JPS5967179A - Cab suspension apparatus - Google Patents
Cab suspension apparatusInfo
- Publication number
- JPS5967179A JPS5967179A JP57176643A JP17664382A JPS5967179A JP S5967179 A JPS5967179 A JP S5967179A JP 57176643 A JP57176643 A JP 57176643A JP 17664382 A JP17664382 A JP 17664382A JP S5967179 A JPS5967179 A JP S5967179A
- Authority
- JP
- Japan
- Prior art keywords
- cab
- spring
- leaf spring
- cantilever
- chassis
- 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.)
- Pending
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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
- Body Structure For Vehicles (AREA)
Abstract
Description
【発明の詳細な説明】
本発明はトラックなどの自動車のキャブを支えるキャブ
サスペンション装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a cab suspension device that supports the cab of an automobile such as a truck.
第１図に示されるようなキャブオーバ形自動車のキャブ
（運転室）１を支えるものとして、従来たとえばコイル
ばねとショックアブソーバを組合わせたものが見られる
が、コイルばねは径方向（水平方向）に剛性をもた々い
だめ、リンクとの組合わせによって横揺れを防止しなけ
れば々らず、構造が複雑と々す、重量も太きい。Conventionally, a combination of a coil spring and a shock absorber, for example, has been used to support the cab (driver's cab) 1 of a cab-over type automobile as shown in Fig. 1. It is necessary to maintain rigidity and prevent lateral sway by combining it with links, making the structure complex and heavy.
また、第２図に示した従来例のように１枚の板ばねａを
シャーシ２の車幅方向に配置したものもあるが、この場
合、板目二ねａの全長が長くなるためにキャブ下の狭い
場所に設置スペースを確保することが難がしく、またＭ
借も大きいという問題点があった。In addition, there is also a conventional example shown in Fig. 2 in which one leaf spring a is arranged in the vehicle width direction of the chassis 2, but in this case, the entire length of the second leaf spring a becomes long, so the cab It is difficult to secure installation space in the narrow space below, and M
The problem was that the debt was large.
本発明は上記事情にもとづきなされたものでその目的と
するところは、小形で設置スペースを確保し易く、かつ
補弼なキャブサスペンション装置を提供することにある
。The present invention has been made based on the above circumstances, and an object thereof is to provide a compact cab suspension device that is easy to secure an installation space and is complementary.
すなわち本発明は、キャブとシャーシとの間に、車両前
後方向また１ｄ車幅方向に互いに割［間して設けた左右
一対の片持板ばねによってキャブを支持するようにした
キャブサス被ンション装置である。That is, the present invention provides a cab suspension suspension device in which the cab is supported by a pair of left and right cantilever leaf springs provided between the cab and the chassis, separated from each other in the vehicle longitudinal direction and 1d vehicle width direction. be.
以下本発明の第１実施例について第３図を参照して評、
明する。図中１はキャブ、１ａはキャブ側の部材として
のフローチイングツ々−１２はシャーシであって、この
シャーシ２にはリヤアーチ３が取着されている。そして
このリャアーる。The first embodiment of the present invention will be described below with reference to FIG.
I will clarify. In the figure, 1 is a cab, 1a is a floating member as a member on the cab side, and 12 is a chassis, and a rear arch 3 is attached to this chassis 2. And this ryaruru.
上記キャブヤスペンション装ｖ４は、車幅方向に互いに
離間でせて取付けた左右一対の片持板ばね５，５を備え
ている。各片持板ばね５゜５は互いに同一の構成である
ので一方を代表して説明する。すなわち、上記板ばね５
は主ばね板５ａと補助ばね板５ｂとから構成されている
。The cab suspension system v4 is provided with a pair of left and right cantilever leaf springs 5, 5 mounted spaced apart from each other in the vehicle width direction. Since each of the cantilever leaf springs 5.5 has the same structure, one will be explained as a representative. That is, the leaf spring 5
is composed of a main spring plate 5a and an auxiliary spring plate 5b.
