JPH11170942A - Collision-safety vehicle body structure of cab-over-engine vehicle - Google Patents
Collision-safety vehicle body structure of cab-over-engine vehicleInfo
- Publication number
- JPH11170942A JPH11170942A JP9344605A JP34460597A JPH11170942A JP H11170942 A JPH11170942 A JP H11170942A JP 9344605 A JP9344605 A JP 9344605A JP 34460597 A JP34460597 A JP 34460597A JP H11170942 A JPH11170942 A JP H11170942A
- Authority
- JP
- Japan
- Prior art keywords
- cab
- chassis frame
- torsion bar
- over
- vehicle body
- Prior art date
- Legal status (The legal status 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 status listed.)
- Granted
Links
Landscapes
- Body Structure For Vehicles (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、シャシフレーム前
部に運転台（以降キャブという）を設置して運転者着座
位置が概ねエンジン位置より前方に位置する貨物車（以
降キャブオーバトラックという）におけるキャブマウン
トの取り付け構造に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a cab for a freight car (hereinafter referred to as a cab over truck) in which a driver's cab (hereinafter referred to as a cab) is installed at a front portion of a chassis frame and a driver's seating position is located substantially ahead of an engine position. Related to the mounting structure of the mount.
【０００２】[0002]
【従来の技術】図５は、キャブオーバトラックの概要を
示す説明図である。全体を符号１で示すキャブオーバト
ラックは、シャシフレーム１０の前部にキャブ２０を備
え、キャブ２０の後方のシャシフレーム１０上に荷台１
５を有する。キャブ２０の床下にはエンジン４０が搭載
され、エンジン４０等にアクセスするために、キャブ２
０は前方に傾動するチルト機構により支持される。2. Description of the Related Art FIG. 5 is an explanatory diagram showing an outline of a cab overtrack. The cab overtrack, which is generally designated by reference numeral 1, has a cab 20 at the front of the chassis frame 10 and a loading platform 1 on the chassis frame 10 behind the cab 20.
5 An engine 40 is mounted under the floor of the cab 20, and the cab 2 is used to access the engine 40 and the like.
0 is supported by a tilt mechanism that tilts forward.
【０００３】図６は、キャブ前部のシャシフレーム１０
に対する取り付け構造を示す説明図である。平行に配設
される２本のシャシフレーム１０の前端部１２に、左右
のキャブマウントブラケット３０がボルト３２により固
着される。左右のキャブマウントブラケット３０を貫通
してキャブクロスパイプ３４が配設され、キャブクロス
パイプ３４内にトーションバーが挿入される。そしてト
ーションバーレバー３６上にキャブフロアレール２２が
固着される。キャブフロアレール２２の上部にキャブ２
０のフロアパネルが取り付けられる。FIG. 6 shows a chassis frame 10 at the front of the cab.
It is explanatory drawing which shows the attachment structure with respect to. Left and right cab mount brackets 30 are fixed to the front ends 12 of the two chassis frames 10 arranged in parallel with bolts 32. A cab cross pipe 34 is provided to penetrate the left and right cab mount brackets 30, and a torsion bar is inserted into the cab cross pipe 34. Then, the cab floor rail 22 is fixed on the torsion bar lever 36. Cab 2 on top of cab floor rail 22
0 floor panels are attached.
【０００４】キャブ２０の後部は、キャブチルトロック
機構により、シャシフレーム１０に対して離脱自在に固
着される。トーションバー３４のスプリング機能によっ
て、シャシフレーム１０からキャブ２０に伝達される振
動が緩衝され、キャブ２０を前方にチルトする際の助力
が発生する。キャブ２０の後部には、キャブチルトロッ
ク機構が設けてあり、キャブをシャシフレーム１０に固
定する。The rear portion of the cab 20 is detachably fixed to the chassis frame 10 by a cabill lock mechanism. Due to the spring function of the torsion bar 34, the vibration transmitted from the chassis frame 10 to the cab 20 is buffered, and assisting in tilting the cab 20 forward is generated. A cab lock mechanism is provided at the rear of the cab 20 to fix the cab to the chassis frame 10.
【０００５】[0005]
【発明が解決しようとする課題】このような構造を有す
るキャブオーバトラック１が、例えば他のトラック２に
追突したとすると、前方のトラック２のシャシフレーム
３の後端の地上高寸法Ｈ2は、キャブオーバトラック１
のシャシフレーム１０の前端部の地上高寸法Ｈ1よりも
高い場合もある。このときには、衝撃力は、キャブオー
バトラック１のキャブ２０に入力される。If the cab-over track 1 having such a structure collides with another track 2, for example, the ground height H 2 at the rear end of the chassis frame 3 of the front track 2 is: Cab Overtrack 1
If higher than ground clearance dimension H 1 of the front end of the chassis frame 10 also. At this time, the impact force is input to the cab 20 of the cab overtrack 1.
