Structure for mounting front cabin in truck

Abstract

The present disclosure relates to a structure for mounting an upper cabin suspension bracket, the structure configured to connect the upper cabin suspension bracket to a main sill front, wherein an upper cabin suspension bracket mount member for mounting the upper cabin suspension bracket is fixed to integrally form a closed curved surface from the bottom of the main sill front to a front side of a dash member.

Claims

1. A structure for mounting an upper cabin suspension bracket, the structure configured to connect the upper cabin suspension bracket to a main sill front, wherein an upper cabin suspension bracket mount member for mounting the upper cabin suspension bracket is fixed to integrally form a closed curved surface from the bottom of the main sill front to a front side of a dash member, wherein the upper cabin suspension bracket mount member comprises a hinge support disposed on a front side of the main sill front and a reinforcement member mounted over a rear end portion of the hinge support, wherein the main sill front has a linear shape.

2. The structure of claim 1, wherein the upper cabin suspension bracket mount member further comprises: a lower mount portion mounted on the bottom of the main sill front, a closed curved surface portion curved to the front side of the dash member from the lower mount portion, and a front mount portion attached to the front side of the dash member while covering a front end of the main sill front, wherein the upper cabin suspension bracket is integrally formed to be inclined downward with respect to a front side of the closed curved surface portion from the front mount portion.

3. The structure of claim 1, wherein the upper cabin suspension bracket is integrally formed to be inclined downward with respect to a front side of the closed curved portion from the front mount portion.

4. The structure of claim 2, wherein the lower mount portion is attached to a central line of the bottom of the main sill front so as not to be eccentric to the main sill front.

5. The structure of claim 2, further comprising flanges disposed at both sides of the front mount portion, wherein the flanges are attached to the dash member.

6. The structure of claim 2, wherein the closed curved surface portion is integrally formed between the lower mount portion attached to the bottom of the main sill front and the front portion joined to the dash member.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The above and other features of the present inventive concept will now be described in detail with reference to certain exemplary embodiments thereof illustrated in the accompanying drawings which are given hereinbelow by way of illustration only, and thus are not limitative of the present inventive concept, and wherein:

(2) FIG. 1 is a schematic perspective view illustrating an upper cabin suspension bracket mounting structure in medium-sized trucks in the related art;

(3) FIG. 2 is a perspective view of a main sill front in the upper cabin suspension bracket mounting structure of FIG. 1;

(4) FIG. 3 is a perspective view of a state in which the upper cabin suspension bracket mounting structure is mounted on the main sill front, which is viewed from the bottom surface;

(5) FIG. 4 is a side view of the state in which the upper cabin suspension bracket mounting structure is mounted on the main sill front in FIG. 3;

(6) FIG. 5 is a cross-sectional view taken along line B-B of FIG. 4;

(7) FIG. 6 is a front view of a truck adopting a cabin mounting structure according to the present inventive concept;

(8) FIG. 7 is a bottom perspective view illustrating the cabin mounting structure according to the present inventive concept of FIG. 6;

(9) FIG. 8 is a side view illustrating the cabin mounting structure of FIG. 7;

(10) FIG. 9 is a perspective view of a main sill front on which an upper cabin suspension bracket of the cabin mounting structure is mounted according to the present inventive concept;

(11) FIG. 10 is an exploded perspective view of the main sill front of FIG. 9;

(12) FIGS. 11 and 12 are a floor perspective view adopting the cabin mounting structure in the related art and a photograph illustrating maximum stress which is generated at both front sill ends; and

(13) FIGS. 13 and 14 are a floor perspective view adopting the cabin mounting structure of the present inventive concept and a photograph illustrating a part where the maximum stress is generated.

(14) It should be understood that the appended drawings are not necessarily to scale, presenting a somewhat simplified representation of various preferred features illustrative of the basic principles of the inventive concept. The specific design features of the present inventive concept as disclosed herein, including, for example, specific dimensions, orientations, locations, and shapes will be determined in part by the particular intended application and use environment.

(15) In the figures, reference numbers refer to the same or equivalent parts of the present inventive concept throughout the several figures of the drawing.

DETAILED DESCRIPTION

(16) Hereinafter reference will now be made in detail to various embodiments of the present inventive concept, examples of which are illustrated in the accompanying drawings and described below. While the inventive concept will be described in conjunction with exemplary embodiments, it will be understood that present description is not intended to limit the inventive concept to those exemplary embodiments. On the contrary, the inventive concept is intended to cover not only the exemplary embodiments, but also various alternatives, modifications, equivalents and other embodiments, which may be included within the spirit and scope of the inventive concept as defined by the appended claims.

(17) Hereinafter, the present inventive concept will be described in more detail with reference to the accompanying drawings illustrating a cabin mount structure of a medium-sized truck according to an embodiment of the present inventive concept.

(18) As illustrated in FIGS. 6- to 10, the upper cabin suspension bracket 10 of a medium-sized truck according to the present inventive concept is mounted to form a closed curved surface to a front side of a dash member 17 from the bottom of a main sill front 15 to distribute and support a load.

