JP2007168713A - Cab structure of cab over type vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a cab structure for a cab cover type vehicle having a main sill having necessary strength and stiffness at each part by a comparatively simple structure. <P>SOLUTION: The main shill 2 provided on the bottom of a cab 1 which can be tilted up and having a hat-shaped cross section is divided into three pieces in a vehicular fore-and-aft direction of the cab 1. The main sill 2 is composed of a hinge portion 2a supported by a hinge for tilting up the cab 1; a middle portion 2b united to the rear end of the hinge portion 2a at a front end, and positioned under an occupant aboard the cab 1; and an impact absorbing portion 2c united to the rear end of the middle portion 2b at a front end, and absorbing an impact from a vehicle front side. The plate thickness of the impact absorbing portion 2c is made thinner than the plate thickness of the hinge portion 2a and the middle portion 2b. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a cab structure of a cab over type vehicle, and more particularly to a cab structure of a cab over type vehicle provided with a cab capable of being tilted up.

Conventionally, a cab-over type truck is provided with a pair of left and right main sills that extend in the vehicle front-rear direction and constitute a strength member of the cab at the bottom. The main sill has a U-shaped cross section with a flange at the upper end, that is, a hat-shaped cross section, and is fixed to the cab floor by spot welding or the like.
When the cab can be tilted up, the front end of the main sill is supported by the front end of the main sill, so that the front end of the main sill is relatively high to support the tilted cab. Requires strength and rigidity.

  In the case of a frontal collision or oblique projection, the main sill becomes the main strength member of the cab in the longitudinal direction of the vehicle. In particular, the portion of the main sill located below the occupant is less bent against the impact applied from the front of the vehicle. Therefore, it is necessary to secure the occupant's living space. On the other hand, in the portion on the rear side of the vehicle with respect to the portion positioned below the occupant, the collision energy is effectively reduced by appropriately buckling and deforming against the impact applied from the front of the vehicle in the event of a frontal collision or oblique projection. Need to be absorbed into.

Thus, the strength and rigidity required for each part of the main sill differ in the vehicle longitudinal direction. In order to satisfy these requirements, a cab structure is provided in which a reinforcing member is disposed from the front end portion of the main sill to a portion located below the occupant to increase the strength and rigidity from the front end portion of the main sill to the portion located below the occupant. Is proposed in Patent Document 1.
In the cab structure of Patent Document 1, as shown in FIG. 7, the main sill 102 has a main sill body 102a formed in a hat shape by a steel plate having a uniform thickness, and is positioned below the occupant from the front end of the main sill body 102a. The first reinforcing member 102b and the second reinforcing member 102c provided corresponding to the portion to be provided.
JP-A-9-240515

  In the cab structure of Patent Document 1, as described above, the first reinforcing member 102b and the second reinforcing member extend along the main sill body 102a over a relatively wide range from the front end portion of the main sill body 102a to the portion located below the occupant. The member 102c must be joined by spot welding or the like. In addition, since the two reinforcing members 102b and 102c are joined to the inside of the main sill body 102a having a hat-shaped cross section, the main sill body 102a is configured only by these reinforcing members 102b and 102c when an impact is applied from the front of the vehicle. The opposing side walls open outward, and sufficient rigidity cannot be ensured. For this reason, in addition to the reinforcing members 102b and 102c, a reinforcing member for preventing the opposing side wall of the main sill body 102a from opening is necessary, which increases the weight of the main sill 102 and increases the number of parts, thereby reducing the cost and cost. This will increase the number of manufacturing steps.

  Further, the vehicle front side of the main sill needs to be offset inward in the vehicle width direction depending on the layout of the pedals and the steering mechanism provided in the vehicle interior. For this reason, the main sill body 102a is bent inward in the vehicle width direction from a middle part in the vehicle longitudinal direction, and the first and second reinforcing members 102b and 102c processed into a shape along such a bent portion are used. Since it is necessary, the number of processing steps increases.

  The present invention has been made in view of such problems, and an object of the present invention is to provide a cab of a cab-over type vehicle having a main sill that has a relatively simple structure and has a necessary strength and rigidity for each part. To provide a structure.