【０００６】キャブオーバトラック１の車軸方向の剛性
は、キャブ２０に比べてシャシフレーム１０の方が大き
い。そこで、キャブ２０に対する衝撃力をシャシフレー
ム１０側に効率よく伝達することによって、キャブオー
バトラック１全体の衝撃吸収効率は向上する。例えば、
実開平６−１３９８７号公報は、キャブクロスパイプに
リンクを設けて、キャブフロントレバーに衝撃力が作用
したときに、この衝撃力をリンクを介してキャブマウン
トブラケットを貫通するトーションバーに伝達する構造
を開示する。[0006] The rigidity of the cab overtrack 1 in the axle direction is greater in the chassis frame 10 than in the cab 20. Thus, by transmitting the impact force to the cab 20 to the chassis frame 10 efficiently, the impact absorption efficiency of the entire cab overtrack 1 is improved. For example,
Japanese Utility Model Laid-Open Publication No. Hei 6-13987 discloses a structure in which a link is provided in a cab cross pipe, and when an impact force is applied to a cab front lever, the impact force is transmitted to a torsion bar penetrating the cab mount bracket through the link. Is disclosed.
【０００７】この構造にあっては、トーションバーを支
持するキャブマウントブラケットが静止していることが
衝撃力を伝達する上で必要であり、慣性力によってトー
ションバーとキャブマウントブラケットが車体前方へ移
動してしまうと、荷重の伝達は充分に達成されない。本
発明は、シャシマウントブラケットの変形を防止する構
造によって、キャブに対する衝撃入力を効果的にシャシ
フレーム側へ伝達する衝突安全車体構造を提供する。In this structure, it is necessary for the cab mount bracket supporting the torsion bar to be stationary in order to transmit the impact force, and the torsion bar and the cab mount bracket are moved forward by the inertia force. In this case, the load cannot be sufficiently transmitted. The present invention provides a collision safety vehicle body structure that effectively transmits a shock input to a cab to a chassis frame side by a structure that prevents deformation of a chassis mount bracket.
【０００８】[0008]
【課題を解決するための手段】本発明のキャブオーバ車
両の衝突安全車体構造は、トラックのシャシフレームを
構成するクロスメンバと、キャブフロアレールに当接し
てキャブをチルト方向へ回動させるトーションバーレバ
ーとを備え、該トーションバーレバーは後方へ延長され
て、前記クロスメンバに当接するストッパ部を備えるも
のである。According to the present invention, there is provided a collision safety vehicle body structure for a cab-over vehicle, comprising a cross member constituting a chassis frame of a truck, and a torsion bar lever for rotating the cab in a tilt direction by contacting a cab floor rail. And the torsion bar lever is extended rearward and has a stopper portion which comes into contact with the cross member.
【０００９】[0009]
【発明の実施の形態】図１は、本発明の車体構造を示す
斜視図、図２は側面図、図３は下面図、図４はトーショ
ンバーレバーの斜視図である。キャブオーバトラック１
のフロントＦＴ側のシャシフレーム１０の前端部には、
ボルト３２によりキャブマウントブラケット３０が固定
される。キャブマウントブラケット３０はトーションバ
ーレバー３６を介してキャブフロアレール２２を支持す
る。キャブフロアレール２２は、キャブのフロアパネル
２１とともにキャブフロントパネル２３を支持する。FIG. 1 is a perspective view showing a vehicle body structure according to the present invention, FIG. 2 is a side view, FIG. 3 is a bottom view, and FIG. 4 is a perspective view of a torsion bar lever. Cab Overtrack 1
The front end of the chassis frame 10 on the front FT side of
The cab mount bracket 30 is fixed by the bolt 32. The cab mount bracket 30 supports the cab floor rail 22 via a torsion bar lever 36. The cab floor rail 22 supports the cab front panel 23 together with the cab floor panel 21.
【００１０】トーションバーレバー３６は、後方へ延び
る延長部３６ａを有し、この延長部３６ａは下端部の折
返し部３６ｂを介して当接部３６ｃに接続するストッパ
部を形成する。この当接部３６ｃは、シャシフレーム１
０を横方向に連結するクロスメンバ７０に対向する位置
に配設され、両者の間にはある程度のギャップが設けら
れる。The torsion bar lever 36 has an extended portion 36a extending rearward, and the extended portion 36a forms a stopper portion connected to the contact portion 36c via a folded portion 36b at the lower end. The contact portion 36c is provided in the chassis frame 1
0 is disposed at a position facing the cross member 70 that connects the 0 in the lateral direction, and a certain gap is provided between the two.
