WO2022113890A1 - Cab mount - Google Patents

Cab mount Download PDF

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Publication number
WO2022113890A1
WO2022113890A1 PCT/JP2021/042529 JP2021042529W WO2022113890A1 WO 2022113890 A1 WO2022113890 A1 WO 2022113890A1 JP 2021042529 W JP2021042529 W JP 2021042529W WO 2022113890 A1 WO2022113890 A1 WO 2022113890A1
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WO
WIPO (PCT)
Prior art keywords
inner cylinder
piece
cabin
cab mount
vehicle
Prior art date
Application number
PCT/JP2021/042529
Other languages
French (fr)
Japanese (ja)
Inventor
俊治 佐藤
Original Assignee
株式会社ブリヂストン
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.)
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Publication date
Application filed by 株式会社ブリヂストン filed Critical 株式会社ブリヂストン
Priority to JP2022565293A priority Critical patent/JPWO2022113890A1/ja
Publication of WO2022113890A1 publication Critical patent/WO2022113890A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D24/00—Connections between vehicle body and vehicle frame
    • B62D24/02—Vehicle body, not intended to move relatively to the vehicle frame, and mounted on vibration absorbing mountings, e.g. rubber pads
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F1/00—Springs
    • F16F1/36—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers
    • F16F1/38—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers with a sleeve of elastic material between a rigid outer sleeve and a rigid inner sleeve or pin, i.e. bushing-type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/02—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems
    • F16F15/04—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using elastic means
    • F16F15/08—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using elastic means with rubber springs ; with springs made of rubber and metal

Definitions

  • This disclosure relates to a cab mount provided between a vehicle cabin and a frame, and particularly to a shear type cab mount.
  • Non-Patent Document 1 a mount for vibration and shock absorption, a so-called cab mount, is provided between the cabin (cab) in front of the vehicle body and the frame.
  • Patent Document 1 discloses a shear type cab mount that utilizes shear deformation of an elastic body.
  • the shear type cab mount as described above absorbs the impact by compressing the rubber provided between the inner cylinder and the outer cylinder when the vehicle collides. At this time, as the amount of compression (displacement amount) increases, the load on the cab mount also increases, and finally the amount of displacement saturates.
  • the following disclosure was made in view of such a situation, and aims to provide a cab mount that can further enhance the collision safety of the cabin.
  • One aspect of the present disclosure includes an inner cylinder (inner cylinder 200) through which a shaft portion of a bolt (connecting bolt 50) is inserted, an outer cylinder (outer cylinder 300) provided on the radial outer side of the inner cylinder, and the inner cylinder.
  • An elastic body (elastic body 350) provided between the cylinder and the outer cylinder and holding the inner cylinder is provided, and the outer cylinder is connected to a frame (frame 20) of the vehicle (vehicle 10), and the said.
  • the inner cylinder is connected to the cabin (cabin 30) of the vehicle, the inner cylinder is divided into a plurality of pieces (first piece 210 and second piece 260) in the axial direction, and at least the pieces on the cabin side are , A cab mount (cab mount 100) fixed to the elastic body.
  • the collision safety of the cabin can be further enhanced.
  • FIG. 1A is a schematic side view of the vehicle 10 before the collision with the barrier 70.
  • FIG. 1B is a schematic side view of the vehicle 10 after a collision with the barrier 70.
  • FIG. 2 is a single perspective view of the cab mount 100.
  • FIG. 3 is an exploded perspective view of the cab mount 100.
  • FIG. 4 is a plan view of the cab mount 100.
  • FIG. 5 is a cross-sectional view of the cab mount 100 along the F5-F5 direction of FIG.
  • FIG. 6 is a diagram showing a state in which the cab mount 100 is connected to the frame 20 and the cabin 30 of the vehicle 10.
  • FIG. 7 is a diagram schematically showing the shape of the cab mount 100 when the vehicle 10 collides with the barrier 70.
  • FIG. 1A is a schematic side view of the vehicle 10 before the collision with the barrier 70.
  • FIG. 1B is a schematic side view of the vehicle 10 after a collision with the barrier 70.
  • FIG. 2 is a single perspective
  • FIG. 8 is a diagram (example) of the load and the displacement (deflection) with respect to the cab mount.
  • FIG. 9 is a cross-sectional view of the cab mount 100A according to the modified example.
  • FIG. 10 is a diagram showing a state in which the cab mount 100B according to another modification is connected to the frame 20 and the cabin 30 of the vehicle 10.
  • FIG. 11 is a diagram schematically showing the shape of the cab mount 100B when the vehicle 10 collides with the barrier 70.
  • FIGS. 1A and 1B are schematic side views of a vehicle 10 including a cab mount according to the present embodiment. Specifically, FIG. 1A is a schematic side view of the vehicle 10 before a collision with a barrier 70 such as concrete. FIG. 1B is a schematic side view of the vehicle 10 after a collision with the barrier 70.
  • the vehicle 10 is a pickup truck.
  • a pickup truck may be interpreted as a truck with an open loading platform 35 behind the cabin 30 (cab) and an engine hood 15 (bonnet).
  • the same ladder frame structure as that of the vehicle 10 may be used, but the loading platform 35 is not provided.
  • the cabin 30 may include a living space for occupants and a space in which a prime mover such as an engine is installed.
  • the cabin 30 is connected to the frame 20 by a plurality of cab mounts 100.
  • the cabin 30 moves forward in the traveling direction, specifically in the direction D1, and the energy absorption area in the front part of the cabin 30 including the engine hood 15 and the like.
  • the EA absorbs the energy at the time of collision.
  • FIG. 2 is a single perspective view of the cab mount 100.
  • FIG. 3 is an exploded perspective view of the cab mount 100.
  • the straight line L1 shown in FIG. 3 coincides with the axial direction of the cab mount 100.
  • the cab mount 100 is a shear type using an elastic body 350.
  • the cab mount 100 includes an inner cylinder 200 and an outer cylinder 300.
  • the inner cylinder 200 and the outer cylinder 300 may be formed by using a general metal material (or resin material).
  • the elastic body 350 is provided between the inner cylinder 200 and the outer cylinder 300, and holds the inner cylinder 200.
  • the shear type cab mount may be interpreted as a mount in which the outer cylinder 300 is connected to the frame 20 of the vehicle 10, the inner cylinder 200 is connected to the cabin 30, and the shear deformation of the elastic body 350 is used.
  • the inner cylinder 200 is divided into a plurality of pieces in the axial direction. Specifically, the inner cylinder 200 is composed of a first piece 210 and a second piece 260.
  • the first piece 210 is a piece closer to the cabin 30 (upper side)
  • the second piece 260 is a piece closer to the frame 20 (lower side).
  • a separate plate 400 from the inner cylinder 200 is provided between the inner cylinder 200 and the cabin 30.
  • the plate 400 is attached to the inner cylinder 200, specifically, the first piece 210.
  • the plate 400 may be caulked and fixed to the upper peripheral edge portion of the first piece 210.
  • the plate 400 may be attached to the first piece 210 by another method, for example, welding.
  • the plate 400 may be integrated with the first piece 210 by forging.
  • the inner cylinder 200 (first piece 210 and second piece 260) is adhered to the elastic body 350.
  • the inner cylinder 200 does not necessarily have to be adhered to the elastic body 350, such as by press fitting.
  • the second piece 260 is formed with another adjacent piece, specifically, an engaging portion 261 that engages with the first piece 210.
  • the engaging portion 261 may be formed on the side of the first piece 210.
  • the engaging portion 261 is composed of two arcuate convex shapes formed along the inner peripheral surface of the second piece 260. Such a pair of engaging portions 261 may be formed so as to face each other in the front-rear direction of the vehicle 10 when mounted on the vehicle.
  • a general rubber material used for this kind of mount may be used.
  • natural rubber NR
  • butadiene rubber BR
  • styrene butadiene rubber SBR
  • butyl rubber IIR
  • EPDM ethylene propylene rubber
  • CR chloroprene rubber
  • NBR acrylic nitrile butadiene rubber
  • FIG. 4 is a plan view of the cab mount 100.
  • FIG. 5 is a cross-sectional view of the cab mount 100. Specifically, FIG. 5 is a cross-sectional view of the cab mount 100 along the F5-F5 direction of FIG.
  • a cavity 110 is formed in the cab mount 100 along the axial direction.
  • the shaft portion of the connecting bolt 50 (not shown in FIGS. 4 and 5, see FIGS. 6 and 7) is inserted into the inner cylinder 200 (first piece 210 and second piece 260).
  • the outer cylinder 300 is provided on the radial outside of the inner cylinder 200.
  • the outer cylinder 300 has a cylinder portion 310 and a flange portion 320.
