JPH07267131A - Vibration reducing structure of car body having chassis - Google Patents

Abstract

PURPOSE:To reduce vibration input to a cabin by positively using elastic vibration produced in a chassis frame as a vibration source for restraining the vibration input to the cabin. CONSTITUTION:A front body for covering a part where an engine 5 and auxiliary machinery are loaded and a rear body formed as a luggage boot where luggage is loaded are separated from a cabin 3 where a crew boards to form the cabin 3 independently. Reinforcement for the front part 2a and the rear part 2c of a chassis frame 2 are set larger, reinforcement for the central part 2b is set smaller, and load is set to be concentrated on the front part 2a and the rear part 2c. The cabin 3 is reinforced or a mass is added to the cabin 3 to be balanced.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle body structure in which a cabin is elastically supported on a chassis frame through a mount member, and in particular, rigid vibrations generated in the cabin and the chassis frame and elastic vibrations generated in the chassis frame. The present invention relates to a vehicle body vibration reduction structure including a chassis frame configured to suppress the vibration input to the cabin by promoting the cooperation of the above.

[0002]

2. Description of the Related Art Conventionally, as a vehicle body structure, a so-called frame-equipped vehicle body structure having an upper body including a cabin and a chassis frame for supporting the upper body from below is generally well known. This vehicle body structure with a frame is a chassis frame that forms a skeleton of the lower part of the vehicle body by combining side frames formed by hollow closed cross-section members and arranged in the vehicle front-rear direction and cross frames arranged in the vehicle width direction. The upper frame is supported by the chassis frame.

In the frame-equipped vehicle body structure in which the upper body including the cabin is supported on the chassis frame as described above, in order to reduce the vibration input from the suspension mechanism to the upper body via the chassis frame, the chassis is used. The frame and the upper body are separated from each other, and a vibration damping mechanism is provided between them to block the vibration input from the chassis frame to the cabin by the vibration damping mechanism. As an example of such a structure, there is known a structure in which a damper is provided between a chassis frame and an upper body (Japanese Utility Model Laid-Open No. 61-129678). In addition, such a conventionally known vibration reducing structure is based on the idea that basically the vibration generated in the chassis frame is blocked against the upper body and is not transmitted to the cabin.

[0004]

By the way, in the conventional vibration reducing structure as described above, the vibration isolation effect is solely dependent on the vibration damping mechanism provided between the separated cabin and chassis frame. It was

In the vibration state of the chassis frame, the chassis itself moves as a rigid body to generate rigid body vibrations such as bouncing, pitching, and rolling, and also moves as an elastic body to bend up and down freely at both ends. Bending vibrations and elastic vibrations such as torsional vibrations that occur around the longitudinal axis of the vehicle body are also occurring. Furthermore, in bending vibrations, not only one node but many nodes occur in low to high order vibration states. In addition, torsional vibration similarly causes low-order to high-order vibrations, and these elastic vibrations are extremely complicated, ranging from the low frequency side to the high frequency side.

As described above, the vibration generated in the chassis frame is extremely complicated, and it is possible to appropriately cope with all of these vibration states and to sufficiently suppress the vibration transmitted from the chassis frame to the cabin. Development of a reduction structure is considered difficult.

On the other hand, in the vehicle body structure with a frame, for example,
Vibration of each part of the vehicle body by adjusting the partial configuration of frame materials such as the side frame and cross frame that make up the chassis frame, the cross-sectional area of the frame material, the partial configuration of the upper body, and the cross-sectional configuration of the components. The transfer characteristic can be changed relatively easily.

However, in the conventional frame-equipped vehicle body structure, there is a consideration that the effect of reducing the vibration input to the cabin can be positively secured by changing the vibration transmission characteristics of each part of the vehicle body by the above adjustment. I can't find it.

The present invention was devised in order to solve the above problems of the prior art, and its purpose is to suppress the elastic vibration generated in the chassis frame from the vibration input to the cabin. To provide a vibration reduction structure for a vehicle body that includes a chassis frame that can reduce vibration input to the cabin by positively using it as a vibration source.

[0010]

According to the present invention, in a vehicle body structure in which a cabin is elastically supported on a chassis frame through a mount member, the cabin and the chassis frame are provided in order to suppress vibration input to the cabin. It is characterized by further comprising vibration linking means for promoting the linking between the rigid body vibration generated in each of them and the elastic vibration generated in the chassis frame.

Further, the vibration linking means includes a bouncing vibration of the cabin and the chassis frame which is the rigid body vibration in the vertical direction of the vehicle body and a vertical vibration of the chassis frame which is the elastic vibration in the vehicle longitudinal direction. It is characterized by facilitating the cooperation with the directional primary bending vibration.

Further, the vibration linking means includes the rigid body vibration, which is pitching vibration of the cabin and the chassis frame in the longitudinal direction of the vehicle body, and the elastic vibration, which is vertical vibration of the chassis frame, which is generated along the longitudinal direction of the vehicle body. It is characterized by facilitating cooperation with directional secondary bending vibrations and at least one of primary and tertiary torsional vibrations of the chassis frame generated around the axis in the longitudinal direction of the vehicle body.

Further, the vibration linking means generates rolling vibrations of the cabin and the chassis frame around the longitudinal axis of the vehicle body, which is the rigid body vibration, and around the longitudinal axis of the vehicle body, which is the elastic vibration. It is characterized by facilitating the cooperation with at least one of the primary, secondary and tertiary torsional vibrations of the chassis frame.

Regarding the bouncing vibration, the vibration linking means includes anti-phase setting means for promoting the anti-phase linking between the bouncing vibration of the cabin and the primary bending vibration in the vertical direction of the chassis frame. Characterize.

Regarding the pitching vibration, the vibration linking means includes control means for maintaining the node of the pitching vibration of the cabin at a fixed position of the cabin.

Further, regarding the rolling vibration, the vibration linking means includes a control means for maintaining the rotation center of the rolling vibration of the cabin at a fixed position of the cabin.

Further, the vibration linking means sets the elastic natural frequency of the cabin to a low-order elastic natural vibration of the chassis frame in order to suppress resonance between the elastic vibration of the cabin and the elastic vibration of the chassis frame. It is characterized by including a reinforcing means for reinforcing the cabin in order to set the number higher than the number.

On the other hand, the vibration linking means adjusts at least one of the weight ratio, the spring constant ratio, and the rigidity ratio of the cabin side and the chassis frame side to be substantially constant before and after the weight change on the cabin side. It is characterized in that it includes an adjusting unit for

Further, the adjusting means includes means for adjusting the rigid body frequency ratio between the cabin side and the chassis frame side to be substantially constant before and after the weight change on the cabin side.

Further, the adjusting means includes means for moving the weight between the cabin side and the chassis frame side according to the weight change on the cabin side.

Further, the adjusting means includes means for changing a spring constant of the mount member according to a change in weight on the cabin side.

Furthermore, in order to suppress resonance between the elastic vibration of the cabin and the elastic vibration of the chassis frame, the vibration linking means at least the first and second vertical directions of the elastic vibration of the chassis frame. Bending vibration, 1
The present invention is characterized by including vibration setting means for setting the elastic natural frequencies of the secondary, secondary and tertiary torsional vibrations to be lower than the elastic natural frequency of the cabin.

The vibration setting means makes the rigidity of the chassis frame large at the front and rear portions of the vehicle body, middle at the central portion, and small at the portion connecting the central portion to the front and rear portions. It is characterized by a frame structure.

Further, the cabin is supported only at the central portion of the frame structure.

[0025]

According to the first aspect of the present invention, the elastic linkage of the chassis frame is promoted by promoting the linking action between the rigid body vibration generated in the cabin and the chassis frame and the elastic vibration generated in the chassis frame by the vibration linking means. It can be effectively used as a vibration source for reducing the vibration input to the cabin.

According to the second aspect of the present invention, from among various forms of rigid body vibration generated in the cabin and chassis frame, and various forms of elastic vibration generated in the chassis frame, a cabin that is generated as a rigid body vibration in the vertical direction of the vehicle body. By considering the bouncing vibration of the chassis frame and the primary bending vibration in the vertical direction of the chassis frame that occurs as elastic vibration along the front-rear direction of the vehicle body as objects of vibration coordination, the vibration coordination means promotes the coordination of these vibrations. Therefore, the vibration reducing effect on the cabin can be surely obtained.

According to the third aspect of the present invention, from among various forms of rigid body vibrations generated in the cabin and the chassis frame, and various forms of elastic vibrations generated in the chassis frame, a cabin generated as a rigid body vibration in the longitudinal direction of the vehicle body. And / or pitching vibration of the chassis frame, vertical secondary bending vibration of the chassis frame generated as elastic vibration along the longitudinal direction of the vehicle body, and at least one of primary and tertiary torsional vibration of the chassis frame generated around the axis in the longitudinal direction of the vehicle body. By considering one of them as an object of the vibration linking and promoting the linking of these vibrations by the vibration linking means, it is possible to surely obtain the vibration reducing effect on the cabin.

According to the fourth aspect of the present invention, among various forms of rigid body vibration generated in the cabin and chassis frame, and various forms of elastic vibration generated in the chassis frame, a rigid body vibration is generated around the axis in the longitudinal direction of the vehicle body. Considering the rolling vibrations of the cabin and chassis frame that occur in the vehicle and at least one of the primary, secondary, and tertiary torsional vibrations of the chassis frame that occur as elastic vibrations around the longitudinal axis of the vehicle body, as the subject of vibration coordination. By promoting the linkage of these vibrations by the vibration linking means, it is possible to reliably obtain the vibration reduction effect for the cabin.

According to the fifth aspect of the present invention, with respect to the bouncing vibration, the anti-phase setting means promotes the anti-phase linking action between the bouncing vibration of the cabin and the primary bending vibration in the vertical direction of the chassis frame. It is possible to more reliably obtain the vibration reduction effect on the cabin.

According to the sixth aspect of the present invention, regarding pitching vibration, the rigid body vibration of the cabin is controlled by the control means for maintaining the node of the pitching vibration of the cabin at a fixed position of the cabin regardless of the weight change of the cabin. As a result, it is possible to ensure the cooperative action of vibration.

With respect to the rolling vibration, the control means for maintaining the center of rotation of the rolling vibration of the cabin at a fixed position of the cabin controls the rigid body vibration of the cabin regardless of the weight change of the cabin. As a result, it is possible to ensure the cooperative action of vibration.

According to the invention of claim 8, the rigidity of the cabin is enhanced by the reinforcing means for reinforcing the cabin, and the elastic natural frequency of the cabin is set to be higher than the elastic natural frequency of the lower order of the chassis frame. It is possible to suppress the resonance of elastic vibration between the cabin and the chassis frame,
The vibration reduction effect on the cabin can be reliably obtained.

According to the ninth aspect of the present invention, at least one of the weight ratio, the spring constant ratio, and the rigidity ratio between the cabin side and the chassis frame side is adjusted to be substantially constant before and after the weight change on the cabin side. By the adjusting means, the correlation of the vibration state between the cabin and the chassis frame can be adjusted to be substantially constant regardless of the change in the weight of the cabin, and the cooperative action of the vibration between the cabin and the chassis frame can be ensured. The vibration reduction effect on the cabin can be further ensured.

According to the tenth aspect of the present invention, the means for adjusting the rigid body frequency ratio between the cabin side and the chassis frame side to be substantially constant before and after the change in weight on the cabin side makes it possible to achieve the following regardless of the change in weight of the cabin. It is possible to adjust the correlation of the vibration state between the cabin and the chassis frame to be almost constant, and to ensure the linking action of the vibration between the cabin and the chassis frame, and to further ensure the vibration reduction effect on the cabin. be able to.

According to the invention of claim 11, the means for moving the weight between the cabin side and the chassis frame side according to the weight change on the cabin side allows the cabin and the chassis frame to be irrespective of the weight change of the cabin. The correlation between the vibration states can be adjusted to be substantially constant, the linking action of the vibration between the cabin and the chassis frame can be ensured, and the vibration reducing effect on the cabin can be further ensured.

