WO2019030248A1 - Palier pour une cabine de conducteur d'un véhicule - Google Patents

Palier pour une cabine de conducteur d'un véhicule Download PDF

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Publication number
WO2019030248A1
WO2019030248A1 PCT/EP2018/071439 EP2018071439W WO2019030248A1 WO 2019030248 A1 WO2019030248 A1 WO 2019030248A1 EP 2018071439 W EP2018071439 W EP 2018071439W WO 2019030248 A1 WO2019030248 A1 WO 2019030248A1
Authority
WO
WIPO (PCT)
Prior art keywords
leaf spring
bearing
vehicle
rail
cab
Prior art date
Application number
PCT/EP2018/071439
Other languages
German (de)
English (en)
Inventor
Franz Lorey
Original Assignee
Edag Engineering Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Edag Engineering Gmbh filed Critical Edag Engineering Gmbh
Publication of WO2019030248A1 publication Critical patent/WO2019030248A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D33/00—Superstructures for load-carrying vehicles
    • B62D33/06—Drivers' cabs
    • B62D33/063—Drivers' cabs movable from one position into at least one other position, e.g. tiltable, pivotable about a vertical axis, displaceable from one side of the vehicle to the other
    • B62D33/067—Drivers' cabs movable from one position into at least one other position, e.g. tiltable, pivotable about a vertical axis, displaceable from one side of the vehicle to the other tiltable
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D33/00—Superstructures for load-carrying vehicles
    • B62D33/06—Drivers' cabs
    • B62D33/0604—Cabs insulated against vibrations or noise, e.g. with elastic suspension

