JP2015202707A - Front structure of cab-over type vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a front structure of a cab which secures a survival space of the cab when a cab-over type vehicle collides with a forward vehicle, and can suppress the deformation of a cab mount.SOLUTION: A cab-over type vehicle comprises a chassis frame 2 extending along a fore-and-aft direction of the vehicle, a cab 5 arranged above the chassis frame 2, and a cab mount 9 which is fixed to the chassis frame 2, upwardly extends, and rotatably supports the cab 5 from below. The cab mount 9 has a cab mount bracket 10 fixed to the chassis frame 2, and a first link arm 13 and a second link arm 16 which are rotatably connected to the cab mount bracket 10. An impact box 20 is fixed to a front end part of the second link arm 16 while protruding frontward rather than the cab mount 9.

Description

  The present invention relates to a front structure of a cab over type vehicle.

  Japanese Unexamined Patent Application Publication No. 2004-161036 describes a front structure of a cab overtrack in which a cab is installed at the front of a chassis frame. Cab mount brackets are fixed to the front end portions of the left and right chassis frames, respectively, and the cab mount bracket and the chassis frame are firmly fastened. The cab mount bracket includes a base portion that is fastened and fixed to the chassis frame and extends upward, and a cylindrical hinge portion that is fixed to the tip of the base portion. In the hinge part, an extension part extending upward from the hinge part is provided integrally with the hinge part, and a substantially vertical plane of the front part of the hinge part is formed to the extension part. When a cab overtrack (a rear-end collision vehicle) collides with a vehicle with different height (a rear-end collision vehicle) and the load at the time of collision is input toward the cab mount bracket, the load input to the cab mount bracket is transmitted to the chassis frame. Then, energy is absorbed by bending the chassis frame up and down, and a living space of the cab is secured.

JP 2004-161036 A

  However, in the apparatus described in Patent Document 1, when the rear-end collision vehicle collides with the rear-end collision vehicle and the load at the time of the collision is input toward the cab mount bracket, the collision load is directly applied from the extension portion of the hinge portion to the cab mount bracket. To enter. For this reason, when the collision load is transmitted to the chassis frame via the cab mount bracket, the cab mount bracket may be deformed, and the cab tilt function and the like may be impaired.

  Therefore, the present invention has an object to provide a front structure of a cab that can secure a cab living space and suppress deformation of a cab mount when a cab-over type vehicle collides with a vehicle ahead. .

  In order to achieve the above object, a cab-over type vehicle front structure according to the present invention includes a chassis frame, a cab, a cab mount, and an energy absorber. The chassis frame extends along the front-rear direction of the vehicle. The cab is disposed above the chassis frame. The cab mount includes a lower bracket that is fixed to the chassis frame and extends upward, and an upper bracket that rotatably connects the upper portion of the lower bracket and the bottom portion of the cab, and supports the cab from below. The energy absorber is fixed to the upper bracket of the cab mount and projects forward from the cab mount.

  In the above configuration, when a cab-over type vehicle (own vehicle) collides with a forward vehicle (front vehicle), if the difference in vehicle height between the forward vehicle and the own vehicle is small, the rear end of the forward vehicle is The impact is applied to the chassis frame by colliding with the chassis frame, and the chassis frame is effectively crushed and deformed in the front-rear direction to absorb the impact energy. For this reason, the deformation | transformation of the front-back direction of the cab currently supported above the chassis flame | frame is suppressed, and living spaces, such as a driver | operator, are ensured.

  On the other hand, when the vehicle height at the rear end portion of the front vehicle is higher than the height of the chassis frame of the host vehicle, the rear end portion of the front vehicle tries to collide with the cab mount that supports the cab above the chassis frame. However, since the energy absorber fixed to the upper bracket of the cab mount protrudes forward of the cab mount, the rear end portion of the front vehicle always collides with the energy absorber before colliding with the cab mount, Force acts on the energy absorber. The impact force acting on the energy absorber is transmitted to the chassis frame to which the cab mount is fixed via the upper bracket to which the energy absorber is fixed and the lower bracket to deform the chassis frame. For this reason, the deformation | transformation of the front-back direction of a cab is suppressed and the living space of a cab is ensured.