According to the twelfth aspect of the invention, the means for changing the spring constant of the mount member according to the weight change on the cabin side correlates the vibration state between the cabin and the chassis frame regardless of the weight change of the cabin. Can be adjusted to be substantially constant, and the linking action of vibration between the cabin and the chassis frame can be ensured, and the vibration reduction effect on the cabin can be further ensured.

In the thirteenth aspect of the present invention, at least the first and second vertical directions of the elastic vibration of the chassis frame are used.
Resonance of elastic vibration between the cabin and the chassis frame is suppressed by the vibration setting means for setting the elastic natural frequencies of the secondary bending vibration, the primary, secondary and tertiary torsional vibrations lower than the elastic natural frequency of the cabin. Therefore, the vibration reducing effect on the cabin can be surely obtained.

In the fourteenth aspect of the present invention, the rigidity of the chassis frame is such that the front and rear portions of the vehicle body are large in the front and rear portions, medium in the central portion, and small in the portion connecting the central portion to the front and rear portions. The elastic vibration generated in the chassis frame can be appropriately adjusted by setting the frame structure to be performed, and the vibration reducing effect on the cabin can be reliably obtained.

According to the fifteenth aspect of the present invention, by supporting the cabin only in the central portion of the frame structure, the cabin can be stably supported without being affected by the elastic vibration state of the chassis frame. .

[0040]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT A preferred embodiment of the present invention will be described below with reference to the accompanying drawings. According to the present invention, by constructing a vehicle body based on the following concept, the rigid body vibration of the cabin and chassis frame and the elastic vibration of the chassis frame are promoted to cooperate with each other to reduce vibration input to the cabin. It is designed to let you.

First, the rigid body vibration state in the upper body 1 and the chassis frame 2 including the cabin will be described. As shown in FIG. 1, the rigid body vibrations generated in these are bouncing vibrations in the vertical direction of the vehicle body and longitudinal vibrations in the longitudinal direction of the vehicle body. There are pitching vibrations that occur and rolling vibrations that occur around an axis in the longitudinal direction of the vehicle body. In the structure in which the upper body 1 is elastically supported on the chassis frame 2 via the mount member, as shown in the figure, during bouncing vibration, the mount member extends in response to the sinking downward displacement of the chassis frame 2 and the upper body 1 Is relatively lifted and displaced upward. On the contrary, when the chassis frame 2 is lifted and displaced upward, the mount member is contracted, and the upper body 1 is relatively depressed and displaced downward.

During pitching vibration, when the front end side of the chassis frame 2 sinks and the rear end side rises, the mount member expands and contracts, and the upper body 1 expands.
Is relatively displaced so that its front end side floats up and its rear end side sinks. This also applies to rolling vibration. When the right side of the chassis frame 2 sinks and the left side floats, the right side of the upper body 1 relatively rises as the mount member expands and contracts.
The left side is displaced so that it sinks. In this way, the rigid body vibration between the upper body 1 and the chassis frame 2 causes the opposite vibration displacement, that is, the opposite phase vibration state, between the upper body 1 and the chassis frame 2.

Next, elastic vibrations in the chassis frame 2, particularly low-order elastic vibrations input to the cabin with a large vibration displacement will be explained. As shown in FIG. is there. The bending vibration includes primary bending vibration in which nodes are generated at the front end and the rear end of the chassis frame 2 and secondary bending vibration in which nodes are generated at the front end, the rear end and the center of the chassis frame 2. is there.
As the torsional vibration, a primary torsional vibration is generated in the chassis frame 2 substantially at the center of the vehicle body in the front-rear direction, and a knot is generated in the front end portion and the rear end portion of the chassis frame 2.
There are secondary torsional vibrations and tertiary torsional vibrations in which nodes occur at the front end portion, the rear end portion, and the central portion of the chassis frame 2. In addition to these, there are higher-order elastic vibration states, but the main vibrations that are input with a large vibration displacement to the cabin are as described above. And in the actual running state,
These vibrations occur in a mixed form, and the upper body 1 including the cabin is vibrated on the chassis frame 2.

The present invention intends to suppress the cabin by effectively promoting the linkage between the rigid body vibration and the elastic vibration. That is, taking bouncing vibration as an example, as shown in FIG. 2, with the position of the cabin 3 as a reference L, the upward displacement of the cabin 3 is A, the height of the mount member 4 is B, and the chassis frame 2 is depressed downward. When the displacement amount is C, the chassis frame 2
When the downward vibration amplitude of the primary bending vibration in the up and down direction at the supporting portion of the cabin 3 is D, if the displacement amount A and the vibration amplitude D can be set to be substantially equal to each other,
The upward vibration displacement D of the cabin 3 can be offset by the downward vibration amplitude D, and the cabin 3 is not substantially displaced by the bouncing vibration.
That is, it is possible to obtain a state in which the vibration input is cut off. At this time, the mount member 4 expands by the amount of the displacement (A + C) of the cabin 3 and the chassis frame 2 due to the bouncing vibration.

This means that, even with pitching vibration, as shown in FIG. 3, the upward displacement of the cabin 3 on the rear end side is A and the displacement of the chassis frame 2 on the rear end side is C. Then, when the downward vibration amplitude of the secondary bending vibration in the vertical direction of the chassis frame 2 at the rear end side support portion of the cabin 3 is D, the displacement amount A and the vibration amplitude D
If and can be set to be substantially equal to each other, the downward vibration amplitude D can cancel out the upward displacement amount A of the cabin 3 on the rear end side, and the cabin 3 is substantially displaced by the pitching vibration. It is possible to obtain a state in which the vibration is not generated, that is, the vibration input is blocked. Such an effect is obtained even when the chassis frame 2 is lifted upwards on the front end side and the cabin 3 is displaced downward on the front end side in the vertical direction 2 of the chassis frame 2.
It can be obtained by the upward vibration amplitude of the next bending vibration in the front end side support portion of the cabin 3. At this time, the mount member 4 expands by the amount at the rear end and contracts by the amount at the front end in order to absorb the sum (A + C) of the displacement amounts caused by the pitching vibration of the cabin 3 and the chassis frame 2. Will be done. Further, with respect to this pitching vibration, it is also effective to promote the linkage with the primary torsional vibration and the tertiary torsional vibration that generate torsional vibration amplitude with respect to the longitudinal axis of the vehicle body.

The same applies to the rolling vibration even if the vibration is rolling, and the primary to tertiary twists of the chassis frame 2 with respect to the lower right subsidence displacement of the chassis frame 2 and the upper right upward displacement of the cabin 3. The downward vibration amplitude of the vibration on the right side support portion of the cabin 3 is made to correspond to offset the upward displacement of the cabin 3 on the right side,
In addition, with respect to the leftward upward floating displacement of the chassis frame 2 and the leftward downward sinking displacement of the cabin 3, the cabin 3 of the first to third torsional vibrations of the chassis frame 2
If the leftward downward depression displacement amount of the cabin 3 is offset by making the upward vibration amplitude in the left side support portion correspond to each other, the cabin 3 does not substantially undergo the displacement due to the rolling vibration, that is, the vibration input is blocked. Obtainable.

Summarizing the above by vibration, as shown in FIG. 4, for example, the cabin 3 is lifted and displaced,
The anti-phase bouncing vibration occurs when the chassis frame 2 sinks and is displaced, while the chassis frame 2 moves in the vertical direction 1
In order to link these rigid body vibrations with the elastic vibrations of the chassis frame 2 when the next bending vibration occurs,
The vibration characteristics of the chassis frame 2 are set so that these natural frequencies match. Further, in the in-phase mode in which the rigid body vibration amplitude of the cabin 3 and the elastic vibration amplitude of the chassis frame 2 are in the same direction, the vibration level hardly decreases. The vibration characteristics of the cabin 3 and the chassis frame 2 are set so as to be in the opposite phase mode in the opposite direction.

Even in the former in-phase mode, considering that the engine mounted on the chassis frame 2 causes bouncing vibration as a rigid body, the bouncing vibration of the engine is also taken into consideration to make the engine a dynamic damper. It is possible to reduce the vibration level of bouncing.

Further, as shown in FIG. 5, for example, the up / down position of the cabin 3 and the chassis frame 2
When the chassis frames 2 undergo secondary torsional vibrations while rolling in opposite phases corresponding to the sinking / uplifting positions of the chassis, and when the rigid body vibrations and the elastic vibrations of the chassis frame 2 are linked, The vibration characteristics of the chassis frame 2 are set so that their natural frequencies match. In addition, as in the case of the bouncing vibration, in order to greatly reduce the vibration level, the rigid body vibration amplitude of the cabin 3 and the elastic vibration amplitude of the chassis frame 2 are in the antiphase mode so that the cabin 3 and the chassis frame 2 are in the opposite phase mode. Vibration characteristics are set.

Considering that the engine on the chassis frame 2 produces a rolling vibration as a rigid body even when both are in the same phase mode, the engine functions as a dynamic damper to reduce the vibration level of the rolling. You can

What the inventor of the present application has learned in the above-mentioned study is that when the elastic vibration of the chassis frame 2 is linked to the rigid vibration of the cabin 3 and the chassis frame 2, this linking action is surely and sufficiently performed. In order to accelerate, it is a fundamental and important matter to generate a large elastic vibration amplitude corresponding to the rigid body vibration amplitude of the cabin 3 in the chassis frame 2 on the low frequency side where rigid body vibration occurs, and Other than that, it is to regulate the vibration linking action between the cabin 3 and the chassis frame 2 in other forms.

This point will be described with reference to FIG. 6 showing various vibrations of the vehicle body together with their frequency ranges.
In the figure, the horizontal axis represents the frequency and the vertical axis represents the vibration level, and E in the figure indicates the vibration input to the cabin 3.

(A) The elastic vibration of the chassis frame 2 is
In order to link with the rigid body vibration of the cabin 3 and the chassis frame 2, it is set to the low frequency side.

(B) The elastic vibration generated in the cabin 3 itself is set to the high frequency side so as not to be affected by the rigid body vibration of the cabin 3 and the chassis frame 2.

(C) Cabin 3 and chassis frame 2
The elastic natural frequency is set so that the peak value of resonance does not increase, and the two do not coincide with each other on the high frequency side as much as possible.

When the above-mentioned settings (a) to (c) are set, the elastic vibration of the chassis frame 2 that occurs in a normal running state is easily linked with the rigid body vibration of the chassis frame 2 and the cabin 3, and in other forms. It is possible to regulate the vibration linking action of, and obtain an effective vibration reduction effect.

In addition, (d) when considering an engine mounted on the chassis frame 2, rigid body vibrations such as bouncing, pitching and rolling which occur in the engine itself elastically supported on the chassis frame 2, Rigid body vibrations of the cabin 3 and the chassis frame 2 can be linked, a dynamic damper effect is generated for the rigid body vibrations of the cabin 3 and the chassis frame 2, and vibration input to the cabin 3 is reduced from this aspect. You can

(E) Vibration input from the suspension to the chassis frame 2 and vibration input from the chassis frame 2 to the cabin 3 via the mount member 4 can be structurally suppressed so that the vibration of the chassis frame 2 can be suppressed. It is also effective to concentrate the mass on the side sill portion of the cabin 3 to which the suspension attachment portion and the mount member 4 are attached, or to set the rigidity thereof high. Even with such a setting, the resonance frequency in the structure of the suspension mounting portion or the structure of the side sill portion of the cabin 3 can be increased, and thus the vibration input to the cabin 3 can be reduced by the synergistic effect with the above-described vibration linking action. Can be made.

FIG. 7 shows the effect of taking the above measures, in which the horizontal axis represents the frequency and the vertical axis represents the vibration level. Here, F is the elastic frequency range of the cabin 3, G is the rigid body frequency range of the engine, H is the rigid body frequency range of the cabin 3 and the chassis frame 2, and J is
Shows the elastic frequency range of the chassis frame 2, and 1B, ... In the drawing shows the vertical bending elastic vibration number of the chassis frame 2. And, Q is the vibration state of the cabin 3 before the countermeasure, and R is the cabin 3 after the countermeasure.
It is understood that the vibration state of the cabin 3 is remarkably improved in the frequency range after the elastic vibration of the chassis frame 2 starts to occur, as shown by the hatched area in the figure. .

