that'a greater amount of insulation may be used with the present device because the effective area thereof may be proportioned to the normal load carrying capacity of the same and that the capacity of the insulator is increased in direct proportion to the load which it is required to support. I 1
Having thus described my invention the construction and its use will be clearly apparent to those skilled in the art and it is my desire to claim the invention broadly, as well as specifically, as is indicated in the appended claim.
WVhat I claim is z 7 In a motor vehicle, the combination with a supporting channel section frame and an internal combustion engine to be supported thereby, of a relatively thin L-shaped rubber cushioning member engaging the side wall and lower flange of said frame, said rubber cushioning member having its lower face