EP1265780A1 - Vehicule utilitaire a cabine de conduite a suspension elastique - Google Patents

Vehicule utilitaire a cabine de conduite a suspension elastique

Info

Publication number
EP1265780A1
EP1265780A1 EP01913371A EP01913371A EP1265780A1 EP 1265780 A1 EP1265780 A1 EP 1265780A1 EP 01913371 A EP01913371 A EP 01913371A EP 01913371 A EP01913371 A EP 01913371A EP 1265780 A1 EP1265780 A1 EP 1265780A1
Authority
EP
European Patent Office
Prior art keywords
cab
lever
frame
articulation
driver
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Withdrawn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
EP01913371A
Other languages
German (de)
English (en)
Inventor
Martin Leitner
Rudolf Bramberger
Alois Arnberger
Remco Klunder
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.)
Steyr Daimler Puch AG
Magna Steyr Fahrzeugtechnik GmbH and Co KG
Original Assignee
Steyr Daimler Puch AG
Steyr Daimler Puch Fahrzeugtechnik AG and Co KG
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 Steyr Daimler Puch AG, Steyr Daimler Puch Fahrzeugtechnik AG and Co KG filed Critical Steyr Daimler Puch AG
Publication of EP1265780A1 publication Critical patent/EP1265780A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G99/00—Subject matter not provided for in other groups of this subclass
    • B60G99/004—Other suspension arrangements with rubber springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D33/00—Superstructures for load-carrying vehicles
    • B62D33/06—Drivers' cabs
    • B62D33/0604—Cabs insulated against vibrations or noise, e.g. with elastic suspension
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/02—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems
    • F16F15/022—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using dampers and springs in combination