  • the end of the inner cylinder 200 on the cabin 30 side is located closer to the cabin 30 than the end of the outer cylinder 300 on the cabin 30 side. That is, the inner cylinder 200 protrudes toward the cabin 30 from the outer cylinder 300.
  • An elastic body 350 is adhered to the cylinder portion 310. It should be noted that the elastic body 350 may only be press-fitted to the extent that it cannot be easily removed from the tubular portion 310.
  • the flange portion 320 is formed on the cabin 30 side (upper side) and extends radially outward from the tubular portion 310. As shown in FIG. 4, a pair of flange portions 320 are formed in the circumferential direction of the tubular portion 310, and mounting holes 325 are formed in the flange portions 320, respectively.
  • the first piece 210 on the cabin 30 side is fixed to the elastic body 350.
  • the term "fixation” as used herein may mean that the first piece 210 is substantially fixed by being press-fitted into the elastic body 350, or may be fixed by adhesion or the like.
  • the second piece 260 does not necessarily have to be fixed (press-fitted) to the elastic body 350. That is, the engagement position P between the first piece 210 and the second piece 260 in the axial direction may be provided on the frame 20 side (lower side) of the elastic body 350 on the frame 20 side end portion (lower end portion). ..
  • FIG. 6 shows a state in which the cab mount 100 is connected to the frame 20 and the cabin 30 of the vehicle 10.
  • the cab mount 100 is connected to the frame 20 and the cabin 30. Specifically, the outer cylinder 300 is connected to the frame 20. Further, the inner cylinder 200 is connected to the cabin 30.
  • the outer cylinder 300 is fixed to the frame 20 by the fixing bolt 41.
  • the fixing bolt 41 is inserted into a mounting hole 325 (see FIGS. 4 and 5) formed in the flange portion 320 and a mounting hole (not shown) formed in the frame 20.
  • a connecting bolt 50 is inserted into the inner cylinder 200 (first piece 210 and second piece 260).
  • the plate 400 is arranged between the inner cylinder 200 (first piece 210) and the cabin 30 and abuts on the cabin 30.
  • the connecting bolt 50 is inserted into the cavity 110 (see FIGS. 4 and 5), and the inner cylinder 200 is connected to the cabin 30 together with the plate 400 and the locking plate 25.
  • the size of the locking plate 25 is preferably larger than the radial size of the outer cylinder 300.
  • the outer cylinder 300 is fixed to the frame 20 by the fixing bolt 41, and the inner cylinder 200 is connected to the cabin 30 by the connecting bolt 50. Further, since the inner cylinder 200 is fixed to the elastic body 350, it does not deviate from the normal usage state (normally assumed input range) of the vehicle 10.
  • FIG. 7 schematically shows the shape of the cab mount 100 when the vehicle 10 collides with the barrier 70.
  • the cabin 30 also deforms and begins to fall so as to tilt forward. Therefore, the plate 400 can be deformed together with the elastic body 350.
  • the first piece 210 is cut, the first piece 210 and the second piece 260 are separated, the angle of the cut is increased, and the connecting bolt 50 is pulled so as to extend. Therefore, the displacement amount of the cab mount 100 becomes large, and the movement amount of the cabin 30 becomes large.
  • the inner cylinder 200 is divided into two structures, and when the vehicle 10 collides, the inner cylinder 200 and the outer cylinder 300 approach each other to the shortest distance, and the inner cylinder 200 is tilted and then at the engagement position P. Separated into a first piece 210 and a second piece 260.
  • the inner cylinder is not divided and the structure integrated with the plate is widely used.
  • Such a conventional cab mount has a problem that the amount of movement of the cabin 30 at the time of a collision is small and the energy absorption area EA (see FIG. 1B) at the front of the vehicle 10 cannot be sufficiently effectively used. If the amount of movement of the cabin 30 at the time of a collision is small, the impact on the inside of the cabin 30 such as the occupants is large, and it is difficult to improve the collision safety.
  • FIG. 8 is a diagram (example) of the load and displacement (deflection) with respect to the cab mount. As shown in FIG. 8, when the load is on the vertical axis and the displacement (movement amount) is on the horizontal axis, the load-displacement slope is large in the conventional cab mount (see the dotted line portion in the figure).
  • the bolts connecting the cab mount or the surrounding metal fittings will break, and the amount of movement of the cabin 30 will be limited (up to the position of d1 in the figure). If the amount of movement of the cabin 30 is limited, the energy absorption area EA cannot be sufficiently effectively used, and as a result, the impact on the inside of the cabin 30 such as the occupants becomes large.
  • the inner cylinder moves forward with respect to the outer cylinder, and the elastic body (rubber) sandwiched between the outer cylinder and the inner cylinder is compressed. It becomes thinner and the load rises. After that, since the inner cylinder approaches the outer cylinder, the load on the cab mount (elastic body) further increases.
  • the cabin moves forward and collides with the barrier 70 and deforms, the cabin tilts and the inner cylinder also tilts.
  • the inner cylinder or bolt eventually breaks while the bolt for connecting the cabin also tilts.
  • the displacement that is, the movement amount of the cabin 30 is increased (up to the position of d2 in the figure), and the energy is absorbed without increasing the load.
  • Area EA can be used effectively. This can improve the collision safety (which may be referred to as collision performance) of the cabin 30.
  • the load increases until the inner cylinder or the bolt for connecting the cabin breaks.
  • the inner cylinder 200 having a split structure can increase the displacement (deflection) while suppressing the increase in the load. This makes it possible to improve collision safety by effectively utilizing the energy absorption area EA.
  • the inner cylinder 200 and the separate plate 400 are provided, and the plate 400 comes into contact with the cabin 30. Therefore, it can contribute to further increase the movement amount of the cabin 30 when a large input in the front-rear direction of the vehicle is applied such as a collision of the vehicle 10. This can further enhance the collision safety of the cabin 30.
  • the second piece 260 is formed with an engaging portion 261 that engages with the first piece 210. Therefore, it is possible to secure the amount of movement of the cabin 30 at the time of a collision while maintaining the coupled state of the inner cylinder 200 at the normal time.
  • the engagement position P (see FIG. 5) between the first piece 210 and the second piece 260 is located on the frame 20 side (lower side) of the elastic body 350 on the frame 20 side end (lower end). It may be provided. Therefore, even when the inner cylinder 200 has a split structure, such as press-fitting the first piece 210 into the elastic body 350, the cab mount 100 can be easily manufactured.
  • FIG. 9 is a cross-sectional view of the cab mount 100A according to the modified example.
  • the cab mount 100A includes an inner cylinder 200A.
  • the inner cylinder 200A is composed of a first piece 210A and a second piece 260A.
  • the sizes (lengths) of the first piece 210A and the second piece 260A in the axial direction are different. Specifically, the length of the first piece 210A is shorter than that of the second piece 260A.
  • the engagement position P between the first piece 210A and the second piece 260A in the axial direction is the end (upper end) of the cabin 30 of the inner cylinder 200A and the end (upper end) of the outer cylinder 300 on the cabin 30 side. It is preferable that at least it is provided between them. In other words, it is preferable that the engagement position P is provided in the region A1 between the lower end of the plate 400 and the upper end of the outer cylinder 300.
  • the engagement position P may be provided within a range from the upper end portion of the inner cylinder 200A to 1/3 of the size (length) of the inner cylinder 200A in the axial direction.
  • the moment at the time of collision can be tuned for the relationship between load and displacement (deflection).
  • the inner cylinder 200 (and the inner cylinder 200A) may be divided into three or more instead of two. Further, the pieces divided into a plurality of pieces may be engaged by caulking, press-fitting, welding (arc welding or projection welding), the use of hooks, or the like, instead of the convex engaging portion 261 as described above. Further, the pair of engaging portions 261 may be formed so as to face each other in the front-rear direction of the vehicle 10, but are formed so as to face each other in the width direction of the vehicle 10 when dealing with an offset collision or the like. May be good.
  • the radial outer side of the second piece 260 is a cavity (see FIG. 5), but another elastic body may be provided instead of the cavity, and the elastic body 350 is the outer cylinder 300. It may be provided up to the lower end of the.
  • the cab mount 100 may be simply referred to by another name such as a mount, a cab suspension, or an anti-vibration device.
  • FIG. 10 is a diagram showing a state in which the cab mount 100B according to another modified example is connected to the frame 20 and the cabin 30 of the vehicle 10.
  • the cab mount 100B is a so-called liquid-sealed cab mount and includes a liquid-sealed portion 150.
  • the liquid sealing unit 150 has a liquid chamber 161 and a liquid chamber 171 in which a liquid is sealed.
  • the liquid chamber 161 and the liquid chamber 171 may be filled with, for example, ethylene glycol, water, silicone oil, or the like.
