KR20120137129A - Cap suspension for truck - Google Patents

Cap suspension for truck Download PDF

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Publication number
KR20120137129A
KR20120137129A KR1020110056474A KR20110056474A KR20120137129A KR 20120137129 A KR20120137129 A KR 20120137129A KR 1020110056474 A KR1020110056474 A KR 1020110056474A KR 20110056474 A KR20110056474 A KR 20110056474A KR 20120137129 A KR20120137129 A KR 20120137129A
Authority
KR
South Korea
Prior art keywords
cap
roll control
suspension
truck
control link
Prior art date
Application number
KR1020110056474A
Other languages
Korean (ko)
Inventor
문일동
Original Assignee
현대자동차주식회사
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 현대자동차주식회사 filed Critical 현대자동차주식회사
Priority to KR1020110056474A priority Critical patent/KR20120137129A/en
Publication of KR20120137129A publication Critical patent/KR20120137129A/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G13/00—Resilient suspensions characterised by arrangement, location or type of vibration dampers
    • B60G13/02—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dampers dissipating energy, e.g. frictionally
    • B60G13/06—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dampers dissipating energy, e.g. frictionally of fluid type
    • B60G13/10—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dampers dissipating energy, e.g. frictionally of fluid type pneumatic
    • 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
    • B62D33/0608—Cabs insulated against vibrations or noise, e.g. with elastic suspension pneumatic or hydraulic suspension
    • 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
    • B62D33/07—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 characterised by the device for locking the cab in the tilted or in the driving position
    • B62D33/071—Locking devices for cabins in driving position; Shock and vibration absorbing devices therefor

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

Abstract

The present invention relates to a cap suspension for a large truck, and more particularly, to a cap suspension for a large truck that controls the rolling generated in the cap of the large truck by the link mechanism of the rear suspension.
To this end, the present invention, in the front suspension supporting the front bottom of the truck cab, the rear suspension supporting the rear bottom is configured for a large truck cab suspension device,
The rear suspension may include a support frame connected to the chassis frame; A roll control link support beam integrally coupled above the support frame; Air springs installed at both ends of the roll control link support beam; A cap mounting bracket to which bottom portions of both ends are coupled to the air spring; The roll control link member is connected between the roll control link support beam and the cap mounting bracket to perform roll control, and provides a large truck cap suspension.

Description

Cap suspension for large trucks {Cap suspension for truck}

The present invention relates to a cap suspension for a large truck, and more particularly, to a cap suspension for a large truck that controls the rolling generated in the cap of the large truck by the link mechanism of the rear suspension.

In general, large trucks include cargo trucks to transport cargo, tractors to transport containers, and dump trucks mainly used in construction sites. While dump trucks have relatively short travel periods, cargo trucks and tractors are mainly driven for long distances.

Unlike trucks, large trucks are equipped with a cap that allows people to ride in the front (hereinafter referred to as a truck cap), and tilt up in order to easily check or service the engine located under the truck cap. In addition, the cap suspension is provided in the lower part of the truck cap so that the occupant in the truck cap can feel comfortable riding to alleviate the up and down vibration and the torsional vibration generated when the vehicle body is turned from the wheel to the truck cap.

Large trucks travel a lot of uneven roads with many unevennesses. For this purpose, in addition to the up and down vibrations transmitted from the wheels, one side of the truck cap is lowered by the movement of the load and the other is raised upward. The so-called rolling phenomenon occurs, and when the vibration caused by the rolling phenomenon is transmitted to the truck cab, the occupant is severely shaken from side to side to complain of dizziness.

As shown in Figure 1, the conventional cab suspension consists of a front suspension (2) supporting the front bottom of the truck cap (1) and a rear suspension (5) supporting the rear bottom, the main component is air There is a spring (6, integral with the shock absorber), the shock absorber (7) and a torsion bar (3) for roll control of the truck cap (1).

The air spring 6 and the shock absorber 7 mainly play a role of supporting load and vibration attenuation for the up and down movement of the truck cab while driving, and are generally made of a structure similar to the air suspension constituting the chassis suspension.

The torsion bar (3) is configured in the front suspension (2) mainly performs the function of controlling and suppressing the rolling occurrence of the truck cab (1), due to the spatial constraints of the suspension system (mounting space is very narrow) This is a very disadvantageous structure in terms of layout, and also the load is transmitted to the truck cap body (Body-in-White) when rolling the truck cap (1) leads to durability problems.

