JPS6318549Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Technical Field of the Invention] The present invention relates to a cab suspension for a cab over engine type vehicle, and in particular, the rotation center of a stabilizer for controlling the inclination of the cab is the center of the tilt of the cab. By setting it off from
This invention relates to a cab suspension that prevents the stabilizer from interfering with controls such as a transmission control and facilitates its layout.

[Technical background and problems of the invention]

Conventionally, in cab suspensions, the first
As shown in the figure, the tilt center C of the cab 1 and the rotation center of the stabilizer 2 are generally set to coincide with each other. This is based on the fact that since the cab 1 tilts left and right about the tilt center C as a fulcrum, the tilt of the cab 1 can be effectively suppressed by installing the stabilizer 2 on the tilt center C.

By the way, since the cab 1 tilts, the controls such as the transmission control that connects the operating rod inside the cab and the transmission on the body frame should be placed at the center of the tilt, where it is least susceptible to the effects of tilting. It is desirable to go.

However, since the stabilizer 2 is disposed at the center of tilt as described above, the joints of the controls must be placed away from the center of tilt, making the layout difficult.

[Purpose of invention]

The present invention has been made to overcome the drawbacks of the prior art described above, and its purpose is to provide a cab suspension that allows easy layout of controls such as a transmission control.

[Example of idea]

Preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

In FIGS. 2 and 3, the cab 1 is provided on a vehicle body frame 3 so as to be tiltable about a tilt center C at the front end thereof as a fulcrum. In particular, in the embodiment, tilt brackets 4 are provided on both sides of the front end of the vehicle body 3 to allow vertical displacement of the cab 1.
A cab-side bracket 5 is attached to the bottom of the cab 1 at a position shifted to the rear of the tilt bracket 4.
A link arm 6 is provided between both brackets 4 and 5. One end of the link arm 6 is rotatably supported by the tilt bracket 4 and the other end by the cab side bracket 5 via support shafts 7 and 8, respectively.
The support shaft 7 on the tilt bracket side is used as the tilt center axis.

The support shaft 8 on the cab side bracket side is formed such that one end thereof projects toward the vehicle body from the bracket 5, and this projecting end portion 8a constitutes a support shaft that supports the cab side support end of the link 9, which will be described later. There is. Further, support shafts 7 and 8 are provided at both ends of the link arm 6.
A rubber bushing 10 is provided to cushion and support the vibrations, thereby insulating vibrations.

A shock absorber 11 and a U-shaped leaf spring 12 are stretched between the end of the link arm 6 on the vehicle body frame side and the cab 1 to elastically support the cab 1. The leaf spring 12 is disposed with its folded portion passing through the outer side of the cab-side end of the link arm 6.

Note that 13 and 14 are attached to the end of the link arm 6 on the vehicle frame side in order to elastically buffer the sinking of the cab 1 that sinks against the elastic force of the shock absorber 11 and the leaf spring 12 and to restrict it to a certain range. A rubber elastic shock absorbing member and a regulating member are provided facing closer to the bottom of the cab.

A stabilizer 15, which is formed into a U-shape with both side portions 15a bent in the same direction, is rotatably provided on the vehicle body frame 3 via a bearing bracket 16 parallel to the tilt center axis. This stabilizer 15 suppresses the inclination of the cab 1 in the vehicle width direction, and its width is the same as that of the tilt bracket 4.
The rotation center is set to be smaller than the width between the tilt center C and the center of rotation is x horizontally backward and y vertically downward from the tilt center C.
It is set at a distance. As shown in FIG. 4, the bearing bracket 16 has an integral rubber bush 17 for rotatably supporting the stabilizer 15 while cushioning it, and is a fixed bracket provided on the vehicle body frame 3 at appropriate intervals in the vehicle width direction. 18
are fixed respectively.