  • the liquid sealing portion 150 is provided on the frame 20 side of the elastic body 350B.
  • the liquid sealing portion 150 includes an upper lid body 160, a liquid chamber partition body 170, and a lower lid body 180.
  • a liquid chamber 161 is formed between the upper lid body 160 and the liquid chamber compartment 170, and a liquid chamber 171 is formed between the liquid chamber compartment 170 and the lower lid 180.
  • the liquid chamber compartment 170 may be formed with a liquid chamber 161 and a restricted passage through which the liquid enclosed in the liquid chamber 171 can pass.
  • the upper lid body 160 is located closer to the frame 20.
  • the lower lid 180 is farther from the frame 20 than the upper lid 160.
  • the upper lid body 160, the liquid chamber partition body 170, and the lower lid body 180 are connected to the frame 20 together with the elastic body 350B by the fixing bolt 42 and the nut 43.
  • the cab mount 100B is equipped with an inner cylinder 200B.
  • the inner cylinder 200B has a three-part structure divided into three pieces, and is composed of a first piece 210B, a second piece 260B, and a third piece 270B.
  • the axial engagement position P between the first piece 210B and the second piece 260B and the axial engagement position P between the second piece 260B and the third piece 270B are enclosed in the liquid chambers 161 and 171. It is offset from the position where it comes into contact with the liquid. That is, the first piece 210B, the second piece 260B, and the third piece 270B are engaged with each other (divided position) so as not to come into contact with the liquid.
  • the axial engagement position (engagement position on the frame 20 side) between the first piece 210B and the second piece 260B may be located closer to the frame 20 than the inner surface surface (liquid chamber 161 side) of the upper lid 160. ..
  • FIG. 11 is a diagram schematically showing the shape of the cab mount 100B when the vehicle 10 collides with the barrier 70.
  • the inner cylinder 200B is bent so as to be scooped out.
  • the inner cylinder 200B is cut, the first piece 210B and the second piece 260B are separated, the angle of being cut is increased, and the second piece 260B and the third piece 270B are further separated.
  • the connecting bolt 50 is pulled so as to extend, similar to the cab mount 100 and the cab mount 100A. Therefore, the displacement amount of the cab mount 100 becomes large, and the movement amount of the cabin 30 becomes large. This can improve the collision performance of the cabin 30.
  • the cab mount 100B includes a liquid sealing portion 150, and has an axial engagement position P between the first piece 210B and the second piece 260B, and an axial engagement between the second piece 260B and the third piece 270B. Since the alignment position P is offset from the position where the liquid chamber 161 and the liquid enclosed in the liquid chamber 171 are in contact with each other, the collision performance can be improved while suppressing the liquid from leaking even when the vehicle 10 collides. ..
  • the cab mount 100 (and the cab mount 100A) is mounted on a vehicle other than the pickup truck or a large SUV, for example, a prime mover such as an engine. It may be applied to a cab-over type vehicle in which the cabin is located.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

A cab mount 100 comprises: an inner cylinder 200 through which a shaft portion of a connecting bolt 50 is inserted; an outer cylinder 300 provided outside the inner cylinder 200 in the radial direction; and an elastic body 350 which is provided between the inner cylinder 200 and the outer cylinder 300 and which holds the inner cylinder 200. The outer cylinder 300 is coupled to a frame 20, and the inner cylinder 200 is coupled to a cabin 30. The inner cylinder 200 is divided into a first piece 210 and a second piece 260 in the axial direction. At least the first piece 210 on the cabin 30 side is firmly attached to the elastic body 350.

Description

キャブマウントCab mount
　本開示は、車両のキャビンとフレームとの間に設けられるキャブマウントに関し、特に、せん断型のキャブマウントに関する。 This disclosure relates to a cab mount provided between a vehicle cabin and a frame, and particularly to a shear type cab mount.
　従来、ピックアップトラック、大型SUV（Sport Utility Vehicle）などの車両では、車体前方のキャビン（キャブ）とフレームとの間に、振動及び衝撃吸収用のマウント、いわゆるキャブマウントを設ける構造が知られている（非特許文献１参照）。 Conventionally, in vehicles such as pickup trucks and large SUVs (Sport Utility Vehicles), a structure is known in which a mount for vibration and shock absorption, a so-called cab mount, is provided between the cabin (cab) in front of the vehicle body and the frame. (See Non-Patent Document 1).
　例えば、特許文献１には、弾性体のせん断変形を利用する、せん断型のキャブマウントが開示されている。 For example, Patent Document 1 discloses a shear type cab mount that utilizes shear deformation of an elastic body.
　このようなせん断型のキャブマウントでは、内筒及び外筒と、内筒と外筒との間に弾性体（ゴム）を設ける構造が広く用いられている。 In such a shear type cab mount, a structure in which an elastic body (rubber) is provided between the inner cylinder and the outer cylinder and the inner cylinder and the outer cylinder is widely used.
実開昭63-66384号公報Jitsukaisho 63-66384 Gazette
　上述したようなせん断型のキャブマウントは、車両が衝突すると、内筒と外筒との間に設けられたゴムが圧縮されることによって衝撃を吸収する。この際、圧縮量（変位量）の増大に応じてキャブマウントに対する荷重も増大し、最終的には変位量が飽和する。 The shear type cab mount as described above absorbs the impact by compressing the rubber provided between the inner cylinder and the outer cylinder when the vehicle collides. At this time, as the amount of compression (displacement amount) increases, the load on the cab mount also increases, and finally the amount of displacement saturates.
　キャビン内の衝撃低減には、衝突時のキャビンの移動量を確保することが車両のエネルギー吸収エリアを有効利用する観点から望ましいが、キャブマウントによって支持されているキャビンの移動量には限界があり、衝突時など、大きな入力に対するキャビンの衝突安全性については、改善の余地があった。 In order to reduce the impact in the cabin, it is desirable to secure the amount of movement of the cabin in the event of a collision from the viewpoint of effectively utilizing the energy absorption area of the vehicle, but there is a limit to the amount of movement of the cabin supported by the cab mount. There was room for improvement in the collision safety of the cabin for large inputs such as in the event of a collision.
　そこで、以下の開示は、このような状況に鑑みてなされたものであり、キャビンの衝突安全性をさらに高め得るキャブマウントの提供を目的とする。 Therefore, the following disclosure was made in view of such a situation, and aims to provide a cab mount that can further enhance the collision safety of the cabin.
　本開示の一態様は、ボルト（連結ボルト50）の軸部が挿通される内筒（内筒200）と、前記内筒の径方向外側に設けられる外筒（外筒300）と、前記内筒と前記外筒との間に設けられ、前記内筒を保持する弾性体（弾性体350）とを備え、前記外筒は、車両（車両10）のフレーム（フレーム20）と連結され、前記内筒は、前記車両のキャビン（キャビン30）と連結され、前記内筒は、軸方向において複数のピース（第１ピース210及び第２ピース260）に分割され、少なくとも前記キャビン側の前記ピースは、前記弾性体に固着されるキャブマウント（キャブマウント100）である。 One aspect of the present disclosure includes an inner cylinder (inner cylinder 200) through which a shaft portion of a bolt (connecting bolt 50) is inserted, an outer cylinder (outer cylinder 300) provided on the radial outer side of the inner cylinder, and the inner cylinder. An elastic body (elastic body 350) provided between the cylinder and the outer cylinder and holding the inner cylinder is provided, and the outer cylinder is connected to a frame (frame 20) of the vehicle (vehicle 10), and the said. The inner cylinder is connected to the cabin (cabin 30) of the vehicle, the inner cylinder is divided into a plurality of pieces (first piece 210 and second piece 260) in the axial direction, and at least the pieces on the cabin side are , A cab mount (cab mount 100) fixed to the elastic body.
　上述したキャブマウントによれば、キャビンの衝突安全性をさらに高め得る。 According to the above-mentioned cab mount, the collision safety of the cabin can be further enhanced.