  In order to achieve the above object, a cab structure for a cab over type vehicle according to the present invention is a cab structure for a cab over type vehicle provided with a cab capable of tilting up, and is extended in the vehicle front-rear direction at the bottom of the cab, and has a hat-like cross section. A main sill that constitutes a strength member of the cab and is divided into three in the vehicle front-rear direction, and a hinge portion that is supported by a hinge for tilting up the cab, and a front end portion at a rear end portion of the hinge portion And an intermediate portion located below the occupant riding in the cab, and a front end portion connected to the rear end portion of the intermediate portion, and an impact absorbing portion that absorbs an impact from the front of the vehicle. The thickness of the shock absorbing portion is made thinner than the thickness of the hinge portion and the intermediate portion (claim 1).

  Preferably, in the cab structure of the cab-over type vehicle configured as described above, the intermediate portion is offset inward in the vehicle width direction from the vehicle rear side in the vehicle front side, and the offset amount is 100 mm or less. (Claim 2).

  According to the cab structure of the cab-over type vehicle of the present invention, since the main sill is divided into three in the vehicle front-rear direction, the strength capable of supporting the weight of the cab supported by the hinge for tilting up the cab and The hinge part is formed with a plate thickness that ensures rigidity, and the middle part is formed with a plate thickness that can provide strength and rigidity that can secure the occupant's survival space against impact from the front of the vehicle in the event of a vehicle collision. On the other hand, when the impact absorbing part is thinner than the hinge and intermediate parts, the impact absorbing part will buckle and deform well when an impact is applied from the front of the vehicle due to a frontal collision or oblique projection. Thus, the collision energy can be absorbed.

  Accordingly, it is not necessary to provide a reinforcing member from the front end portion of the main sill to the position below the occupant in order to obtain the required strength and rigidity as in the prior art, and the number of spot welding can be reduced and the number of work steps can be reduced. Further, since it is not necessary to provide a reinforcing member having a shape along the shape of the main sill, it is possible to reduce the number of parts and the cost by reducing the number of processing steps.

  In addition, since the strength and rigidity from the front end of the main sill to the middle part of the occupant's lower position can be secured with an appropriate plate thickness, the hat-shaped main sill is opened by an impact from the front of the vehicle as in the prior art. This eliminates the need for additional reinforcing members. For this reason, while being able to reduce the weight of a main sill, the number of parts can be reduced and cost and a manufacturing man-hour can be reduced.

Furthermore, when two or more specifications with different dimensions in the vehicle front-rear direction such as a single cab and a double cab are provided for the same vehicle type, the main sill is changed by changing only the part having a different shape corresponding to the floor shape of the cab. Since it can be shared, the manufacturing cost can be reduced.
Further, when the vehicle front side of the intermediate portion is offset inward in the vehicle width direction, if the offset amount is too large, there is a possibility that problems such as wrinkles or cracks occur in the flange at the upper end of the bent portion for offset. According to the cab structure of the cab-over type vehicle according to claim 2, since the offset amount on the vehicle front side of the intermediate portion is 100 mm or less, the flange has a continuous flange at the upper end even if the plate thickness is relatively thick. It is possible to form an intermediate portion of a hat-shaped cross section, and it is possible to reliably obtain strength and rigidity that can ensure a occupant's living space in the event of a vehicle collision.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a perspective view showing an outline of a cab of a cab-over type truck. A cab 1 includes a pair of main sills 2 that extend in the vehicle front-rear direction and constitute a strength member of the cab 1. . The left and right main sills 2 are connected to each other by pipe-like cross members 4 extending in the vehicle width direction at their front end portions.

The main sill 2 has a front end portion pivotally supported by a lower cab hinge bracket 12 fixed to a front end portion of a side rail 10 of a chassis frame via an upper cab suspension bracket 6 and a connecting arm 8 fixed to the lower side of the main sill 2. Has been.
With such a configuration, the cab 1 can be tilted up by rotating the main sill 2 around the tilt shaft 14 supported by the lower cab hinge bracket 12. That is, the upper cab suspension bracket 6, the connecting arm 8, the lower cab hinge bracket 12, and the tilt shaft 14 constitute a hinge for tilting the cab 1.

