Cabin section structure for a driver's cab of a motor vehicle and preferably of a commercial vehicle

Abstract

The invention relates to a cabin substructure (1) for a driver cabin (10) of a motor vehicle (100), preferably a utility vehicle (120), comprising two vertical supports (2) extending in the vehicle vertical direction and a transverse support unit (3) which extends in the vehicle transverse direction and is connected to the vertical supports (2). The transverse support unit (3) is arranged at a distance to the upper and lower ends of the vertical supports (2). The transverse support unit (3) comprises a front support (13) which is curved in the forward direction of travel of the vehicle (i.e. the front support is convexly curved) and an integral support (23) which is curved opposite the forward direction of travel of the vehicle (i.e. the integral support is concavely curved) such that the front support (13) and the integral support (23) define a support area (33) between each other.

Description

[0001] Cabin substructure for a driver's cab of a motor vehicle and preferably a commercial vehicle

[0002] The present invention relates to a cabin substructure for a driver's cab of a motor vehicle, preferably a commercial vehicle. In particular, the invention relates to a cabin substructure for a driver's cab of a motor vehicle or a commercial vehicle, comprising at least two high beams extending in the vehicle's vertical direction and at least one cross beam unit extending in the vehicle's transverse direction and connected to the high beams, wherein the cross beam unit is arranged at a distance from the upper and lower ends of the high beams. The invention also relates to a motor vehicle and preferably a commercial vehicle with such a cabin substructure.

[0003] Such driver's cabs have to meet very specific and usually different requirements than, for example, the passenger cells of cars. For example, the driver and front passenger are positioned particularly far forward in such a cab to ensure that as much usable space as possible is available in and / or behind the cab. As a result, the drive unit is not usually located in front of the cab, but below it (so-called front-loading cab; cab over engine or cab forward). This results in special entry conditions, as the occupants have to sit high up and have as easy access to their seats as possible. In addition, the cab should offer the occupants the highest possible level of safety. In addition to the regular accident situations involving impacts with other vehicles and obstacles, accident situations caused by driving on difficult terrain must also be taken into account.For example, the cabin should offer the occupants the best possible protection in the event of the vehicle tipping over or rolling over.

[0004] Another special requirement is that there must be sufficient space in the cabin for a cockpit with numerous controls and displays. It is often also necessary to install additional user interfaces, for example for attachments or additional equipment. At the same time, there must be sufficient space for occupants with special equipment, such as protective gear. The operability and entry and exit options must also be adapted to such occupants. With all of these requirements, it must always be taken into account that the cabin is as lightweight as possible so as not to unnecessarily reduce the vehicle's payload.

[0005] It is therefore the object of the present invention to improve the driver's cab of a motor vehicle, preferably a commercial vehicle. Preferably, the driver's cab should meet the above-discussed list of requirements as closely as possible. Furthermore, the driver's cab should be adaptable to different requirements and possible applications during and / or after production in a particularly simple and cost-effective manner.

[0006] This task is carried out by a cabin substructure with the

[0007] Features of claim 1. A motor vehicle according to the invention is the subject of claim 22. Preferred developments of the invention are the subject of the dependent claims. Further advantages and features of the present invention emerge from the general description and the description of the exemplary embodiments.

[0008] The cabin substructure according to the invention is provided for a driver's cab of a motor vehicle and preferably of a commercial vehicle. The cabin substructure comprises at least two high beams which extend in the vertical direction of the vehicle. The cabin substructure comprises at least one cross beam unit extending in the transverse direction of the vehicle. The cross beam unit is connected to the high beams. In particular, the cross beam unit connects the two high beams in a supporting manner. The cross beam unit is arranged at a distance from the upper and lower ends of the high beams. In particular, the cross beam unit is connected to the high beams in a middle region of each of the high beams. The cross beam unit comprises at least one (in particular only one) front beam. The front beam is curved in the forward direction of travel (so that it can also be referred to as a convex front beam).In particular, the front support is curved along its longitudinal axis in the forward direction of travel. The cross member unit comprises at least one (in particular only one) integral support. The integral support is curved opposite to the forward direction of travel (so that it can also be referred to as a concave integral support). In particular, the integral support is curved along its longitudinal axis in the forward direction of travel. As a result, the front support and the integral support form a support space between them.

