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1. * GB780145 (A)
Description: GB780145 (A) ? 1957-07-31
Suspension of motor vehicles
Description of GB780145 (A)
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DE1086566 (B) FR1131813 (A) US2814503 (A)
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The EPO does not accept any responsibility for the accuracy of data
and information originating from other authorities than the EPO; in
particular, the EPO does not guarantee that they are complete,
up-to-date or fit for specific purposes.
PATENT SPECIFICATION
Date of Application and filing Complete Specification: Sept. 22, 1955.
780,145 No. 27060155.
t I 5/ @ P1 Application made in Germany on Oct. 9, 1954.
Complete Specification Published: July 31, 1957.
Index at acceptance:-Classes 79(3), A(2C6:6); 79(4), B3(F:X); 79(5),
H6; and 108(2), D2A2D.
International Classification:-1B62d.
COMPLETE SPECIFICATION
Suspension of Motor Vehicles I, FERDINAND PORSCHE, of German
nationality, personally responsible partner of the firm Dr. ING.
h.c.F. PORSCHE K.-G. of Stuttgart-Zuffenhausen, Germany, do hereby
declare the invention, for which I pray that a patent may be granted
to me, and the method by which it is to be performed, to be
particularly described in and by the following statement: -
This invention relates to an axle suspension for motor vehicles with

2. self-supporting vehicle bodies, in which the axle is guided by
longitudinally extending suspension arms tributary to the action of
torsion-bar springs and is detachably mounted on the vehicle body by
an auxiliary frame.
In known constructions of this kind the axle and driving aggregate is
mounted on an auxiliary frame detachably secured to the main vehicle
frame. The auxiliary frame consists of hollow longitudinal and cross
carriers welded together to form a rigid framework.
There is also known a design in which the axle and driving aggregate
is mounted on an auxiliary frame composed of U-shaped longitudinal and
cross carriers. The main carriers of the auxiliary frame are in this
case strengthened by several struts so that likewise a
distortion-resisting structure is ob30tained which is secured to the
bottom group of a likewise distortion-resisting vehicle body, through
the intermediary of resilient bearings. In all these constructions all
the forces and moments exerted by the axle and driving aggregate have
to be taken up by the auxiliary frame, for which reason it is
imperative that the latter possesses a high resistance to bending and
torsional stresses.
For this reason the auxiliary frames are provided with numerous
stiffening members thus increasing the cost of production.
In accordance with the invention these disadvantages are obviated in
that the auxiliary frame carrying the axle and consisting of sleeves
surrounding the torsion-bars, stays [Price 3/6] connecting the sleeves
together and struts rigidly connected to one of the sleeves,
constitutes, only after mounting, with the bottoem of the vehicle body
a distortion-resisting frame system. Due to the fact that the bottom
50 of the vehicle body is relied upon to provide a structure resisting
bending and torsional stresses, a substantial simplification is
obtained. Above all it consists in that only so much rigidity is
imparted to the auxiliary 55 frame as is needed to absorb the local
stresses arising during the construction and assembling operations. In
that way only a few, simply designed, structural parts are needed,
resulting in a low weight and stable design 60 which reliably takes up
the stresses imposed thereon.
The auxiliary frame is secured to the vehicle body at four points
widely spaced apart crosswise through the intermediary of inserted
pads whereby the stresses exerted by the axle are distributed over a
large surface of the vehicle-body bottom. In that way one can dispense
with special oversize staying and stiffening parts, on the bottom of
the vehide body. The auxiliary frame is stiffened and becomes rigid
when it is mounted to the self-supporting vehicle by two struts
extending substantially at right angles to, the torsion bar sleeves,
the aforesaid struts being 75 connected to the outer ends of the