FIG. 2 is a schematic side view of such a cab 1, and as shown in FIG. 2, the main sill 2 is a side surface that rises stepwise from the vehicle front side to the rear side along the floor 16 of the cab 1. A passenger seat 18 such as a driver seat or a passenger seat is disposed on the floor 16.
FIG. 3 is a plan view of one (left side) main sill 2 of the pair of left and right main sills 2, and FIG. 4 is a side view of the main sill 2. As shown in FIG. 3, the front portion of the main sill 2 is offset inward in the vehicle width direction due to the layout of the pedals and the steering shaft (not shown) in the passenger compartment. In this embodiment, the amount of deviation between the center axis of the rear portion and the center axis of the rear portion, that is, the offset amount L is 90 mm.

  5 is a cross-sectional view of the main sill 2 taken along the line V-V in FIG. 4. As shown in FIG. 5, the main sill 2 is composed of a bottom 20 and two side walls 22 and is opened at the upper end of the U-shaped cross section. Each has a so-called hat-shaped cross section with a flange 24. The flange 24 is continuously formed from the front end portion to the rear end portion of the main sill as shown in FIGS.

  6 is an exploded perspective view of the main sill 2 shown in FIG. 3. As shown in FIG. 6, the main sill 2 has a hinge portion 2a, an intermediate portion 2b, and an impact from the vehicle front side in the vehicle front-rear direction. The absorption part 2c is divided into three parts. The hinge portion 2a, the intermediate portion 2b, and the impact absorbing portion 2c are joined by spot welding at their opposing ends to form an integral main sill 2.

  The hinge portion 2a is a portion supported by a hinge for tilting up the cab 1, and the upper cab suspension bracket 6 is fixed as described above. The hinge portion 2a has a strength and rigidity necessary to support the weight of the cab 1 when the cab 1 is tilted up and supported by the hinge, so that the steel plate having a relatively thick plate thickness (eg, 3.2 mm). And has a hat-like cross section in which a flange 24 is continuously formed at the upper end. The hinge portion 2a corresponds to the area A of the main sill 2 integrated in each of FIGS.

  The intermediate portion 2b is a portion of the main sill 2 that is located below the occupant riding in the cab 1, and corresponds to the region B of the main sill 2 integrated in each of FIGS. Is. This intermediate portion 2b has the strength and strength necessary for ensuring the living space of the occupant in the cab 1 by reducing the bending due to the impact even when an impact from the front of the vehicle is applied in the event of a frontal collision or oblique projection of the vehicle. It is formed by using a steel plate having a relatively thick plate thickness (for example, 3.2 mm) so as to obtain rigidity, and has a hat-like cross section in which a flange 24 is continuously formed at the upper end.

By forming the hat-shaped intermediate portion 2b with such a plate thickness, even when an impact is applied from the front of the vehicle in the event of a frontal collision or oblique projection, the amount of bending is suppressed, and the occupants in the cab 1 can survive. Space can be secured.
In the present embodiment, as described above, the main sill 2 offsets the vehicle front side by the offset amount L inward in the vehicle width direction from the vehicle rear side due to the layout of the pedals and the steering shaft in the vehicle interior. The bending of the main sill 2 for offset is performed in the region B, that is, the intermediate portion 2b, as shown in FIG.

  Here, as the offset amount L is increased and the bending of the intermediate portion 2b is increased, the bent portion of the intermediate portion 2b is more easily bent due to the impact from the front of the vehicle at the time of the vehicle collision. For this reason, it is necessary to increase the plate thickness of the intermediate portion 2b as the offset amount L increases so that bending due to an impact at the time of a vehicle collision does not occur much. On the other hand, a flange 24 is continuously formed at the upper end of the intermediate portion 2b. When the thickness of the intermediate portion 2b is increased, the flange 24 is caused by stress at the time of forming the bent portion when the intermediate portion 2b is processed. Wrinkles and cracks are likely to occur. Therefore, when an offset amount L that can satisfactorily form the flange 24 without causing bending due to an impact at the time of a vehicle collision is obtained by experiments or the like, the offset amount L can be obtained even for a relatively thick steel plate. It has been found that it is sufficient to set the thickness to 100 mm or less. In the present embodiment, the offset amount L is set to 90 mm with a further margin.