Both ends 15a of the stabilizer 15 and the cab 1 are connected by a link 9 for absorbing the difference in rotation locus at the time of tilt. In the embodiment, the length of both end arm portions 20 of the stabilizer 15 and the length of the link arm 6 are the same, and the distance between the rotation center of the stabilizer 15 and the tilt center axis is the same as the length of the link 9, These exactly constitute parallel links, and stabilizer 1
The arms 20 at both ends of the cab 1 can be smoothly displaced as the cab 1 is tilted. Note that the arm portions 20 and the like at both ends of the stabilizer 15 do not necessarily have to constitute parallel links. A pin 22 is attached to one end of the link 9 to rotatably fix a link 21 formed at the tips of the arms 20 at both ends of the stabilizer 15, and a pin 22 is attached to the other end of the link 9, which is fixed to the cab side bracket 5. A bearing portion 23 is formed to rotatably fit onto the protruding end portion 8a of the support shaft 8. In particular, a metal bushing 25 is fixed to the bearing portion 23 of the link 9 via a vibration absorbing rubber bushing 24, and the metal bushing 25 is rotatably fitted onto the protruding end portion 8a. Further, a ring-shaped stopper 26 for restricting displacement (prying) of the rubber bush 24 in the axial direction is provided at the tip of the protruding end 8a.
It is fixed via 7.

Next, the operation of the embodiment will be described.

When the cab 1 tries to tilt when driving on a curve, etc., the load at that time is applied to the cab side bracket 5.
The reaction force is applied to both end arm portions 20 of the stabilizer 15 via the link 9, and the reaction force acts on the cab-side bracket 5 via the link 9, so that the tilting of the cab 1 is suppressed.

By the way, in the present invention, as mentioned above, since the stabilizer 15 is provided apart from the tilt center C, the joints of controls such as transmission controls can be placed at the tilt center where there is less influence during tilt, and the controls layout is easy.

Furthermore, since a stopper 26 is provided on the support shaft (specifically, the protruding end portion 8a) to restrict the displacement of the rubber bushing 24 in the axial direction, the rubber bushing 24 is larger than necessary due to the displacement of the cab 1 in the vehicle width direction. The stabilizer prevents prying deformation and connects the cab side bracket to the frame, so the lateral load on the cab when driving around curves is supported by the stabilizer, preventing the cab from swaying in the lateral direction. Improves durability.

On the other hand, when tilting the cab 1, the links 9 are spanned between both ends 15a of the stabilizer 15 and the cab 1 to form a so-called four-link configuration.
The cab 1 can be tilted smoothly because it absorbs the difference in the rotation trajectory between the two.

In addition, in order to restrict the displacement of the stabilizer 15 in the axial direction, the stabilizer 15 is moved as shown in FIG.
An annular groove 28 may be formed in the bearing bracket 16, and a rubber bush 19 provided on the bearing bracket 16 may be fitted into this groove 28.

[Effect of idea]

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

(1) Since the stabilizer is placed away from the center axis of the tilt, the joints of the transmission controls and other controls can be placed at the center of the tilt where they are less affected by tilting, making the layout of the controls easier. .

(2) Since links are provided between both ends of the stabilizer and the cab to absorb the difference in rotation trajectory between them, the cab can be tilted smoothly.

(3) By providing a rubber bushing on the cab-side supporting end of the link that supports the supporting shaft while cushioning it, it is possible to isolate vibrations from the vehicle frame side, and also to restrict axial displacement of the rubber bushing on the supporting shaft. By providing a stopper to
It prevents excessive prying deformation of the rubber bushing due to displacement of the cab in the vehicle width direction, restricts displacement of the cab in the lateral direction, and almost eliminates lateral shaking of the cab, improving its durability. Improvements can be made.

[Brief explanation of the drawing]

Fig. 1 is a schematic front view of a conventional cab suspension, Fig. 2 is a side view of essential parts showing an embodiment of the present invention, Fig. 3 is a sectional view taken along the line shown in Fig. FIG. 5 is a sectional view showing a modified example of the bearing bracket. In the figure, 1 is a cab, 3 is a body frame, 9 is a link, 15 is a stabilizer, and 15a are both ends thereof.

Claims (1)

[Claims for Utility Model Registration] (1) In a cab suspension in which a cab is pivotally supported on a vehicle body frame so as to be tiltable, both ends thereof are bent in the same direction on the vehicle body frame in parallel with the tilt center axis. 1. A cab suspension, characterized in that a stabilizer is rotatably provided, and both ends of the stabilizer and the cab are connected by a link for absorbing a difference in rotation locus during tilting. (2) The cab suspension according to claim 1, wherein the cab-side support end of the link has a rubber bushing that cushions and supports the support shaft. (3) The cab suspension according to claim 2, wherein the support shaft has a stopper for regulating displacement of the rubber bushing in the axial direction.