8 to 12 concretely show how to model the items described in FIG. 6 with respect to the vehicle body by using a modeled vehicle body structure. FIG. 8 shows a conventional vehicle body structure in which an upper body 1 including a cabin is elastically supported on a chassis frame 2 via a mount member 4 from a front end portion to a rear end portion of the vehicle body. On the other hand, FIG. 9 and FIG. 12 show a front body and a luggage compartment, which are modifications of the upper body 1 and cover a portion on which the engine 5 and accessories are mounted on the cabin 3 on which an occupant is mounted. The rear body, on which the luggage and the like are formed, is separated and the cabin 3 is configured independently.

The upper body 1 itself including the cabin 3 is also a structure which produces elastic vibrations. The elastic vibrations produced in the upper body 1 and the upper body 1 and the chassis frame 2 are also included.
When the rigid body vibrations affect each other and the vibrations input to the cabin 3 are amplified, it is extremely difficult to suppress this. Therefore, it is necessary to consider that elastic vibration of the upper body 1 does not occur in the rigid body frequency range of the upper body 1 and the chassis frame 2. Regarding the elastic vibration of the upper body 1, it is necessary to consider the correlation with the elastic vibration of the chassis frame 2. Even if the elastic vibration generated in the upper body 1 and the elastic vibration of the chassis frame 2 influence each other, the vibration input to the cabin 3 is amplified. In particular, when the lower-order elastic vibration of the chassis frame 2, that is, the elastic vibration having a large amplitude and a low frequency and the elastic vibration of the upper body 1 are linked, a large vibration displacement occurs in the cabin 3, which is extremely problematic. is there. In order to cope with these points, the elastic natural frequency of the upper body 1 including the cabin 3 is set to be lower than the rigid body frequency range of the upper body 1 and the chassis frame 2 and the lower elastic natural frequency range of the chassis frame 2. It is preferable to set the high frequency side.

Therefore, by forming the cabin 3 separately from the conventional upper body 1 as described above, the cabin 3 can be formed into a substantially box-like shape, which is long in the longitudinal direction of the vehicle body as in the conventional case. Bending rigidity and torsional rigidity of the upper body 1 can be increased as compared with the existing upper body 1, and the elastic vibration generated in the cabin 3 itself in (b) above is influenced by the rigid body vibration of the cabin 3 and the chassis frame 2. It can be set to the high frequency side so as not to receive the
And regarding the elastic natural frequency of the chassis frame 2,
It is possible to configure one vibration coordinating unit by setting the resonance peak value so as not to be high so that the two do not coincide with each other on the high frequency side as much as possible.

Next, referring to FIGS. 10 and 12, the chassis frame 2 having a unique structure is schematically shown. Vibration is input to the chassis frame 2 from the suspension 6 and vibrates due to this input vibration. Vibration is input from the chassis frame 2 to the cabin 3 via the elastic mount member 4. In this model, the chassis frame 2 has a front portion 2a, a central portion 2b, and a rear portion 2c.
It is considered in three parts. Due to the structure, the front portion 2a and the rear portion 2c of the chassis frame 2 are set to have a large weight M, a moment of inertia of area I, a bending rigidity EI, and a torsional rigidity GJ, while the central portion 2b has a weight m and a cross sectional secondary area. The moment i, the bending rigidity ei, and the torsional rigidity gj are set small.

Specifically, as shown in FIG. 12, the reinforcement of the front portion 2a and the rear portion 2c of the chassis frame 2 is set to be large, and the reinforcement of the central portion 2b is set to be small. Set so that the load is concentrated. With this configuration, in order to suppress resonance between the elastic vibration of the cabin 3 and the elastic vibration of the chassis frame 2, at least the primary / secondary bending vibration and the primary bending vibration of the elastic vibration of the chassis frame 2 are suppressed. The elastic natural frequencies of the secondary and tertiary torsional vibrations can be set lower than the elastic natural frequency of the cabin 3, and one vibration linking means can also be configured by this.

This will be described in detail with reference to FIG. 11 in which the chassis frame 2 is modeled. The elastic natural frequency of the primary bending vibration of the cabin 3 is fC1B, and the elastic natural frequency of the primary torsional vibration is fC1T. And Further, the elastic natural frequency of the primary bending vibration of the front portion 2a and the rear portion 2c of the chassis frame 2 is fE1B, and the elastic natural frequency of the primary bending vibration of the central portion 2b of the chassis frame 2 is fM1B. The inventor of the present application has found that the vibration reducing effect can be extremely effectively obtained by establishing the following relationship between these elastic natural frequencies. For bouncing vibration, for example, (1) fE1B should be set to be much larger than fM1B. (2) fC1B and fC1T should be (2 · fM1B) ^0.5.
By setting it to be much larger (1), it is possible to promote the generation of elastic vibration in the central portion 2b of the chassis frame 2 supporting the cabin 3, and thus the elastic vibration of the chassis frame 2 in (a) above is reduced. 3 and the chassis frame 2 in order to coordinate with the rigid body vibration, set to the low frequency side,
This can be realized by making the chassis frame central portion 2b less rigid and lighter than the other portions 2a and 2c, and from the configuration, regarding the elastic natural frequency of the cabin 3 and the chassis frame 2 of the above (c). Can be set so that they do not resonate with each other as far as possible on the high frequency side, and further the front portion 2a and the rear portion 2c of the chassis frame 2 are made highly rigid and heavy. Therefore, in order to structurally suppress the vibration input (e) from the suspension 6 to the chassis frame 2, the load is concentrated on the suspension mounting portion of the chassis frame 2 or the rigidity is set high. Can be realized.

By (2), it is possible to reduce the influence of the elastic vibration of the chassis frame central portion 2b on the elastic vibration of the cabin 3 supported by the central portion 2b. Due to the rigidity and weight reduction of the cabin 3 against the elastic vibration,
The elastic natural frequencies of the chassis frame 2 can be set so that they do not resonate with each other so that they do not coincide with each other on the high frequency side as much as possible. On the other hand, since the elastic frequency of the cabin 3 is set high, that is, the rigidity and weight of the cabin 3 are set relatively high, (e) the chassis frame 2 to the mount member 4
It is possible to structurally suppress the vibration input to the cabin 3 via the.

The above also applies to pitching vibration and rolling vibration. Regarding pitching vibration, the elastic natural frequency of the secondary bending vibration of the chassis frame central portion 2b is set to fM2B, and (3) fE1B is set to be significantly larger than fM2B. (4) fC1B and fC1T are set to (2 · fM2B). ^0.5
It is sufficient to set it to a much larger value.

Regarding rolling vibration, assuming that the elastic natural frequency of the secondary torsional vibration over the entire chassis frame 2 is fF2T, (5) fC1B and fC1T are (2 · fF2T) ^0.5.
It is sufficient to set it to a much larger value.

The rolling vibration is intended for the vibration in which the entire chassis frame 2 is elastically twisted through the low-rigidity portion of the central portion 2b. Therefore, the front portion 2a and the rear portion 2c of the chassis frame 2 and its central portion There is no point in considering 2b and 2b separately.

On the other hand, regarding the relationship between the cabin 3 and the chassis frame 2, the same thing as described in (2) above can be applied to the pitching vibration and the rolling vibration. That is, according to the settings (4) and (5), it is possible to reduce the influence of the elastic vibration of the chassis frame central portion 2b on the elastic vibration of the cabin 3 supported by the central portion 2b. With respect to the elastic vibration of the cabin 3 due to the low rigidity and weight reduction of the chassis frame 2, (c) the elastic natural frequencies of the cabin 3 and the chassis frame 2 are set as high as possible so that they do not resonate with each other. It can be set so that the frequency side does not match, and since the elastic frequency of the cabin 3 is set higher than that of the chassis frame central portion 2b of low rigidity, that is, the rigidity and weight of the cabin 3 Since it is set relatively high, (e) structurally suppresses vibration input from the chassis frame 2 to the cabin 3 via the mount member 4. It can be realized.

The weights M and m of the chassis frame 2, the moment of inertia of area I and i, and the bending rigidity EI and e of the chassis frame 2.
i and the torsional rigidity GJ, gj are set in the cabin 3
The elastic vibration amplitude of the chassis frame 2 corresponding to the rigid body vibration amplitude is also obtained. That is, with respect to the chassis frame 2 formed as described above, its front portion 2
a. If the cabin 3 is configured to be supported at the boundary position between the rear portion 2c and the central portion 2b, the cabin 3 is supported at a location where performance such as rigidity is small and a large elastic vibration amplitude can be obtained. , Chassis frame 2
The large elastic vibration amplitude of the chassis frame 2 can be associated with the rigid body vibration amplitude of the cabin 3, and the elastic vibration of the chassis frame 2 is made to absorb the rigid body vibration of the cabin 3 so that Thus, it is possible to obtain the vibration damping effect in which the cabin 3 is not displaced and is maintained at the fixed position.

As a result, the elastic vibration generated in the cabin 3 itself in (b) above can be set to the high frequency side so as not to be affected by the rigid body vibration of the cabin 3 and the chassis frame 2. This also makes it possible to configure one vibration linking means.

On the other hand, as shown in FIGS. 10 and 12, the weight M, the second moment of inertia I, the bending rigidity EI and the torsional rigidity GJ of the cabin 3 are also set to be large. Specifically, the cabin 3 is reinforced, or the cabin 3 is balanced to add mass. This is preferably set in addition to the improvement of the upper body 1 shown in FIGS. 9 and 12 above.

With such a configuration, the bending rigidity and the torsional rigidity of the cabin 3 itself can be increased, and the resonance of the elastic vibration of the cabin 3 and the elastic vibration of the chassis frame 2 can be suppressed to prevent the resonance of the cabin 3. The elastic natural frequency is
It can be set higher than the low-order elastic natural frequency of the chassis frame 2, and the elastic natural frequencies of the cabin 3 and the chassis frame 2 in (c) above are set so that the peak value of resonance does not increase. Can be set so as not to match up to the highest frequency side, and one vibration linking means can be configured.

With the above structure, in the vehicle body structure in which the cabin 3 is elastically supported on the chassis frame 2 via the mount member 4, in order to suppress the vibration input to the cabin 3, each of the cabin 3 and the chassis frame 2 is provided. A vibration linking unit that promotes linking of the generated rigid body vibration and the elastic vibration generated in the chassis frame 2 is obtained. , Facilitating coordination with vertical primary bending vibration of the chassis frame 2 that occurs along the vehicle body front-rear direction that is elastic vibration, and pitching vibration of the cabin 3 and chassis frame 2 that occurs in the vehicle body front-rear direction that is rigid vibration, Secondary vertical direction of the chassis frame 2 that occurs along the longitudinal direction of the vehicle body that is elastic vibration Or to promote lower vibration and the vehicle body at least any one of the link in the longitudinal direction 1 and tertiary torsional vibration of the chassis frame 2 that occurs around the axis of the cabin 3 that occurs in the vehicle longitudinal direction of the axis around which a rigid body vibration
Also, the rolling vibration of the chassis frame 2 and at least one of the primary, secondary, and tertiary torsional vibrations of the chassis frame 2 that are elastic vibrations that occur around the longitudinal axis of the vehicle body are promoted.

Further, in order to suppress the resonance between the elastic vibration of the cabin 3 and the elastic vibration of the chassis frame 2,
In order to set the elastic natural frequency of the higher than the lower elastic natural frequency of the chassis frame 2, a reinforcing means for reinforcing the cabin 3 can be obtained.

Further, in order to suppress the resonance between the elastic vibration of the cabin 3 and the elastic vibration of the chassis frame 2, at least the primary / secondary bending vibration, the primary / secondary vibration of the elastic vibration of the chassis frame 2 are suppressed. A vibration setting means for setting the elastic natural frequency of the tertiary torsional vibration to be lower than the elastic natural frequency of the cabin 3 is obtained.