上記上ばね板６ａは、上向きに反った形状をなし、その
固定端５Ｃをポルｌ−６＆てよって補助ばね板５ｂと一
体にブラケット７に紬結しである。このブラケット７は
上記リヤアーチ３に固定されている。The upper spring plate 6a has an upwardly curved shape, and its fixed end 5C is tied to the bracket 7 together with the auxiliary spring plate 5b by means of a pole 1-6. This bracket 7 is fixed to the rear arch 3.
また、上記上ばね板５ａの他端には目玉部５ｄが形成さ
れていて、この目玉部５ｄは、フローディングパー１ａ
に取付けられたプラケツ１−８のビン９に枢着されてい
る。また、このピ／９と目玉部５ｄとの間にはラノぐ−
プッシュ１０が介在されていて、主はね板５ａが撓んだ
際のスパン変化を吸収できるようにしである。Further, an eyeball portion 5d is formed at the other end of the upper spring plate 5a, and this eyeball portion 5d is formed on the floating par 1a.
It is pivotally connected to the bin 9 of the placket 1-8 attached to the. Also, there is a lance between this pin/9 and the eyeball part 5d.
A pusher 10 is interposed to absorb the span change when the main spring plate 5a is bent.
一方、補助ばね板５ｂは下向きに反っている。そしてキ
ャブ１の荷重が小さく主ばね板５１Ｌが上向きに反って
いる状態においては自由端側の部位５ｅが主ばね板５ａ
から離間しているが、キャブ１の荷重が増加して主ばね
板５ａが下向きに撓むにつれて次第に生ばね板５ａとの
接触面積が増加するようになっている。On the other hand, the auxiliary spring plate 5b is curved downward. When the load on the cab 1 is small and the main spring plate 51L is bent upward, the free end side portion 5e is the main spring plate 5a.
However, as the load on the cab 1 increases and the main spring plate 5a bends downward, the contact area with the raw spring plate 5a gradually increases.
また、シャーシ２側に設けたブラケット１５と７０−テ
ィングバ−１ａ側に設けたブラケット１６との間にショ
ックアプンーノマ１７が設けられ、キャブ１の振動を減
衰できるようになっている。Further, a shock dampening knob 17 is provided between a bracket 15 provided on the chassis 2 side and a bracket 16 provided on the 70-ting bar 1a side, so that vibrations of the cab 1 can be damped.
本実施例は以上のごとく構成されるから、キャブ１の荷
重が小さいときには主ばね＆５ａ。Since the present embodiment is constructed as described above, when the load on the cab 1 is small, the main spring &5a.
５８の大部分が補助ばね板５ｂ 、５ｂから所１間して
おシ、ばね定数は小となる。また、キャブ１に加わる荷
重が増大すると主ばね板５ ａ 、 、５ ａと補助ば
ね板５ｂ 、５ｂとの接触面積が犬となり、双方のばね
定数が加算されるとともに板間摩擦も増加するから、板
ばね５．５のばね定数は増加する。つまシ非線形のばね
特性を得ることができる。従って、以下述べる理由によ
りキャブの固有振動数の一定化がン１才しるものである
。Since most of the spring 58 is located one space away from the auxiliary spring plates 5b and 5b, the spring constant is small. Furthermore, as the load applied to the cab 1 increases, the contact area between the main spring plates 5 a , 5 a and the auxiliary spring plates 5 b , 5 b increases, and as the spring constants of both are added together, the friction between the plates also increases. , the spring constant of the leaf spring 5.5 increases. It is possible to obtain nonlinear spring characteristics. Therefore, for the reasons described below, it is difficult to stabilize the natural frequency of the cab.