図１Ａは、バリア70への衝突前における車両10の概略側面図である。FIG. 1A is a schematic side view of the vehicle 10 before the collision with the barrier 70. 図１Ｂは、バリア70への衝突後における車両10の概略側面図である。FIG. 1B is a schematic side view of the vehicle 10 after a collision with the barrier 70. 図２は、キャブマウント100の単体斜視図である。FIG. 2 is a single perspective view of the cab mount 100. 図３は、キャブマウント100の分解斜視図である。FIG. 3 is an exploded perspective view of the cab mount 100. 図４は、キャブマウント100の平面図である。FIG. 4 is a plan view of the cab mount 100. 図５は、図４のF5-F5方向に沿ったキャブマウント100の断面図である。FIG. 5 is a cross-sectional view of the cab mount 100 along the F5-F5 direction of FIG. 図６は、キャブマウント100が車両10のフレーム20及びキャビン30に連結された状態を示す図である。FIG. 6 is a diagram showing a state in which the cab mount 100 is connected to the frame 20 and the cabin 30 of the vehicle 10. 図７は、車両10のバリア70衝突時におけるキャブマウント100の形状を模式的に示す図である。FIG. 7 is a diagram schematically showing the shape of the cab mount 100 when the vehicle 10 collides with the barrier 70. 図８は、キャブマウントに対する荷重と変位（撓み）との線図（例）である。FIG. 8 is a diagram (example) of the load and the displacement (deflection) with respect to the cab mount. 図９は、変更例に係るキャブマウント100Aの断面図である。FIG. 9 is a cross-sectional view of the cab mount 100A according to the modified example. 図１０は、他の変更例に係るキャブマウント100Bが車両10のフレーム20及びキャビン30に連結された状態を示す図である。FIG. 10 is a diagram showing a state in which the cab mount 100B according to another modification is connected to the frame 20 and the cabin 30 of the vehicle 10. 図１１は、車両10のバリア70衝突時におけるキャブマウント100Bの形状を模式的に示す図である。FIG. 11 is a diagram schematically showing the shape of the cab mount 100B when the vehicle 10 collides with the barrier 70.
　以下、実施形態を図面に基づいて説明する。なお、同一の機能や構成には、同一または類似の符号を付して、その説明を適宜省略する。 Hereinafter, embodiments will be described based on the drawings. The same functions and configurations are designated by the same or similar reference numerals, and the description thereof will be omitted as appropriate.
　（１）キャブマウントを含む車両の概略構成
　図１Ａ及び図１Ｂは、本実施形態に係るキャブマウントを含む車両10の概略側面図である。具体的には、図１Ａは、コンクリートなどのバリア70への衝突前における車両10の概略側面図である。図１Ｂは、バリア70への衝突後における車両10の概略側面図である。 (1) Schematic configuration of a vehicle including a cab mount FIGS. 1A and 1B are schematic side views of a vehicle 10 including a cab mount according to the present embodiment. Specifically, FIG. 1A is a schematic side view of the vehicle 10 before a collision with a barrier 70 such as concrete. FIG. 1B is a schematic side view of the vehicle 10 after a collision with the barrier 70.
　図１Ａ及び図１Ｂに示すように、本実施形態では、車両10は、ピックアップトラックである。ピックアップトラックは、キャビン30（キャブ）の後方に開放型の荷台35を備え、エンジンフード15（ボンネット）を有するトラックと解釈されてよい。なお、大型SUVの場合、車両10と同様のラダーフレーム構造が用いられてよいが、荷台35は備えられない。 As shown in FIGS. 1A and 1B, in the present embodiment, the vehicle 10 is a pickup truck. A pickup truck may be interpreted as a truck with an open loading platform 35 behind the cabin 30 (cab) and an engine hood 15 (bonnet). In the case of a large SUV, the same ladder frame structure as that of the vehicle 10 may be used, but the loading platform 35 is not provided.
　キャビン30は、乗員の居住空間及びエンジンなどの原動機が設置される空間を含んでよい。キャビン30は、複数のキャブマウント100によってフレーム20と連結されている。 The cabin 30 may include a living space for occupants and a space in which a prime mover such as an engine is installed. The cabin 30 is connected to the frame 20 by a plurality of cab mounts 100.
　図１Ｂに示すように、車両10がバリア70と正面衝突すると、キャビン30は、進行方向前方、具体的には、方向D1に移動し、エンジンフード15などを含むキャビン30前部のエネルギー吸収エリアEAによって衝突時のエネルギーを吸収する。 As shown in FIG. 1B, when the vehicle 10 collides head-on with the barrier 70, the cabin 30 moves forward in the traveling direction, specifically in the direction D1, and the energy absorption area in the front part of the cabin 30 including the engine hood 15 and the like. The EA absorbs the energy at the time of collision.
　図１Ｂに示すように、車両10の衝突安全性を高めるためには、衝突時にキャビン30を前方に移動させることによってエネルギー吸収エリアEAを有効利用することが重要となる。 As shown in FIG. 1B, in order to improve the collision safety of the vehicle 10, it is important to effectively utilize the energy absorption area EA by moving the cabin 30 forward in the event of a collision.
　（２）キャブマウントの概略構造
　ピックアップトラック、大型SUVなどの車両10に好適に用い得るキャブマウント100は、次のような構造を有している。図２は、キャブマウント100の単体斜視図である。図３は、キャブマウント100の分解斜視図である。なお、図３に示す直線L1は、キャブマウント100の軸方向と一致する。 (2) Outline structure of cab mount The cab mount 100, which can be suitably used for a vehicle 10 such as a pickup truck and a large SUV, has the following structure. FIG. 2 is a single perspective view of the cab mount 100. FIG. 3 is an exploded perspective view of the cab mount 100. The straight line L1 shown in FIG. 3 coincides with the axial direction of the cab mount 100.
　図２及び図３に示すように、キャブマウント100は、弾性体350を用いたせん断型である。キャブマウント100は、内筒200と外筒300とを備える。内筒200及び外筒300は、一般的な金属材料（または樹脂材料）を用いて形成されてよい。弾性体350は、内筒200と外筒300との間に設けられ、内筒200を保持する。 As shown in FIGS. 2 and 3, the cab mount 100 is a shear type using an elastic body 350. The cab mount 100 includes an inner cylinder 200 and an outer cylinder 300. The inner cylinder 200 and the outer cylinder 300 may be formed by using a general metal material (or resin material). The elastic body 350 is provided between the inner cylinder 200 and the outer cylinder 300, and holds the inner cylinder 200.
　せん断型のキャブマウントとは、外筒300が車両10のフレーム20と連結され、内筒200がキャビン30と連結され、弾性体350のせん断変形を利用する形態のマウントと解釈されてよい。 The shear type cab mount may be interpreted as a mount in which the outer cylinder 300 is connected to the frame 20 of the vehicle 10, the inner cylinder 200 is connected to the cabin 30, and the shear deformation of the elastic body 350 is used.
　内筒200は、軸方向において複数のピースに分割されている。具体的には、内筒200は、第１ピース210と第２ピース260とによって構成される。第１ピース210は、キャビン30寄り（上側）のピースであり、第２ピース260は、フレーム20寄り（下側）のピースである。 The inner cylinder 200 is divided into a plurality of pieces in the axial direction. Specifically, the inner cylinder 200 is composed of a first piece 210 and a second piece 260. The first piece 210 is a piece closer to the cabin 30 (upper side), and the second piece 260 is a piece closer to the frame 20 (lower side).
　内筒200とキャビン30との間には、内筒200と別体のプレート400が設けられる。プレート400は、内筒200、具体的には、第１ピース210に取り付けられる。例えば、プレート400は、第１ピース210の上側周縁部分にかしめて固定されてよい。なお、プレート400は、他の方法、例えば、溶接などによって第１ピース210に取り付けられてもよい。或いは、プレート400は、鍛造によって第１ピース210と一体化されてもよい。 A separate plate 400 from the inner cylinder 200 is provided between the inner cylinder 200 and the cabin 30. The plate 400 is attached to the inner cylinder 200, specifically, the first piece 210. For example, the plate 400 may be caulked and fixed to the upper peripheral edge portion of the first piece 210. The plate 400 may be attached to the first piece 210 by another method, for example, welding. Alternatively, the plate 400 may be integrated with the first piece 210 by forging.
　内筒200（第１ピース210及び第２ピース260）は、弾性体350に接着される。内筒200は、圧入など、弾性体350と必ずしも接着されていなくても構わない。 The inner cylinder 200 (first piece 210 and second piece 260) is adhered to the elastic body 350. The inner cylinder 200 does not necessarily have to be adhered to the elastic body 350, such as by press fitting.
　第２ピース260には、隣接する別のピース、具体的には、第１ピース210と係合する係合部261が形成される。なお、係合部261は、第１ピース210側に形成されてもよい。 The second piece 260 is formed with another adjacent piece, specifically, an engaging portion 261 that engages with the first piece 210. The engaging portion 261 may be formed on the side of the first piece 210.
　本実施形態では、係合部261は、第２ピース260の内周面に沿って形成された２つの円弧状の凸状によって構成される。このような一対の係合部261は、車両装着時において、車両10の前後方向に対向するように形成されてもよい。 In the present embodiment, the engaging portion 261 is composed of two arcuate convex shapes formed along the inner peripheral surface of the second piece 260. Such a pair of engaging portions 261 may be formed so as to face each other in the front-rear direction of the vehicle 10 when mounted on the vehicle.