Definitions

  • the invention relates to a commercial vehicle, the cab of which is movably and sprungly connected to the frame of the commercial vehicle, at least one support of the cab, which is arranged in a transverse plane to the direction of travel, being supported by spring struts on the frame and by means of a pair of swing arms arranged essentially in this transverse plane, bearings fixed to the frame , wherein one end of the swing arms is pivotally connected to the carrier.
  • the flexible and elastic suspension of the cab is designed to keep the frame from twisting and vibrations away and, above all, to increase the comfort of the occupants. This includes the absorption of vertical impacts, hence the elastic suspension, furthermore the guidance in the longitudinal and transverse directions as well as the prevention of rolling movements (rotation around the vehicle's longitudinal axis) in the driver's cab, especially when cornering. For the latter, the center of gravity of the cab should be as close as possible to the roll center or, spatially, the roll axis.
  • a generic suspension of the cab is known from practice.
  • the swing arms form a quadrilateral joint with the frame as the base and the support of the cab as the coupling.
  • the roll center lies at the intersection of the two swing arms.
  • the struts counteract the rolling movement. Compression of the driver's cab in the vertical direction is strictly not possible with the kinematics of a four-bar linkage.
  • rubber-elastic elements between the swing arms and the base or the web, as long as the displacements to be absorbed by the rubber-elastic elements are not too great.
  • the swing arms In order to keep them small, the swing arms must be arranged approximately horizontally. Your intended intersection, the roll center is then very deep, far below the center of gravity of the cab. Despite small displacements, the rubber-elastic elements are prone to wear.
  • the first lever is a one-armed lever
  • the second pivot point is located on one side of an imaginary connecting line of the frame-fixed bearings
  • the second lever is a two-armed lever, the second pivot point is on the other side of an imaginary connecting line of the frame-fixed bearings.
  • the reversing levers provided between the swing arms and frame and the crossbar allow the kinematically correct vertical movement of the cab with precise lateral guidance.
  • the articulation points of the crossbar on both sides of the imaginary connecting line in other words their diagonal arrangement, ensure that the first articulation points of the steering levers are always the same height and are fixed on the side.
  • the angle of the swing arms can be selected so that their intended intersection is in the center of gravity of the cab. Centrifugal forces can therefore not lead to its roles. In this way, the lateral acceleration forces are decoupled. Because of the correct kinematics, the swing arms can also be made very short, which makes their installation possible even with a small installation space.
  • the articulated connection of the swing arm to the carrier of the driver's cab is above the first articulation point and closer to the center of the vehicle (claim 2). This is advantageous for the front suspension of the cab, which should be as low as possible. This is particularly true if, in a further development, the carrier of the driver's cab takes up the tilting axis lying transverse to the direction of travel for tilting the driver's cab (claim 3).
  • the articulated connection of the swing arm to the carrier of the driver's cab is below the first articulation point and is further away from the center of the vehicle (claim 4).
  • This embodiment is advantageous for the rear suspension of the driver's cab, in particular if it is a vehicle with a mid-engine in which the suspension must bridge it.
  • Fig. 2 the front suspension of the cab, seen in the direction of travel
  • Fig. 3 the rear suspension of the cab, seen against the direction of travel
  • Fig. 4 a section according to IV-IV in Fig. 3, enlarged.
  • the frame of the commercial vehicle according to the invention is collectively designated 1, the front suspension of a cab, not shown, with 2 and the rear suspension with 3.
  • An arrow 4 indicates the direction of travel of the vehicle, it indicates vome.
  • the frame consists of a left 5 and a right 6 frame side members 5, 6 and a few frame cross members 7, a tubular one can be seen. Only a front carrier 8 and a rear carrier 9 are shown of the driver's cab.
  • the front support 8 can contain the tilt axis of a tiltable driver's cab or be connected to it.
  • the rear support 9 of the driver's cab is firmly connected to the driver's cab and includes a locking device when the driver's cab is tiltable.
  • the front suspension 2 has a strut 10 on each side, which can be combined in a known manner with a damping device.
  • the carrier 8 of the driver's cab is connected to frame-fixed bearings 15, 16 via swing arms 11 and deflection levers 12, 13.
  • the left bell crank 12 differs from the right bell crank 13 and both are connected to a diagonal cross bar 14.
  • the 2 shows the front suspension 2 in such a way that the kinematics can be seen better.
  • One end 30 of the swing arms 11 is articulated to the carrier 8.
  • the rolling center 3 1 is located at the intersection of the swing arms 1 1, significantly above the carrier 8 of the cab, near its center of gravity.
  • the left bell crank 12 has a first link point 32 for the other end of the swing arm 1 1.
  • the right bell crank 13 has a first link point 33 for the other end of the rocker arm 1 1.
  • the ends 30 are higher and closer to the vehicle center than the first link points 32.33 ,
  • the intersection of the imaginary connecting lines of points 30 and 32 or 33 is the rolling center 31 of the cab.
  • a second articulation point 34 of the left articulation lever 12 is connected to a second articulation point 35 of the right articulation lever 13 via a crossbar 14.
  • the two bellcranks 12, 13 are mounted in frame-fixed bearings 15, 16 on frame 1. Your imaginary connecting line is labeled 36.
  • the left bell crank 12 is a one-armed lever, the right (13) is a two-armed.
  • the two second articulation points 34, 35 are located on one side and the other on the other side of the connecting line 36.
  • the shape of the deflection levers 12, 13 can be varied within wide limits.
  • the diagonally arranged crossbar 14 has the effect that simultaneous vertical movements of the two articulation points 32, 33 are not impeded and only on the spring struts 10 act such that when the lateral forces act, the deflection levers 12, 13 cannot move, so that the first articulation points 32, 33 are practically immovable in this load case.
  • the rear carrier 9 of the driver's cab has legs 39 pointing downwards, on which one end of a swing arm 21 is pivotally mounted at 40 on both sides. Its other end is articulated on the left side in a first articulation point 42 of the left articulation lever 22, on the right side the first articulation point 43 of the right articulation lever 23.
  • the points 40 are lower than the first articulation points 42, 43 and are further apart , This results in the imaginary extension of the swing arms 21, the rolling center 41.
  • the deflection levers 22, 23 each have a second articulation point 44 and a second articulation point 45. These are again connected to a crossbar 24, which is slightly angled here.
  • the two environmental Steering levers 22, 23 can again be pivoted in bearings 25, 26 fixed to the frame.
  • the statements made with regard to FIG. 2 apply to their design and for the bearings of the second articulation points 44, 45 with respect to an imaginary connecting line 46 of the bearings 25, 26.
  • FIG 4 it is shown in detail that the swing arms and bellcranks are widened for longitudinal support of the cab.
  • the swing arm 21 thus has a secondary arm 21 'in the manner of a triangular link, the first articulation point 43 becomes an oscillation axis 43', the bell crank 23 becomes a three-dimensional body 23 'and the frame-fixed bearing 26 extends over the horizontal dimension of the upright 27.

