DESC:FIELD OF INVENTION

The present invention relates to a vehicle cabin mounting. In particular, the present invention relates to a vehicle cabin mounting system for absorbing impact energy in case of a vehicle collision. More particularly, the present invention relates to a vehicle cabin mounting system for absorbing frontal impact energy in case of a vehicle collision.

BACKGROUND OF THE INVENTION

Road accident, particularly in truck segment, is very common in India. These road accidents cause loss of lives in large numbers and even permanent disability. These accidents happen due to a number of reasons. Often, such fatalities occur due to vehicle to vehicle frontal collisions. Sometime road accidents also happen when vehicle hits any stationary object on roads.

In particular, frontal collisions often hamper the safety of the driver and co-driver. So, the drivers and co-drivers are prone to serious injuries by these frontal impacts. These frontal collisions also cause damage to the vehicle, which is also a critical concern to the people dependent thereon. However, it has also been noted that even offset collisions are not less harmful to them.

Therefore, the cabins of commercial vehicles should be made strong enough to absorb the impact energy both in frontal as well as offset impacts in any vehicle collision. Accordingly, the vehicle cabin structure should play an important role in the safety of driver and co-drivers occupying it.

PRIOR ART

The publication US 4634168 A entitled- “BRACKET FOR MOUNTING A TRUCK BODY ON A CHASSIS” discloses an integral rear end bracket for facilitating the mounting and proper positioning of a prefabricated truck body onto a prefabricated truck chassis when the bracket is attached to the rear end of the chassis' longitudinal frame member. The bracket includes a plate member having a hook-like profile comprised of a stem portion and hook portion. The stem portion extends rearwardly of the chassis and the hook portion extends upwardly and rearwardly. The hook is so located that a forward portion of a usually C-shaped cross-member of the truck body contacts the hook when the body is at the proper position on the chassis and serves not only to locate the body but prevent forward movement thereof. The stem portion of the hook may be provided with preset holes which align with standard holes in the chassis frame for connection thereto. The stem portion may have further extending rearwardly therefrom a flange which properly locates and connects a bumper to the chassis.

Patent EP 2221222 B1 entitled- “DRIVER'S CABIN MOUNTING FOR A COMMERCIAL VEHICLE” discloses a vehicle having a driver’s cabin (2) elastically supported with respect to a chassis frame (1). A spatial position of the driver’s cabin changes a drive operation position (4) to an open position with respect to the chassis frame. A drive unit (3) covers the drive operation position, and releases the open position. The drive unit includes an underride guard (7) in an area of a front side streamlining (6). The drivers cabin is placed on two longitudinal rails (8) that are controlled in a guide (9) of the chassis frame, and the underride guard is attached on the streamlining.

The publication JP 2015202707 A entitled- “FRONT STRUCTURE OF CABIN-OVER TYPE VEHICLE” solves the problem of providing a front structure of a cabin which secures a survival space of the cabin when a cabin-over type vehicle collides with a forward vehicle, and can suppress the deformation of a cabin mounting. The solution proposed by this invention involves a cabin-over type vehicle comprises a chassis frame 2 extending along a fore-and-aft direction of the vehicle, a cabin 5 arranged above the chassis frame 2, and a cabin mounting 9 which is fixed to the chassis frame 2, upwardly extends, and rotatably supports the cabin 5 from below. The cabin mounting 9 has a cabin mounting bracket 10 fixed to the chassis frame 2, and a first link arm 13 and a second link arm 16 which are rotatably connected to the cabin mounting bracket 10. An impact box 20 is fixed to a front-end part of the second link arm 16 while protruding frontward rather than cabin mounting 9.
The publication JP2009226971A entitled- “LOWER VEHICLE BODY STRUCTURE” solves the problem of suppressing the backward movement of rear wheels by using a horizontal main frame during frontal collision. The solution proposed by this invention involves a cabin mounting bracket 90 extending from an intermediate widened portion 32c of the main frame 32 outward in a vehicle cross direction has a front wheel supporting part 104 extending toward the rear face of a front wheel house 106. A front-end face 104a of the front wheel supporting part 104 is located in opposition to the rear face of the front wheel house 106, preferably, to the face on the inside in the vehicle cross direction. The cabin mounting bracket 90 has a reinforcing plate 108 fixed to the lower face of the main frame 32.