[0009] The cabin substructure according to the invention offers many

[0010] Advantages. The cross member unit, with its convex front support and concave integral support, offers a significant advantage. This makes the cross member unit particularly stable and resilient, while requiring very little installation space. A particular advantage is that the cross member unit is particularly compact at the ends and in the area of ​​the high supports due to its shape. This provides a particularly large amount of usable space, for example, for the entry and exit areas, as well as in the footwell and work areas in the cab.

[0011] Furthermore, a targeted stiffening connection between the high beams is ensured, and at the same time, the weight of the cabin substructure can be significantly reduced. Another advantage is that the crossbeam unit with the support space provides a safety zone that can be deliberately crumpled in the event of an accident. Furthermore, vehicle components can be accommodated in the support space. Overall, the invention enables a structurally simple and particularly cost-effective way of realizing a vehicle that particularly well meets the requirements described above.

[0012] The front support and the integral support are preferably curved with the same radius. As a result, the tensioned support space has, in particular, an elliptical cross-sectional geometry. The cross-sectional geometry refers, in particular, to a cross-section through a plane which extends horizontally or in the vehicle’s longitudinal and transverse directions. Such a design is particularly stable and resilient and requires particularly little installation space in locations where usable space must be available for the occupants while driving and when getting in and out. The front support and the integral support are, in particular, each designed in the shape of a circular arc. The radius refers, in particular, to the circular arc.

[0013] The front support and / or the integral support are in particular curved over their entire span (in particular from one high support to the other) and preferably curved at the same radius. In particular, the radius remains the same over at least half and preferably at least two-thirds and particularly preferably over at least 90% of the span or even over the entire span. It is possible for the front support and / or the integral support to have an adapted radius and / or a linear profile at one end region. This provides, for example, a possibility for connection to the high supports.

[0014] To ensure optimal use of the available installation space, the front carrier and the integral carrier can differ in their radius by up to + / - 15%.

[0015] In particular, the front support and the integral support are spaced apart to the maximum in the middle region of their longitudinal extent. In particular, the front support and the integral support are spaced apart to a minimum or not at all in the terminal region of their longitudinal extent. The front support and the integral support may touch at their ends.

[0016] It is preferred and advantageous that the front support and the integral support are arranged at least in sections at the same height (in relation to the vertical direction of the vehicle). In this way, a particularly high degree of stability and safety can be achieved with particularly little installation space. In particular, the center lines of the front support and the integral support, which run in the longitudinal direction, are each at the same height. The center lines can also have a deliberate offset from one another. This is provided, for example, when the two supports have different heights in order to enable flush alignment. In particular, the front support and the integral support are aligned flush with one another at least in sections with regard to their top side and / or bottom side. The front support and the integral support can have an offset with regard to their top side and / or bottom side at least in sections.

[0017] In specific embodiments, it is advantageous for the front support and the integral support to be arranged at completely different heights or not to overlap in height. In such embodiments, the integral support is preferably arranged no more than 1.5 times or twice its height below or above the front support.

[0018] In a particularly preferred and advantageous development, the cross member unit comprises at least one rail device for the movable reception of at least one user interface and, for example, operating devices and / or display devices.

[0019] In particular, the recorded user interface can be operated and viewed from the cabin. The rail device preferably comprises at least one receiving rail which extends in the transverse direction of the vehicle and is or can be fastened to the integral support for receiving support carriages. The receiving rail in particular comprises at least one profile rail or is designed as such. In particular, the receiving rail is also circular in shape and preferably has the same radius as the integral support. In particular, the support carriages are connected to the receiving rail detachably and preferably detachably without tools. Due to its special geometry and arrangement, the integral support can be used particularly advantageously for fastening the receiving rail.

[0020] The rail device comprises at least one carrier carriage and preferably a plurality of carrier carriages. The carrier carriages slide in particular in or on the receiving rail. In particular, at least one user interface can be fastened to the carrier carriage and preferably detachably fastened and particularly preferably detachably fastened without tools. The carrier carriage is displaceable along the receiving rail at least in the longitudinal direction of the receiving rail. The carrier carriage can be fixable to prevent unintentional displacement.

[0021] The rail device comprises, in particular, at least two support rails. The support rails can be arranged parallel to one another and, in particular, one above the other. The support rails can comprise common support carriages or can have separate support carriages. The support rail is preferably designed with at least two tracks or multiple tracks. A single-track support rail is also possible.