すなわち、固有振動数ωはキャブ質肯をＭ、ばね定数を
Ｋとした場合にω２ｃｘ：に７Ｍで表わされることが知
られている。つま９キャブ質量Ｍが増加すると固有振動
数ωは低下することになる。That is, it is known that the natural frequency ω is expressed as 7M as ω2cx: where M is the cab quality and K is the spring constant. As the cab mass M increases, the natural frequency ω decreases.
しかして上記実施例によれば、上述したごとくキャブ質
景Ｍが増加するとこれに伴ってばね定数にも増加し、Ｋ
／Ｍを一定化できるから固有振動数ωの変動を防止する
ことができる。However, according to the above embodiment, as the cab quality M increases as described above, the spring constant also increases, and K
Since /M can be made constant, fluctuations in the natural frequency ω can be prevented.
一般にキャブの固有振動数ωは車体から伝播する撮動数
よシも大きく設定されているため、仮にはね定数Ｋが一
定の場合には、キャブ質量Ｍが秤、雪あるいは乗員の工
賃力目、Ｍ借物の千谷載などによって増加すると固数撮
動数ωの低下をきたし、車体の振動と共振して乗心地が
悪化するなどの不具合を生じるが、上記実施例ではキャ
ブ質ｓＭの大小にかかわらず固有振動数ωを一定化１き
るから、このような不具合を解消できるものである。In general, the natural frequency ω of the cab is set to be larger than the number of images propagated from the vehicle body, so if the spring constant K is constant, the cab mass M is , M increases due to the Chiya loading of a borrowed vehicle, etc., the fixed moving number ω decreases, causing problems such as resonance with the vibration of the vehicle body and deterioration of riding comfort. However, in the above example, the size of the cab quality sM Since the natural frequency ω can be made constant regardless of the difference, such problems can be solved.
しかも各片持板ばね５，５は水平方向に剛性を有して；
ら−シ、コイルばねの」μ合に見られるような月−曲シ
、倒れ等を生じる−ことがないから、車体のローリング
に対する構造メンバとして兼用させることが可能である
。従ってコイルはねの場合のような横振れ防止のための
リンクを省略することができ、構造の簡略化および軽量
化に寄与できる。Moreover, each cantilever leaf spring 5 has rigidity in the horizontal direction;
Since it does not cause bending, falling, etc. that occurs when a coil spring is used, it can also be used as a structural member for rolling of the vehicle body. Therefore, it is possible to omit a link for preventing lateral vibration as in the case of a coil spring, which contributes to the simplification and weight reduction of the structure.
なお、本発明で用いる一対の片持板ばねと従来の両端支
持板ばねの主要諸元全比較すると次表１のようになる。A comparison of all the main specifications of the pair of cantilever leaf springs used in the present invention and a conventional both-end support leaf spring is shown in Table 1 below.
表 １
すなわち、ばね板の縦弾性係数をＥ、スパンをｔ１断面
二次モーメントを工とした場合に、ＥＩ
ばね定数はに−７−で表わされ、ｋはｔ３に逆比例して
いる。従って許容応力を高くとればｔの小さい方が薄板
で設計可能となシ、表１で示したように同一のばね定Ｃ
勤すると片持ばね板の方が５０％軽量化できることにな
る。Table 1 That is, when the longitudinal elastic modulus of the spring plate is E, and the span is t1, the moment of inertia of area is EI, the spring constant is expressed as -7-, and k is inversely proportional to t3. Therefore, if the allowable stress is set high, it is possible to design a thinner plate with a smaller t.As shown in Table 1, for the same spring constant C
This means that the cantilever spring plate can be 50% lighter.
従って本発明によれば両端支持板はねを用いた従来例（
第２図参照）に比して大幅な軽量化と小形化を同時に満
足でき、設置スペースの確保が容易になるとともに車体
の軽量化が可能となる。Therefore, according to the present invention, the conventional example (
(See Figure 2), it is possible to simultaneously achieve significant weight reduction and size reduction, making it easier to secure installation space and making it possible to reduce the weight of the vehicle body.