In FIG. 13, the elastic natural frequency of the cabin 3 is set higher than the low-order elastic natural frequency of the chassis frame 2 in order to suppress resonance between the elastic vibration of the cabin 3 and the elastic vibration of the chassis frame 2. Cabin 3 to set
It shows a specific example of a means for reinforcing. As shown in the figure, the chassis frame 2 is suspended on wheels 7 via a suspension 6, and on the chassis frame 2, a cabin 3 on which an occupant rides, a front body 8 covering the engine 5 and auxiliary machinery, The rear body 9 which constitutes the luggage carrier is supported respectively. As described with reference to FIGS. 9 and 12, the cabin 3 is separated from the front body 8 and the rear body 9 in order to increase the rigidity thereof, and is elastically mounted on the central portion 2b of the chassis frame 2 via the mount member 4 independently. Supported. Further, the chassis frame 2 has the front portion 2a and the rear portion 2c as the central portion 2 as described above.
It has a larger cross section and is heavier than b. Also,
The engine 5 is supported on the front portion 2 a of the chassis frame 2 via an engine mount member 10.

In the vehicle body structure thus configured,
In the present embodiment, particularly, the side sill 11 formed along the end portion on the bottom side of the cabin 3 has a large cross section and is heavy in weight. By adopting such a structure that reinforces the cabin 3,
Of the chassis frame 2 can be set to be higher than the elastic natural frequency of the chassis frame 2.

14 and 15 are similar to those in FIG.
The structure is basically the same as that of the first embodiment, except that the floor 12 of the cabin 3 has high rigidity. That is, the floor 12 of the cabin 3 is configured by interposing a honeycomb structure 14 between a pair of floor panels 13 as shown in FIG. By adopting such a honeycomb structure 14, high rigidity can be achieved without unnecessarily increasing the weight of the cabin 3.

16 to 20 show a case where each part of the cabin 3 is individually reinforced. As the contents of the reinforcement, similarly to the above, the front body 8 and the cabin 3 are divided at the front of the dash panel (indicated by S in the drawing), and the front end portion of the cabin 3 along the floor 12 along the vehicle width direction. By newly installing the cross member 15, the side edge of the cross member 16 joined to the floor 12 in front of the front seat on the front end side of the cabin 3 by spot welding or the like along the vehicle width direction is attached to the floor 12. On the other hand, by further applying welding 17 or the like to provide extra joints 17 for firm joining,
As shown in FIG. 17, the cross member 18 is joined to the floor 12 at the rear of the front seat, which is the center of the cabin 3, along the vehicle width direction. 19 is joined, and the end portion 18a of the cross member 18 is joined to the floor 12 via the reinforcing metal piece 19. As shown in FIG.
Member 4 for elastically supporting the chassis on the chassis frame 2
At the location 20 where the cabin side bracket of
Joining the dish-shaped reinforcing metal member 21 from the inside of the cabin 3, as shown in FIG. 19, both ends of the cross member 22 formed of a hollow square member joined to the rear portion of the cabin 3 along the vehicle width direction. An end metal piece 23 having a solid block shape is joined to each of the 22a, and the end portion 22 of the cross member 22 is connected to the cabin side wall member 24 via the end metal piece 23.
a is joined, and as shown in FIG. 20, the side sill 11 has a hollow double structure.

The details are as described above.
With regard to the above, the cabin 3 is conventionally formed in series with the front body 8 without being divided, whereas the rigidity of the front end portion of the cabin 3 separated from the front body 8 is reduced, and the rigidity is reduced. Considering that the elastic vibration of the cabin 3 shifts to the low frequency side, the cross member 15 is added. With regard to (2), the rigidity of the cabin 3 is improved by further firmly joining the cross member 16 to the floor 12.
With respect to the above, the reinforcing metal 19 enhances the mounting rigidity of the cross member end portion 18a to the floor 12 to make the cabin 3 rigid. about,
By reinforcing the bracket attachment portion 20 of the mount member 4 to which vibration is input from the chassis frame 2 and increasing the weight of this portion with the reinforcing metal member 21, the rigidity of this portion can be increased, and in particular, the chassis frame The vibration input from 2 to the cabin 3 via the mount member 4 can be structurally suppressed. According to this setting, the resonance frequency of the mounting portion of the mount member 4 can be increased, and the vibration frequency input to the cabin 3 can be greatly suppressed to contribute greatly. With regard to the above, the end part metal member 23 enhances the mounting rigidity of the cross member end part 22a to the cabin side wall member 24 so that the cabin 3 is made rigid. And among the above points, according to the reinforcing items related to the cross members 15, 16, 18, and 22,
The torsional rigidity of the cabin 3 can be dramatically improved. With respect to the side sill 11 having a hollow cross section, which is conventionally arranged with respect to the vehicle width direction end edge of the floor 12 arranged on the chassis frame 2, an inner side sill 11a having a hollow structure is further arranged therein. It was set up. With this configuration, the cabin 3 is unnecessarily
The bending rigidity of the cabin 3 can be improved without increasing the weight of the.

With the above configuration, the bending rigidity and the torsional rigidity of the cabin 3 can be enhanced, and the elastic vibration generating frequency of the cabin 3 can be set high.

FIG. 21 shows another embodiment. Since the linkage of vibrations is determined by the physical quantities such as the weight M, the spring constant K, and the stiffnesses EI and GJ of the cabin 3 and the chassis frame 2, it is assumed that such physical quantity initialization is performed in an empty state. , The relative relation of the weight M changes especially when an occupant is actually on board or when luggage is loaded in the cabin 3, and other spring constants K
The cabin 3 may change for this reason.
It is conceivable that the change in the vibration characteristics of No. 1 cannot actually ensure the linkage of vibrations that could be secured in the initial setting state. In order to solve this, it is necessary to reduce the weight change amount on the assumption that the weight change occurs in the cabin 3.

In the structure shown in FIG. 21, the fuel tank 25
The parts a to d are divided into four parts, which are respectively installed at the front and rear ends of the cabin 3 and at the front and rear ends of the central portion 2b of the chassis frame 2 corresponding to these parts. The upper and lower tanks 25a to 25d of the tanks 25a to 25d are connected to each other via a pipe 26, and a pump (not shown) is provided in the middle of each of the pipes 26. In addition, load sensors such as load cells (not shown) are arranged at the four corners of the cabin 3, and the detected values from these load sensors are output to a controller (not shown), and the controller calculates each detected value to operate each pump. Is configured to operate.

These load sensors are configured to detect changes in the load inside the cabin 3. For example, when an occupant is seated in the driver's seat, the load sensor closer to the driver's seat is the larger load among the load sensors at the four corners of the cabin. The change is detected, and a relatively distant load sensor detects a relatively small change in weight. Further, if an occupant is seated only in the front seat, the front end side of the cabin 3 sinks and the rear end side slightly rises, and the cabin 3 is in a state where the weight is concentrated on the front end side. The load sensor detects such a change in weight on the side of the cabin 3 and outputs it to the controller. The controller calculates the changed weight distribution in the cabin 3 with the empty state as the initial setting state, and calculates the weight distribution of the entire cabin 3 based on the weight distribution of the entire cabin 3.
Fuel is supplied from a and b to the chassis frame side tank 25c,
pump to reduce the weight of the cabin 3 side by moving to the d, and to transfer the fuel from the chassis frame side tanks 25c, 25d to the cabin side tanks 25a, 25b where the other weight is light to increase the weight of the cabin 3 side. Operate. In fact, such a movement of fuel can secure a weight movement of about 15 kg. By moving the fuel in this way, it is possible to suppress the weight change on the side of the cabin 3 with respect to the initial setting state and create a state close to the initial setting state in terms of the linkage of vibrations.

With such a configuration, the cabin 3 side and the chassis frame 2 are changed before and after the weight change on the cabin 3 side.
It is possible to obtain a means for adjusting at least any one of the weight ratio, the spring constant ratio, and the rigidity ratio with the side of the cabin 3 to be substantially constant.
Rigid body frequency ratio (K / M) between the chassis side and the chassis frame 2 side
It is possible to obtain a means for adjusting ^0.5 to be substantially constant, more specifically, a means for moving the load between the cabin 3 side and the chassis frame 2 side in accordance with the weight change on the cabin 3 side.

FIG. 22 shows a structure for obtaining the same action as that shown in FIG. 21, in which the fluid is moved between the chassis frame 2 and the cabin 3. As shown in the figure, the inside of the hollow side member 27 provided on the side edge of the bottom of the cabin 3 and the inside of the chassis frame 2 of the hollow structure are used as fluid tanks 28a and 28b, and a pipe 29 is provided between these tanks 28a and 28b. At the same time, the pump 30 is provided in the pipe 29.
Other configurations and operations are similar to those shown in FIG.

When the weight of the cabin 3 side is light, the fluid is transferred from the chassis frame 2 side to the cabin 3 side by the pump 30, and when the weight of the cabin 3 side is heavy, the fluid is moved from the cabin 3 side to the chassis. It may be moved to the frame 2 side. As an advantage of this configuration, since the existing side member 27 and the chassis frame 2 are used, the number of new members is small and layout is not hindered.
Since the initial setting can be made in consideration of a fixed amount of moving fluid from the beginning, it may be easy to adjust the vibration linkage.

The structure shown in FIG. 23 is for obtaining the same operation as that shown in FIG.
Also, the weight of the fuel tank is moved between the cabin 3 side and the chassis frame 2 side. As shown in the figure, a pair of left and right side frames 32, which are arranged in the longitudinal direction of the vehicle body and constitute the chassis frame 2, are provided with mount members 4 attached to brackets 33 on both side portions of the cabin 3 in the vehicle width direction. Is elastically supported. A pair of cabin-side mounts 34 are vertically provided on the bottom surface of the central portion of the cabin 3 in the vehicle width direction. Further, a pair of chassis frame side mounts 36 are installed upright on each of the pair of side frames 32, which are attached to brackets 35 extending inward in the vehicle width direction. A support member 37, which is sandwiched between the lower end of the cabin side mount 34 and the upper end of the chassis frame side mount 36 and supports the fuel tank and the spare tire 31, is elastically supported.

In such a structure, when the cabin 3 is light, the mount member 4 supports the cabin 3 to support it.
Is located above, the support member 37 is suspended and supported by the cabin side mount 34, and the chassis frame side mount 36 is in a natural length state. On the other hand, when the cabin 3 becomes heavier, the mount member 4 is compressed and the cabin 3 sinks, and accordingly, the support member 37 also lowers relative to the side frame 32. As a result, the chassis frame side mount 36 is compressed, and the weight of the support member 37 is added to the chassis frame side mount 36. At this time, the cabin side mount 34 is restored to its natural length or slightly. It will be in a contracted state. By moving the weights of the fuel tank and the spare tire 31 in this way, it is possible to suppress the weight change on the cabin 3 side with respect to the initial setting state and to create a state close to the initial setting state regarding the linkage of vibrations.

At this time, when the spring constants of the mounts 34 and 36 exhibit non-linearity, the spring constant changes by 2: 1 or more between when the mounts 34 and 36 are sufficiently compressed and when they have a natural length. You can also get

In addition to the mount member 4 for elastically supporting the cabin 3 at all times, another mount member 38 is newly provided at the central portion 2b of the chassis frame 2 in the structure shown in FIG. Mount member 3
A gap is formed between the vehicle 8 and the cabin 3. Therefore, when the cabin 3 becomes heavy and the mount member 4 is compressed, and the cabin 3 sinks accordingly,
The new mount member 38 comes into contact with the cabin 3. The mount member 38 elastically supports the cabin 3 together with the existing mount member 4, and as a result, the spring constant in the elastic support can be increased / decreased according to the weight change of the cabin 3. There is. The present configuration is effective in that there is almost no increase in weight when adjusting the natural frequency, and also exhibits the effect of damping the vibration of the floor panel 13 of the cabin 3.