  The shock absorbing portion 2c is coupled to the rear of the intermediate portion 2b, and corresponds to the region C of the main sill 2 integrated in each of FIGS. The impact absorbing portion 2c is relatively thin, capable of obtaining strength and rigidity that can be satisfactorily buckled and absorb collision energy against impact from the front of the vehicle in frontal collision or oblique projection. It is formed using a steel plate having a plate thickness (for example, 1.6 mm).

  As described above, the hinge portion 2a, the intermediate portion 2b, and the shock absorbing portion 2c of the main sill 2 are formed with plate thicknesses corresponding to respective purposes, thereby ensuring the strength and rigidity required for each. Therefore, there is no need to provide a wide range of reinforcing members from the front end portion of the main sill 2 to the position below the occupant as in the prior art. For this reason, the man-hour and cost for manufacturing such a reinforcement member and fixing to the main sill 2 can be reduced.

  Further, by increasing the strength and rigidity of the intermediate portion 2b by increasing the thickness of the intermediate portion 2b, it becomes difficult for the side wall 22 of the main sill 2 to open outward due to an impact or the like at the time of a collision. In addition to reducing the weight of the main sill 2, it is possible to reduce the number of parts and the manufacturing man-hours and costs.

Although the description of the cab structure of the cab-over type vehicle according to one embodiment of the present invention has been completed above, the present invention is not limited to the above-described embodiment.
For example, in the above embodiment, the vehicle front side of the main sill 2 is offset inward in the vehicle width direction, but the main sill is not offset by changing the layout and structure of the pedals and the steering shaft in the vehicle interior. Even so, the same effect can be obtained.

Moreover, in the said embodiment, although the steel plate of the same board thickness was used for the hinge part 2a and the intermediate part 2b, about each board thickness, it can change suitably according to the objective, Comprising: The same board thickness is not necessarily used There is no need to use.
Furthermore, although the said embodiment applied this invention to the single cab, this invention is applicable to a double cab similarly. When two or more specifications with different dimensions in the longitudinal direction of the vehicle such as a single cab and a double cab are provided in the same vehicle type, the length of the main sill 2 differs between the single cab and the double cab. Since the main sill 2 can be shared by changing only the portion having a different shape corresponding to the floor shape of 1, the manufacturing cost can be reduced.

It is a schematic perspective view of the cab of the cab over type truck concerning one embodiment of the present invention. It is a schematic side view of the cab of FIG. It is a top view of a main sill. It is a side view of a main sill. FIG. 5 is a cross-sectional view of the main sill taken along line VV in FIG. 4. It is a disassembled perspective view of a main sill. It is a disassembled perspective view of the conventional main sill.

Explanation of symbols

1 Cab 2 Main sill 2a Hinge part 2b Middle part 2c Shock absorption part

Claims (2)

  In a cab structure of a cab-over type vehicle having a cab capable of tilting up, a main sill extending in the vehicle front-rear direction at the bottom of the cab and having a hat-shaped cross section and constituting a strength member of the cab is provided in the vehicle front-rear direction. A hinge portion that is divided into three parts and is supported by a hinge for tilting up the cab, and an intermediate portion that is located below a passenger who rides in the cab, with a front end portion coupled to a rear end portion of the hinge portion. And a front end portion coupled to a rear end portion of the intermediate portion, and an impact absorbing portion that absorbs an impact from the front of the vehicle, and the thickness of the impact absorbing portion is set to the plate of the hinge portion and the intermediate portion A cab structure for a cab-over type vehicle characterized by being thinner than the thickness.   2. The cab structure for a cab-over type vehicle according to claim 1, wherein the intermediate portion is offset on the vehicle front side inward in the vehicle width direction from the vehicle rear side, and the offset amount is 100 mm or less.

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