なお第４図は本発明の第２実施例を示すもので６つて、
この場合、片持板ばね５，５とプラク、）７．７との組
合わせによって上記第１実施例と同様の主旨の非線形ば
ね特性を得るようにしている。すなわち、各ブラケット
７．７の上面壁には、板ばね５．５に加わる荷重が増加
して板ばね５．５が下向きに撓むにつれて次第に板はね
５，５との接触面積が増加するような形状の曲面２０．
２０を形成して必る。It should be noted that FIG. 4 shows a second embodiment of the present invention.
In this case, nonlinear spring characteristics similar to those of the first embodiment are obtained by combining the cantilever leaf springs 5, 5 and the plaques 7, 7. That is, the contact area of the top wall of each bracket 7.7 with the leaf springs 5, 5 gradually increases as the load applied to the leaf springs 5.5 increases and the leaf springs 5.5 bend downward. Curved surface 20.
20 must be formed.
従って、キャブ１の荷重が小のときには板ばね５，５の
有効スパンが長く、ばね定数が小とな９、荷重の増力口
に従って板ばね５，５とブラケット７．７との接触面積
が増加して有効スパンが減少し、ばね定数が増力口する
。これにより第１実施例と同様に固有振動数の一定化が
図れるものである。その他の構造は第１実施例と同様で
あるから共通するト１所に同一符号を付して説明は省略
する。Therefore, when the load of the cab 1 is small, the effective span of the leaf springs 5, 5 is long and the spring constant is small 9, and the contact area between the leaf springs 5, 5 and the bracket 7.7 increases as the load increases. As a result, the effective span decreases and the spring constant increases. As a result, the natural frequency can be made constant as in the first embodiment. The rest of the structure is the same as that of the first embodiment, so the same reference numerals are given to the same parts, and the explanation thereof will be omitted.
また本発明は第５図に示したような片持１（ね板ばね５
を使用するようにしてもよい。The present invention also provides a cantilever 1 (spring leaf spring 5) as shown in FIG.
You may also use
また、軽量化を図るために板ばねの固定端側の厚みを大
きく、他端に向って板厚を漸減させたテーパ板ばねを用
いてもよく、あるいはＦＲＰ製の板ばねを用いてもよい
。Further, in order to reduce weight, a tapered leaf spring may be used, in which the thickness of the fixed end of the leaf spring is increased and the thickness gradually decreases toward the other end, or a leaf spring made of FRP may be used. .
また、上記各笑施例では板ばねのＬ！！ｌｌ定端をシャ
ーシ側の部材に固定し、他端をキャブ側に取付けるよう
にしたが、これとは逆にキャブ側の部材に板はねの固定
端を固定し他端をシャーシ側の部材に取付けるようにし
てもよい。また、各板ばねを車輛前後方向に離間して設
置するようにしてもよい。Also, in each of the above examples, the L of the leaf spring! ! The fixed end was fixed to a member on the chassis side and the other end was attached to the cab side, but in contrast to this, the fixed end of the plate spring was fixed to a member on the cab side and the other end was attached to a member on the chassis side. It may be installed on the Alternatively, the leaf springs may be installed apart from each other in the longitudinal direction of the vehicle.
本発明は前記したように、キャブとシャーシとの間に、
互いに離間して設けた左右一対の片持板ばねＫよってキ
ャブの荷重を支持するようにしたものであるから、両端
支持板ばねを用いたものに比べて小形、軽蓋であシ、数
句ヌベースの確保も容易である。また、板ばねを用、八
でキャブを支持するものでめるから、従来のコイルばね
式のもののようにリンク等の余泪な機構を用いることな
く板ばね単体で水平方向の剛性を発揮させることができ
るから、構造が簡単となシ軽背化を図る上で有利である
などの効果がある。As described above, in the present invention, between the cab and the chassis,
Since the load of the cab is supported by a pair of left and right cantilever leaf springs K that are spaced apart from each other, it is smaller, has a lighter lid, and is lighter in weight than a type that uses leaf springs supported at both ends. It is also easy to secure a base. In addition, since a leaf spring is used to support the cab, the leaf spring alone can provide horizontal rigidity without the need for complicated mechanisms such as links, as in conventional coil spring types. Therefore, the structure is simple and it is advantageous in terms of reducing the weight and weight.