25 to 28 show a structure in which the existing mount member 4 is improved so as to secure the same operation as that shown in FIG. As shown in FIG. 25, a through hole 41 is formed in the upper flange 40 of the frame material 39 that forms the chassis frame 2, and the through hole 41 is formed from below the upper flange 40 toward the floor panel 13 of the cabin 3. The pipe member 42 is provided so as to extend. On the upper surface of the upper flange 40 of the frame member 39, a dish-shaped mount receiving member 43 that surrounds the pipe member 42 from the outside is joined below the floor panel 13 of the cabin 3 with a space therebetween. On the lower surface of 40, a ring-shaped washer 44 is attached to the pipe member 42. Then, inside the mount receiving member 43 and on the washer 44, a pair of upper and lower mount rubbers 45 and 46 are attached so as to penetrate the pipe member 42. These mount rubbers 45 and 46 are bolts inserted into the pipe member 42 between the floor panel 13 of the cabin 3 and the frame member 39 of the chassis frame 2.
The nuts 47a and 47b are fastened and fixed. In particular,
The upper mount rubber 45 has a tapered cross-section so that its compression deformation can be performed smoothly. The upper mount rubber 45 has a trapezoidal cross section, an upper portion of which protrudes above the mount receiving member 43, and an upper end surface of the upper mount rubber of the cabin 3. The lower surface of the floor panel 13 is abutted to support the downward weight of the cabin 3. On the other hand, the lower mount rubber 46 is brought into contact with the lower surface of the upper flange 40 via the washer 44 to support the lifting load of the cabin 3.
With this configuration, in a state where the contact area with the cabin 3 is constant,
The upper mount rubber 45 is easily compressed as the weight of the cabin 3 increases, and as a result, the hardness is increased so that the spring constant increases.

26 to 28 are the same as those shown in FIG.
In the example in which the contact area with the cabin 3 is changed while having a configuration substantially similar to the above, all of the upper mount rubbers 45a to 45c have a portion 48a to 48c which is the lower surface of the floor panel 13 of the cabin 3. The rest 48 while in contact with
d to f are tapered and formed so as not to always contact the lower surface of the floor panel 13. When the cabin 3 is light, only the one end side 48a, only the central portion 48b, or both end portions 48c of the floor panel 1 is provided.
3, the upper mount lugs 45a to 45c are compressed as the weight of the cabin 3 increases, and the parts 48d to f that have been separated from the cabin 3 until then sequentially contact the lower surface of the floor panel 13 to increase the contact area. It is set to do. Also by this, the spring constant of the mount member 4 can be changed according to the change of the weight of the cabin 3.

With the above structure, it is possible to obtain means for changing the spring constant of the mount member 4 in accordance with the change in weight of the cabin 3 side.

In FIG. 29, the cabin 3 is mounted on the air mount 49.
This is an example in the case of elastically supporting by. An air tank 51 that supplies the stored high-pressure air to the air mount 49 is connected to an air mount 49 installed between the chassis frame 2 and the cabin 3 via a pipe 50, and the pipe 50 is in the middle thereof. A valve 52 that controls the supply and discharge of high-pressure air is provided in this. An exhaust pipe 53 is also provided by branching from the valve 52. Further, a controller 54 is provided, and a pressure sensor 55 that detects the internal pressure of the air mount 49 is connected to the controller 54, and a control signal thereof is output to the valve 52. Then, for example, when a change in the internal pressure of the air mount 49 due to an increase or decrease in the weight of the cabin 3 is detected by the pressure sensor 55, the controller 54 controls the valve 52 to appropriately change the spring constant of the air mount 49, and the high pressure air is supplied. The air is supplied from the air tank 51 to the air mount 49 or discharged from the air mount 49.

FIG. 30 shows a structure similar to that of FIG. 29, in which a liquid seal mount 56 is adopted instead of the air mount 49. The liquid ring mount 56 can change the spring constant by the fluid pressure enclosed in the elastic body 57. A fluid tank 59 for supplying the stored fluid to the liquid seal mount 56 is connected to the liquid seal mount 56 installed between the chassis frame 2 and the cabin 3 through the pipe 58, and the pipe 58 A pump 60 for supplying the fluid and a valve 61 for controlling the supply and discharge of the fluid are provided in the middle of the above, on the downstream side thereof. A return pipe 62 that branches from the valve 61 and returns to the fluid tank 59 is also provided. Further, a controller 63 is provided, and a pressure sensor 64 that detects the internal pressure of the liquid ring mount 56 is connected to the controller 63, and a control signal thereof is output to the valve 61 and the pump 60. . Then, for example, when the pressure sensor 64 detects a change in the internal pressure of the liquid seal mount 56 due to an increase or decrease in the weight of the cabin 3, the controller 63 controls the valve 61 and the pump 60 to appropriately change the spring constant of the liquid seal mount 56. Then, the fluid is supplied from the fluid tank 59 to the liquid seal mount 56 or discharged from the liquid seal mount 56.

On the other hand, FIGS. 31 and 32 show a mount structure newly provided between the separated cabin 3 and front body 8. More specifically, a pair of left and right tapered plate-shaped mount receiving members 65 are provided on both sides of the front body 8 in the vehicle width direction so as to project toward the cabin 3 behind the front body 8 and open upward. .
Inside the mount receiving member 65, there is provided a mount rubber 66 having a trapezoidal cross section, which has a taper shape and has a gap with respect to the inner surface of the mount receiving member 65. On the other hand, the cabin 3 is provided with a rod 67 penetrating substantially the center of the mount rubber 66.

In such a structure, when the cabin 3 rises and falls due to its weight change, the rod 67 is correspondingly moved.
Moves up and down to deform the mount mule 66. At this time, in the mount rubber 66, the contact area with the mount receiving member 65 is increased / decreased and the hardness thereof is also changed, so that the spring constant is changed. In particular, this mount structure is set as a pair of left and right at a high position above the front body 8, and is extremely effective in adjusting rolling vibration and pitching vibration of the cabin 3.

Next, the embodiment shown in FIGS. 33 to 35 will be described. For example, cabin 3 and chassis frame 2
In the correlation between the bouncing vibration and the primary bending vibration of the chassis frame 2 in some cases, the rigid body vibration and the elastic vibration may have opposite phases or may have the same phase. In the case of the opposite phase, the peak value of the vibration can be suppressed as described above, and there is a large effect of reducing the vibration input, but in the case of the same phase, this cannot be secured.

In this embodiment, the upper and lower parts 1 of the chassis frame 2 are
The present invention intends to regulate the occurrence of the in-phase linkage between the secondary bending vibration and the rigid body vibration and to promote the linkage of the opposite phase. As shown, chassis frame 2
A pair of link members 68, fixed at one end and slidable at the other end, are provided between the cabin and the cabin 3 in the vehicle front-rear direction. In the present embodiment, one end 68a of the link member 68 is rigidly joined to the chassis frame 2 and the other end 68b is
Is slidably engaged with a guide member 70 provided on the lower surface of the cabin 3 and having a pair of elongated holes 69 extending horizontally in the vehicle front-rear direction. With this configuration, when the chassis frame 2 is bent and deformed downward, the link member 68 rigidly connected to the chassis frame 2 moves along the guide member 70 so that the link member 68 is narrowed inward while rising. Then, a reverse-phase linkage that positively lifts the cabin 3 upward is induced. Then, when the other end 68b of the link member 68 abuts on the inner end portion of the elongated hole 69, a moment is generated at the rigidly connected one end 68a of the link member 68, and this moment moves to the inside of the link member 68. Since it acts to separate 68 to the outside and return it to the original position, a force in the direction of pulling down the cabin 3 is generated, and a reverse phase linkage is achieved. Thereby, between the cabin 3 and the chassis frame 2, it is possible to positively perform the opposite phase linkage of the bouncing vibration and the vertical bending vibration.

On the other hand, when the cabin 3 is sunk downward and the chassis frame 2 is also bent and deformed downward,
The other end 68b of the link member 68 is located at any position within the range of the elongated hole 69 of the guide member 70, and the rigidly connected one end 68a is used as a support point to stretch the link member 68 to prevent the cabin 3 from sinking downward. . At this time, the link member 68
Since the other end 68b of the is slidable with respect to the guide member 70, this tension reaction force does not greatly act on the cabin 3.

In this way, the linkage of in-phase vibrations can be regulated to promote the linkage of anti-phase, and the bouncing vibration of the cabin 3 and the vertical bending vibration of the chassis frame 2 in the opposite phase can be linked. It is possible to configure a reverse-phase setting unit that accelerates the vibration and reduce the vibration input to the cabin 3.

36 and 37, in addition to the above-described means, a separate means is newly provided to adjust the vibration of the cabin 3 independently of rolling vibration. Specifically, the U-shaped stabilizer 7 is attached to the cross frame 71 that connects the left and right side frames 32 forming the chassis frame 2 in the vehicle width direction at the rear of the cabin 3.
2 is attached. This stabilizer 72
The central side portion 72a is rotatably attached to the cross frame 71 via a bracket 73, and a pair of left and right extending end portions 72b are extended to the front of the vehicle body, and these extending end portions 72b are the floor of the cabin 3. It is attached to the lower surface of the panel 13. According to this structure, the rotation center of the rolling vibration of the cabin 3 can be maintained at the fixed position of the cabin 3 and the amplitude thereof can be suppressed, and the rotation center of the rolling vibration of the cabin 3 can be maintained at the fixed position of the cabin 3. The control means can be configured and appropriate vibration linkage can be developed by the various means described above.

38 and 39, instead of the above rolling vibration, the vibration of the cabin 3 is adjusted independently of the pitching vibration. Specifically, a pair of U-shaped stabilizers 74 is attached to each of the left and right side frames 32 along the longitudinal direction of the vehicle body. The stabilizer 74 has a central side portion 74a rotatably attached to the side frame 32 via a bracket 75, and a pair of front and rear extending end portions 74b extending laterally of the vehicle body. 74b is the cabin 3
Is attached to the lower surface of the floor panel 13 of. According to this structure, the center of rotation of the pitching vibration of the cabin 3 can be maintained at a fixed position of the cabin 3 and its amplitude can be suppressed, and the control means for maintaining the node of the pitching vibration of the cabin at the fixed position of the cabin. Can be configured,
The same action and effect as those described above are exhibited.

As another structure for ensuring the same operation, the structure shown in FIG. 40 is also effective. As shown in the drawing, a balance member 78 in which a pair of left and right seats 77 arranged so as to sandwich a shaft tunnel 76 formed in the center of the cabin 3 in the vehicle width direction are provided in the vehicle width direction across the shaft tunnel 76. Install it at each end of the. The balance member 78 is swingably supported by a pin body 79 provided on the shaft tunnel 76 in the front-rear direction of the vehicle body. In addition, a cushioning material 80 is provided around the pin body 79 that supports the balance member 78 in order to cushion unnecessary movement of the balance member 78. On the other hand, the seat portion 8 of the seat 77
A liquid enclosing portion 82 is formed inside 1, and a liquid moving means (not shown) is provided between these liquid enclosing portions 82.

Then, depending on the weight of the occupants seated on only one of the seats 77 or the occupants seated on both seats, the liquid is distributed between the seat portions 81 so that the weight balance between the left and right of the cabin 3 becomes equal. The balance member 7
8 is kept horizontal. Further, by incorporating the liquid sealing portion 82, the sitting comfort of the seat portion 81 itself is improved. With such a configuration, the center of the rolling vibration of the cabin 3 can be maintained, a change in the rolling vibration by an occupant can be suppressed, and the roll inertia can be reduced.

In the illustrated example, the configuration is shown for the left and right in the vehicle width direction, but pitching vibrations can also be dealt with by adopting a similar configuration for the front and rear seats 77 in the vehicle front-rear direction. it can.

Next, in order to suppress the resonance between the elastic vibration of the cabin 3 and the elastic vibration of the chassis frame 2, one shown in FIGS.・ Secondary bending vibration, first ・ 2
A vibration setting means for setting the elastic natural frequency of the secondary and tertiary torsional vibrations to be lower than the elastic natural frequency of the cabin 3, and this vibration setting means changes the rigidity of the chassis frame 2 in the front-rear direction of the vehicle body. 2a and the rear portion 2c are large, the central portion 2b is medium, and the central portion 2b connecting the central portion 2b to the front portion 2a and the rear portion 2c is small, and the cabin structure is set only in the central portion 2b of the frame structure. It is designed so as to support 3.