　弾性体350は、この種のマウントに用いられる一般的なゴム材料が用いられてよい。例えば、天然ゴム（ＮＲ）、ブタジエンゴム（BR）、スチレンブタジエンゴム（SBR）、ブチルゴム（IIR）、ＥＰＤＭ（エチレンプロピレンゴム）、ＣＲ（クロロプレンゴム）、或いはＮＢＲ（アクリルニトリルブタジエンゴム）、ウレタン系、が用いられてもよい。 For the elastic body 350, a general rubber material used for this kind of mount may be used. For example, natural rubber (NR), butadiene rubber (BR), styrene butadiene rubber (SBR), butyl rubber (IIR), EPDM (ethylene propylene rubber), CR (chloroprene rubber), or NBR (acrylic nitrile butadiene rubber), urethane-based. , May be used.
　（３）キャブマウント100の詳細構造
　次に、キャブマウント100の具体的な構造について説明する。図４は、キャブマウント100の平面図である。図５は、キャブマウント100の断面図である。具体的には、図５は、図４のF5-F5方向に沿ったキャブマウント100の断面図である。 (3) Detailed structure of the cab mount 100 Next, the specific structure of the cab mount 100 will be described. FIG. 4 is a plan view of the cab mount 100. FIG. 5 is a cross-sectional view of the cab mount 100. Specifically, FIG. 5 is a cross-sectional view of the cab mount 100 along the F5-F5 direction of FIG.
　図４及び図５に示すように、キャブマウント100には、軸方向に沿って空洞部110が形成される。具体的には、内筒200（第１ピース210及び第２ピース260）には、連結ボルト50（図４，５において不図示、図６，７参照）の軸部が挿通される。 As shown in FIGS. 4 and 5, a cavity 110 is formed in the cab mount 100 along the axial direction. Specifically, the shaft portion of the connecting bolt 50 (not shown in FIGS. 4 and 5, see FIGS. 6 and 7) is inserted into the inner cylinder 200 (first piece 210 and second piece 260).
　外筒300は、内筒200の径方向外側に設けられる。外筒300は、筒部310とフランジ部320とを有する。 The outer cylinder 300 is provided on the radial outside of the inner cylinder 200. The outer cylinder 300 has a cylinder portion 310 and a flange portion 320.
　内筒200のキャビン30の側の端部は、外筒300のキャビン30側の端部よりもキャビン30側に位置する。つまり、内筒200は、外筒300よりもキャビン30側に突出している。 The end of the inner cylinder 200 on the cabin 30 side is located closer to the cabin 30 than the end of the outer cylinder 300 on the cabin 30 side. That is, the inner cylinder 200 protrudes toward the cabin 30 from the outer cylinder 300.
　筒部310には、弾性体350が接着されている。なお、筒部310から容易に抜けない程度に、弾性体350が圧入されているだけでもよい。 An elastic body 350 is adhered to the cylinder portion 310. It should be noted that the elastic body 350 may only be press-fitted to the extent that it cannot be easily removed from the tubular portion 310.
　フランジ部320は、キャビン30側（上側）に形成され、筒部310から径方向外側に延出する。図４に示すように、フランジ部320は、筒部310の周方向において一対形成されており、フランジ部320には、取付孔325がそれぞれ形成される。 The flange portion 320 is formed on the cabin 30 side (upper side) and extends radially outward from the tubular portion 310. As shown in FIG. 4, a pair of flange portions 320 are formed in the circumferential direction of the tubular portion 310, and mounting holes 325 are formed in the flange portions 320, respectively.
　図５に示すように、少なくともキャビン30側の第１ピース210は、弾性体350に固着されることが好ましい。なお、ここでいう固着とは、第１ピース210が弾性体350に圧入されることによって実質的に固定されている状態でもよいし、接着などによって固定されている状態でもよい。 As shown in FIG. 5, it is preferable that at least the first piece 210 on the cabin 30 side is fixed to the elastic body 350. The term "fixation" as used herein may mean that the first piece 210 is substantially fixed by being press-fitted into the elastic body 350, or may be fixed by adhesion or the like.
　一方、第２ピース260は、必ずしも弾性体350に固着（圧入）されていなくても構わない。つまり、第１ピース210と第２ピース260との軸方向における係合位置Pは、弾性体350のフレーム20側の端部（下端部）よりもフレーム20側（下側）に設けられてよい。 On the other hand, the second piece 260 does not necessarily have to be fixed (press-fitted) to the elastic body 350. That is, the engagement position P between the first piece 210 and the second piece 260 in the axial direction may be provided on the frame 20 side (lower side) of the elastic body 350 on the frame 20 side end portion (lower end portion). ..
　（４）作用・効果
　次に、キャブマウント100の作用及び効果について説明する。図６は、キャブマウント100が車両10のフレーム20及びキャビン30に連結された状態を示す。 (4) Actions / Effects Next, the actions and effects of the cab mount 100 will be described. FIG. 6 shows a state in which the cab mount 100 is connected to the frame 20 and the cabin 30 of the vehicle 10.
　図６に示すように、キャブマウント100は、フレーム20及びキャビン30に連結される。具体的には、外筒300は、フレーム20と連結される。また、内筒200は、キャビン30と連結される。 As shown in FIG. 6, the cab mount 100 is connected to the frame 20 and the cabin 30. Specifically, the outer cylinder 300 is connected to the frame 20. Further, the inner cylinder 200 is connected to the cabin 30.
　より具体的には、外筒300は、固定ボルト41によって、フレーム20に固定される。固定ボルト41は、フランジ部320に形成された取付孔325（図４，５参照）、及びフレーム20に形成された取付孔（不図示）に挿通される。 More specifically, the outer cylinder 300 is fixed to the frame 20 by the fixing bolt 41. The fixing bolt 41 is inserted into a mounting hole 325 (see FIGS. 4 and 5) formed in the flange portion 320 and a mounting hole (not shown) formed in the frame 20.
　内筒200（第１ピース210及び第２ピース260）には、連結ボルト50が挿通される。プレート400は、内筒200（第１ピース210）とキャビン30との間に配置され、キャビン30と当接する。 A connecting bolt 50 is inserted into the inner cylinder 200 (first piece 210 and second piece 260). The plate 400 is arranged between the inner cylinder 200 (first piece 210) and the cabin 30 and abuts on the cabin 30.
　連結ボルト50は、空洞部110（図４，５参照）に挿通され、プレート400及び係止プレート25とともに内筒200をキャビン30と連結する。係止プレート25のサイズは、外筒300の径方向サイズよりも大きいことが好ましい。 The connecting bolt 50 is inserted into the cavity 110 (see FIGS. 4 and 5), and the inner cylinder 200 is connected to the cabin 30 together with the plate 400 and the locking plate 25. The size of the locking plate 25 is preferably larger than the radial size of the outer cylinder 300.
　このように、外筒300は、固定ボルト41によってフレーム20に固定され、内筒200は、連結ボルト50によってキャビン30に連結されている。また、内筒200は、弾性体350に固着されているため、車両10の通常の使用状態（通常想定される入力の範囲）において外れることはない。 In this way, the outer cylinder 300 is fixed to the frame 20 by the fixing bolt 41, and the inner cylinder 200 is connected to the cabin 30 by the connecting bolt 50. Further, since the inner cylinder 200 is fixed to the elastic body 350, it does not deviate from the normal usage state (normally assumed input range) of the vehicle 10.
　図７は、車両10のバリア70衝突時におけるキャブマウント100の形状を模式的に示す。車両10がバリア70に衝突すると、キャビン30も変形するため、前方に傾くように倒れ始める。このため、弾性体350とともにプレート400も変形し得る。 FIG. 7 schematically shows the shape of the cab mount 100 when the vehicle 10 collides with the barrier 70. When the vehicle 10 collides with the barrier 70, the cabin 30 also deforms and begins to fall so as to tilt forward. Therefore, the plate 400 can be deformed together with the elastic body 350.
　キャビン30が前方に移動し、弾性体350がさらに変形すると、内筒200（第１ピース210）とプレート400とが切り離され、第１ピース210が抉られるように曲げられる。 When the cabin 30 moves forward and the elastic body 350 is further deformed, the inner cylinder 200 (first piece 210) and the plate 400 are separated, and the first piece 210 is bent so as to be scooped out.
　さらに、第１ピース210が抉られると、第１ピース210と第２ピース260とが分離し、抉られる角度が大きくなり、連結ボルト50が伸びるように引っ張られる。このため、キャブマウント100の変位量が大きくなり、キャビン30の移動量が大きくなる。 Further, when the first piece 210 is cut, the first piece 210 and the second piece 260 are separated, the angle of the cut is increased, and the connecting bolt 50 is pulled so as to extend. Therefore, the displacement amount of the cab mount 100 becomes large, and the movement amount of the cabin 30 becomes large.