Definitions

  • the present invention relates to a bearing for a cab of a vehicle, in particular a cab of a truck.
  • a cab for occupants is disposed above a chassis frame which rotatably supports the wheels of the truck.
  • the cab is located above the engine of the truck and the radiator of the engine.
  • the design of such a bearing causes problems because the requirements for protection against an accident, such as high stability of the construction and the best possible damping of road bumps in relation to a Increase of comfort partially contradictory.
  • the bearing in the design should be simple and inexpensive to implement and low maintenance.
  • the camp should have a long life. Therefore, the object of the present invention is to provide a bearing for a cab of a vehicle, with which the aforementioned problems can be solved.
  • a warehouse for a driver's cab of a vehicle is to be provided, which reliably and simply permanently realizes a storage of the driver's cab in all traffic situations in accordance with the requirements therefor.
  • the cab bearing has a very simple construction which optimizes decoupling of the cab from the chassis frame. Due to its construction, the bearing releases movement spaces for energy reduction in the event of an accident without losing the connection between the driver's cab and the chassis or chassis frame. As a result, both in normal operation of the vehicle, in particular of the truck, for the occupants of the cab a great comfort can be offered as well as in the event of an accident, the safety of the occupants are realized in the best possible way.
  • the bearing design requires only a few components, the bearing is also cost effective to manufacture as well as in the assembly as well as in the maintenance.
  • the construction of the bearing can replace conventional stabilizers which distribute lateral forces on spring-damper systems of both sides of the vehicle in previous vehicles. Due to the described construction, a very compact construction in the front region of the vehicle, in particular of the truck, is possible.
  • At least one rail has a retainer configured to retain the leaf spring with the resilient member at a normal operating position in the receptacle at the at least one point between the ends of the leaf spring, and which in an accident restricts the movement of the leaf spring the opening allows.
  • the retaining element is for example a screw or a bolt.
  • FIG. 4 shows a detailed view of the bearing according to the first embodiment
  • 5 shows a partial sectional view of the vehicle of Figure 1 in the region of the cab and the bearing according to the first embodiment.
  • FIG. 6 is a diagram for illustrating the function of the bearing according to the first embodiment
  • FIG. 11 is a diagram for illustrating the function of a bearing according to a modification of the third embodiment
  • FIG. 12 is a view of fasteners for the bearing according to a modification of the third embodiment; and FIGS. 13 and 14 each show a detailed view of a mounting of the bearing according to a fourth exemplary embodiment.
  • FIG. 1 shows a sectional view of a vehicle 1, which in FIG. 1 is an example of a lorry, in particular a semi-trailer.
  • the vehicle 1 may instead of a truck for the carriage of goods but also another vehicle, such as a bus, in particular a coach and / or double-decker bus to carry passengers.
  • the Fahrzeus 1 an agricultural machine, in particular a tractor, a combine harvester, etc .. or a Rail vehicle is.
  • the driver, one or more passengers and other passengers are respectively occupants of the vehicle. 1
  • the vehicle 1 has a chassis or chassis frame 10 on which in the example of Fig. 1 front wheels 11 and rear wheels 12 are rotatably mounted. At its front end of the chassis frame 10 is completed with a bumper 13. On an airfoil 14 of the chassis frame 10, any structure for receiving goods can be received at at least one point of the chassis frame 10, as shown in Fig. 1 as an example.
  • the structure may be a container, a box for a refrigerated truck, and so on. If the vehicle 1 is not a semitrailer, the vehicle 1 may have as a structure a bed, a flatbed body with tarpaulin, etc.
  • the cab 20 is mounted with a first bearing 30 on the front of the vehicle 1, more precisely in the region of the front end of the chassis frame 10.
  • the cab 20 is mounted with a second bearing 40 farther back on the vehicle 1, more precisely in the area behind the front wheels 11, on the chassis frame 10.
  • a rail 33 and a leaf spring 35 are visible from the first bearing 30.
  • the other components of the first bearing 30 are described in more detail with reference to FIGS. 3 to 8.
  • the first and second bearings 30, 40 of the vehicle 1 are configured such that the driver's cab 20 is pivotable and / or tiltable about a pivoting or tilting axis 23.
  • the cab 20 can be lifted from the second bearings 40 and pivoted so far about the pivoting or tilting axis 23 and / or tilted that an engine compartment of the vehicle 1 is opened.
  • a motor 50 for driving the vehicle 1 is incorporated in a movement and a radiator 60 for cooling the motor 50, as shown in Fig. 2 is very schematically illustrated.
  • the pivoting or tilting axis 23 is arranged at one end of a damper 32 of the first bearing 30.
  • the first and second dampers 31, 32 are spaced from each other by a first distance AI on the chassis frame 10 such that one end of the leaf spring 35 can be received on each damper 31, 32.
  • the dampers 31, 32 each support one end of the leaf spring 35 on the chassis frame 10.
  • the first and second rails 33, 34 are arranged on the chassis frame 10 between the dampers 31, 32.
  • the leaf spring 35 has the largest cross section in its center. In the direction of the ends of the cross section of the leaf spring 35 tapers to the turn thickened ends 351, in which the leaf spring 35 is received by an elastic member 37 to the respective dampers 31, 32.
  • the cross section of the leaf spring 35 which is parallel to a direction of movement of a damping element of the dampers 31, 32, tapers.
  • the elastic element 37 may in particular be a dimensionally stable, but elastically deformable plastic, which deforms elastically under tensile and compressive load, but then reverts to its original, undeformed shape.
  • a plastic may be, for example, an elastomer.
  • other elastic materials for the elastic element 37 are conceivable, which can fulfill the function of the leaf spring 35 described below.
  • the first rail 33 has a rail opening 331.
  • the second rail 34 has a rail opening 341.
  • the first and second rails 33, 34 receive the leaf spring 35 at their periphery in the respective rail opening 331, 341, respectively.
  • Each of the rails 33, 34 thus encloses the leaf spring 35.
  • an elastic member 37 is arranged between the respective rail openings 331, 341 and the leaf spring 35.
  • the elastic element 37 surrounds the leaf spring 35 at least partially.
  • the elastic member 37 may be made of the same material as the elastic member 36.
  • the first and second rails 33, 34 are spaced apart from one another by a second distance A2 on the chassis frame 10. Between the rails 33, 34, the motor 50 and the radiator 60 can be arranged.
  • the second distance A2 is smaller than the first distance AI.
  • the second distance A2 is arranged symmetrically to the first distance AI in FIG.
  • the center of each of the two distances AI, A2 lies on a symmetry line of the vehicle 1, as can be seen from FIGS. 3 and 4.
  • the center of the leaf spring 35 is freely movably mounted on the rails 33, 34.
  • Fig. 4 as well as in Fig. 1, Fig. 3 and Fig. 5, also illustrates that the rail opening 331, 341 of the first and second rails 33, 34 each have a special contour, which are in particular arcuate.