【００１１】図２は、キャブのフロントパネル２３に衝
撃力Ｓ1が入力した場合の作動を示す。この衝撃力Ｓ1に
よって、キャブフロントパネル２３、キャブフロアパネ
ル２１、キャブフロアレール２２、トーションバーレバ
ー３６と、このトーションバーレバー３６を支持するキ
ャブマウントブラケット３０は、車体後方へ向けて変形
する。この変形によりトーションバーレバー３６の当接
部３６ｃは、クロスメンバ７０に当接して反力を発揮す
る。[0011] Figure 2 illustrates the operation of the case where impact force S 1 is inputted to the front panel 23 of the cab. This impact force S 1, cab front panel 23, the cab floor panel 21, the cab floor rail 22, the torsion bar lever 36, cab mount bracket 30 for supporting the torsion bar lever 36 is deformed toward the rear of the vehicle body. Due to this deformation, the contact portion 36c of the torsion bar lever 36 contacts the cross member 70 and exerts a reaction force.
【００１２】なお、トーションバーレバーとストッパ部
を一体に形成した場合を説明したが、別体に構成するこ
ともできる。この構成によって、キャブフロントパネル
にのみ入力する衝撃力もシャシフレームを含む車体全体
で吸収するので、安全性も向上する。Although the case where the torsion bar lever and the stopper portion are formed integrally has been described, they may be formed separately. With this configuration, the impact force input only to the cab front panel is absorbed by the entire vehicle body including the chassis frame, so that the safety is also improved.
【００１３】図７は、横軸に衝突発生からの時間をたて
軸に、キャブフロントパネル２３が発揮する反力荷重を
とったときのグラフで、破線は従来構造のものを、実線
は本発明の構造のものを示す。グラフの実線で示すよう
に、本発明の衝突安全装置を備えるものは、キャブフロ
ントパネルへの衝撃入力をシャシフレームと一体となっ
て受けるので、その反力荷重も大きくなる。FIG. 7 is a graph when the reaction force load exerted by the cab front panel 23 is plotted on the axis of abscissa with the time after the occurrence of the collision taken as the axis. 1 shows the structure of the invention. As shown by the solid line in the graph, the one provided with the collision safety device of the present invention receives the impact input to the cab front panel integrally with the chassis frame, and therefore, the reaction force load increases.
【００１４】[0014]
【発明の効果】キャブオーバトラックが交通事故でトラ
ック荷台後面等に追突した場合にも、前部キャブマウン
トブラケットの後方移動が押さえられるため、結果的に
フレーム側取り付け強度が車両前後の衝撃力に対して大
幅に向上するので、キャブへの衝撃入力が本キャブマウ
ントブラケットのストッパーを介してフレームに確実に
伝達される事により、衝撃力の大部分がフレームの変形
に使われ、キャブへの衝撃力が低減される。結果的にキ
ャブオーバトラックのキャブの変形が、従来のキャブマ
ウントブラケット構造を使用した場合と比較して大幅に
少くなることで追突事故に対する安全性が大幅に高くな
る。According to the present invention, even when the cab-over truck collides with the rear surface of the truck bed in a traffic accident, the rearward movement of the front cab mount bracket is suppressed, and as a result, the mounting strength on the frame side is reduced with respect to the impact force before and after the vehicle. The shock input to the cab is reliably transmitted to the frame via the stopper of the cab mount bracket, so most of the impact force is used to deform the frame, and the impact force on the cab is improved. Is reduced. As a result, the deformation of the cab of the cab overtrack is significantly reduced as compared with the case where the conventional cab mount bracket structure is used, so that the safety against a rear-end collision is greatly increased.
【図１】本発明の構造を示す斜視図。FIG. 1 is a perspective view showing the structure of the present invention.
【図２】本発明の構造を示す側面図。FIG. 2 is a side view showing the structure of the present invention.
【図３】本発明の構造を示す下面図。FIG. 3 is a bottom view showing the structure of the present invention.
【図４】トーションバーレバーの斜視図。FIG. 4 is a perspective view of a torsion bar lever.
【図５】キャブオーバトラックの追突車と被追突車のフ
レームの地上高の差を示す説明図。FIG. 5 is an explanatory diagram showing a difference in ground clearance between a rear-end collision vehicle of a cab overtrack and a frame of a rear-end collision vehicle.