3. sleeves, extending below the bottom of the vehicle body and being
secured to the latter. In that way it is possible to use for the
construction of the auxi- 89 liary frame parts which must anyhow be
present for supporting the wheel springs.
The auxiliary frame is fastened above and in front of the axis-of the
wheel axle as well as below and rearwardly of the wheel axis 85 at two
points each, so that the upper attachment bearings take up the
tensional and compression stresses of the axle whereas the lower
attachment bearings are subjected substantially only to sliding
thrusts. 90 780,145 In the accompanying drawings which illustrate, by
way of example, one embodiment of the invention:
Fig. 1 is a longitudinal section through the forepart of a motor
vehicle with driven front wheels in an arrangement according to the
invention; Fig. 2 is a plan view of the auxiliary frame supporting the
axle; and Fig. 3 is a longitudinal section through a point at which
the auxiliary frame is journalled to the vehicle body.
The wheels 1 of a front-axle aggregate 2 are guided by two
superimposed suspension 15arms 3 swinging in the direction of travel
and subjected to the action of torsion-bar springs 4 and shock
absorbers 5. The torsionbar springs 4 are surrounded by sleeves (6,6')
extending across the entire width of the ve20hicle and supported
relatively to each other by the stays 7 constituted by cup-shaped
pressed parts. Power is transmitted to the wheels I from the engine
(not shown) mounted in the rear part of the vehicle via a Cardan shaft
8 connected to the driving shaft 10 of a differential gear train 11 by
means of a detachable coupling. Starting from the differential gear
train 11 the wheels are driven through front-axle link members 12 by
means of the axle shafts 13. At its front end the differential gear
train 11 is secured to the lower sleeve 6' by means of the supports 14
through the intermediary of the rubber washers 15. The opposite end of
the differ35ential gear train designed in the form of a tubular
extension rests upon a crosswise extending girder 17 of the
self-supporting vehicle body 18 through the intermediary of a
yieldable bearing 16. Also mounted on the 40upper sleeve is the
wheel-steering mechanism. It comprises a steering gear train 19 by
which the front wheels 1 are swung around by means of a steering lever
20, a steering linkage system 21, 22, 23, and a 45steering lever 24
likewise journalled on the sleeve 6. By means of a detachable coupling
the steering mechanism 19 is connected with the steering column 26
which is fastened to the vehicle body 18 The entire axle 2 consisting
of the differential gear train 11, front-axle link members 12 and
shafts 13, inclusive of the steering mechanism parts are mounted on an
auxiliary frame 27 constituted by the sleeves 6,6' stays 7 and two
struts 28. The struts 28, which have a U-shaped profile, enclose

4. together with the sleeves almost a right angle and are rigidly
connected with the outer ends of ' the lower sleeve 6' The auxiliary
frame is connected at four points to the vehicle body bottom 30 and an
extension 31 thereof which protrudes above the axle. For this purpose
the two outer stays 7 of the sleeves 6,6' are provided with brackets
32 stiffened by a pressed-in cup 33 (Fig. 3). The brackets 32 are
attached to the extension 31 of the vehicle body bottom 30 each by two
screws 34 with interposition of a yieldable washer 35.
This kind of attachment is also provided for 70 the struts 28, the
ends 36 of which extend below the bottom 30 of the vehicle body 18 and
are connected thereto by the screws 37.
The sleeves 6,6', the struts 28, the brackets 32, as well as the stays
7 are only given dimensions such as to enable them to take up the part
stresses exerted thereon. The consequence of this is that the
auxiliary frame 27 constituted by said parts suffices per se only for
the stresses of the isolated front-axle unit. 80 By assembling the
auxiliary frame 27 with the vehicle body 18 there is constituted,
however, a distortion-resisting structure comprising the vehicle body
30, the footrest 38, the extension 31, the struts 28, the
interconnected sleeves 6, 6', as well as the appurtenant brackets 32,
which takes up both the static and the dynamic stresses of the axle
aggregate. Since the attachment of the auxiliary frame 27 is made at
the points spaced far 90 apart crosswise these stresses are
distributed over a large surface of the vehicle body 30.
In order to prevent the auxiliary frame from swaying relative to the
vehicle body 18 the upper bearings constituted by the brackets 95 32
are disposed ahead of and above the axis a-a passing through the
centre of the wheels 1, and the lower bearings constituted by the
struts 28 below and rearwardly of the wheel axle. In that way the
brackets 32 take up the 100 tensional and compression stresses whilst
the struts 28 are subjected substantially only to slip stresses.
Furthermore, for this purpose the yieldable pads 35 of the brackets 32
and struts 28, respectively, are so hard that they 105 permit only
slight displacements of the auxiliary frame, both in a vertical and in
a horizontal direction.
For dismounting the auxiliary frame 27 the coupling 9 is loosened from
the Cardan shaft, 110 and the screws 39 are taken off the bearing 16
on the tubular extension of the differential gear train 11. Also to be
loosened are the coupling 25 on the link mechanism 19, the upper
bearing 40, the shock absorber 5, as 115 well as the steering link
mechanism, whereupon after taking off the screws 34 and 37 in the
bracket 32, on the struts 28, the auxiliary frame 27 can be rolled out
from under the vehicle body on the wheels 1. 120

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