Abstract

Selon la présente invention, la cabine de conduite d'un véhicule utilitaire prend appui sur la châssis (1) grâce à au moins un élément porteur (8, 9) de la cabine de conduite, par l'intermédiaire de jambes d'amortissement (10; 20) et sur des paliers (15; 16; 25; 26) solidaires du châssis au moyen d'une paire de bras oscillants (11; 21), une extrémité des bras oscillants étant reliée de façon articulée à l'élément porteur. Pour faire correspondre le centre de roulis avec le centre de gravité : a) l'autre extrémité des bras oscillants (11; 21) prend appui sur un premier point d'articulation (32, 33; 32; 42) correspondant d'un premier levier de renvoi (12; 22) et d'un second levier de renvoi (13; 23), lesdits leviers présentant un second point d'articulation (34, 35; 44, 45) ; b) les seconds points d'articulation (34, 35; 44, 45) du premier levier de renvoi (12; 22) et du second levier de renvoi (13; 23) sont reliés au moyen d'une barre transversale (14; 24) ; c) le premier levier de renvoi (12; 23) est un levier à bras unique dont le second point d'articulation (34; 45) se trouve d'un côté d'une ligne de jonction imaginaire (36; 46) des paliers (16; 26) solidaires du châssis ; et d) le second levier de renvoi (13; 22) est un levier à deux bras dont le second point d'articulation (35; 44) se trouve de l'autre côté d'une ligne de jonction imaginaire (36; 46) des paliers (15; 25) solidaires du châssis
EP01913371A 2000-03-20 2001-03-20 Vehicule utilitaire a cabine de conduite a suspension elastique Withdrawn EP1265780A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
AT4562000 2000-03-20
AT0045600A ATA4562000A (de) 2000-03-20 2000-03-20 Nutzfahrzeug mit elastisch aufgehängtem fahrerhaus
PCT/AT2001/000078 WO2001070560A1 (fr) 2000-03-20 2001-03-20 Vehicule utilitaire a cabine de conduite a suspension elastique

Publications (1)

Publication Number Publication Date
EP1265780A1 true EP1265780A1 (fr) 2002-12-18

Family

ID=3674494

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01913371A Withdrawn EP1265780A1 (fr) 2000-03-20 2001-03-20 Vehicule utilitaire a cabine de conduite a suspension elastique

Country Status (6)

Country Link
US (1) US6702367B2 (fr)
EP (1) EP1265780A1 (fr)
JP (1) JP2004506560A (fr)
AT (1) ATA4562000A (fr)
CA (1) CA2403731A1 (fr)
WO (1) WO2001070560A1 (fr)

