JP2018108785A - Cab suspension structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a cab suspension structure capable of achieving high reliability at a connection part between a shock absorber and a floating bar by separating an air spring from the shock absorber.SOLUTION: The cab suspension structure includes: a cab bridge 10 for supporting a cab 3 of a vehicle 1; a floating bar 20 fixed onto the cab 3; an air spring 30 for suppressing a bound of the cab 3 between the cab bridge 10 and the floating bar 20 at a lateral part of the cab bridge 10; a bracket 50 provided on the floating bar 20; a shock absorber 40 for suppressing a rebound of the cab 3 between the cab bridge 10 and the bracket 50; and a lateral rod 60 whose one end is rotatably connected with the bracket 50 and whose one end is rotatably connected with the cab bridge 10. The shock absorber 40 is rotatably connected to the bracket 50.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a cab suspension structure.

  In a cab-over type truck, the cab suspension is generally supported by cab suspensions provided on both sides of the cab bridge in the vehicle width direction to absorb vibration applied to the cab when the truck travels. As such a cab suspension, a configuration is known in which an air spring that suppresses bouncing and a shock absorber that suppresses rebounding are integrated with respect to vibration of the cab in the vehicle height direction. However, from the viewpoint of cost reduction, there is a demand for separating the air spring and the shock absorber.

  As described above, for example, a cab suspension structure disclosed in Patent Document 1 is disclosed as a conventional technique including an air spring and a shock absorber separately. More specifically, in the related art according to Patent Document 1, an air spring and a shock absorber are individually connected between a floating bar on which a cab is mounted and a chassis frame. In the related art, a lateral rod that restricts displacement of the cab in the vehicle width direction relative to the chassis frame is connected between the floating bar and the chassis frame independently of the shock absorber.

Japanese Utility Model Publication No. 4-39976

  However, since the lateral rod is provided so as to be rotatable in a plane perpendicular to the longitudinal direction of the vehicle around one end connected to the cab bridge, the floating bar connected to the other end is horizontally disposed when the cab is displaced up and down. It will also be displaced in the direction. Here, in the prior art disclosed in Patent Document 1, the shock absorber and the floating bar are connected via a bush, for example. For this reason, in the configuration of Patent Document 1, there is a possibility that the reliability of the connection portion is lowered due to wear of the bush or the like with respect to the horizontal displacement of the floating bar as described above.

  The present invention has been made in view of such circumstances, and an object thereof is to provide a connection portion between a shock absorber and a floating bar in a cab suspension device that separates a cab suspension into an air spring and a shock absorber. It is to provide a cab suspension structure having high reliability.

  In order to achieve the above object, a cab suspension structure according to the present invention includes a cab bridge that supports a cab of a vehicle, a floating bar that is fixed to the cab, and the cab bridge and the cab bridge that are lateral to the cab bridge. An air spring that is provided between the cab and the bracket, and is provided between the cab bridge and the bracket. A shock absorber that suppresses rebound in the high direction, a lateral rod that extends in the vehicle width direction of the vehicle, has one end rotatably connected to the bracket, and the other end rotatably connected to the cab bridge, The shock absorber against the bracket Serial rotatably coupled within a plane perpendicular to the longitudinal direction of the vehicle.

  According to the cab suspension structure according to the present invention, in a configuration in which the air spring and the shock absorber are independently provided between the cab bridge and the floating bar, the shock absorber is provided with respect to the bracket provided on the floating bar. It is connected so as to be rotatable in a plane perpendicular to the longitudinal direction of the vehicle. For this reason, even if the floating bar fixed to the cab is displaced so as to rotate in a plane perpendicular to the longitudinal direction of the vehicle, the shock absorber is connected to the bracket fixed to the floating bar. Generation of distortion can be suppressed. Therefore, the cab suspension structure according to the present invention can improve the reliability at the connection portion between the shock absorber and the floating bar.

  According to the present invention, in a cab suspension apparatus that separates a cab suspension into an air spring and a shock absorber, it is possible to provide a cab suspension structure having high reliability at a connection portion between the shock absorber and the floating bar.