[0022] It is particularly preferred and advantageous that the at least one support rail follows the curvature of the integral support at least in sections. In particular, the support rail follows the curvature of the integral support over at least a predominant part of its length and, for example, completely.

[0023] The rail device preferably comprises at least one contact rail. A user interface mounted on the rail device can be electrically contacted, in particular, by means of the contact rail. In particular, the contact rail is designed for power supply and / or data transmission. It is possible for the contact rail to be designed separately from the mounting rail. It is also possible for the contact rail to be provided by the mounting rail or integrated into it.

[0024] Contact between the user interface and the contact rail can be made directly or indirectly. For example, contact is made via the at least one carrier slide. In particular, the user interface is contacted with the carrier slide, for example, by means of a plug connection. In particular, the carrier slide is contacted with the contact rail.

[0025] The previously described designs enable particularly quick and convenient attachment and removal of user interfaces, such as displays and control panels. This is particularly advantageous, for example, when attachments with their own complex control elements are frequently changed and must be positioned within the cab for optimal accessibility.

[0026] The rail device preferably has at least one interchangeable section. Within the interchangeable section, the carrier carriage can be inserted into the receiving rail and / or removed from the receiving rail.

[0027] Preferably, the exchange section is arranged at at least one end region of the receiving rail. In particular, an exchange section is provided at each end region of the receiving rail. This enables particularly convenient and rapid replacement of user interfaces. In particular, outside of the at least one exchange section, the carrier carriage cannot be detached from the receiving rail. This reliably prevents unwanted detachment.

[0028] It is possible and advantageous for the at least one interchangeable section to be or be covered by a closure component. In particular, the rail device comprises at least one closure component. In particular, the closure component can be used to block (positively) inadvertent insertion of the carrier carriage into the interchangeable section. The closure component is designed, in particular, as a covering component. In particular, the closure component can be removed without tools.

[0029] In an advantageous further development, the cabin substructure comprises at least one additional rail device. The additional rail device comprises at least one additional receiving rail extending in the vehicle transverse direction and in particular arranged at least partially above the carrier space for receiving carrier slides. In particular, the additional receiving rail is fastenable or fastened to the integral carrier. In particular, the additional rail device is designed at least partially like the previously described rail device. In particular, the additional receiving rail is arranged above the receiving rail of the rail device. For example, on an upper

[0030] Cockpit area additional user interfaces can be easily and quickly attached and aligned.

[0031] The integral support is preferably connected to the high supports and / or the front support in a detachable and particularly preferably non-destructively detachable manner, and preferably screwed. In particular, the integral support is attached to the high supports and / or the front support by screwing. In particular, the integral support is attached at its ends in such a way. This allows the integral support to be particularly easily replaced together with the components connected to it, or to be supplemented in existing or newly developed driver cabs.

[0032] It is possible and advantageous for the integral support and the front support to be connected to one another in sections (as a supporting structure). In particular, a point-based connecting structure is provided for this purpose. In particular, the connecting structure is designed to be detachable and particularly preferably to be non-destructively detachable. For example, the connecting structure comprises screw means. It is possible for the connecting structure to extend at least partially into the support space and / or through the support space. For example, the integral support and the front support are designed in the shape of a circular arc and are connected at points to form a supporting structure.

[0033] The cabin substructure preferably comprises at least one pre-assembled (or pre-assembled) module. The module can be mounted in an existing bodyshell structure of the driver’s cabin and can preferably be mounted as a single part that only needs to be handled. In particular, the module comprises at least the integral support and the rail device, so that (only) the integral support needs to be connected to the bodyshell structure in order to fasten it. In particular, the additional rail device can also be pre-assembled on the module. The connecting device described below for the steering column and / or the instrument panel and / or the cockpit trim and / or the ventilation units and / or other cockpit components can also particularly preferably be pre-assembled on the module. Due to its properties according to the invention, the integral support is particularly advantageously suitable as a load-bearing base for such a module.

[0034] The front support is preferably firmly connected to the high supports and, in particular, is welded. Other suitable joining methods, in particular material-bonded and / or non-destructively detachable, are also possible. In particular, the front support is connected to the high supports at its ends in this way. In particular, the front support forms an integral part of a bodyshell structure of the driver's cab. It can be provided that the front support is detachably connected to the integral support.