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JP4440523B2 (ja) * 2002-09-19 2010-03-24 大日本印刷株式会社 インクジェット法による有機ｅｌ表示装置及びカラーフィルターの製造方法、製造装置
ATE372248T1 (de) * 2005-05-18 2007-09-15 Fiat Ricerche Lagerung des fahrerhauses eines nutzfahrzeuges
DE102005030746A1 (de) * 2005-06-29 2007-01-18 Zf Friedrichshafen Ag Aufhängungseinrichtung mit Scherenpantograph
DE102005034470A1 (de) * 2005-07-23 2007-01-25 Daimlerchrysler Ag Fahrzeugaufbau für Nutzfahrzeuge
DE102005043998B4 (de) * 2005-09-14 2010-01-14 Zf Friedrichshafen Ag Aufhängungseinrichtung mit Wattgestänge
US20070278811A1 (en) * 2006-05-31 2007-12-06 Derham Christopher D System for operably coupling a vehicle cab to a vehicle
US8182024B2 (en) * 2006-05-31 2012-05-22 Caterpillar Inc. Structure and a system for connecting a machine cab to a supporting frame
DE102006044150A1 (de) * 2006-09-15 2008-03-27 Thyssenkrupp Automotive Ag Fahrerhauslagerung
SE530444C2 (sv) * 2006-10-23 2008-06-10 Volvo Lastvagnar Ab Hyttupphängningssystem
SE530445C2 (sv) * 2006-10-23 2008-06-10 Volvo Lastvagnar Ab Hyttupphängningssystem
CN101541613B (zh) * 2006-11-20 2012-07-04 电动内燃机公司 用于机车的司机室隔离系统
US7744149B2 (en) * 2008-06-10 2010-06-29 Agco Corporation Cab suspension linkage system
BR112013026055A2 (pt) * 2011-04-14 2017-02-14 Vermeer Mfg Co suspensão de cabina para uma máquina adaptada para escavar rocha ou materiais semelhantes na superfície
DE102011101466A1 (de) 2011-05-13 2012-11-15 Engineering Center Steyr Gmbh & Co. Kg Vorrichtung zur Aufhängung eines Fahrerhauses
WO2012158146A1 (fr) * 2011-05-13 2012-11-22 International Truck Intellectual Property Company, Llc Véhicule doté d'une suspension de cabine à liaison en biais
US8991538B2 (en) * 2013-03-06 2015-03-31 Paccar Inc Cab suspension and repositioning system
US9216778B1 (en) * 2014-06-02 2015-12-22 International Truck Intellectual Property Company, Llc Cab suspension
AT518405B1 (de) * 2016-07-19 2017-10-15 Man Truck & Bus Österreich Gesmbh Fahrerhauslagerung für ein kippbares Fahrerhaus eines Nutzfahrzeugs
WO2018086702A1 (fr) * 2016-11-11 2018-05-17 Volvo Construction Equipment Ab Appareil de suspension de cabine destiné à une machine de construction
CN107499396A (zh) * 2017-08-30 2017-12-22 东风商用车有限公司 一种后悬置用悬浮梁总成
US10343729B2 (en) * 2017-10-02 2019-07-09 Cnh Industrial America Llc Suspension system for a work vehicle
CN109121480B (zh) * 2018-08-02 2021-04-30 梁辉 一种林木种植土壤翻耕方法
US10960936B2 (en) * 2018-08-31 2021-03-30 Cnh Industrial America Llc Vibration dampening system for a work vehicle with cab dampers
CN115817653A (zh) * 2022-11-18 2023-03-21 东风汽车股份有限公司 轻型商用车驾驶室后悬置连接结构、连接支架及安装方法

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DE355358C (de) * 1923-12-07 1922-06-26 Arthur De Coninck Lenkerverbindung zwischen dem abgefederten Rahmen und der Hinterachse bei Kraftfahrzeugen
AU553221B2 (en) * 1980-10-09 1986-07-10 Paccar Australia Pty. Ltd. Vehicle cab suspension
FR2653733B1 (fr) 1989-10-31 1995-02-17 Renault Agriculture Suspension elastique de cabine de tracteur agricole.
US5553911A (en) * 1994-12-15 1996-09-10 Volvo Gm Heavy Truck Corporation Heavy duty motor vehicle cab suspension
US6725957B2 (en) * 2001-11-15 2004-04-27 International Truck Intellectual Property Company, Llc Truck cab suspension with lateral locating wheel

Non-Patent Citations (1)

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See references of WO0170560A1 *

Also Published As

Publication number Publication date
JP2004506560A (ja) 2004-03-04
US20030146647A1 (en) 2003-08-07
ATA4562000A (de) 2001-07-15
WO2001070560A1 (fr) 2001-09-27
CA2403731A1 (fr) 2002-09-20
US6702367B2 (en) 2004-03-09

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