　このように、キャブマウント100では、内筒200を分割構造とし、車両10の衝突時には、内筒200と外筒300とが最短距離まで近づき、内筒200は、傾いた後に係合位置Pにおいて第１ピース210と第２ピース260とに分離する。 In this way, in the cab mount 100, the inner cylinder 200 is divided into two structures, and when the vehicle 10 collides, the inner cylinder 200 and the outer cylinder 300 approach each other to the shortest distance, and the inner cylinder 200 is tilted and then at the engagement position P. Separated into a first piece 210 and a second piece 260.
　一方、従来の一般的なキャブマウントの場合、内筒は、分割されておらず、プレートと一体となった構造が広く用いられている。このような従来のキャブマウントでは、衝突時におけるキャビン30の移動量が少なく、車両10前部のエネルギー吸収エリアEA（図１Ｂ参照）を充分に有効利用できない問題がある。衝突時におけるキャビン30の移動量が少ないと、乗員など、キャビン30内部への衝撃が大きく、衝突安全性を高めることが難しい。 On the other hand, in the case of the conventional general cab mount, the inner cylinder is not divided and the structure integrated with the plate is widely used. Such a conventional cab mount has a problem that the amount of movement of the cabin 30 at the time of a collision is small and the energy absorption area EA (see FIG. 1B) at the front of the vehicle 10 cannot be sufficiently effectively used. If the amount of movement of the cabin 30 at the time of a collision is small, the impact on the inside of the cabin 30 such as the occupants is large, and it is difficult to improve the collision safety.
　従来のキャブマウントは、車両10の衝突時に、キャビン30（内筒）が進行方向前方に移動すると、キャブマウントに対する荷重の大きさと概ね比例して変位量も大きくなる。 In the conventional cab mount, when the cabin 30 (inner cylinder) moves forward in the traveling direction at the time of a collision of the vehicle 10, the displacement amount increases in roughly proportional to the magnitude of the load on the cab mount.
　図８は、キャブマウントに対する荷重と変位（撓み）との線図（例）である。図８に示すように、荷重を縦軸、変位（移動量）を横軸とした場合、従来のキャブマウントでは、荷重－変位の傾きが大きい（図中の点線部分参照）。 FIG. 8 is a diagram (example) of the load and displacement (deflection) with respect to the cab mount. As shown in FIG. 8, when the load is on the vertical axis and the displacement (movement amount) is on the horizontal axis, the load-displacement slope is large in the conventional cab mount (see the dotted line portion in the figure).
　このため、一定以上の荷重が負荷されると、キャブマウントを連結するボルトまたは周辺の金具類が破断し、さらなるキャビン30の移動量は制限される（図中のd1の位置まで）。キャビン30の移動量が制限されると、エネルギー吸収エリアEAを充分に有効利用できず、結果的に、乗員など、キャビン30内部への衝撃が大きくなる。 Therefore, if a load above a certain level is applied, the bolts connecting the cab mount or the surrounding metal fittings will break, and the amount of movement of the cabin 30 will be limited (up to the position of d1 in the figure). If the amount of movement of the cabin 30 is limited, the energy absorption area EA cannot be sufficiently effectively used, and as a result, the impact on the inside of the cabin 30 such as the occupants becomes large.
　より具体的には、車両10の衝突など、極めて大きな入力が加わった場合、外筒に対して内筒が前方に移動し、外筒と内筒とによって挟まれた弾性体（ゴム）が圧縮されて薄くなり、荷重が立ち上がる。その後も内筒が外筒に近づくため、キャブマウント（弾性体）に対する荷重がさらに増大する。キャビンは、前方に移動し、バリア70と衝突して変形すると、キャビンが傾き、内筒も傾く。キャビン連結用のボルトも傾きながら、最終的には内筒またはボルトが破断する。 More specifically, when an extremely large input such as a collision of the vehicle 10 is applied, the inner cylinder moves forward with respect to the outer cylinder, and the elastic body (rubber) sandwiched between the outer cylinder and the inner cylinder is compressed. It becomes thinner and the load rises. After that, since the inner cylinder approaches the outer cylinder, the load on the cab mount (elastic body) further increases. When the cabin moves forward and collides with the barrier 70 and deforms, the cabin tilts and the inner cylinder also tilts. The inner cylinder or bolt eventually breaks while the bolt for connecting the cabin also tilts.
　一方、本実施形態に係るキャブマウント100では、図８に実線で示すように、荷重が増大しないまま、変位、つまり、キャビン30の移動量が伸び（図中のd2の位置まで）、エネルギー吸収エリアEAを充分に有効利用できる。これにより、キャビン30の衝突安全性（衝突性能と呼ばれてもよい）を改善し得る。 On the other hand, in the cab mount 100 according to the present embodiment, as shown by the solid line in FIG. 8, the displacement, that is, the movement amount of the cabin 30 is increased (up to the position of d2 in the figure), and the energy is absorbed without increasing the load. Area EA can be used effectively. This can improve the collision safety (which may be referred to as collision performance) of the cabin 30.
　すなわち、車両10の衝突など、極めて大きな入力が加わった場合、従来のキャブマウントでは、内筒またはキャビン連結用のボルトが破断するまで荷重が増大するが、本実施形態に係るキャブマウント100によれば、分割構造の内筒200によって、荷重の増大を抑えつつ、変位（撓み）を増大できる。これにより、エネルギー吸収エリアEAを有効利用した衝突安全性の改善を図り得る。 That is, when an extremely large input is applied such as a collision of the vehicle 10, in the conventional cab mount, the load increases until the inner cylinder or the bolt for connecting the cabin breaks. For example, the inner cylinder 200 having a split structure can increase the displacement (deflection) while suppressing the increase in the load. This makes it possible to improve collision safety by effectively utilizing the energy absorption area EA.
　また、本実施形態では、内筒200と別体のプレート400が設けられ、プレート400がキャビン30と当接する。このため、車両10の衝突など、車両前後方向における大きな入力が加わった際のキャビン30の移動量をさらに伸ばすことに貢献し得る。これにより、キャビン30の衝突安全性をさらに高め得る。 Further, in the present embodiment, the inner cylinder 200 and the separate plate 400 are provided, and the plate 400 comes into contact with the cabin 30. Therefore, it can contribute to further increase the movement amount of the cabin 30 when a large input in the front-rear direction of the vehicle is applied such as a collision of the vehicle 10. This can further enhance the collision safety of the cabin 30.
　本実施形態では、第２ピース260には、第１ピース210と係合する係合部261が形成される。このため、通常時における内筒200の結合状態を維持しつつ、衝突時におけるキャビン30の移動量を確保できる。 In the present embodiment, the second piece 260 is formed with an engaging portion 261 that engages with the first piece 210. Therefore, it is possible to secure the amount of movement of the cabin 30 at the time of a collision while maintaining the coupled state of the inner cylinder 200 at the normal time.
　本実施形態では、第１ピース210と第２ピース260との係合位置P（図５参照）は、弾性体350のフレーム20側の端部（下端）よりもフレーム20側（下側）に設けられてよい。このため、第１ピース210の弾性体350への圧入作業など、内筒200を分割構造とした場合でも、キャブマウント100の製造容易性を確保し得る。 In the present embodiment, the engagement position P (see FIG. 5) between the first piece 210 and the second piece 260 is located on the frame 20 side (lower side) of the elastic body 350 on the frame 20 side end (lower end). It may be provided. Therefore, even when the inner cylinder 200 has a split structure, such as press-fitting the first piece 210 into the elastic body 350, the cab mount 100 can be easily manufactured.
　（５）その他の実施形態
　以上、実施形態について説明したが、当該実施形態の記載に限定されるものではなく、種々の変形及び改良が可能であることは、当業者には自明である。 (5) Other Embodiments Although the embodiments have been described above, it is obvious to those skilled in the art that various modifications and improvements are possible without limitation to the description of the embodiments.
　例えば、上述したキャブマウント100は、次のように変更されてもよい。図９は、変更例に係るキャブマウント100Aの断面図である。 For example, the above-mentioned cab mount 100 may be changed as follows. FIG. 9 is a cross-sectional view of the cab mount 100A according to the modified example.
　図９に示すように、キャブマウント100Aは、内筒200Aを備える。内筒200Aは、第１ピース210Aと第２ピース260Aとによって構成される。 As shown in FIG. 9, the cab mount 100A includes an inner cylinder 200A. The inner cylinder 200A is composed of a first piece 210A and a second piece 260A.
　キャブマウント100と比較すると、軸方向における第１ピース210A及び第２ピース260Aのサイズ（長さ）が異なっている。具体的には、第１ピース210Aの長さは、第２ピース260Aよりも短い。 Compared to the cab mount 100, the sizes (lengths) of the first piece 210A and the second piece 260A in the axial direction are different. Specifically, the length of the first piece 210A is shorter than that of the second piece 260A.