(19) To this end, a mount portion 11 of the upper cabin suspension bracket 10 consecutively integrally includes a lower mount portion 16 mounted on the bottom of the main sill front 15, a closed curved surface portion 18 curved upward to the front side of the dash member 17 from the lower mount portion 16, and a front mount portion 19 joined to the front side of the dash member while covering a front end of the main sill front. The upper cabin suspension bracket 10 is integrally formed to be inclined downward with respect to the front side of the closed curved portion 18 and the lower mount portion 16 of the mount portion 11.

(20) Flanges 21 are bent at both sides of the front mount portion 19 and the flanges 21 are joined to the dash member 17 by a fastening means such as a bolt.

(21) The lower mount portion 16 is fixed onto the bottom of the main sill front 15 on the same vertical central line so as not to be eccentric to the main sill front, and as a result, the lower mount portion 16 is not eccentric and a distance between the cabin suspension bracket and the bottom of the main sill front is decreased, and as a result, a torsion load generated during driving is decreased as compared with a case in which the bracket mount is fixed at an eccentric location.

(22) In the upper cabin suspension bracket mount portion according to the present inventive concept, the bottom of the main sill front 15 and the front portion 19 joined to the dash member 17 are integrally configured by the closed curved surface portion 18, and as a result, the upper cabin suspension bracket mount portion 11 distributes and supports a load that acts on the bracket at each portion, thereby preventing a stress concentration phenomenon.

(23) Therefore, as compared with the case in which the upper cabin suspension bracket mount 10 in the related art is fixed to only the bottom of the end of the main sill front 15, and as a result, the load concentrates on a discontinuous section when a twisting load is generated, load support rigidity of the bracket mount portion of the present inventive concept is significantly improved without increasing the weight needed for rigidity reinforcement because separate rigidity reinforcement is not required as it is in the related art, and as a result, weight lightening may be achieved.

(24) Since the main sill front 15 on which the upper cabin suspension bracket mount 11 is mounted is formed in a linear shape and may be easily fabricated by a thicker material than the curved main sill front in the related art, the rigidity may be increased, and as a result, a hinge support 26 deployed on the top of the front side of a main sill 25 and a reinforcement member 27 that is mounted over a rear end portion of the hinge support 26 and the main sill front 15 may be mounted with a weight lower than those in the related art, and as a result, a rigidity of a joining portion of the main sill front and the hinge support may be increased.

(25) As described above, since a cross pipe member connected for reinforcement between the main sill fronts deployed spaced apart from each other at both sides in the related art is not necessary due to the enhanced main sill front structure according to the present inventive concept, there is increased flexibility in setting an engine layout and the weight is also decreased, and as a result, weight lightening may be achieved.

(26) As a result of a stress analysis test of a floor having the front cabin mounting structure, maximum stress is generated around a cross pipe in left and right main sill front as illustrated in FIG. 12 in a floor illustrated in FIG. 11, which has the front cabin mounting structure in the related art.

(27) The maximum stress is generated at a corner portion in a floor illustrated in FIG. 13, which has a front cabin of the present inventive concept and it can be seen that the maximum stress generated in the floor adopting the mounting structure of the present inventive concept is reduced as compared with the maximum stress generated in the floor adopting the mounting structure in the related art as listed in Table 1 given below.

(28) TABLE-US-00001 TABLE 1 Floor adopting mounting structure Floor adopting mounting of present inventive concept structure in related art Maximum (Left/Right (Left/Right stress (MPa) corner) 77.1 cornerside) 63.4 Strength index 2.18 2.65 Yield strength 168 168

(29) Table 2 given below lists that a weight of each part of the main sill front structure adopting the cabin mounting bracket in the related art and a weight of each part of the main sill front structure adopting the cabin mounting bracket of the present inventive concept are compared with each other and it can be verified that the weight of the main sill front structure in the present inventive concept is smaller than that in the related art by 7 kg in overall, and as a result, the weight of the main sill front is lighter when adopting the bracket mounting structure of the present inventive concept.

(30) TABLE-US-00002 TABLE 2 Main sill front Main sill front Each part of main in related of present Difference sill front art (A)(kg) invention (B)(kg) (B A)(kg) 1 Main sill front 10.5 11.8 1.3 2 Hinge support 7.8 3.6 4.2 3 Hinge 3.5 1.2 2.3 reinforcement member 4 Cross pipe 1.8 1.8 5 H/W 0.4 0.4 0 Total 24.0 17.0 7.0

(31) The cabin mounting structure of the present inventive concept can be used to tiltably support the cabin in the medium-sized truck with decreased weight and increased rigidity.

(32) The inventive concept has been described in detail with reference to exemplary embodiments thereof. However, it will be appreciated by those skilled in the art that changes may be made in these embodiments without departing from the principles and spirit of the inventive concept, the scope of which is defined in the appended claims and their equivalents.