1 is a side view of a vehicle to which a cab suspension structure according to the present invention is applied. It is a perspective view of the left side portion of the cab suspension structure according to the present invention in the vehicle width direction. It is a perspective view of the right side portion of the cab suspension structure according to the present invention in the vehicle width direction. It is an enlarged view of the shock absorber and bracket in FIG. It is an enlarged view of the shock absorber and bracket in FIG.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited to the content demonstrated below, In the range which does not change the summary, it can change arbitrarily and can implement. In addition, the drawings used for the description of the embodiments schematically show constituent members, and are partially emphasized, enlarged, reduced, or omitted to deepen the understanding. In some cases, the scale, shape, and the like are not accurately represented.

  FIG. 1 is a side view of a vehicle 1 to which a cab suspension structure according to the present invention is applied.

  The vehicle 1 is a so-called cab over type truck. The vehicle 1 may be an engine truck, a hybrid vehicle truck, or an electric vehicle truck. The vehicle 1 also includes a chassis frame 2, a cab 3, a cargo box 4, a plurality of wheels 5, and a cab mount unit 6.

  The chassis frame 2 is a ladder-like skeleton that is long in the front-rear direction of the vehicle 1, and is a skeleton of a vehicle body that supports heavy objects mounted on the vehicle 1 such as an engine and a transmission (not shown) in addition to the cab 3 and the cargo box 4. is there. More specifically, the chassis frame 2 connects left and right side rails (not shown) that extend in the front-rear direction of the vehicle 1 and are arranged parallel to each other in the vehicle width direction, and the left and right side rails. The chassis frame 2 is integrated with a plurality of cross members (not shown).

  The cab 3 is a structure including a driver's seat, and is provided above the front portion of the chassis frame 2.

  The cargo box 4 is a structure on which luggage or the like is loaded, and is provided above the rear portion of the chassis frame 2.

  The plurality of wheels 5 are respectively attached to front and rear axles (not shown), and some or all of the plurality of wheels 5 run the vehicle 1 as drive wheels. Further, the plurality of wheels 5 are suspended on the chassis frame 2 via axles and support the weight of the vehicle 1.

  The cab mount 6 is connected to the chassis frame 2 and supports the cab 3 behind the cab 3. The cab mount 6 is applied with a suspension structure that absorbs vibration of the cab 3.

  Next, the configuration of the cab mount unit 6 will be described in detail. FIG. 2 is a perspective view of a left side portion in the vehicle width direction of the cab suspension structure according to the present invention, and more specifically, a configuration when the left side portion in the vehicle width direction of the cab mount portion 6 is viewed from the left rear of the vehicle 1. Show. FIG. 3 is a perspective view of the right side portion in the vehicle width direction of the cab suspension structure according to the present invention. More specifically, FIG. 3 is a perspective view of the right side portion in the vehicle width direction of the cab mount portion 6 as seen from the right rear side of the vehicle 1. The configuration is shown.

  As shown in FIGS. 2 and 3, the cab mount portion 6 includes a cab bridge 10, a floating bar 20, two air springs 30, two shock absorbers 40, two brackets 50, and a lateral rod in the present embodiment. 60.

  The cab bridge 10 is an arch-shaped sheet metal member that bridges the left and right side rails of the chassis frame 2, and supports the weight of the cab 3 behind the cab 3. Further, the cab bridge 10 is integrally provided with outriggers 11 on both sides in the vehicle width direction, a left outrigger 11L is formed on the left side so as to protrude outward in the vehicle width direction, and a vehicle width is formed on the right side. The right outrigger 11R is formed so as to protrude outward in the direction. That is, in the present embodiment, the outrigger 11 is provided as a part of the cab bridge 10.

  The floating bar 20 is a sheet metal member extending in the vehicle width direction, and is fixed to the cab 3 above the cab bridge 10 in the vehicle height direction.