Patent EP2165920 B1 entitled- “DRIVER'S CABIN MOUNTING WITH ROLL SUPPORT” discloses a device comprising a rolling stabilizer (12), which is fixed behind a chassis (5), and is hinged forward at a driver cabin (1) in oscillating manner. The driver cabin is hinged in the travel direction (2) in oscillating manner at the chassis by an oscillating pair (26). The driver cabin is cushioned vertically against the chassis corresponding to the linkage of the rolling stabilizer at the chassis.

The publication JP 2009035231 A entitled- “CABIN MOUNTING STRUCTURE FOR VEHICLE BODY” solves the problem of providing a cabin mounting structure for a vehicle capable of obtaining sufficient durability force in a usual traveling state and enabling separation of a fastening part of a target position when load input is present. The solution proposed by this invention involves a frame 100 and the cabin CB are fixed/supported on a front side, an approximately central part and a rear part of a bottom part FL of the cabin CB by a first support 210, a third support 230 and a second support 22 respectively. Rupture strength of the third support 230 relative to tensile load in a vehicle body vertical direction is set lower than the first support 210 or the second support 220. Further, a structure variation part 100Z is formed near a fixed position of the third support 230 on the frame 100. When the load input is applied from a front side of the vehicle body, the frame 100 is downwardly bent at the structure variation part 100Z, the third support 230 is ruptured, and the frame 100 and the approximately central part of the bottom part FL of the cabin CB are separated.

Patent US 6938948 B1 entitled- “ENERGY ABSORBING FRONT FRAME STRUCTURE FOR A VEHICLE” discloses a method and apparatus for absorbing energy during a frontal collision of a vehicle, through the use of a front frame structure having main frame rails that include several deformable and non-deformable sections which are connected by selectively crushable junctures that are configured to predispose one or more of the junctures and sections to pivot selectively outward, rearward and upward, in a predetermined manner, during the collision. The front frame structure also includes an engine cradle, attached below the main frame rails, and having a pair of side rails that include forward and rear crushable junctures joined by non-deformable intermediate sections, with the crushable junctures of the main frame rails and engine cradle side rails being configured to predispose the intermediate sections of the engine cradle side rails to move downward and rearward during the collision.

DISADVANTAGES WITH THE PRIOR ART

The following are the disadvantages with the conventional commercial vehicle cabins discussed above:

• Unsafe vehicle cabin for driver cabin occupants in case of road accidents.

• Severe damage observed particularly in case of a frontal collision.

• Substantial damage noticed even in case of an offset collision.

• High repair and replacement costs due to vehicle damage due to vehicle accidents.

• Weight of heavy-commercial vehicle (HCV) cabins also causes substantially higher man and material damages during road accidents.

• Manufacturing cost of heavy-commercial vehicle cabins is quite high.
OBJECTS OF THE INVENTION

Some of the objects of the present invention - satisfied by at least one embodiment of the present invention - are as follows:

An object of the present invention is to provide a commercial vehicle cabin which is safe to the occupants thereof in case of frontal collisions.

Another object of the present invention is to provide a commercial vehicle cabin which is safe to the occupants thereof even in case of offset collisions.

Still another object of the present invention is to provide a commercial vehicle cabin which is lighter in weight and thus more cost-effective to manufacture.

Yet another object of the present invention is to provide a commercial vehicle cabin which facilitates loading more payload due to the reduced weight thereof.

A further object of the present invention is to provide a commercial vehicle cabin which sustains limited damage due to reduced weight thereof, in case of frontal or offset collisions.

Yet further object of the present invention is to provide a commercial vehicle cabin which effectively absorbs impact energy in case of collisions and enhances the safety of the personnel and vehicle.

Still further object of the present invention is to provide a commercial vehicle cabin which requires less rework, repair and replacements in case of occurrence of serious accidents thereto.

These and other objects and advantages of the present invention will become more apparent from the following description, when read with the accompanying figures of drawing, which are however not intended to limit the scope of the present invention in any way.

DESCRIPTION OF THE INVENTION

In accordance with the present invention, a vehicle cabin mounting system is provided for holding the vehicle cabin with the frame ladder. It also provides support to the tilting cabin.

In accordance with the present invention, the cabin mounting system is configured to absorb energy of the head-on collision as well as of the offset collision of vehicle.

In order to absorb, the energy bracket has to deform without breakage thereof. To achieve this, same parts are split in a specific orientation. Front side and rear side angles for mounting bracket are configured to attain maximum deformation. The position of bush housing defines the position of cabin over the vehicle frame ladder. These positions are defined for maximum bending and to further deformation.

In addition, a unique bend profile is provided on the U-bracket. This vehicle cabin is configured to absorb the impact energy without affecting the truck cabin and its occupant/s.