  In addition, the rear end of the front vehicle does not directly collide with the cab mount of the own vehicle at the time of collision, and part of the impact energy is absorbed and attenuated by the energy absorber, and the attenuated impact energy is input to the cab mount. Deformation of the cab mount due to a collision is suppressed. As a result, the possibility that the function of the cab mount is impaired is reduced, and repair work after a collision is reduced.

  The upper bracket may have an absorber mounting surface that is substantially orthogonal to the front-rear direction of the vehicle and faces forward, and the energy absorber may be fixed to the absorber mounting surface.

  In the above configuration, when the host vehicle collides with the preceding vehicle and an impact force acts on the energy absorber from the front, the energy absorber is fixed to the absorber mounting surface that is substantially orthogonal to the front-rear direction and faces forward. It effectively deforms in the front-rear direction and absorbs impact energy more efficiently. For this reason, impact energy input to the cab mount is further attenuated, and deformation of the cab mount due to a collision is more effectively suppressed.

  ADVANTAGE OF THE INVENTION According to this invention, when a cab over type vehicle collides with the vehicle ahead, it becomes possible to ensure the living space of a cab and to suppress a deformation | transformation of a cab mount.

It is a perspective view which shows the front part structure of the cab over type vehicle concerning this embodiment. It is a side view of FIG. It is a perspective view which shows the principal part of FIG. It is a side view which shows typically the state before a vehicle collides with a front vehicle with a small vehicle height difference. It is a side view which shows typically the state before a vehicle collides with the front vehicle whose vehicle height is higher than a vehicle.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In the figure, FR indicates the front of the vehicle, UP in the figure indicates the upper side of the vehicle, and IN in the figure indicates the inner side in the vehicle width direction. Further, in the following description, the front-rear direction means the front-rear direction of the vehicle, and the left-right direction means the left-right direction in a state facing the front of the vehicle.

  As shown in FIGS. 1 to 3, a cab-over type vehicle (vehicle) 1 according to this embodiment includes a chassis frame 2, a cab mount 9, a cab 5, and an impact box (energy absorber) 20. ing. The cab mount 9 and the impact box 20 are respectively disposed on the left and right sides of the lower front end of the vehicle 1, and the right side and the left side have the same configuration. Therefore, only one (left side) will be described below. The description of the other (right side) is omitted.

  The chassis frame 2 has a pair of side members 3 and a plurality of cross members 4. The pair of side members are arranged along the front-rear direction on both the left and right sides in the vehicle width direction, and the cross member 4 is arranged along the vehicle width direction and connects the side members 3 on the left and right sides. A cab 5 is disposed at the front portion of the chassis frame 2, and the driver's seating position is generally located above the engine (not shown).

  The cab mount 9 is disposed on an upper portion of the front end portion 3 a of the side member 3 and includes a cab mount bracket 10, a first link arm 13, and a second link arm 16. The cab mount bracket 10 includes a base portion 11 that is fixed to the side member 3 with a bolt and extends upward, and a shaft support portion 12 that is formed integrally with the base portion 11 and disposed on the upper portion of the base portion 11. A cab cross pipe 21 extending in the vehicle width direction is installed between the shaft support portions 12 of the left and right cab mounts 9, and the shaft support portion 12 is inserted into the cab cross pipe 21 and extends in the vehicle width direction. A central shaft 21a of a bar (not shown) is supported at the end in the vehicle width direction. The first link arm 13 is rotatably supported by the shaft support portion 12 of the cab mount bracket 10 and extends rearward of the vehicle. The connection shaft 15 is provided at the rear portion 14 of the first link arm 13 and has a vehicle width direction as an axis. Thus, the second link arm is rotatably connected. The second link arm 16 is rotatably connected to the rear portion 14 of the first link arm 13 by a connecting shaft 15, extends in the front-rear direction above the first link arm 13, and the front portion of the cab frame 7 of the cab 5 described later. The cab 5 is supported from below.