  In the present embodiment, the air spring 30 reduces vibration in the vehicle height direction of the cab 3 when the vehicle 1 is traveling, and particularly suppresses bounce of the cab 3 in the vehicle height direction. The air spring 30 is provided with a left air spring 30L and a right air spring 30R on both sides of the cab bridge 10 in the vehicle width direction. Each air spring 30 has one end connected to the upper surface of the outrigger 11 and the other end connected to the lower surface of the floating bar 20.

  The shock absorber 40 reduces vibration in the vehicle height direction of the cab 3 when the vehicle 1 is traveling, and particularly suppresses rebound of the cab 3 in the vehicle height direction. The left shock absorber 40L and the right shock absorber 40R are arranged so that the shock absorber 40 is adjacent to the air spring 30 on both sides of the cab bridge 10 in the vehicle width direction. Each shock absorber 40 has one end connected to the upper surface of the outrigger 11.

  The brackets 50 are respectively disposed on the left and right sides of the floating bar 20, and the left bracket 50 </ b> L and the right bracket 50 </ b> R are fixed to the lower surface of the floating bar 20. Each bracket 50 is connected to the other end of each of the left and right shock absorbers 40 so as to be rotatable in a plane perpendicular to the front-rear direction of the vehicle 1.

  The lateral rod 60 is a rod-shaped metal member that extends in the vehicle width direction of the vehicle 1, and restricts displacement of the cab 3 in the vehicle width direction with respect to the chassis frame 2. The lateral rod 60 has one end rotatably connected to the left bracket 50 </ b> L and the other end rotatably connected to the cab bridge 10 as a rod shaft portion 61. Here, these rotations also mean rotations in a plane perpendicular to the front-rear direction of the vehicle 1. Further, the lateral rod 60 is not provided on the right side portion of the cab mount portion 6 in the vehicle width direction.

  With the above configuration, the cab mount portion 6 supports the cab 3 fixed to the floating bar 20 with the cab bridge 10 on the lower side in the vehicle height direction and also vibrates the cab 3 in the vehicle height direction when the vehicle 1 is traveling. Reduce. Further, the cab mount 6 converts the vibration of the cab 3 in the vehicle width direction into the movement of the floating bar 20 in the roll direction (that is, the roll direction of the vehicle 1) by the lateral rod 60. The vibration in the vehicle width direction is reduced by the absorber 40.

  Next, the relative displacement between the shock absorber 40 and the bracket 50 will be described. FIG. 4 is an enlarged view of the left shock absorber 40L and the left bracket 50L in FIG. FIG. 5 is an enlarged view of the right shock absorber 40R and the right bracket 50R in FIG.

  In FIG. 4, the left bracket 50L is formed with a first variable coupling portion 51 as a variable coupling portion with the left shock absorber 40L. That is, the left bracket 50L is connected to the other end of the left shock absorber 40L at the first variable connecting portion 51, and the left shock absorber 40L is in a plane perpendicular to the front-rear direction of the vehicle 1 with the first variable connecting portion 51 as the center. It is configured to be rotatable. The left bracket 50 </ b> L is formed with a second variable connecting portion 52 as a variable connecting portion with the lateral rod 60. That is, the left bracket 50L is connected to one end of the lateral rod 60 at the second variable connecting portion 52, so that the lateral rod 60 can rotate in a plane perpendicular to the front-rear direction of the vehicle 1 around the second variable connecting portion 52. It is comprised so that it may become.

  Here, when vibration in the vehicle width direction of the cab 3 occurs, as described above, the vibration in the vehicle width direction is converted into a movement that displaces the floating bar 20 in the roll direction by the lateral rod 60. . That is, the lateral rod 60 rotatably connected to the cab bridge 10 rotates in the roll direction of the vehicle 1 around the rod shaft portion 61, so that the left bracket 50 </ b> L has the lateral rod 60 at the second variable connection portion 52. As shown by the broken line arrow in FIG. 4, the roll is displaced in the roll direction. Accordingly, the floating bar 20 fixed to the left bracket 50 </ b> L and the cab 3 fixed to the floating bar 20 are displaced in the roll direction of the vehicle 1.