Although the configuration described above is mainly intended for the cabin 3, the chassis frame 2 can also be improved in relation to vibration. Here, in reducing the elastic natural frequency of the chassis frame 2, it is conceivable to simply reduce the rigidity of the chassis frame 2 as a whole. However, if the rigidity of the chassis frame 2 is generally set low in this way, not only the elastic natural frequency of low-order elastic vibrations of the first to third order, but also the elasticity of high-order elastic vibrations of the fourth or higher order are obtained. The natural frequency is also lowered, and the higher-order elastic vibration of the chassis frame 2 may be associated with the elastic natural frequency of the elastic vibration of the cab 3, which may reduce the vibration reducing effect.

Therefore, in the present embodiment, the rigidity of the side frame 32 constituting the chassis frame 2 is formed so as to sequentially change in the vehicle front-rear direction. In particular,
The side frame 32 has rigidity in the front part 3 in the front-rear direction of the vehicle body.
2a, the rear part 32c is large, the central part 32b is medium,
A frame structure is set small at a portion 32d connecting the central portion 32b to the front portion 32a and the rear portion 32c. According to FIG. 41, the front portion 32a and the rear portion 32 having large rigidity are shown.
c is a hollow structural material with a large cross section, the middle portion 32b in rigidity is a hollow structural material with a medium cross section, and the connecting portion 32d with low rigidity is a hollow structural material with a small cross section. Is configured.

The chassis frame 2 having such a frame structure, as shown in FIGS.
In the secondary bending elastic vibration, a node is formed in the front portion 2a and the rear portion 2c, and a belly is formed in the central portion 2b, and the connecting portion 2d bends (FIG. 42).
A node is formed in the rear part 2c and the central part 2b and bends at the connecting part 2d that is an antinode (FIG. 43). Further, during the primary torsional elastic vibration, a node is generated in the central portion 2b around the longitudinal axis of the vehicle body and the connecting portion 2d is deformed in a straight state (FIG. 44). In the secondary torsional elastic vibration, the front portion 2a is deformed.・ Rear part 2c
A knot occurs at the central portion 2b, and the central portion 2b becomes a belly and bends at the connecting portion 2d (FIG. 45).
-A node is formed in the rear portion 2c and the central portion 2b, and the connecting portion 2d serving as the belly is bent (Fig. 46).

As can be seen from these figures, the frame structure having the above-described structure can set the portions that become the joints to high rigidity and the deformed portions connecting these joints to low rigidity. Is also extremely rational.
47 to 49 show the model in which the chassis frame 2 is actually used.
The width and thickness of the side frame 32 are formed to be extremely large in the front portion 2a and the rear portion 2c, the central portion 2b is formed to be smaller than the front portion 2a and the rear portion 2c, and further narrowed in the connecting portion 2d. Formed,
It is formed as an integral frame structure as a whole. With respect to the chassis frame 2 formed in this way, the cabin 3 separated from the front body 8 is supported only at the central portion 2b where it does not interfere with the connecting portion 2d that is largely bent and deformed.

With this configuration, in the low-order elastic vibration of the chassis frame 2, the front portion 2a and the rear portion 2a
Since c and the central portion 2b have higher rigidity than the connecting portion 2d, they behave as a rigid body, and only the connecting portion 2d having a low rigidity bends, and the chassis frame 2 as a whole has upper and lower primary / secondary bending elastic vibrations. It is configured to easily induce secondary to tertiary torsional elastic vibration. On the other hand, in higher-order elastic vibrations higher than these vibrations, since the front portion 2a, the rear portion 2c, and the central portion 2b have a large rigidity and bending is unlikely to occur in these portions, their occurrence on the low frequency side is suppressed. After all, the low-order elastic vibrations can be separated from the high-order vibrations and positively transferred to the low frequency side.

Further, on the premise of the above structure, since the suspension mounting portion 83 is provided on the front portion 2a and the rear portion 2c having high rigidity, when the vibration from the suspension 6 is input to the chassis frame 2, these front portion 2a are provided. And the rear portion 2c is a portion where vibration is unlikely to occur, and the front portion 2a
Since the connecting portion 2d between the rear portion 2c and the central portion 2b is a portion where vibration easily occurs, the front portion 2 of the chassis frame 2
a. Energy of vibration input via the suspension mounting portion 83 of the rear portion 2c is appropriately dispersed over the entire chassis frame 2, and the chassis frame 2
The vibration transmitted from the to the cabin 3 is effectively reduced.

Other improvements that can be combined with the basic embodiments described above will be described below. The following mainly increases resistance to vibration input.

(1) The mass and rigidity are concentrated on the vibration input portion from the chassis frame 2 to the cab 3.

Generally, the seat rails of the front seats are fixed to a frame arranged on the floor surface in the cabin. An improved version of this structure is shown in FIGS. On the floor panel 13 of the cabin 3,
Support legs 84 formed in a substantially U shape are provided opposite to each other in the front-rear direction of the vehicle body, and between these support legs 84, a pair of seat rails 85 are attached in parallel with each other. The seat rail 85 is mounted on the support leg 84.
The front seat 77 is provided slidably.
In the figure, the mounting position of the rear support leg 84 is
A bolt 86, which is set at the mounting position of the mount member 4 provided on the chassis frame 2 and for fixing the support leg 84, penetrates the floor panel 13 and the mount member 4 reinforced by the reinforcing plate 87 to mount the mount. Bracket 88
It is fixed with a nut 89. With this configuration, it is possible to add a mass to a portion where vibration is input from the chassis frame 2 to the cabin 3 via the mount member 4, and the frame structure of the seat rail 85 and the support leg 84 is reinforced, The rigidity of this portion can be increased. Further, it is preferable that the front support leg 84 is fixed to the side sill 11 from the viewpoint of improving mounting rigidity.

(2) The engine accessories are arranged in the suspension mounting portion 83 of the chassis frame 2 to which the vibration from the suspension 6 is input.

It is conventionally known that a mass should be added to the suspension mounting portion 83 in order to efficiently block the vibration input from the road surface through the suspension 6, but a mass member is simply added. This leads to an increase in weight, which is not preferable in terms of weight reduction. In FIG. 52, accessories such as the alternator 90 and the A / C compressor 91 are arranged so that their center of gravity is located on or above the suspension mounting portion 83. What must be taken into consideration in this arrangement structure is that the rotational force of the crankshaft of the engine 5 could be directly transmitted to these auxiliary machines via the V belt in the conventional arrangement. When these accessories are attached to the chassis frame 2, the V-belt cannot be arranged with respect to the accessories, and these accessories cannot be driven by the conventional method. Therefore, in the illustrated example,
A converter 92 for converting hydraulic pressure into shaft driving force is installed on the chassis frame 2. Then, a converter 92 is connected to a P / S pump 93 mounted on the engine 5 side via a hydraulic pipe 94, and the converter 9 is further connected.
The alternator 90 and the A / C compressor 91 are connected to the second output shaft 95. With this configuration, the hydraulic pressure generated by the P / S pump 93 is used to convert the converter 92 to the alternator 90 and the A / C compressor 91.
Axial power can be transmitted to auxiliary machinery such as.

(3) The suspension structure contributes to concentration of mass and rigidity with respect to the vibration input portion to the chassis frame 2.

The ones shown in FIGS. 53 and 54 are an improvement over the front suspension structure, exemplifying a double wishbone type. Regarding the upper arm 97 located above the lower arm 96, a rotary shaft 98 for converting vertical movement thereof into rotary motion is provided in the upper arm 97 in place of the conventional upright damper, and damping is performed around the rotary shaft 98 in the rotational direction. The rotary damper 100 configured by providing the damper member 99 exhibiting a function is mounted, and the upper arm 97 configured in this manner is mounted on the suspension mounting portion 83 of the chassis frame 2. Therefore, by attaching the upper arm 97 to the chassis frame 2, it is possible to ensure the weight increase and the rigidity improvement of the suspension attachment portion 83, and the rotary damper 100 converts the vertical movement of the upper arm 97 into a rotational movement, so that a considerable damping is achieved. You will also be able to exert your power. Further, by attaching the upper arm 97 to the chassis frame 2, an unsprung weight reduction effect can be obtained.

Still another configuration is shown in FIGS.
There is one shown in. Conventionally, if a suspension structure composed of leaf springs and dampers is adopted, there are three vibration input points with respect to the chassis frame 2 and a wide range is achieved.
It is easy to induce the elastic vibration of and cannot sufficiently secure the vibration reduction effect. Therefore, an additional sub-frame 101 is provided below the side frame 32 and the suspension structure is attached thereto. In the drawing, 102 is a leaf spring mounting portion. The sub-frame 101 is rigidly connected to the side frame 32 at one place, and its front and rear ends are exposed to the side frame 32 via the stopper rubber 103. The vibration input portion to the side frame 32 can be set to one portion of the rigid connection portion 104, and the vibration isolation effect can be secured. 10
Reference numeral 5 is a cushioning material. Also, via the stopper rubber 103,
Since the support point of the leaf spring is set on the side of the side frame 32, it is possible to secure maneuverability comparable to the conventional one. In addition, the cross member 10 is provided between the sub-frames 101.
6 is erected and the rear body 9 is placed on this,
The load of the rear body 9 can also be concentrated on the rigid connection part. Further, the spare tire support member 37 can also be installed between the sub-frames 101, and the weight of the spare tire 31 can be concentrated on the rigid connection portion 104.

Further, as shown in FIG. 57, when the strut type suspension 107 is applied, a support column portion 108 having a hollow cylindrical shape may be provided so as to stand upright from the chassis frame 2 integrally. With this configuration, there is an advantage that the chassis frame 2 can be used in common regardless of whether the suspension type is a strut type or a double wishbone type.

In the chassis frame 2 having such a structure, as shown in FIGS.
A strut upper support frame 109 is newly provided so as to form a closed cross section between the side frame 32 and the side frame 32.
The support frame 109 is composed of a horizontal portion 109a and a slanted portion 109b which is inclined downward. The tip end and the lower end are inserted into the insertion hole 111, and further fixed to the support column portion 108 and the side frame 32 with bolts 115 or the like. Especially the support frame 109
The horizontal portion 109a has an upward hook portion 112, and is configured to be locked to the edge portion of the insertion hole 110 of the support column portion 108. And strut suspension 107
The upper end is fixed to the mounting portion 113 formed on the support frame 109. If you need more,
As shown in FIG. 60, a pair of left and right support frames 109 may be connected by a connecting bar 114 to be integrally formed.
With this structure, the suspension mounting portion 83 can have a closed cross section due to the addition of the support frame 109, and an increase in weight and an improvement in rigidity can be ensured. Further, since the front body 8 and the rear body 9 which are separated from the cabin 3 are attached to the chassis frame 2 so that they can be firmly fixed to each other, the mass and rigidity of the suspension attachment portion 83 can be increased.

According to the structure of FIG. 60, the entire strut structure including the support frame 109 is made into an integral assembly part, so that the rigidity can be further improved and the assembling property can be improved incidentally. It can be preferably applied to automation of assembly. In addition, as shown in FIG. 61, in the above configuration, the thrust force of the strut can be supported without using a bolt, and the safety is high.

(4) The disc brake device contributes to concentration of mass and rigidity with respect to the vibration input portion to the chassis frame 2.

62 to 64 are improvements to the disc brake device 116, which are shown in FIG.
Is arranged on the chassis frame 2 at the suspension attachment portion 83. Regarding the disc and the caliper of the disc brake device which has been conventionally integrated with the hub and has an unsprung weight, as shown in the drawing, the disc brake device 116 is separated from the hub 118 as a whole,
The axle 119 and the disk 120 are coupled to each other, and the caliper 117 is further coupled to the chassis frame 2 via the mounting bracket 121. With such a configuration, it is possible to ensure an increase in weight and rigidity of the suspension attachment portion 83, and it is also possible to obtain an effect of reducing unsprung weight.

(5) The mounting structure of the rear body 9 functioning as a cargo bed contributes to concentration of mass and rigidity with respect to a vibration input portion to the chassis frame 2.

66 and 67 is effective in concentrating the mass and the rigidity on the suspension mounting portion 83 so that the suspension mounting portion 83 does not depend on the mounting state and is mounted on the protrusion of the road surface. It is intended to secure a proper vibration isolation effect.