  • the rail opening 331 is bent so that it is located from its front or first end 3311, which is disposed between the dampers 31, 32 and the front of the vehicle 1, both further to the rear of the chassis frame 10 and down to the chassis frame 10 as well is bent laterally in the direction of the wheels 11.
  • the rear or second end 3312 of the rail opening 331 is located both below the front end 3311 of the first rail 33 on the chassis frame 10 and further back in the chassis frame 10 than the front end 3311 of the first rail 33.
  • front end 3311 is closer The center of the leaf spring 35 and the center of the vehicle 1 and its longitudinal axis arranged as the rear end 3312.
  • the second rail 34 and the rail opening 341 have the same configuration, which is mirrored on the longitudinal axis of the vehicle 1.
  • a movement between the positions 35A, 35B, 35C forms a spring movement of the leaf spring 35 in the normal operating state of the vehicle 1.
  • the spring movement in the position 35B is an elongation of the leaf spring 35 between the two dampers 31, 32 at the ends of the leaf spring
  • Such elongation of the leaf spring 35 is an operational elongation of the leaf spring 35.
  • the operational elongation of the leaf spring 35 results from the up and down movement of the cab 20 during operation.
  • a frictional force FR_A acts on the leaf spring 35.
  • a frictional force FR_C acts on the leaf spring 35.
  • the leaf spring 35 has the thickened end 351 which is received on a receiving element 311 of the first damper 31.
  • the thickened end 351 of the leaf spring 35 is designed as a ring which surrounds the elastic element
  • the leaf spring 35 is made in the same way as to be received by the second damper 32 as shown in FIG.
  • the first damper 31 has a piston 312, at one end of which the receiving element 311 is fastened.
  • the piston 312 is movable relative to a cylinder 313 which is sustainable with a support member 314 on the chassis frame 10.
  • the support element 314 is designed in such a way that the support element 314 can be fastened to the chassis frame 10 at its end, which faces away from the cylinder 313.
  • the damper 32 is made in the same manner.
  • the second damper 32 has a receiving element 321, a piston 322, a cylinder 323 and a support element 324.
  • the two dampers 31, 32 are arranged approximately perpendicular to the chassis frame 10.
  • the cab 20 is connected to the chassis frame 10 via the leaf spring 35.
  • the leaf spring 35 is in this case designed and attached to the chassis frame 10, that no further stabilizer is required and a very good decoupling of the cab 20 is achieved by the chassis frame 10. This is achieved in that the leaf spring 35 achieves the stabilizing effect by constructive measures, such as the thickening described with reference to FIG. 7 at the ends 351 of the leaf spring 35. The thickened ends 351 reinforce the leaf spring 35.
  • the two dampers 31, 32 pivot or buckle from their starting position or rest position according to FIG. 4, according to FIG. 5 is arranged at the front rail end 3311, rearwardly toward the rear end 3312 of the rails 33, 34, which is shown in Fig. 5.
  • the leaf spring 35 moves from the bearing in the elastic member 37 on the rails 33, 34 at the front rail end 3311 toward the rear end 3312 of the rails 33, 34.
  • the leaf spring 35 along the rails 33, 34 moved.
  • the leaf spring 35 performs a translatory movement in the front region of the rails 33, 34 due to the previously described embodiment of the rails 33, 34 and in the rear region of the rails 33, 34 a 90 ° turn through.
  • the leaf spring 35 against the motor 50 and / or the radiator 60 cushion.
  • the rotation of the leaf spring 35 is controlled by the geometry of the rails 33, 34.
  • the rotation of the leaf spring 35 may be less than or more than 90 °.
  • the contour of the rail openings 331, 341 forms a link guide for the leaf spring 35.
  • the slotted guide allows derivation of the leaf spring on the rails 33, 34th
  • the cab 20 should perform this movement and thus release additional freedom of movement in an accident. Again, depending on the accident, a certain elongation of the leaf spring 35 occur.
  • the elastic element 37 is designed such that it can deform so that it can move through the narrowing of the rail 33 in the retaining element 335. Similar to a drop of water, the elastic element 37 slips through the narrowing of the rail 33 in the retaining element 335 in the event of an accident. As a result, the energy acting on the vehicle 1 and the bearing 30 in the event of an accident can be reduced in a controlled manner.
  • the rail 34 is designed in the same way.
  • the leaf spring 35 is constructed such that the leaf spring 35 does not break even in an accident. This allows the leaf spring 35 in this case, the cab 20 and the chassis frame 10 continue to connect.
  • the bearing 30 forms a movable but inseparable and / or permanent connection between the cab 20 and the chassis frame 10.
  • the mounting of the leaf spring 35 by means of the elastic members 36 on the dampers 31, 32 provides a special storage of the leaf spring 35, which Lengths of the leaf spring 35 allows, for example, when a driver enters the cab 20 and thereby loads the bearing 30 and in particular the leaf spring 35 is loaded from above with a compressive force.
  • the bearing 30 forces are passed through an A-pillar 22 of the cab 20 in the chassis frame 10 and not a side member.
  • more than two rails 33, 34 are provided. Also by the storage and guidance of the leaf spring 35 can be ensured in the rail 33 or 34, as described above. Depending on the space available, it is also possible in this case to arrange one of the rails 33, 34 at the center of the leaf spring 35 or to arrange a further pair of rails between the rails 33, 34. In this case, it is not mandatory that the leaf spring 35 is held in all the rails 33, 34 by an elastic element 37.
  • 9 shows schematically a bearing 300 according to a second embodiment.
  • the bearing 300 is largely constructed in the same manner as previously described for the bearing 30 according to the first embodiment. However, in the bearing 300, the dampers 31, 32 are arranged obliquely to each other. More specifically, the distance between the receiving elements 311, 321 is greater than the distance between the support elements 314, 324. In this way, a storage of the cab 21 on the chassis frame 10 can be achieved with the advantageous properties, as previously with respect to the first embodiment described.
  • the cross section D may be equal to or only slightly larger than the cross section of the leaf spring 35.
  • the elastic member 3700 and the leaf spring 35 are fixed to the rail 33 with fixing members 3710.
  • the leaf spring 35 can move between an upwardly bent position 35A, a neutral position 35B and a downwardly bent position 35C, as previously described with reference to FIGS. 6 and 11.
  • FIG. 13 and 14 show in a sectional view and a plan view with respect to a further variant for attachment of a leaf spring 350 to the dampers 31, 32 which can be used according to a fourth embodiment in a bearing 30 or a bearing 300.
  • the leaf spring 350 tapers at its end 352.
  • the tapered leaf spring end 352 is guided by a clamping pliers 381 and secured to the end 352 with a bolt 382 which passes through an opening 353 of the leaf spring 350 is.
  • the gripper 381 serves as a connection to the damper 31 or 32.
  • the gripper 381 may have an eyelet 3811 with an opening 3812.
  • the tapered leaf spring end 352 is surrounded by an elastic element 360.
  • the elastic element 360 is mounted in a metal sleeve 383, which serves as a connection to the cab 20.
  • the metal sleeve 383 has an eyelet 3831 with an opening 3832.
  • the metal sleeve 383 is narrower than the elastic member 360 to compensate for the operational lengths of the leaf spring 350.
  • the elastic member 360 is designed to allow twisting in the event of an accident.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