The system is configured such that even if a severe accident occurs, the required reworking, repair and replacement of damaged parts of the vehicle cabin can be kept to a minimum.

SUMMARY OF THE INVENTION

In accordance with the first embodiment of the present invention, there is provided a cabin mounting system for effectively absorbing impact energy during vehicle collisions, the cabin mounting system comprising at least one energy absorbing structure configured to be effectively deformed without any breakage thereof.

Typically, the energy absorbing structure comprises a plurality of brackets configured as cabin mounting brackets having predefined front side and rear side angles to attain maximum deformation and having predefined position for attaining maximum bending.

In an embodiment of the present invention, the cabin mounting system comprises:

(a) a tiltable cabin build for accommodating vehicle driver and co-driver;

(b) the tiltable cabin supported on a rigid frame provided on the vehicle chassis;

(c) a housing tube like bracket connected to cabin and cabin mounts;

(d) a plurality of flexible bushes to provide cushioning effect to cabin in dynamic condition pivoting axis for tilting said cabin to access the engine compartment of the vehicle; and

(e) a plurality of cabin mounting brackets fixed on the frame;

wherein the mounting brackets are configured to absorb the impact energy in the event of a vehicle collision by effectively buckling or bending in a predefined manner to protect the cabin and the occupants thereof from the damages and injuries due to such vehicle collision.

Typically, each of the cabin mounting brackets comprises a bush housing bracket fitted at the forward upper end of a U-bracket supported on the frame.

Typically, the U-bracket is supported on the frame by means of a top mounting plate fixed on the flange of the frame and a bottom plate fixed to the web of the frame.

Typically, the energy absorbing structure further comprises at least two beads of predefined radii, running across the vehicle axis, and which are mutually spaced apart by a predefined distance.
Typically, the beads have a predefined size, shape and spacing therebetween optimized for profile bending to absorb maximum impact energy in the event of any vehicle collision by deforming the U-brackets in the targeted direction.

Typically, the U-brackets are configured with a predefined front angle and rear angle for achieving the maximum deformation output of the U-brackets in the targeted direction thereof.

Typically, the cabin mounting brackets are fixed on the flanges of the frame.

Typically, the bottom mounting plates and cover plate are fixed on webs of the frame.

Typically, the bush housing brackets are fixed to the forward of the frame disposed at a predefined position for effective buckling in the cabin mounting brackets for absorbing the maximum impact energy in the event of any vehicle collision to prevent any direct shearing off of vehicle hardware.

BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS

The present invention will be briefly described with reference to the accompanying drawings, wherein:

Figure 1a and 1b show the front and side views of the cabin mounting system configured in accordance with the present invention, and depicting all components thereof attached thereto.

Figure 2 shows an enlarged view of all components of the cabin mounting brackets marked in Figure 1b as detail ‘A’.

Figure 3 shows another enlarged view of the components of cabin mounting brackets marked in Figure 1b as detail ‘A’ in order to depict the critical positions of bush housing brackets to achieve required maximum output.

Figure 4a shows the unique configuration of bush housing brackets for absorbing impact energy through profile bending by using profile curvature to deform U-bracket in the intended direction.

Figure 4b shows the unique configuration of bush housing brackets for absorbing the impact energy through the profile bending therein.

DETAILED DESCRIPTION OF THE ACCOMPANYING DRAWINGS

In the following, the cabin mounting system configured in accordance with the present invention will be described in more details with reference to the accompanying drawings without limiting the scope and ambit of the present invention in any way.

Figure 1a shows the front view of the cabin mounting system configured in accordance with the present invention and depicting all components thereof attached thereto. Cabin 02 is built for the vehicle occupants, e.g. driver and co-driver controlling the vehicle. Frame ladder or simply frame 04 provides a structural support to the cabin 02 on the vehicle chassis. Housing 06 is a tubular structure connected to cabin 02 and transfers all its load to the rubber bush 08, which acts as the axis of the cabin during tilting thereof for accessing the engine compartment. Cabin mounting brackets 10, 12 are fixed to the frame 06.

Figure 1b shows the side view of the cabin mounting system configured in accordance with the present invention and depicting all components thereof attached thereto. The cabin 02, frame 04 and rubber bush 08 are shown. The cabin mounting brackets 10, 12 are fixed to the frame 04. Here, the frame 04 is shown to be made of C-channel section having two flanges connected by a web. Two cabin mounting brackets 10, 12 are fixed on the flanges of frame 04 and mounting plates 20 and cover plate 22 are fixed on the webs of frame 04, and. In case of any collision, a major portion of the impact energy is transferred to the mounting brackets 10, 12 causing it to buckle or bend and thereby to completely protect the cabin 02 and its occupants.
It also shows a detail ‘A’ marked therein to be explained further with reference to Figure 2 discussed below.