[0035] In advantageous embodiments, it is possible for at least one stiffening element to extend between the front support and the integral support. In particular, the stiffening element extends transversely to the longitudinal axis of the cross member unit and / or transversely to the vehicle transverse direction. This can further improve the effect of the elliptical cross member unit and the support space on the stability and safety of the driver's cab. In particular, at least two or more stiffening elements are provided. Preferably, the stiffening element is fastened to the front support and / or integral support in a detachable and particularly preferably non-destructively detachable manner, for example by screwing.

[0036] It is possible and advantageous for the integral support and / or the front support to be provided by one and preferably only one hollow profile component. The integral support and / or the front support can also comprise at least one hollow profile component. The hollow profile component of the integral support comprises, in particular at each end, a flange unit for detachable connection to the high supports. Other suitable support designs are also possible.

[0037] The integral support can have at least one connection device for a steering column. Due to its design and position, the integral support is particularly advantageous for connecting the steering column. It is preferred that the integral support has at least two connection devices, comprising one connection device for a left-hand drive version of the vehicle and a further connection device for a right-hand drive version of the vehicle. The connection device serves in particular to accommodate a steering column bearing or can comprise at least one steering column bearing. The connection device can be formed integrally with the integral support. A separate connection device, which can in particular be detachable from the integral support, is also possible. In particular, a steering column can be fastened to the integral support.

[0038] In a particularly preferred and advantageous embodiment, the integral support provides at least one cockpit component support. In particular, the integral support is also a cockpit component support. For this purpose, at least one instrument panel for a cockpit of the driver's cab and / or at least one cockpit trim and / or at least one ventilation unit for an air conditioning system can be or is fastened (directly and / or indirectly) to the integral support. In particular, the instrument panel and / or the cockpit trim follows the curvature of the integral support at least in sections. Due to the concave curvature, this allows a very high degree of freedom of movement in the entry areas. The body part structure can comprise at least one instrument panel and / or cockpit trim and / or at least one ventilation unit for an air conditioning system.The instrument panel comprises, in particular, display elements and control elements of the cockpit. The instrument panel can be at least partially integrated into the cockpit paneling or designed separately from it. In particular, at least one ignition lock or start button is arranged in the cockpit paneling. Ventilation units for an air conditioning system of the driver's cab are arranged in the cockpit paneling. In particular, the instrument panel is fastened to the integral support independently of the rail device.

[0039] The front support preferably comprises at least one window frame structure for fastening a windshield. The window frame structure can be formed in one piece with the front support or can be integrated into it. The window frame structure can also be formed separately from the front support. The window frame structure can be formed as a lower window frame and / or as a cowl strip and / or water box or can comprise at least one such. In particular, the windshield is glued to the front support and / or fastened by means of at least one piping. In particular, the window frame structure and / or the windshield has a curvature adapted to the curvature of the front support. In particular, the curvatures are (substantially) identical.

[0040] In all embodiments, it is particularly preferred that the high beams are each designed as an A-pillar or are part of such a pillar. The connection to the A-pillars provides the cross member unit with numerous advantages.

[0041] In particular, the high beams are each connected (at least indirectly) at an upper end region to a roof cross member and / or roof longitudinal member. In particular, the high beams are each connected (at least indirectly) at a lower end region to a base cross member and / or base longitudinal member. The roof cross members and / or roof longitudinal members are in particular part of a roof frame of a bodyshell structure of the driver's cab. The base cross member and / or the base longitudinal member are in particular provided for connecting a cab floor of the bodyshell structure. The base cross member and / or the base longitudinal member run in particular substantially at the height of a cab floor. In particular, the base cross member and the front beam are arranged one above the other, at least in sections. In particular, the body part structure provides at least part of the bodyshell structure. The body part structure can also comprise the bodyshell structure.The cross member unit is attached to the bodyshell structure. In particular, the front support is an integral part of the bodyshell structure.

[0042] Preferably, the cross member unit is arranged between the at least one roof cross member and the at least one base cross member. In particular, the cross member unit runs above the base cross member and below the roof cross member. In particular, the cross member unit, preferably at least the integral member or the front member, is arranged at least partially below a windshield and preferably below a cowl. In particular, the windshield extends between the cross member unit and the roof cross member and the two high members.

[0043] In a preferred and advantageous development, the body part structure comprises at least one bulkhead. The bulkhead is preferably fastened to the front support and / or to the base cross member and / or to the high supports and is preferably fastened thereto detachably and particularly preferably in a non-destructively detachable manner. In particular, screw means are provided for fastening. This enables uncomplicated replacement of the bulkhead, e.g. in the context of modifications or repairs. The bulkhead can also be firmly connected and e.g. welded.