In addition, in the conventional cap suspension device, the stress concentration phenomenon occurs due to the load applied to the truck cap body due to the torsion bar, and problems such as noise and noise and abnormal vibration when rolling the truck cap are generated.

As shown in FIG. 2, the conventional rear suspension constitutes a shock absorber-integrated air spring 6 and a transverse shock absorber 7 disposed in the left and right directions of the truck cap, and the like when the truck cap 1 is rolled. It has a structure that can cause lateral movement.

For reference, reference numeral 8 denotes a cap latch for coupling with a truck cap, and 9 denotes a mounting frame mounted to the chassis frame.

The present invention has been invented to solve the above problems, for a large truck configured in the rear suspension mounted on the rear of the truck cab has a roll control link mechanism that can perform the roll control in place of the torsion bar function of the existing front suspension The purpose is to provide a cap suspension.

In order to achieve the above object, the present invention, in the front suspension supporting the front bottom of the truck cab, the rear suspension supporting the rear bottom is composed of a cab suspension device for a large truck,

The rear suspension may include a support frame connected to the chassis frame; A roll control link support beam integrally coupled above the support frame; Air springs installed at both ends of the roll control link support beam; A cap mounting bracket to which bottom portions of both ends are coupled to the air spring; The roll control link member is connected between the roll control link support beam and the cap mounting bracket to perform roll control, and provides a large truck cap suspension.

Preferably, the roll control link member is composed of a V-shaped first roll control link and a second roll control link having a vertex end and an open end,

The vertex ends of the first and second roll control links are hinged to the upper ends of the roll control link supporting beams, respectively, and the flared ends of the first and second roll control links arranged to face each other are capped at their upper ends. Each hinge is fixed to the center of the upper end of the mounting bracket and the bottom is hinged to the center of the bottom of the cap mounting bracket, respectively.

In addition, the front suspension is characterized in that each is independently mounted on both front bottom of the truck cab without the torsion bar.

In addition, both ends of the cap mounting bracket is characterized in that the cap latch for coupling with the truck cap is mounted.

The cap suspension device for a large truck according to the present invention implements the torsion bar function of the existing front suspension through the roll control link mechanism of the rear suspension to perform roll control equivalent to that of the existing torsion bar when rolling of the truck cap occurs. Through the structure, the effect of improving the durability strength can be obtained.

In addition, the cap suspension according to the present invention eliminates the torsion bar of the existing front suspension to eliminate the stress concentration phenomenon due to the spatial constraints of the suspension system and the load applied to the truck cap body, and the impact force transmitted to the passengers in the event of a collision Can be reduced.

1 is a block diagram showing a conventional suspension cap for large trucks
Figure 2 is a block diagram showing a rear suspension of a conventional suspension cap for large trucks
Figure 3 is a block diagram showing a cap suspension device for a large truck according to an embodiment of the present invention
4 is a block diagram illustrating a rear suspension of a cap suspension for a large truck according to an embodiment of the present invention;
5 is a front view showing a rear suspension of a cap suspension for a large truck according to an embodiment of the present invention.
6 and 7 illustrate an operating state of the rear suspension according to an embodiment of the present invention.
8 is a graph showing the results of dynamic analysis of the cap suspension according to the present invention and the cap suspension according to the prior art
9 is a graph showing a driving analysis result for the rough concrete road surface of the cap suspension according to the present invention and the cap suspension according to the prior art

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

The present invention relates to a cab suspension for a large truck comprising a front suspension supporting the front bottom of the truck cab and a rear suspension supporting the rear bottom of the truck cab. Present a cap suspension to control the roll.

To this end, the rear suspension of the cap suspension according to an embodiment of the present invention, as shown in Figures 3 and 4, the support frame 21 is connected to the chassis frame, the support frame 21 above Both ends of the roll control link support beam 22 are integrally coupled, air springs 24 fixedly installed at both ends of the roll control link support beam 22, and bottom ends of the air springs 24 are fastened. And a roll control link member 27 and 28 connected between the roll control link supporting beam 22 and the cap mounting bracket 25 to perform roll control.

The roll control link members 27 and 28 have a V-shaped first roll control link 27 and a second roll control link 28 having vertex ends 27a and 28a and flared ends 27b and 28b. The first and second roll control links 27 and 28 are arranged to face each other at upper ends of both sides of the roll control link supporting beams 22.