Figure 2 shows an enlarged view of all components of the cabin mounting brackets 10, 12 marked in Figure 1b as detail ‘A’. The components are configured and fragmented to absorb the impact energy. Since the front most component is bush housing bracket 14, it is first subjected to impact and all energy is transferred thereto, which causes a deflection therein. This impact energy is transferred to U-bracket 16 which is suitably configured to absorb the impact load. Here, the bead pattern of U-bracket 16, the size and shape, spacing and thickness thereof are the characteristics suitably selected to achieve an optimal energy absorption. So, most of the impact energy is absorbed by this U-bracket 16. Only a portion of impact energy passes through it during a heavy collision. U-bracket 16 is supported on its top and bottom mounting plates 18 and 20, which facilitates in mounting this U-bracket 16 on the frame 04 which is a rigid structure. A cover plate 22 is provided to integrate U-bracket 16 with the top mounting plate 18 for making a closed box section to impart better rigidity and to facilitate more energy absorption therein.

Figure 3 shows another enlarged view of the components of cabin mounting brackets 10, 12 marked in Figure 1b as detail ‘A’ in order to depict the critical positions of bush housing bracket 14 and U- bracket 16 for achieving the required maximum output. The position of the bush housing bracket 14 is suitably selected in order to achieve the maximum buckling in cabin mounting brackets 10, 12 for absorbing the maximum impact energy in this case. This position is defined such that the collision impact does not directly shear off any vehicle hardware. For example, the center of the bush 08 is offset forward by a distance L1 with respect to the fixing point of the bottom mounting plate 20 fixed on the web of the frame 04 and the center of the bush 08 is raised by a height L2 with respect to the top mounting plate 18 fixed on the flange of the frame 04. For example, dimension L1 is selected in the range of 80 to 100 mm, preferably 85 mm and dimension L2 is selected in the range of 140 to 160 mm, preferably 150 mm, depending on the cabin size.

Figure 4a shows the unique configuration of bush housing bracket 14 and U-bracket 16 for absorbing the impact energy through profile bending by using a profile curvature such as beads of predefined radii to deform U-bracket 16 in the intended direction. Both the front and rear angles of U-bracket 16 are also predefined for achieving the maximum output. For example, here the front and rear angles of U-bracket 16 are selected as 540 and 1390 respectively. The position of the bush housing bracket 14 with respect to top mounting plate 18 is critical for the cabin position and also important to achieve the intended objective of facilitating its deformation without any breakage.

Figure 4b shows the unique configuration of a typical U-bracket 16 having at least two beads of predefined radii laterally running across thereof, for absorbing the impact energy through profile bending therein, which provides the required direction for this component to get deformed due to impact energy. The deformation starts due to this typical bead profile by absorbing the impact energy of the vehicle collision. This is the first area where the impact energy is transferred and consequently deformation occurs by absorption of this impact energy. The bead profile has two locations with a predefined radii R11, which are configured at a predefined distance L3 from each other in order to guide the impact energy to deform the U-bracket 16 in the intended direction. For example, dimension L3 is in a range of 40 to 50 mm depending on the cabin size, weight and U-bracket thickness.

TECHNICAL ADVANTAGES AND ECONOMIC SIGNIFICANCE

The vehicle cabin mounting system configured in accordance with the present invention has the following technical and economic advantages:
• Provides a safer cabin for cabin occupants.

• Less damage in case of frontal or offset collision of vehicle.

• Less damage even in case of offset collision of vehicle.

• Light-weight cabin offers a cost advantage.

• Light-weight cabin facilitates more payload to be loaded on vehicle.
• Offers better fuel consumption.

• Reduced rework, repair and parts replacement costs for damaged vehicle.

• Lower cost of rework, repair and parts replacement for damaged vehicle.

It is to be understood that the present invention is not limited in its application to the details of the construction and to the arrangements of the components as mentioned in the above description or illustrated in the drawings. The invention is capable of other embodiments and of being practiced and carried out in various ways. Also, the terminologies used herein are for the purpose of description and should not be regarded as limiting.

The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept.

Therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments.