[0044] Preferably, the bulkhead and the front beam, the base cross beam and the high beams are connected to one another to form a common shear field. The bulkhead preferably follows a curved profile of the front beam. In particular, the bulkhead is also convex.

[0045] In particular, the bulkhead is circular in shape and preferably has the same radius as the front member. In particular, the base cross member is also curved with the same radius as the front member. In combination with the previously and subsequently described refinements for the bulkhead, the cross member unit offers a particularly wide range of advantages.

[0046] The bulkhead is preferably arranged on a front side of the front carrier facing in the forward direction of travel. In particular, the bulkhead is also arranged on a front side of the base cross member and / or the high beams facing in the forward direction of travel. This results in particular advantages for the safety and rigidity of the driver's cab. However, it is also possible for the bulkhead to be arranged on a rear side facing in the reverse direction of travel and / or on an end side of the front carrier and / or the base cross member and / or the high beams facing the vehicle's longitudinal axis.

[0047] Preferably, the bulkhead extends only over a lower section of the front side of the front carrier.

[0048] In particular, the windshield frame structure for attaching a windshield is arranged on an upper portion of the front side of the front carrier.

[0049] The bulkhead extends in particular transversely to a plane which runs horizontally or in the longitudinal direction of the vehicle and in the transverse direction of the vehicle. The bulkhead extends in particular in a plane which runs substantially vertically or in the vertical direction of the vehicle and in the transverse direction of the vehicle. In particular, the bulkhead is arranged in front of the integral support in the forward direction of travel. In particular, the bulkhead is arranged between an interior space or footwell and a front panel paneling of the driver's cab. The bulkhead can also be referred to as a front wall or bulkhead. The bulkhead can have elevations and / or recesses into or through which vehicle components extend. The bulkhead can have at least one (further) connection device for the steering column. Pedals and / or other vehicle components (e.g. heaters) can be attached to the bulkhead.

[0050] It is possible for the bulkhead to comprise or be provided by at least one metal foam composite panel. The metal foam composite panel in particular comprises at least one core made of metal foam and preferably aluminum foam. The core is produced in particular by heating the metal material below its melting temperature (in particular by sintering). In particular, the core is arranged between at least two sheet-like or bubble-free cover layers. In particular, the core and the cover layers are connected to one another in one piece. This enables a particularly resilient and at the same time weight-optimized bulkhead. The bulkhead can be designed as a safety bulkhead to protect the vehicle or the occupants from explosions or ballistic effects or the like.

[0051] The motor vehicle according to the invention is, in particular, a commercial vehicle and comprises at least one driver's cab. The driver's cab comprises a cab substructure as described above.

[0052] The motor vehicle according to the invention also achieves the above-mentioned object particularly advantageously. The driver's cab is mounted, in particular, on a chassis of the motor vehicle. In particular, the motor vehicle comprises at least one chassis. In particular, the motor vehicle also comprises the vehicle components described in the context of the body part structure according to the invention. In particular, at least one vehicle component and / or at least one crumple zone is arranged in the support space.

[0053] In particular, the driver's cab (or cabin) is provided for a motor vehicle having a chassis (also referred to as a chassis) that serves as a supporting structure for the driver's cab. In particular, the driver's cab can be mounted on a chassis and, for example, on a frame of the chassis. In particular, the cabin is not load-bearing. In particular, the driver's cab is not a self-supporting body.

[0054] The driver's cab can be designed as a so-called double cab. Such a double cab comprises in particular at least a second row of seats in the rear and / or at least one further entry point (in particular with at least one and preferably with two opposite doors) in the rear. At least one further seat or middle seat can be arranged between the driver's seat and the front passenger seat. In particular, a passage to the rear is provided. In this case, in particular, a space for the passage is provided between the driver's seat and the front passenger seat and, in particular, no seat is arranged. A central section which is free down to a cabin floor is then preferably formed in a rear wall structure of the driver's cab.

[0055] A (single) driver's cab, in particular with only one row of seats, can also be provided. In particular, the driver's seat and at least one passenger seat are then arranged in a single row. A rear wall structure then extends behind them. In all embodiments, it is possible for a passage to a usable space area located behind the driver's cab to be arranged in a rear wall structure of the driver's cab. The driver's cab can be designed as a high-roof cab.