Vertex ends 27a and 28a of the first and second roll control links 27 and 28 are hingedly coupled to both upper ends of the roll control link supporting beams 22, respectively, and are arranged to face each other. And the upper and lower flared ends 27b and 28b of the second roll control link 27 and 28 have their upper ends hinged to the upper center of the cap mounting bracket 25 and the lower ends thereof with the cap mounting bracket 25. Each hinge is fixed to the center of the lower end of the.

In this embodiment, the roll control link support beam 22 and the cap mounting bracket 25 are formed in a structure in which the front and rear portions are integrally connected by an upper surface portion or a lower surface portion, respectively, and the first roll The control link 27 is hinged to the upper and lower flanks 27b are respectively hinged to the upper end of the rear portion of the cap mounting bracket 25 and the lower end of the front portion, and the second roll control link 28 has the upper and lower flared ends 28b. Hinge is coupled to the top of the front portion and the bottom of the rear portion of the cap mounting bracket 25.

That is, the roll control link members 27 and 28 are positioned between the front and rear portions of the cap mounting bracket 25 and the roll control link support beam 22.

In addition, the rolled end of the first and second roll control links 27 and 28 is formed on the upper surface of the cap mounting bracket 25 when the roll control link members 27 and 28 perform roll control of the truck cap. An interference prevention hole 26 is formed so as not to interfere the upper ends of the 27b and 28b.

In addition, the hinge of the roll control link members 27 and 28 is attached to the cap mounting bracket 25 for the normal operation of the roll control link members 27 and 28 which suppress the rolling by controlling the trajectory when rolling of the truck cap occurs. A guide hole 25a is formed for guiding the movement of the shaft (an shaft which is rotatably coupled through the gaping end of the roll control link member and the cap mounting bracket).

The cap mounting bracket 25 has a center portion formed in an inverted triangular frame structure and is disposed to penetrate the middle portion of the roll control link supporting beam 22. As described above, the lower center portion thereof The lower ends of the flared ends 27b and 28b of the first and second roll control links 27 and 28 are respectively fixed to the front and rear portions of the lower vertex end of the inverted triangle frame structure.

On the other hand, the air spring 24 is configured as a shock absorber-integrated air spring, the cap latch 29 for coupling with the truck cap is mounted on both left and right ends of the cap mounting bracket 25.

The front suspensions are each independently mounted on both front bottoms of the truck cabs without the existing torsion bar.

That is, in the present embodiment, the front suspension has a suspension means 11 including a shock absorber-integrated air spring 12 and a link arm 13 are arranged left and right on the front bottom of the truck cap, respectively, without interlocking means. It is configured to be mounted independently.

The rear suspension of the present invention configured as described above maintains the state as shown in FIG. 5 when the load acts evenly on the truck cap body, and when the load is concentrated on the left and right sides of the truck cap, rolling occurs in FIGS. 6 and 7. As shown in FIG. 2, the cap mounting bracket 25 in which the truck cap is mounted is inclined in the same direction as the truck cap, and the air springs 12 and 24 absorb the load and at the same time the first and second roll control links 27, 28 is controlled to suppress the rolling of the truck cab while moving to the predetermined trajectory.

In the cab suspension according to the present invention, while the rear suspension controls the rolling of the truck cab as described above and absorbs the rear load, the front suspension is front of the truck cab by the suspension means 11 arranged in the direction in which the truck cab is inclined. Absorb the load acting on.

Therefore, according to the cab suspension device according to the present invention, by removing the torsion bar of the front suspension according to the prior art, the stress concentration phenomenon due to the load applied to the truck cab is eliminated, and the space is generated at the bottom of the front of the truck cab. The layout becomes easy.

In addition, when a collision of a vehicle occurs, the impact impact force is transmitted to the driver as it is due to the torsion bar of the front suspension, but according to the present invention, the attenuation space is provided in front of the driver by eliminating the torsion bar. It can improve the joint and abnormal vibration caused by the torsion bar when rolling.

In particular, the conventional torsion bar for the roll control is mounted in front of the truck cab close to the passenger, in the present invention, the roll control link member for the roll control is mounted to the rear of the truck cab as far away from the boarding position as the joint and abnormalities generated during rolling It is expected that the vibration and the like can be improved more effectively.

In addition, the present invention uses a link mechanism that is mechanically operated for the roll control of the truck cab can improve the endurance strength to improve the durability problem due to the load transmitted to the truck cab body when rolling, and thus frequent failure Can be prevented.

As described above, the cab suspension of the present invention can improve the stress concentration on the front of the conventional truck cab body, it is advantageous in terms of strength compared to the conventional, and also in terms of weight compared to the conventional cab suspension Since it is possible to maintain the equivalent level at, it is possible to reduce the rigid structure of the truck cap, it is expected to reduce the weight of the truck cap accordingly.

