Land vehicles: bodies and tops – Bodies – Structural detail
Reexamination Certificate
2003-01-21
2004-03-09
Morrow, Jason (Department: 3612)
Land vehicles: bodies and tops
Bodies
Structural detail
C296S190050
Reexamination Certificate
active
06702367
ABSTRACT:
BACKGROUND OF THE INVENTION
The invention relates to a commercial vehicle, the driver's cab of which is connected in a movable and cushioned manner to the frame of the commercial vehicle, at least one support of the driver's cab, which support is arranged in a transverse plane to the direction of travel, being supported on the frame and, by means of a pair of swinging arms arranged essentially in this transverse plane, being supported on bearings fixed on the frame, one end of the swinging arms being connected in an articulated manner to the support.
The movable and elastic suspension of the driver's cab is intended to keep distortions of the frame and vibrations away from the driver's cab and, nowadays especially, to increase the comfort of the occupants. This includes the absorption of vertical bumps, hence the elastic suspension, and furthermore the guidance in the longitudinal and transverse directions and the prevention of rolling movements (rotation about the longitudinal axis of the vehicle) of the driver's cab, especially when cornering. For the latter, the center of gravity of the driver's cab should be situated as close as possible to the roll center or, if considered three-dimensionally, to the roll axis.
A suspension according to the generic type of the driver's cab is known from practice. In this case, the swinging arms form a four-bar linkage with the frame as base and the support of the driver's cab as coupler. If the driver's cab executes a rolling movement with respect to the frame, then the roll center is situated in the imaginary intersecting point of the two swinging arms. The spring struts counteract the rolling movement. A compression of the driver's cab in the vertical direction is, strictly speaking, impossible with the kinematics of a four-bar linkage. However, it is possible in practice by means of rubber-elastic elements between the swinging arms and the base or the web, as long as the displacements to be absorbed by the rubber-elastic elements are not too large. In order to keep them small, the swinging arms have to be arranged approximately horizontally. Their imaginary intersecting point, the roll center, is then situated very low down, far below the center of gravity of the driver's cab. In spite of displacements being small, the rubber-elastic elements are susceptible to wear.
It is known from EP 426 510 A1, with a four-bar linkage being avoided, to contain the rolling movement of the driver's cab by means of a dedicated roll-damping means and to leave the lateral guidance of the driver's cab to a Panhard rod. The roll-damping means comprises two angle levers which are articulated on the frame and the first limbs of which are connected to one another via a roll damper and the second limbs of which, which face in the same direction, are connected to the support of the driver's cab. When rolling occurs, the two first limbs thus move in opposite directions. Since, however, the roll center is situated in the intersecting point of the Panhard rod with the longitudinal central plane of the vehicle, it is once again a good distance below the center of gravity of the driver's cab.
The aim object of the invention is thus to improve the suspension of the driver's cab in such a manner that the roll center is situated in the center of gravity of the driver's cab, in a simple manner and with the space required and with wear being as small as possible. Overall, the comfort of the driver's cab is to be noticeably improved at the lowest possible cost.
SUMMARY OF THE INVENTION
According to the invention, is the foregoing object is achieved in that:
a) the other end of the swinging arms is supported in each case on a first articulation point of a first and of a second deflecting lever, which deflecting levers are mounted in the respective bearing in a manner such that they can pivot in the transverse plane, and which have a second articulation point,
b) the second articulation points of the first and of the second deflecting lever are connected to one another by means of an articulated transverse rod,
c) the first deflecting lever is a one-armed lever, the second articulation point of which is situated on one side of an imaginary connecting line between the bearings fixed on the frame, and
d) the second deflecting lever is a two-armed lever, the second articulation point of which is situated on the other side of an imaginary connecting line between the bearings fixed on the frame.
The deflecting levers, which are provided between swinging arms and frame, and the transverse rod permit the kinematically correct vertical movement of the driver's cab with precise lateral guidance. The articulation points of the transverse rod on both sides of the imaginary connecting line, in other words their diagonal arrangement, ensure that the first articulation points of the deflecting levers are always the same height and fixed laterally. As result, the angle of the swinging arms can be selected in such a manner that their imaginary intersecting point is situated in the center of gravity of the driver's cab. Therefore, centrifugal forces cannot lead to rolling of the driver's cab. In this manner, the transverse acceleration forces are isolated. However, because of the correct kinematics, the swinging arms can also be of very short design, which makes their installation possible even in a small installation space.
In one possible embodiment, the articulated connection of the swinging arm to the support of the driver's cab is situated above the first articulation point and closer to the center of the vehicle. This is advantageous for the front suspension of the driver's cab, which is to be situated as low down as possible. This is particularly applicable if, in a development, the support of the driver's cab accommodates the tilting axle, which lies transversely to the direction of travel, for tilting the driver's cab.
In another possible embodiment, the articulated connection of the swinging arm to the support of the driver's cab is situated below the first articulation point and is further away from the center of the vehicle. This embodiment is advantageous for the rear suspension of the driver's cab, particularly if it is a vehicle with a centrally positioned engine, in which the suspension has to bridge the latter.
In an expedient development for vehicles having a tiltable driver's cab, the articulated connection of the swinging arm to the support of the driver's cab can be released for tilting the driver's cab.
Finally, it is within the scope of the invention to arrange the spring struts between the swinging arm and the frame. The former is used for absorbing longitudinal forces acting on the driver's cab, the second for saving on space and for the kinematic influencing of the spring characteristics.
REFERENCES:
patent: 4438970 (1984-03-01), Boucher
patent: 5553911 (1996-09-01), Bodin et al.
patent: 2003/0089541 (2003-05-01), Sutton
Arnberger Alois
Bramberger Rudolf
Klunder Remco
Leitner Martin
Bachman & LaPointe P.C.
Magna Steyr Fahrzeugtechnik AG & Co. KG
Morrow Jason
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