It is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the invention and not as a limitation. The description provided herein is purely by way of example and illustration. The various features and advantageous details are explained with reference to this non-limiting embodiment in the above description in accordance with the present invention.

The descriptions of well-known components and manufacturing and processing techniques are consciously omitted in this specification, so as not to unnecessarily obscure the specification. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation.
Therefore, while the embodiments herein have been described in terms of preferred embodiments, the skilled person will recognize that the embodiments herein can be practiced with modification within the spirit and scope of embodiments described herein.

The skilled person can easily make innumerable changes, variations, modifications, alterations and/or integrations in terms of materials and method used to configure, manufacture and assemble various constituents, components, subassemblies, assemblies and in terms of the size, shapes, orientations and interrelationships without departing from the scope and spirit of the present invention.

The numerical values given of various physical parameters, dimensions and quantities are only approximate values and it is envisaged that the values higher or lower than the numerical value assigned to the physical parameters, dimensions and quantities fall within the scope of the disclosure unless there is a statement in the specification to the contrary.

Throughout this specification, the word “comprise”, or variations such as “comprises” or “comprising”, shall be understood to implies including a described element, integer or method step, or group of elements, integers or method steps, however, does not imply excluding any other element, integer or step, or group of elements, integers or method steps.

The use of the expression “a”, “at least” or “at least one” shall imply using one or more elements or ingredients or quantities, as used in the embodiment of the disclosure in order to achieve one or more of the intended objects or results of the present invention. ,CLAIMS:We claim:

1. A cabin mounting system for effectively absorbing impact energy during vehicle collisions, said cabin mounting system comprising at least one energy absorbing structure configured to be effectively deformed without any breakage thereof.

2. Cabin mounting system as claimed in claim 1, wherein said energy absorbing structure comprises a plurality of brackets configured as cabin mounting brackets having predefined front side and rear side angles to attain maximum deformation and having predefined position for attaining maximum bending.

3. Cabin mounting system as claimed in claim 2, wherein said system comprises:

(a) a tiltable cabin (02) build for accommodating vehicle driver and co-driver;

(b) said tiltable cabin (02) supported on a rigid frame (04) provided on the vehicle chassis;

(c) a housing tube like bracket (06) connected to cabin and cabin mounts;

(d) a plurality of flexible bushes (08) to provide cushioning effect to cabin in dynamic condition pivoting axis for tilting said cabin (02) to access the engine compartment of the vehicle; and

(e) a plurality of cabin mounting brackets (10, 12) fixed on said frame (04);

wherein said mounting brackets (10, 12) are configured to absorb the impact energy in the event of a vehicle collision by effectively buckling or bending in a predefined manner to protect said cabin (02) and the occupants thereof from the damages and injuries due to such vehicle collision.

4. Cabin mounting system as claimed in claim 3, wherein each of said cabin mounting brackets (10, 12) comprises a bush housing bracket (14) fitted at the forward upper end of a U-bracket (16) supported on said frame (04).
5. Cabin mounting system as claimed in claim 3, wherein said U-bracket (16) is supported on said frame (04) by means of a top mounting plate (18) fixed on the flange of said frame (04) and a bottom plate (20) fixed to the web of said frame (04).

6. Cabin mounting system as claimed in claim 2, wherein said energy absorbing structure further comprises at least two beads of predefined radii, running across the vehicle axis, and which are mutually spaced apart by a predefined distance.

7. Cabin mounting system as claimed in claim 6, wherein said beads have a predefined size, shape and spacing therebetween optimized for profile bending to absorb maximum impact energy in the event of any vehicle collision by deforming said U-brackets (16) in the targeted direction.

8. Cabin mounting system as claimed in claim 7, wherein said U-brackets (16) are configured with a predefined front angle and rear angle for achieving the maximum deformation output of said U-brackets (16) in the targeted direction thereof.

9. Cabin mounting system as claimed in claim 3, wherein said cabin mounting brackets (10, 12) are fixed on the flanges of said frame (04).

10. Cabin mounting system as claimed in claim 3, wherein said bottom mounting plates (20) and cover plate (22) are fixed on webs of said frame (04).

11. Cabin mounting system as claimed in claim 3, wherein said bush housing brackets (14) are fixed to said forward of said frame (04) disposed at a predefined position for effective buckling in said cabin mounting brackets (10, 12) for absorbing the maximum impact energy in the event of any vehicle collision to prevent any direct shearing off of vehicle hardware.

Digitally Signed.
Dated: this 21st day of December 2017. (SANJAY KESHARWANI)
APPLICANT’S PATENT AGENT