As shown in FIG. 65, the rear body 9 is mounted on the chassis frame 2 via the rear body mount 122.
If you simply rigidly connect the rear body 9
Will oscillate, and there is a concern that the vibration will be amplified. More specifically, when luggage or the like is mounted on the rear body 9, the mounting position is not constant. When the luggage is mounted on the position directly above the rear body mount 122, all the weight acts on the position of the mount 122, so there is no problem, but when the mounting position deviates from the position directly above the mount 122, the floor surface of the rear body 9 is This causes bending deformation of 123 and causes elastic vibration or pitching vibration. Therefore, it is desirable that the floor surface 123 of the rear body 9 be configured so as to maintain a rigid state regardless of the weight and the mounting position of the mounted object.

Therefore, the rear suspension mounting portion 83
The rear body mount 122 for rigidly connecting the rear body 9 is installed corresponding to the above, and the floor surface 123 of the rear body 9 is rigidly reinforced with the reinforcing material 124 to increase the rigidity of the rear body 9 as a whole. Rear end 9a
At least one of the front end portion 9b and the front end portion 9b is elastically supported by the chassis frame 2 via an elastic support structure 125. In the illustrated example, the rear body 9
The rear end 9a is elastically supported. As a specific elastic support structure 125, as shown in FIG.
Between the upper and lower flanges 126, 127 of the cross frame 71 or the side frame 32 that connects the pair of side frames 32 in the vehicle width direction, the ends are joined to the reinforcing plate 128 attached to the floor surface 123 of the rear body 9. The bent end portion of the mount receiving member 129 that is bent and shaped into a letter is inserted. Then, a pair of upper and lower mount rubbers 131 are interposed between the U-shaped metal piece 130 arranged inside the side frame 32 and the bent end of the mount receiving member 129, and the mount frame 131 is mounted on the chassis frame 2. The rear body 9 is elastically supported. As a result, the rear body 9 can be installed on the chassis frame 2 in a state in which vibration is suppressed without being affected by the mounting state, and the weight and rigidity of the suspension mounting portion 8 can be reduced.
3 can be concentrated and the above effect can be secured.

Another configuration is shown in FIGS. 68 and 69. In this configuration, the frame member 132 forming the rear body 9 is rigidly connected to the rear portion 2c of the chassis frame 2 with bolts 133 or the like in a short span only in the suspension mounting portion 83 and its vicinity in the vehicle front-rear direction, and the other portions are connected to the chassis. The shape is set so as to be separated from the frame 2. Further, at the front and rear end portions 132 a of the frame member 132 separated from the chassis frame 2, a T-shaped locking member 13 protruding from the chassis frame 2 is provided.
4 is locked. This locking member 134
Prevents the frame member 132 from moving in the direction away from the chassis frame 2 and allows the frame member 132 to move in the direction away from the chassis frame 2. With this configuration, the weight of the rear body 9 can be structurally reliably applied to the suspension mounting portion 83 regardless of the mounted state of the mounted object. In addition, the locking member 134 can regulate the inclination and deformation of the frame member 132, and thus the rear body 9, and thus can properly regulate the induction of elastic vibration.

(6) The weight of the engine 5 and the mission is utilized to contribute to the concentration of mass and rigidity with respect to the vibration input portion to the chassis frame 2.

As shown in FIGS. 70 and 71, the support member 135 for supporting the engine and the mission is constructed to extend from the suspension mounting portion 83. Only with this configuration, it is possible to secure the concentration of mass and rigidity with respect to the suspension mounting portion 83. On this occasion,
As shown in the figure, since the support member 135 may be in a cantilever state, a reinforcing member 136 is provided between the supporting member 135 and the side frame 32, and vibration is transmitted between the reinforcing member 136 and the side frame 32. It is preferable to fill the inside of the reinforcing member 136 with the cushioning material 137 in order to regulate that the above-mentioned operation is performed. Further, when the rigidity is concentrated on the suspension mounting portion 83, the rigidity of the side frame 32 at the mounting portion 83 may be increased.

(7) The weight of the fuel tank contributes to the concentration of mass and rigidity with respect to the vibration input portion to the chassis frame 2.

As shown in FIG. 72, the left and right fuel tanks 25e and 25f are connected to the rear suspension mounting portion 8
3 is arranged close to the side frame 32 side. Even with this configuration, it is possible to ensure an increase in weight of the vibration input portion. 138 is the fuel tank 25
It is a hose connecting between e and 25f.

[0139]

In summary, the present invention has the following excellent effects.

According to the first aspect of the present invention, the linking action between the rigid body vibration generated in the cabin and the chassis frame and the elastic vibration generated in the chassis frame can be promoted by the vibration linking means, and the elastic vibration of the chassis frame is It can be effectively used as a vibration source for reducing the vibration input to the cabin.

According to the second aspect of the present invention, among various types of rigid body vibrations generated in the cabin and the chassis frame and various types of elastic vibrations generated in the chassis frame, the cabin and vertical direction generated as rigid body vibrations are Considering the bouncing vibration of the chassis frame and the primary bending vibration in the vertical direction of the chassis frame that occurs along the longitudinal direction of the vehicle body as elastic vibration, the vibration linking means can promote the linking of these vibrations. Therefore, the vibration reducing effect on the cabin can be surely obtained.

According to the third aspect of the present invention, among the various forms of rigid body vibration generated in the cabin and the chassis frame, and the various forms of elastic vibration generated in the chassis frame, the cabin and the cabin generated as rigid body vibration in the front-rear direction are generated. At least one of the pitching vibration of the chassis frame, the secondary bending vibration in the vertical direction of the chassis frame generated as the elastic vibration along the longitudinal direction of the vehicle body, and the primary and tertiary torsional vibrations of the chassis frame generated around the axis in the longitudinal direction of the vehicle body. The vibration linking means can promote the linking of these vibrations by taking into account the object of the vibration linking, and the vibration reducing effect on the cabin can be reliably obtained.

According to the fourth aspect of the present invention, among various forms of rigid body vibration generated in the cabin and the chassis frame, and various forms of elastic vibration generated in the chassis frame, a rigid body vibration is generated around the axis in the longitudinal direction of the vehicle body. Considering the rolling vibrations of the cabin and chassis frame that occur and at least one of the primary, secondary, and tertiary torsional vibrations of the chassis frame that occur around the longitudinal axis of the vehicle body as elastic vibrations, these are considered as the objects of vibration coordination. The vibration linkage can be promoted by the vibration linkage means, and the vibration reduction effect on the cabin can be reliably obtained.

According to the fifth aspect of the present invention, with respect to the bouncing vibration, the inverse phase linking action between the bouncing vibration of the cabin and the primary bending vibration in the vertical direction of the chassis frame is achieved.
It can be accelerated by the reverse phase setting means, and the vibration reduction effect on the cabin can be more reliably obtained.

According to the sixth aspect of the invention, regarding the pitching vibration, the rigid body vibration of the cabin can be controlled regardless of the weight change of the cabin by the control means for maintaining the node of the pitching vibration of the cabin at the fixed position of the cabin. hand,
The linking action of vibrations can be ensured.

According to the invention of claim 7, with respect to the rolling vibration, the rigid body vibration of the cabin can be controlled regardless of the weight change of the cabin by the control means for maintaining the center of rotation of the rolling vibration of the cabin at a fixed position of the cabin. As a result, it is possible to ensure the cooperative action of vibrations.

According to the invention of claim 8, the rigidity of the cabin is enhanced by the reinforcing means for reinforcing the cabin, and the elastic natural frequency of the cabin can be set higher than the elastic natural frequency of the lower order of the chassis frame. The resonance of elastic vibration between the cabin and the chassis frame can be suppressed, and the vibration reduction effect on the cabin can be reliably obtained.

According to the ninth aspect of the present invention, the adjustment for adjusting at least one of the weight ratio, the spring constant ratio, and the rigidity ratio between the cabin side and the chassis frame side to be substantially constant before and after the change in weight on the cabin side. By means of the means, the correlation of the vibration state between the cabin and the chassis frame can be adjusted to be almost constant regardless of the change in the weight of the cabin, and the linking action of the vibration between the cabin and the chassis frame can be ensured. It is possible to further ensure the effect of reducing the vibration.

According to the tenth aspect of the present invention, the means for adjusting the rigid body frequency ratio between the cabin side and the chassis frame side to be substantially constant before and after the change in weight on the cabin side allows the cabin to be changed regardless of the weight change of the cabin. It is possible to adjust the correlation of the vibration state between the chassis and the chassis frame to a substantially constant value, to ensure the cooperative action of the vibration between the cabin and the chassis frame, and to further ensure the vibration reduction effect on the cabin. You can

According to the eleventh aspect of the present invention, the means for moving the weight between the cabin side and the chassis frame side according to the weight change on the cabin side allows the space between the cabin and the chassis frame to be increased regardless of the weight change of the cabin. The correlation of the vibration states can be adjusted to be substantially constant, the linking action of the vibration between the cabin and the chassis frame can be ensured, and the vibration reducing effect on the cabin can be further ensured.

According to the twelfth aspect of the present invention, the means for changing the spring constant of the mount member in accordance with the change in weight on the cabin side makes the correlation between the vibration state between the cabin and the chassis frame irrespective of the change in weight of the cabin. It can be adjusted to a substantially constant value, and the linking action of vibrations between the cabin and the chassis frame can be ensured, and the vibration reduction effect on the cabin can be further ensured.

According to the thirteenth aspect of the present invention, among elastic vibrations of the chassis frame, at least the elastic natural frequencies of the first-order and second-order bending vibrations in the vertical direction and the first-, second- and third-order torsional vibrations of the cabin frame With the vibration setting means set to be lower than the elastic natural frequency, resonance of elastic vibration between the cabin and the chassis frame can be suppressed, and a vibration reducing effect on the cabin can be reliably obtained.

According to the fourteenth aspect of the present invention, the rigidity of the chassis frame is large in the front and rear portions of the vehicle body, middle in the central portion, and small in the portion connecting the central portion to the front and rear portions. By setting the frame structure, the elastic vibration generated in the chassis frame can be appropriately adjusted, and the vibration reducing effect on the cabin can be reliably obtained.

According to the fifteenth aspect of the present invention, by supporting the cabin only at the central portion of the frame structure, the cabin can be stably supported without being affected by the elastic vibration state of the chassis frame.

[Brief description of drawings]

FIG. 1 is an explanatory diagram for explaining a vehicle body vibration state targeted by the present invention.

FIG. 2 is an explanatory diagram for explaining a linked state of bouncing vibration of the cabin and chassis frame and primary bending elastic vibration of the chassis frame.

FIG. 3 is an explanatory diagram for explaining a linked state of pitching vibrations of the cabin and the chassis frame and secondary bending elastic vibrations of the chassis frame.

FIG. 4 is an explanatory diagram for explaining a linking action between the bouncing vibration of the cabin and the chassis frame and the primary bending elastic vibration of the chassis frame.

FIG. 5 is an explanatory diagram for explaining a linking action between rolling vibration of the cabin and the chassis frame and secondary torsional elastic vibration of the chassis frame.

FIG. 6 is an explanatory diagram for explaining a vibration linking action to be achieved by the present invention.

FIG. 7 is a graph showing a vibration reducing effect obtained by the vibration linking action shown in FIG.

FIG. 8 is a schematic view modeling a conventional structure of a vehicle body structure targeted by the present invention.

FIG. 9 is a schematic view modeling a vehicle body structure according to the present invention.

FIG. 10 is a schematic view in which the vehicle body structure according to the present invention is modeled to explain with other elements.

FIG. 11 is a schematic view of the vehicle body structure according to the present invention, which is modeled in order to explain with other elements.

FIG. 12 is a schematic exploded side view showing an example of a vehicle body structure in which the elements of FIGS. 9 to 11 are collectively configured.

FIG. 13 is a schematic exploded side view showing an example of a vehicle body structure according to the present invention.

FIG. 14 is a schematic exploded side view showing an example of a vehicle body structure according to the present invention.

15 is an enlarged perspective view of a main part of the vehicle body structure shown in FIG.

FIG. 16 is a schematic side view around a cabin showing an example of a vehicle body structure according to the invention.