第１図はキャブの側面図、第２図は従来のサスペンショ
ン装置の一例を第１図中の矢印■方向から見た正面図、
第３図は不発明の第１笑施例を示すキャブサス被ンショ
ン装置を第１図の矢印■方向から見た正面図、第４図は
本発明の第２笑施例を示す正面図、第５し！１はばね板
の変形例を示す正面図である。
１・・・キャブ、２・・・シャーシ、４・・・キャブサ
スペンション装置、５・・・片持板ばね。Figure 1 is a side view of the cab, Figure 2 is a front view of an example of a conventional suspension device viewed from the direction of the arrow ■ in Figure 1.
Fig. 3 is a front view of a cab suspension covering device showing a first embodiment of the invention as seen from the direction of the arrow ■ in Fig. 1, and Fig. 4 is a front view showing a second embodiment of the invention. 5! 1 is a front view showing a modification of the spring plate. 1... Cab, 2... Chassis, 4... Cab suspension device, 5... Cantilever leaf spring.
Claims (1)
一対の片持板ばねを設け、各片持板ば゛ ねの一端を
キャゾイリ、すの部材にまた他端をシャーシ側の部材に
取付けてキャブを支持させたことを特徴とするキャブサ
スぜンション装置。 （２） 上記片持板ばねは、当該板ばねとの対向面に
板ばねに加わる荷重の増力Ｕにイでって板ばねとの接触
面積が＃ｉ増するような曲面をもつブラケットに取付け
たことを特徴とする特許請求の範囲第（１）項記載のキ
ャズサスベンシηン装置。 （３）上記片持板ばねは、主ばね板と、この主ばね板に
重ねて設けられかつ荷重の増加に伴って主ばね板との接
触面積が漸増する補助ばね板とからなることを特徴とす
る特許請求の範囲第（１）項記載のキャブサスペンショ
ン装置。[Claims] (A pair of left and right cantilever leaf springs are provided between the cab and the chassis, spaced apart from each other. A cab suspension device characterized in that it is attached to a side member to support the cab. (2) The cantilever leaf spring has a surface facing the leaf spring that is capable of increasing the force U of the load applied to the leaf spring. The suspension suspension device according to claim (1), wherein the cantilever plate is attached to a bracket having a curved surface such that the contact area with the leaf spring increases by #i. Claim 1, characterized in that the spring consists of a main spring plate and an auxiliary spring plate, which is provided to overlap the main spring plate and whose contact area with the main spring plate gradually increases as the load increases. The cab suspension device described in (1).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57176643A JPS5967179A (en) | 1982-10-07 | 1982-10-07 | Cab suspension apparatus |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57176643A JPS5967179A (en) | 1982-10-07 | 1982-10-07 | Cab suspension apparatus |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS5967179A true JPS5967179A (en) | 1984-04-16 |
Family
ID=16017162
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57176643A Pending JPS5967179A (en) | 1982-10-07 | 1982-10-07 | Cab suspension apparatus |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5967179A (en) |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5422829U (en) * | 1977-07-18 | 1979-02-15 | ||
| JPS568761A (en) * | 1979-07-04 | 1981-01-29 | Isuzu Motors Ltd | Front cab suspension of tilt cab |
-
1982
- 1982-10-07 JP JP57176643A patent/JPS5967179A/en active Pending
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5422829U (en) * | 1977-07-18 | 1979-02-15 | ||
| JPS568761A (en) * | 1979-07-04 | 1981-01-29 | Isuzu Motors Ltd | Front cab suspension of tilt cab |
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