　第１ピース210Aと第２ピース260Aとの軸方向における係合位置Pは、内筒200Aのキャビン30の端部（上端部）と、外筒300のキャビン30側の端部（上端）との間に少なくとも設けられることが好ましい。換言すると、プレート400の下端と、外筒300の上端との間の領域A1内に係合位置Pが設けられることが好ましい。 The engagement position P between the first piece 210A and the second piece 260A in the axial direction is the end (upper end) of the cabin 30 of the inner cylinder 200A and the end (upper end) of the outer cylinder 300 on the cabin 30 side. It is preferable that at least it is provided between them. In other words, it is preferable that the engagement position P is provided in the region A1 between the lower end of the plate 400 and the upper end of the outer cylinder 300.
　或いは、係合位置Pは、内筒200Aの上端部から、軸方向における内筒200Aのサイズ（長さ）の１／３までの範囲内に設けられてもよい。 Alternatively, the engagement position P may be provided within a range from the upper end portion of the inner cylinder 200A to 1/3 of the size (length) of the inner cylinder 200A in the axial direction.
　このように、内筒200Aの係合位置P（分割位置）を車両10におけるキャブマウント100A（外筒300）のフレーム20との取付位置と一致または上下方向にオフセットさせることによって、衝突時のモーメントが変化するため、荷重と変位（撓み）との関係をチューニングできる。 In this way, by aligning the engagement position P (split position) of the inner cylinder 200A with the mounting position of the cab mount 100A (outer cylinder 300) with the frame 20 in the vehicle 10 or offsetting it in the vertical direction, the moment at the time of collision Can be tuned for the relationship between load and displacement (deflection).
　また、内筒200（及び内筒200A）は、２分割ではなく、３つ以上に分割されてもよい。さらに複数に分割されたピースは、上述したような凸状の係合部261ではなく、かしめ、圧入、溶接（アーク溶接またはプロジェクション溶接）、フックの利用などによって係合されてもよい。さらに、一対の係合部261は、車両10の前後方向に対向するように形成されてもよいが、オフセット衝突などに対応する場合には、車両10の幅方向に対向するように形成されてもよい。 Further, the inner cylinder 200 (and the inner cylinder 200A) may be divided into three or more instead of two. Further, the pieces divided into a plurality of pieces may be engaged by caulking, press-fitting, welding (arc welding or projection welding), the use of hooks, or the like, instead of the convex engaging portion 261 as described above. Further, the pair of engaging portions 261 may be formed so as to face each other in the front-rear direction of the vehicle 10, but are formed so as to face each other in the width direction of the vehicle 10 when dealing with an offset collision or the like. May be good.
　上述したキャブマウント100では、第２ピース260の径方向外側は空洞（図５参照）としていたが、空洞に代えて、別の弾性体が設けられてもよいし、弾性体350が外筒300の下端部まで設けられてもよい。 In the above-mentioned cab mount 100, the radial outer side of the second piece 260 is a cavity (see FIG. 5), but another elastic body may be provided instead of the cavity, and the elastic body 350 is the outer cylinder 300. It may be provided up to the lower end of the.
　キャブマウント100は、単にマウント、キャブサスペンション或いは防振装置など、別の名称で呼ばれてもよい。 The cab mount 100 may be simply referred to by another name such as a mount, a cab suspension, or an anti-vibration device.
　図１０は、他の変更例に係るキャブマウント100Bが車両10のフレーム20及びキャビン30に連結された状態を示す図である。 FIG. 10 is a diagram showing a state in which the cab mount 100B according to another modified example is connected to the frame 20 and the cabin 30 of the vehicle 10.
　図１０に示すように、キャブマウント100Bは、いわゆる液封型のキャブマウントであり、液封部150を備える。液封部150は、液体が封入された液室161及び液室171を有する。液室161及び液室171には、例えば、エチレングリコール、水、シリコーンオイルなどが封入されてよい。液封部150は、弾性体350Bのフレーム20側に設けられる。 As shown in FIG. 10, the cab mount 100B is a so-called liquid-sealed cab mount and includes a liquid-sealed portion 150. The liquid sealing unit 150 has a liquid chamber 161 and a liquid chamber 171 in which a liquid is sealed. The liquid chamber 161 and the liquid chamber 171 may be filled with, for example, ethylene glycol, water, silicone oil, or the like. The liquid sealing portion 150 is provided on the frame 20 side of the elastic body 350B.
　液封部150は、上蓋体160、液室区画体170及び下蓋体180を含む。上蓋体160と液室区画体170との間には、液室161が形成され、液室区画体170と下蓋体180との間には液室171が形成される。液室区画体170は、液室161及び液室171に封入された液体が通過できる制限通路が形成されてよい。上蓋体160は、フレーム20寄りに位置する。下蓋体180は、上蓋体160よりもフレーム20から離れている。 The liquid sealing portion 150 includes an upper lid body 160, a liquid chamber partition body 170, and a lower lid body 180. A liquid chamber 161 is formed between the upper lid body 160 and the liquid chamber compartment 170, and a liquid chamber 171 is formed between the liquid chamber compartment 170 and the lower lid 180. The liquid chamber compartment 170 may be formed with a liquid chamber 161 and a restricted passage through which the liquid enclosed in the liquid chamber 171 can pass. The upper lid body 160 is located closer to the frame 20. The lower lid 180 is farther from the frame 20 than the upper lid 160.
　上蓋体160、液室区画体170及び下蓋体180は、固定ボルト42及びナット43によって、弾性体350Bとともにフレーム20に連結される。 The upper lid body 160, the liquid chamber partition body 170, and the lower lid body 180 are connected to the frame 20 together with the elastic body 350B by the fixing bolt 42 and the nut 43.
　キャブマウント100Bは、内筒200Bを備える。内筒200Bは、３つのピースに分割された３分割構造であり、第１ピース210B、第２ピース260B及び第３ピース270Bによって構成される。 The cab mount 100B is equipped with an inner cylinder 200B. The inner cylinder 200B has a three-part structure divided into three pieces, and is composed of a first piece 210B, a second piece 260B, and a third piece 270B.
　第１ピース210Bと第２ピース260Bとの軸方向における係合位置P、及び第２ピース260Bと第３ピース270Bとの軸方向における係合位置Pは、液室161及び液室171に封入された液体と接する位置からオフセットしている。つまり、第１ピース210B、第２ピース260B及び第３ピース270Bと係合位置（分割位置）は、液体と接しないようになっている。 The axial engagement position P between the first piece 210B and the second piece 260B and the axial engagement position P between the second piece 260B and the third piece 270B are enclosed in the liquid chambers 161 and 171. It is offset from the position where it comes into contact with the liquid. That is, the first piece 210B, the second piece 260B, and the third piece 270B are engaged with each other (divided position) so as not to come into contact with the liquid.
　第１ピース210Bと第２ピース260Bとの軸方向における係合位置（フレーム20側の係合位置）は、上蓋体160の内側面（液室161側）よりもフレーム20側に位置してよい。 The axial engagement position (engagement position on the frame 20 side) between the first piece 210B and the second piece 260B may be located closer to the frame 20 than the inner surface surface (liquid chamber 161 side) of the upper lid 160. ..
　図１１は、車両10のバリア70衝突時におけるキャブマウント100Bの形状を模式的に示す図である。車両10がバリア70に衝突する（図１Ｂ参照）と、内筒200Bが抉られるように曲げられる。内筒200Bが抉られると、第１ピース210Bと第２ピース260Bとが分離し、抉られる角度が大きくなり、さらに、第２ピース260Bと第３ピース270Bとが分離する。 FIG. 11 is a diagram schematically showing the shape of the cab mount 100B when the vehicle 10 collides with the barrier 70. When the vehicle 10 collides with the barrier 70 (see FIG. 1B), the inner cylinder 200B is bent so as to be scooped out. When the inner cylinder 200B is cut, the first piece 210B and the second piece 260B are separated, the angle of being cut is increased, and the second piece 260B and the third piece 270B are further separated.
　これにより、キャブマウント100及びキャブマウント100Aと同様に、連結ボルト50が伸びるように引っ張られる。このため、キャブマウント100の変位量が大きくなり、キャビン30の移動量が大きくなる。これにより、キャビン30の衝突性能を改善し得る。 As a result, the connecting bolt 50 is pulled so as to extend, similar to the cab mount 100 and the cab mount 100A. Therefore, the displacement amount of the cab mount 100 becomes large, and the movement amount of the cabin 30 becomes large. This can improve the collision performance of the cabin 30.