On the other hand, in order to compare the roll control performance of the truck cab and the dynamic analysis of the large truck equipped with the cap suspension according to the present invention and the cap suspension according to the prior art, respectively, as shown in Figure 8 the cap according to the present invention It is confirmed that the roll control performance of the suspension system is the same as before.

For reference, the dynamic analysis result of FIG. 8 is a diagram showing a roll angle of the truck cap at a step steer 80 km / h.

In addition, as a result of analyzing the driving acceleration of the large-capacity truck equipped with the cap suspension according to the present invention and the cap suspension according to the prior art in order to compare the running performance on the rough concrete road surface, the cap according to the present invention as shown in FIG. It was confirmed that the running performance of large trucks equipped with suspension system was improved.

11: suspension means
12: air spring
13: link arm
21: support frame
22: roll control link support beam
24: air spring
25: Cap mounting bracket
26: interference prevention hole
27: first roll control link
27a: vertex end of the first roll control link
27b: spreading of the first roll control link
28: second roll control link
28a: vertex end of the second roll control link
28b: spreading edge of the second roll control link
29: cap latch

Claims (4)

In a large truck cab suspension consisting of a front suspension supporting the front bottom of the truck cab and a rear suspension supporting the rear bottom,
The rear suspension may include a support frame connected to the chassis frame;
A roll control link support beam integrally coupled above the support frame;
Air springs installed at both ends of the roll control link support beam;
A cap mounting bracket to which bottom portions of both ends are coupled to the air spring;
And a roll control link member connected between the roll control link support beam and the cap mounting bracket to perform roll control.
The method according to claim 1,
The roll control link member is composed of a first V-shaped roll control link and a second roll control link having a vertex end and an open end,
The vertex ends of the first and second roll control links are hinged to the upper ends of the roll control link supporting beams, respectively, and the flared ends of the first and second roll control links arranged to face each other are capped at their upper ends. The cap suspension of a large truck, characterized in that the hinge is fixed to each of the top center of the mounting bracket and the bottom is hinged to the bottom center of the cap mounting bracket.
The method according to claim 1,
The front suspension is a cap suspension device for a large truck, characterized in that each of the front bottom of the truck cab is independently mounted, excluding the torsion bar.
The method according to claim 1,
Cap suspension for a large truck, characterized in that the cap latch for coupling with the truck cap is mounted on both ends of the cap mounting bracket.
KR1020110056474A 2011-06-10 2011-06-10 Cap suspension for truck KR20120137129A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR1020110056474A KR20120137129A (en) 2011-06-10 2011-06-10 Cap suspension for truck

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
KR1020110056474A KR20120137129A (en) 2011-06-10 2011-06-10 Cap suspension for truck

Publications (1)

Publication Number Publication Date
KR20120137129A true KR20120137129A (en) 2012-12-20

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Family Applications (1)

Application Number Title Priority Date Filing Date
KR1020110056474A KR20120137129A (en) 2011-06-10 2011-06-10 Cap suspension for truck

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20150057595A (en) 2013-11-20 2015-05-28 현대자동차주식회사 Active height control cab-suspension and operation-method thereof
KR20170058729A (en) 2015-11-19 2017-05-29 현대자동차주식회사 Bush for stabilizer of cab in truck
WO2018086702A1 (en) * 2016-11-11 2018-05-17 Volvo Construction Equipment Ab Cab suspension apparatus for a construction machine
CN116278568A (en) * 2023-04-27 2023-06-23 东风专用零部件有限公司 Cab rear suspension pressure lock, rear suspension support structure and suspension assembly

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20150057595A (en) 2013-11-20 2015-05-28 현대자동차주식회사 Active height control cab-suspension and operation-method thereof
KR20170058729A (en) 2015-11-19 2017-05-29 현대자동차주식회사 Bush for stabilizer of cab in truck
WO2018086702A1 (en) * 2016-11-11 2018-05-17 Volvo Construction Equipment Ab Cab suspension apparatus for a construction machine
CN116278568A (en) * 2023-04-27 2023-06-23 东风专用零部件有限公司 Cab rear suspension pressure lock, rear suspension support structure and suspension assembly
CN116278568B (en) * 2023-04-27 2024-05-28 东风专用零部件有限公司 Cab rear suspension pressure lock, rear suspension support structure and suspension assembly

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