L'invention concerne un palier (30 ; 300) pour une cabine de conducteur (20) d'un véhicule (1). Le palier (30 ; 300) comprend un ressort à lames (35 ; 350) servant à supporter la cabine de conducteur (20) sur un cadre de châssis (10) du véhicule (1), un dispositif de réception (33 ; 34) servant à recevoir le ressort à lames (35 ; 350) sur au moins un point entre les extrémités (351) du ressort à lames (35 ; 350), et un élément (37 ; 370, 3700) élastique qui est disposé entre le dispositif de réception (33 ; 34) et le ressort à lames (35 ; 350). Le dispositif de réception (33 ; 34) comporte une ouverture (331, 341) présentant un contour, le long duquel le ressort à lames (35 ; 350) peut être déplacé par translation en partant du ou des points entres les extrémités (351) du ressort à lames (35 ; 350) et exécute ce faisant une rotation.
PCT/EP2018/071439 2017-08-09 2018-08-07 Palier pour une cabine de conducteur d'un véhicule WO2019030248A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE202017104785.7 2017-08-09
DE202017104785.7U DE202017104785U1 (de) 2017-08-09 2017-08-09 Lager für Fahrerhaus eines Fahrzeugs

Publications (1)

Publication Number Publication Date
WO2019030248A1 true WO2019030248A1 (fr) 2019-02-14

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PCT/EP2018/071439 WO2019030248A1 (fr) 2017-08-09 2018-08-07 Palier pour une cabine de conducteur d'un véhicule

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DE (1) DE202017104785U1 (fr)
WO (1) WO2019030248A1 (fr)

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