  The cab 5 includes a floor panel 6, a pair of left and right cab frames 7, and a dash panel 8. The cab frame 7 is disposed along the longitudinal direction of the vehicle body on the left and right sides of the vehicle width direction, and is fixed to the lower surface of the floor panel 6 to support the floor panel 6 from below. The lower surface of the front portion of the cab frame 7 is fixed to the upper surface of the second link arm 16 of the cab mount 9, and the cab 5 is supported from below by the cab mount 9. A dash panel 8 is fixed to the front end portion of the floor panel 6 along the vehicle width direction and extends upward. The dash panel 8 partitions the indoor space of the cab 5 behind the dash panel 8.

  The cab mount 9 is provided with an air suspension 22 and a shock absorber 23. The air suspension 22 is installed such that its upper end is fixed to the lower surface of the second link arm 16 and its lower end is fixed to the upper surface of the first link arm 13 so that it can extend and contract in the vertical direction. The shock absorber 23 has an upper end fixed to the side surface on the outer side in the vehicle width direction of the second link arm 16 and a lower end portion fixed to the side surface on the outer side in the vehicle width direction of the first link arm 13 so as to be extendable in the vertical direction. Is done. The air suspension 22 and the shock absorber 23 buffer the vibration of the vehicle 1 transmitted from the side member 3 through the cab mount 9 to the cab 5, and improve the ride comfort of the passengers who ride on the cab 5.

  The rear part of the cab 5 is detachably fixed to the chassis frame 2 by a cab lock lock mechanism (not shown). By releasing the cab lock mechanism, the cab 5 can be tilted upward about the cab cross pipe 21 supported by the shaft support portion 12 of the cab mount bracket 10. With such a tilt function, the engine or the like is exposed in a state where the cab 5 is tilted upward, and inspection work or the like can be performed. Further, the spring function of the torsion bar inserted into the cab cross pipe 21 generates an assist force when the cab 5 is tilted forward.

  As shown in FIG. 3, long plate-like brackets 17 and 18 extending in the front-rear direction along the second link arm 16 are respectively provided on the right and left side surfaces of the front portion of the second link arm 16 of the cab mount 9. It is fixed. The bracket 17 fixed to the side surface of the second link arm 16 on the inner side in the vehicle width direction has a flange portion 17 a that bends inward in the vehicle width direction at the front end portion of the second link arm 16. The bracket 18 fixed to the side surface on the outer side in the width direction has a flange portion 18 a that bends outward in the vehicle width direction at the front end portion of the second link arm 16. Both the front surface 17b of the flange portion 17a and the front surface 18b of the flange portion 18a form an absorber mounting surface 19 that is substantially orthogonal to the front-rear direction of the vehicle 1 and faces the front surface.

  An impact box 20 is attached to the front surface of the flange portion 17 and the flange portion 18. The impact box 20 is a hollow rectangular box-shaped body having a front surface 20a parallel to the vehicle width direction, and is formed of a thin plate. The impact box 20 has a flange portion 20b and a flange portion 20c opposite to the flange portion 17 and the flange portion 18 of the second link arm 16 at the rear end portion. The flange portion 17 and the flange portion 20b, and the flange portion 18 and the flange portion 20c are fastened and fixed with bolts and nuts with the dash panel 8 interposed therebetween (see FIG. 3), and the front surface 20a of the impact box 20 is the cab mount 9 It protrudes forward from the front end portion (see FIG. 2).

  In the present embodiment, when the vehicle 1 collides with the front vehicle (front vehicle) 24, if the difference in vehicle height between the front vehicle 24 and the vehicle 1 is small as shown in FIG. The end 24a collides with the chassis frame 2 of the vehicle 1 and an impact force (arrow in FIG. 4) acts on the side member 3, and the front end 3a of the side member 3 is effectively crushed and deformed in the front-rear direction to absorb the impact energy. To do. For this reason, the deformation | transformation of the front-back direction of the cab 5 supported above the side member 3 is suppressed, and the living space of the driver etc. which is divided by the dash panel 8 grade | etc., Is ensured.