【図６】キャブマウントの前部構造を示す斜視図。FIG. 6 is a perspective view showing the front structure of the cab mount.
【図７】本発明と従来にものとの比較を示す図表。FIG. 7 is a table showing a comparison between the present invention and a conventional one.
１ キャブオーバトラック １０ シャシフレーム ２０ キャブ ２１ キャブフロアパネル ２２ キャブフロアレール ２３ キャブフロントパネル ３０ キャブマウントブラケット ３２ ボルト ３６ トーションバーレバー ５０ ストッパ 1 Cab Overtrack 10 Chassis Frame 20 Cab 21 Cab Floor Panel 22 Cab Floor Rail 23 Cab Front Panel 30 Cab Mount Bracket 32 Bolt 36 Torsion Bar Lever 50 Stopper
Claims (1)
ロスメンバと、キャブフロアレールに当接してキャブを
チルト方向へ回動させるトーションバーレバーを備え、 該トーションバーレバーは後方へ延長されて、前記クロ
スメンバに当接するストッパ部を備えるキャブオーバ車
両の衝突安全車体構造。1. A cross member constituting a chassis frame of a truck, and a torsion bar lever for rotating a cab in a tilt direction by contacting a cab floor rail, wherein the torsion bar lever is extended rearward to extend the cross member. A collision safety vehicle body structure of a cab-over vehicle including a stopper portion abutting on a member.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP34460597A JP3726464B2 (en) | 1997-12-15 | 1997-12-15 | Collision-safe vehicle body structure for cab-over vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP34460597A JP3726464B2 (en) | 1997-12-15 | 1997-12-15 | Collision-safe vehicle body structure for cab-over vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH11170942A true JPH11170942A (en) | 1999-06-29 |
| JP3726464B2 JP3726464B2 (en) | 2005-12-14 |
Family
ID=18370572
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP34460597A Expired - Fee Related JP3726464B2 (en) | 1997-12-15 | 1997-12-15 | Collision-safe vehicle body structure for cab-over vehicles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3726464B2 (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2001301647A (en) * | 2000-04-25 | 2001-10-31 | Isuzu Motors Ltd | Chassis frame structure for cab-over type truck |
| EP1801000A1 (en) * | 2004-09-03 | 2007-06-27 | Nissan Motor Light Truck Co., Ltd | Vehicle body reinforcement structure |
| WO2008047749A1 (en) * | 2006-10-20 | 2008-04-24 | Isuzu Motors Limited | Floor underframe for vehicle |
| WO2008151718A2 (en) | 2007-06-12 | 2008-12-18 | Daimler Ag | Seat carrier arrangement and construction for a bus |
| KR20160053579A (en) * | 2014-11-05 | 2016-05-13 | 현대자동차주식회사 | A structure for mounting front cabin in trucks |
-
1997
- 1997-12-15 JP JP34460597A patent/JP3726464B2/en not_active Expired - Fee Related
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2001301647A (en) * | 2000-04-25 | 2001-10-31 | Isuzu Motors Ltd | Chassis frame structure for cab-over type truck |
| EP1801000A1 (en) * | 2004-09-03 | 2007-06-27 | Nissan Motor Light Truck Co., Ltd | Vehicle body reinforcement structure |
| EP1801000A4 (en) * | 2004-09-03 | 2009-07-22 | Nissan Motor Light Truck Co | Vehicle body reinforcement structure |
| WO2008047749A1 (en) * | 2006-10-20 | 2008-04-24 | Isuzu Motors Limited | Floor underframe for vehicle |
| AU2007312130B2 (en) * | 2006-10-20 | 2011-03-31 | Isuzu Motors Limited | Floor underframe for vehicle |
| US8100462B2 (en) | 2006-10-20 | 2012-01-24 | Isuzu Motors Limited | Floor underframe of vehicles |
| WO2008151718A2 (en) | 2007-06-12 | 2008-12-18 | Daimler Ag | Seat carrier arrangement and construction for a bus |
| WO2008151718A3 (en) * | 2007-06-12 | 2009-04-16 | Daimler Ag | Seat carrier arrangement and construction for a bus |
| US8353556B2 (en) | 2007-06-12 | 2013-01-15 | Daimler Ag | Seat carrier arrangement and construction for a bus |
| KR20160053579A (en) * | 2014-11-05 | 2016-05-13 | 현대자동차주식회사 | A structure for mounting front cabin in trucks |
| US9663152B2 (en) | 2014-11-05 | 2017-05-30 | Hyundai Motor Company | Structure for mounting front cabin in truck |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3726464B2 (en) | 2005-12-14 |
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