  When the left bracket 50L is displaced in the roll direction, the left bracket 50L is displaced in the vehicle width direction in addition to the displacement in the vehicle height direction. At this time, the left shock absorber 40L is coupled to the left bracket 50L so that the relative angle with the left bracket 50L can be changed in the first variable coupling portion 51. For this reason, even if the left bracket 50L fixed to the floating bar 20 is displaced in the vehicle width direction, the left shock absorber 40L has the first variable connection portion 51 that is a variable connection portion with the left bracket 50L. Generation of distortion can be suppressed.

  On the other hand, in FIG. 5, a third variable coupling portion 52 is formed on the right bracket 50R as a variable coupling portion with the right shock absorber 40R. That is, the right bracket 50R is connected to the other end of the right shock absorber 40R at the third variable connecting portion 52, and the right shock absorber 40R is within a plane perpendicular to the front-rear direction of the vehicle 1 with the third variable connecting portion 52 as the center. It is configured to be rotatable.

  Here, the lateral rod 60 is not provided in the right bracket 50R. However, when vibration in the vehicle width direction of the cab 3 occurs, as described above, the floating bar 20 is moved to the left bracket 50L due to the influence of the left side portion in the vehicle width direction of the cab mount portion 6 provided with the lateral rod 60. Accordingly, the vehicle 1 is displaced in the roll direction. For this reason, the right bracket 50 </ b> R fixed to the floating bar 20 is also displaced in the roll direction of the vehicle 1 as indicated by the dashed arrow in FIG. 5.

  When the right bracket 50R is displaced in the roll direction, the right bracket 50R is displaced in the vehicle width direction in addition to the displacement in the vehicle height direction. At this time, the right shock absorber 40R is coupled to the right bracket 50R so that the relative angle with the right bracket 50R can be changed in the third variable coupling portion 53. For this reason, even if the right bracket 50R fixed to the floating bar 20 is displaced in the vehicle width direction, the right shock absorber 40R has a third variable connecting portion 53 that is a variable connecting portion with the right bracket 50R. Generation of distortion can be suppressed.

  In the present embodiment, the cab bridge structure, the floating bar 20, the air spring 30, the shock absorber 40, the bracket 50, and the lateral rod 60 constitute the cab suspension structure according to the present invention.

  As described above, according to the cab suspension structure according to the present invention, when the cab 3 fixed to the floating bar 20 is displaced in the roll direction of the vehicle 1, the bracket 50 fixed to the floating bar 20 is moved in the vehicle width direction. Even when the shock absorber 40 is displaced, the shock absorber 40 can suppress the occurrence of distortion at the variable coupling portion with the bracket 50 fixed to the floating bar 20. Thereby, even if it is the structure which isolate | separated the air spring 30 and the shock absorber 40 as a cab suspension structure, reliability can be improved in the connection part of the shock absorber 40 and the floating bar 20. FIG.

  Moreover, according to the cab suspension structure according to the present invention, unlike the above-described conventional technique, it is not necessary to use a wear part such as a bush at the connection portion between the shock absorber 40 and the floating bar 20. Further, the left bracket 50L can collectively serve as a connecting portion between the left shock absorber 40L and the floating bar 20 and a connecting portion between the lateral rod 60 and the floating bar 20. Therefore, the number of parts can be reduced in the cab suspension structure.

1 Vehicle 3 Cab 10 Cab Bridge 20 Floating Bar 30 Air Spring 40 Shock Absorber 50 Bracket 60 Lateral Rod

Claims (1)

A cab bridge that supports the cab of the vehicle;
A floating bar fixed to the cab;
An air spring that is provided between the cab bridge and the floating bar at a side of the cab bridge, and suppresses a bounce in the vehicle height direction of the cab;
A bracket provided on the floating bar;
A shock absorber provided between the cab bridge and the bracket, for suppressing rebound in the vehicle height direction of the cab;
A lateral rod extending in the vehicle width direction of the vehicle, having one end rotatably connected to the bracket and the other end rotatably connected to the cab bridge,
The shock absorber is a cab suspension structure that is rotatably connected to the bracket in a plane perpendicular to the front-rear direction of the vehicle.

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