  On the other hand, when the vehicle height of the rear end portion 24a of the front vehicle 24 is higher than the height of the side member 3 of the vehicle 1, the rear end portion 24a of the front vehicle 24 is connected to the cab above the side member 3 as shown in FIG. 5 is about to collide with the cab mount 9 supporting 5. However, since the front surface 20 a of the impact box 20 fixed to the second link arm 16 of the cab mount 9 protrudes forward from the front end portion of the cab mount 9, the rear end portion 24 a of the front vehicle 24 is connected to the cab mount 9. Before collision with the impact box 20, the impact box 20 always collides with the front surface 20 a and an impact force (arrow in FIG. 5) acts on the impact box 20. The impact force is input to the cab mount 9 through the impact box 20 from the tip of the second link arm 16 to which the impact box 20 is fixed, as shown by the arrows in FIG. It is transmitted to the side member 3 via the first link arm 13 and the cab mount bracket 10 to deform the side member 3. For this reason, the deformation | transformation of the front-back direction of the cab 5 is suppressed, and the living space of the cab 5 is ensured.

  Further, as shown in FIG. 5, the rear end portion 24a of the forward vehicle 24 does not directly collide with the cab mount 9 of the vehicle 1 at the time of collision, but first collides with the impact box 20 and a part of the impact energy is absorbed and attenuated. Since the attenuated impact energy is input to the cab mount 9, deformation of the cab mount 9 due to a collision is suppressed. Moreover, since the impact box 20 is fixed to the absorber mounting surface 19 that is substantially orthogonal to the front-rear direction and faces forward, the impact box 20 is effectively deformed in the front-rear direction, and the impact energy is absorbed more efficiently. The For this reason, the impact energy input from the second link arm 16 to the cab mount 9 is further attenuated, and the deformation of the cab mount 9 due to the collision is more effectively suppressed. As a result, the possibility that the function of the cab mount 9 such as cabbutylt is impaired is reduced, and repair work after a collision is reduced.

  The shape of the impact box 20 is not limited to a rectangular box shape as long as it can absorb impact energy at the time of a collision, and may be, for example, a cylindrical shape with the front-rear direction as an axis.

  In the present embodiment, the impact box 20 is disposed at the tip of the second link arm 16 of the cab mount 9 as an energy absorber. For example, the portion of the dash panel corresponding to the tip of the second link arm 16 is connected to the cab. It is good also as an energy absorber by processing into the convex shape which protrudes ahead rather than the front-end part of the mount 9. FIG.

  As mentioned above, although the embodiment to which the invention made by the present inventor is applied has been described, the present invention is not limited by the discussion and the drawings that form part of the disclosure of the present invention according to this embodiment. That is, it is needless to say that other embodiments, examples, operation techniques, and the like made by those skilled in the art based on this embodiment are all included in the scope of the present invention.

  The present invention can be widely applied as a front structure of a cab-over type vehicle.

1 Vehicle 2 Chassis frame 5 Cab 9 Cab mount 10 Cab mount bracket (lower bracket)
13 First link arm (upper bracket)
16 Second link arm (upper bracket)
19 Absorber mounting surface 20 Impact box (energy absorber)

Claims (2)

A chassis frame extending along the longitudinal direction of the vehicle;
A cab disposed above the chassis frame;
A cab mount that is fixed to the chassis frame and extends upward; and an upper bracket that rotatably connects an upper part of the lower bracket and a bottom part of the cab, and supports the cab from below.
An energy absorber fixed to an upper bracket of the cab mount and projecting forward from the cab mount. A front structure of a cab over type vehicle. The cab over type vehicle front structure according to claim 1,
The upper bracket has an absorber mounting surface that is substantially orthogonal to the front-rear direction of the vehicle and faces forward, and the energy absorber is fixed to the absorber mounting surface. Part structure.

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