　また、キャブマウント100Bは、液封部150を備えるが、第１ピース210Bと第２ピース260Bとの軸方向における係合位置P、及び第２ピース260Bと第３ピース270Bとの軸方向における係合位置Pは、液室161及び液室171に封入された液体と接する位置からオフセットしているため、車両10の衝突時においても、液体が漏れることを抑制しつつ、衝突性能を改善し得る。 Further, the cab mount 100B includes a liquid sealing portion 150, and has an axial engagement position P between the first piece 210B and the second piece 260B, and an axial engagement between the second piece 260B and the third piece 270B. Since the alignment position P is offset from the position where the liquid chamber 161 and the liquid enclosed in the liquid chamber 171 are in contact with each other, the collision performance can be improved while suppressing the liquid from leaking even when the vehicle 10 collides. ..
　また、上述した実施形態では、車両10がピックアップトラックである例について説明したが、キャブマウント100（及びキャブマウント100A）は、ピックアップトラックまたは大型SUV以外の車両、例えば、エンジンなどの原動機の上にキャビンが位置するキャブオーバー型の車両に適用されてもよい。 Further, in the above-described embodiment, the example in which the vehicle 10 is a pickup truck has been described, but the cab mount 100 (and the cab mount 100A) is mounted on a vehicle other than the pickup truck or a large SUV, for example, a prime mover such as an engine. It may be applied to a cab-over type vehicle in which the cabin is located.
　以上、本開示について詳細に説明したが、当業者にとっては、本開示が本開示中に説明した実施形態に限定されるものではないということは明らかである。本開示は、請求の範囲の記載により定まる本開示の趣旨及び範囲を逸脱することなく修正及び変更態様として実施することができる。したがって、本開示の記載は、例示説明を目的とするものであり、本開示に対して何ら制限的な意味を有するものではない。 Although the present disclosure has been described in detail above, it is clear to those skilled in the art that the present disclosure is not limited to the embodiments described in the present disclosure. The present disclosure may be implemented as amendments and modifications without departing from the spirit and scope of the present disclosure as determined by the description of the scope of claims. Therefore, the description of this disclosure is for purposes of illustration and does not have any limiting meaning to this disclosure.
　10　車両
　15　エンジンフード
　20　フレーム
　25　係止プレート
　30　キャビン
　35　荷台
　41, 42　固定ボルト
　43　ナット
　50　連結ボルト
　70　バリア
　100, 100A, 100B　キャブマウント
　110　空洞部
　150　液封部
　160　上蓋体
　161　液室
　170　液室区画体
　171　液室
　181　下蓋体
　200, 200A, 200B　内筒
　210, 210A, 210B　第１ピース
　260, 260A, 260B　第２ピース
　261　係合部
　270　第３ピース
　300　外筒
　310　筒部
　320　フランジ部
　325　取付孔
　350　弾性体
　400　プレート
　EA　エネルギー吸収エリア
　P　係合位置 10 Vehicle 15 Engine hood 20 Frame 25 Locking plate 30 Cabin 35 Loading platform 41, 42 Fixing bolt 43 Nut 50 Connecting bolt 70 Barrier 100, 100A, 100B Cab mount 110 Cavity 150 Liquid sealing part 160 Top lid 161 Liquid chamber 170 Liquid chamber Partition 171 Liquid chamber 181 Lower lid 200, 200A, 200B Inner cylinder 210, 210A, 210B 1st piece 260, 260A, 260B 2nd piece 261 Engagement part 270 3rd piece 300 Outer cylinder 310 Cylinder part 320 Flange part 325 Mounting hole 350 Elastic body 400 Plate EA Energy absorption area P Engagement position

Claims (9)

  1. 　ボルトの軸部が挿通される内筒と、
    　前記内筒の径方向外側に設けられる外筒と、
    　前記内筒と前記外筒との間に設けられ、前記内筒を保持する弾性体と
    を備え、
    　前記外筒は、車両のフレームと連結され、
    　前記内筒は、前記車両のキャビンと連結され、
    　前記内筒は、軸方向において複数のピースに分割され、
    　少なくとも前記キャビン側の前記ピースは、前記弾性体に固着されるキャブマウント。     The inner cylinder through which the bolt shaft is inserted and
    An outer cylinder provided on the radial outer side of the inner cylinder and
    An elastic body provided between the inner cylinder and the outer cylinder and holding the inner cylinder is provided.
    The outer cylinder is connected to the frame of the vehicle and
    The inner cylinder is connected to the cabin of the vehicle, and the inner cylinder is connected to the cabin of the vehicle.
    The inner cylinder is divided into a plurality of pieces in the axial direction, and the inner cylinder is divided into a plurality of pieces.
    At least the piece on the cabin side is a cab mount fixed to the elastic body.
  2. 　前記内筒と前記キャビンとの間には、前記内筒と別体のプレートが設けられ、
    　前記プレートは、前記キャビンと当接する請求項１に記載のキャブマウント。     A plate separate from the inner cylinder is provided between the inner cylinder and the cabin.
    The cab mount according to claim 1, wherein the plate is in contact with the cabin.
  3. 　前記ピースには、隣接する別の前記ピースと係合する係合部が形成される請求項１または２に記載のキャブマウント。 The cab mount according to claim 1 or 2, wherein an engaging portion that engages with another adjacent piece is formed on the piece.
  4. 　前記内筒は、前記弾性体に圧入される請求項１乃至３の何れか一項に記載のキャブマウント。 The cab mount according to any one of claims 1 to 3, wherein the inner cylinder is press-fitted into the elastic body.
  5. 　前記内筒の前記キャビン側の端部は、前記外筒の前記キャビン側の端部よりも前記キャビン側に位置し、
    　前記ピースの軸方向における係合位置は、前記内筒の前記キャビン側の端部と、前記外筒の前記キャビン側の端部との間に少なくとも設けられる請求項１乃至４の何れか一項に記載のキャブマウント。     The end of the inner cylinder on the cabin side is located closer to the cabin than the end of the outer cylinder on the cabin side.
    The engagement position of the piece in the axial direction is at least one of claims 1 to 4 provided between the end of the inner cylinder on the cabin side and the end of the outer cylinder on the cabin side. The cab mount described in.
  6. 　前記ピースの軸方向における係合位置は、前記弾性体の前記フレーム側の端部よりも前記フレーム側に設けられる請求項１乃至４の何れか一項に記載のキャブマウント。 The cab mount according to any one of claims 1 to 4, wherein the engagement position of the piece in the axial direction is provided on the frame side of the elastic body on the frame side end portion.
  7. 　前記弾性体の前記フレーム側には、液体が封入された液室を有する液封部が設けられ、
    　前記ピースの軸方向における係合位置は、前記液体と接する位置からオフセットしている請求項１に記載のキャブマウント。     On the frame side of the elastic body, a liquid sealing portion having a liquid chamber in which a liquid is sealed is provided.
    The cab mount according to claim 1, wherein the engagement position of the piece in the axial direction is offset from the position in contact with the liquid.
  8. 　前記内筒は、３つのピースに分割される請求項７に記載のキャブマウント。 The cab mount according to claim 7, wherein the inner cylinder is divided into three pieces.
  9. 　前記液封部は、前記フレーム寄りに位置する蓋体を有し、
    　前記ピースの軸方向における前記フレーム側の係合位置は、前記蓋体の内側面よりも前記フレーム側に位置する請求項８に記載のキャブマウント。     The liquid sealing portion has a lid located closer to the frame and has a lid.
    The cab mount according to claim 8, wherein the engagement position on the frame side in the axial direction of the piece is located on the frame side with respect to the inner surface surface of the lid.
PCT/JP2021/042529 2020-11-25 2021-11-19 Cab mount WO2022113890A1 (en)

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS62202555U (en) * 1987-02-26 1987-12-24
JPS644940U (en) * 1987-06-27 1989-01-12
JP2006168449A (en) * 2004-12-14 2006-06-29 Shin Caterpillar Mitsubishi Ltd Cab supporting structure in construction machine
JP2012081916A (en) * 2010-10-14 2012-04-26 Mazda Motor Corp Fastening structure of vehicle
US20150375788A1 (en) * 2014-06-27 2015-12-31 Hyundai Motor Company Subframe mounting bush

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS62202555U (en) * 1987-02-26 1987-12-24
JPS644940U (en) * 1987-06-27 1989-01-12
JP2006168449A (en) * 2004-12-14 2006-06-29 Shin Caterpillar Mitsubishi Ltd Cab supporting structure in construction machine
JP2012081916A (en) * 2010-10-14 2012-04-26 Mazda Motor Corp Fastening structure of vehicle
US20150375788A1 (en) * 2014-06-27 2015-12-31 Hyundai Motor Company Subframe mounting bush

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