FIG. 17 is an enlarged perspective view of a T portion in the direction of arrow in FIG.

FIG. 18 is an enlarged perspective view of a U portion of FIG.

FIG. 19 is an enlarged perspective view of a V portion of FIG.

20 is a schematic cross-sectional view taken along the line WW of FIG.

FIG. 21 is a schematic side view showing an example of a vehicle body structure according to the present invention.

FIG. 22 is a schematic side view showing an example of a vehicle body structure according to the present invention.

FIG. 23 is a schematic rear view showing an example of the vehicle body structure according to the present invention.

FIG. 24 is a schematic side view showing an example of a vehicle body structure according to the present invention.

FIG. 25 is an enlarged sectional view of an essential part showing an example of a mount member applied to the present invention.

FIG. 26 is a schematic side view showing another example of the mount member applied to the present invention.

FIG. 27 is a schematic side view showing another example of the mount member applied to the present invention.

FIG. 28 is a schematic side view showing another example of the mount member applied to the present invention.

FIG. 29 is a schematic configuration diagram showing an air mount mechanism applied to the present invention.

FIG. 30 is a schematic configuration diagram showing a liquid ring mount mechanism applied to the present invention.

FIG. 31 is a schematic side view of the vehicle body structure showing the mount structure installed between the cabin and the front body, applied to the present invention.

FIG. 32 is an enlarged view of an X portion as viewed from the arrow of FIG. 31.

FIG. 33 is a schematic side view showing an example of a vehicle body structure according to the invention.

FIG. 34 is an enlarged side view of the main parts of FIG. 33.

FIG. 35 is a schematic side view showing a vibrating state of the vehicle body structure shown in FIG. 33.

FIG. 36 is a schematic perspective view showing an example of a vehicle body structure according to the present invention.

FIG. 37 is a schematic exploded side view of the vehicle body structure shown in FIG. 36.

FIG. 38 is a schematic perspective view showing an example of a vehicle body structure according to the present invention.

FIG. 39 is a schematic exploded side view of the vehicle body structure shown in FIG. 38.

FIG. 40 is a schematic front sectional view showing an example of a vehicle body structure according to the invention.

FIG. 41 is a schematic perspective view showing a chassis frame structure applied to the present invention.

42 is a side view showing a primary bending elastic vibration state of the chassis frame structure of FIG. 41. FIG.

43 is a side view showing a secondary bending elastic vibration state of the chassis frame structure of FIG. 41. FIG.

44 is a side view showing the state of primary torsional elastic vibration of the chassis frame structure of FIG. 41. FIG.

45 is a side view showing a secondary torsional elastic vibration state of the chassis frame structure of FIG. 41. FIG.

FIG. 46 is a side view showing a state of tertiary torsion elastic vibration of the chassis frame structure of FIG. 41.

47 is a schematic side view of a vehicle body structure to which the chassis frame structure of FIG. 41 is applied.

48 is a plan view showing a specific example of the chassis frame structure of FIG. 41. FIG.

FIG. 49 is a side view showing a specific example of the chassis frame structure of FIG. 41.

FIG. 50 is an exploded perspective view of a seat portion showing an example of a structure for concentrating mass and rigidity in a vibration input portion from a chassis frame to a cab, which is applied to the present invention.

51 is a schematic exploded side view of a vehicle body structure to which the structure of FIG. 50 is applied.

FIG. 52 is a schematic perspective view of the vicinity of an engine showing an example of a structure in which engine accessories are applied to a suspension mounting portion of a chassis frame to which vibrations from the suspension are applied, which is applied to the present invention.

[FIG. 53] FIG. 53 is a diagram showing a suspension structure applied to the present invention, in which a mass / mass part for a vibration input portion to a chassis frame is inputted.
It is a principal part perspective view which shows an example of the structure which contributes to concentration of rigidity.

54 is a partially cutaway front view of the suspension of FIG. 53. FIG.

FIG. 55 is a diagram showing a suspension structure applied to the present invention, in which a mass / mass portion for a vibration input portion to the chassis frame is input.
It is a principal part side view which shows the other example of the structure which contributes to concentration of rigidity.

56 is a schematic perspective view of the structure of FIG. 55.

FIG. 57 is a diagram showing a suspension structure applied to the present invention, in which a mass / mass part for a vibration input portion to a chassis frame is applied.
FIG. 8 is a schematic exploded side view of a vehicle body structure showing another example of a structure that contributes to concentration of rigidity.

58 is an enlarged exploded perspective view of a main part of the structure of FIG. 57.

59 is an enlarged sectional view of an essential part of the structure shown in FIG. 58.

FIG. 60 is a schematic perspective view of a main portion showing another example of the structure of FIG. 58.

61 is a schematic side view for explaining support of thrust force in the structure of FIG. 58.

FIG. 62 is a diagram showing a disc brake device applied to the present invention, in which a mass / mass ratio with respect to a vibration input portion to a chassis frame is
FIG. 7 is a schematic perspective view of a disc brake attachment portion showing an example of a structure that contributes to concentration of rigidity.

63 is a schematic side view of the structure of FIG. 62. FIG.

64 is a side view of the Y section in FIG.

FIG. 65 is a schematic side view for explaining a vibration state of a rear body in a conventional structure of a vehicle body structure to which the present invention is applied.

FIG. 66 is a rear body mounting structure applied to the present invention, in which the mass of the vibration input portion to the chassis frame is
It is a schematic side view which shows an example of the structure which contributes to concentration of rigidity.

67 is an enlarged perspective view of a main part of the mount structure applied to FIG. 66.

FIG. 68 is a rear body mounting structure applied to the present invention, in which the mass of the vibration input portion to the chassis frame is
It is a schematic side view which shows the other example of the structure which contributes to concentration of rigidity.

69 is a schematic side view for explaining the operation of the structure of FIG. 68. FIG.

FIG. 70 is a schematic plan view of the front part of the chassis frame showing an example of the structure applied to the present invention, which contributes to the concentration of the mass and the rigidity with respect to the vibration input part to the chassis frame by utilizing the weight of the engine and the mission. It is a figure.

71 is a schematic side view of the structure of FIG. 70. FIG.

FIG. 72 shows the weight of a fuel tank applied to the present invention,
FIG. 3 is a schematic plan view of a rear portion of the chassis frame showing an example of a structure that contributes to concentration of mass and rigidity with respect to a vibration input portion to the chassis frame.

[Explanation of symbols]

 1 Upper body 2 Chassis frame 2a Front part of chassis frame 2b Center part of chassis frame 2c Rear part of chassis frame 2d Connection part of chassis frame 3 Cabin 4 Mounting member 11 Side sill 11a Inner side sill 14 Honeycomb structure 15 Cross member 15 17 Overfill 19 Reinforcing hardware 21 Reinforcing hardware 23 End hardware 25a to 25d Fuel tank 28a, 28b Fluid tank 31 Spare tire 32 Side frame 32a Side frame front part 32b Side frame center part 32c Side frame rear part 32d Side frame connecting part 34 Cabin side mount 36 Chassis frame side mount 37 Support member 38 Mounting member 45, 45a to 45c Upper mount mubar 49 Air mount 56 Liquid seal mount 66 mount rubber 67 rod 68 link member 70 guide member 72 stabilizer 74 stabilizer 77 seat 78 balance member 82 liquid encapsulation part 83 suspension mounting part

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI Technical display location F16F 9/10 (72) Inventor Akinori Utsunomiya 3-1, Fuchu-cho, Aki-gun, Hiroshima Mazda Motor Corporation (72) Inventor Takanobu Kamura No. 3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd. (72) Inventor Shigenori Ishida No. 3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima (72) Invention Person Katsuhiro Nakamura 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Motor Corporation

Claims (15)

[Claims] 1. In a vehicle body structure in which a cabin is elastically supported on a chassis frame via a mount member, a rigid body vibration generated in each of the cabin and the chassis frame in order to suppress vibration input to the cabin,
A vibration reducing structure for a vehicle body having a chassis frame, comprising a vibration linking means for promoting linking with elastic vibration generated in the chassis frame. 2. The vibration linking means includes bouncing vibrations of the cabin and the chassis frame that are the rigid body vibrations that occur in the vertical direction of the vehicle body, and upper and lower chassis frames that are the elastic vibrations that occur along the vehicle body longitudinal direction. The vibration reduction structure for a vehicle body having a chassis frame according to claim 1, wherein the vibration reduction structure promotes a linkage with a primary directional bending vibration. 3. The vibration linking means includes pitching vibrations of the cabin and the chassis frame which are the rigid body vibrations generated in the longitudinal direction of the vehicle body, and upper and lower parts of the chassis frame which are elastic vibrations generated along the longitudinal direction of the vehicle body. The directional secondary bending vibration and the cooperation with at least one of the primary and tertiary torsional vibrations of the chassis frame generated around the axis in the vehicle front-rear direction are promoted. Vibration reduction structure of the car body equipped with a chassis frame. 4. The vibration linking means generates rolling vibrations of the cabin and the chassis frame around the longitudinal axis of the vehicle body, which is the rigid body vibration, and around the longitudinal axis of the vehicle body, which is the elastic vibration. 2. The linkage with at least one of the primary, secondary and tertiary torsional vibrations of the chassis frame is promoted.
3. A vibration reducing structure for a vehicle body, comprising the chassis frame according to any one of items. 5. The vibration linking means includes a reverse phase setting means for promoting reverse phase linking between the bouncing vibration of the cabin and the primary bending vibration in the vertical direction of the chassis frame. A vibration reduction structure for a vehicle body, comprising the chassis frame according to Item 2. 6. The vibration reduction of a vehicle body having a chassis frame according to claim 3, wherein the vibration linking means includes control means for maintaining a node of pitching vibration of the cabin at a fixed position of the cabin. Construction. 7. The vibration of a vehicle body having a chassis frame according to claim 4, wherein the vibration linking means includes a control means for maintaining the center of rotation of rolling vibration of the cabin at a fixed position of the cabin. Reduced structure. 8. The vibration linking means sets an elastic natural frequency of the cabin to a low-order elastic natural vibration of the chassis frame so as to suppress resonance between elastic vibration of the cabin and elastic vibration of the chassis frame. 8. A vehicle body vibration reduction structure comprising a chassis frame according to claim 1, further comprising a reinforcing means for reinforcing the cabin so as to set the number higher than the number. 9. The vibration linking means adjusts at least one of a weight ratio, a spring constant ratio, and a rigidity ratio between the cabin side and the chassis frame side to be substantially constant before and after the weight change on the cabin side. 9. A vibration reducing structure for a vehicle body including a chassis frame according to claim 1, further comprising adjusting means for adjusting the vibration. 10. The adjusting means includes means for adjusting the rigid body frequency ratio between the cabin side and the chassis frame side to be substantially constant before and after the weight change on the cabin side. A vehicle body vibration reduction structure including the chassis frame described in. 11. The method according to claim 9, wherein the adjusting means includes means for moving the weight between the cabin side and the chassis frame side according to a change in weight of the cabin side. Vibration reduction structure of the car body equipped with the chassis frame. 12. The chassis frame according to claim 9, wherein the adjusting means includes means for changing a spring constant of the mount member according to a change in weight on the cabin side. Vibration reduction structure of the car body equipped with. 13. The vibration linking means, in order to suppress resonance between the elastic vibration of the cabin and the elastic vibration of the chassis frame, at least the primary / secondary bending in the vertical direction of the elastic vibration of the chassis frame. 13. The vibration setting means for setting the elastic natural frequencies of vibration, primary, secondary and tertiary torsional vibrations to be lower than the elastic natural frequency of the cabin, according to any one of claims 1 to 12. A vehicle body vibration reduction structure including the chassis frame described in. 14. The vibration setting means sets the rigidity of the chassis frame to be large in the front and rear portions of the vehicle body in the front-rear direction, medium in the central portion, and small in the portion connecting the central portion to the front and rear portions. The frame structure is a frame structure.
A vibration reduction structure for a vehicle body, comprising the chassis frame according to 3. 15. The vibration reducing structure for a vehicle body having a chassis frame according to claim 14, wherein the cabin is supported only at the central portion of the frame structure.