[0056] In particular, the cross-member unit has a cross-sectional geometry which geometrically corresponds at least approximately to the cross-sectional geometry of the support space. According to the invention, an ellipse-like cross-sectional geometry is understood to mean an at least approximately elliptical cross-sectional geometry and, for example, a lens-shaped or approximately elliptical cross-sectional geometry. The cross-sectional geometry is in particular at least approximately elliptical and preferably lens-shaped. The cross-sectional geometry can have the shape of an ellipse stretched in its longitudinal direction (with or without pointed end regions). The cross-sectional geometry can have the surface shape of a spherical polygon.

[0057] In particular, the front carrier and the integral carrier delimit the carrier space only in the vehicle longitudinal direction and in the vehicle transverse direction. In particular, the carrier space in the vehicle vertical direction is not delimited by the front carrier and the integral carrier. In particular, a distance between the front carrier and the integral carrier is greater in a central region of the cross member unit than in an end region of the cross member unit. In particular, a distance between the front carrier and the integral carrier initially increases (continuously) starting from one end of the cross member unit lying in the longitudinal direction and then decreases again (continuously) up to the other end of the cross member unit lying in the longitudinal direction.

[0058] In particular, the curvature of the front support runs along its longitudinal axis. In particular, the curvature of the integral support runs along its longitudinal axis. The longitudinal axis of the front support and / or the longitudinal axis of the integral support runs in particular in a plane which extends in the transverse direction of the vehicle and in the longitudinal direction of the vehicle. The details regarding the curvature of the front support and integral support relate in the context of the present invention in particular to a curvature along the longitudinal axis of the front support and integral support. In particular, this concerns the curvatures for providing the support space. In addition, it is possible for the front support and / or the integral support to be additionally bent or folded, for example because they are designed as a hollow profile or open profile in cross-section.

[0059] In particular, the front carrier is further inside the

[0060] Driver's cab arranged as the bulkhead and / or the windshield. In particular, the front support does not protrude beyond the bulkhead and / or the windshield. In particular, the support space lies completely behind a plane delimited by the bulkhead and / or the windshield inside the driver's cab. In particular, the driver's cab is designed as a so-called forward control cab and preferably does not have a "nout" or hood protruding forward. In particular, the integral support runs for at least three quarters of its length and preferably completely behind a plane spanned between the high supports.

[0061] Further advantages and features of the present invention will become apparent from the description of the embodiments which are explained below with reference to the accompanying figures.

[0062] The figures show:

[0063] Figure 1 is a purely schematic representation of a commercial vehicle with a cabin substructure according to the invention in a side view;

[0064] Figure 2 is a purely schematic representation of another commercial vehicle with a cabin substructure according to the invention in a side view;

[0065] Figure 3 is a purely schematic representation of a cabin substructure according to the invention in a perspective view obliquely from above at the front;

[0066] Figure 4 shows a detailed view of the cabin substructure according to Fig. 3;

[0067] Figure 4a shows a further development of the cabin substructure according to Fig. 3;

[0068] Figure 5 is a purely schematic representation of a vehicle cabin with a cabin substructure according to the invention in a sectional side view;

[0069] Figure 6 shows a highly schematic vehicle cabin with a cabin substructure according to the invention in a perspective interior view; and

[0070] Figure 7 shows the vehicle cabin according to Fig. 6 in a perspective interior view from a different perspective.

[0071] Figure 1 shows a section of a motor vehicle 100 designed as a commercial vehicle 120, having a driver's cab 10 with a cab substructure 1 according to the invention. The cab substructure 1 is not visible here, housed inside the driver's cab 10. The driver's cab 10 is mounted on a chassis 107 and is mounted thereon in a spring-loaded and damped manner. The chassis 107 here comprises four driven wheels 108. The driver's cab 10 is equipped, among other things, with a roof 111 and a windshield 106, as well as a door 109 each for the driver and front passenger.

[0072] Figure 2 shows a further development of the previously described driver's cab 10 as a double cab with a high roof 111. The double cab design allows additional passengers to be seated in the rear behind the driver and front passenger. Additional doors 109 are provided for these seats.

[0073] In Figure 3, a shell structure 110 of a driver's cab

[0074] 10, as provided for example in the vehicles 100 of Figures 1 and 2. The bodyshell structure 110 here comprises two high beams 2 designed as A-pillars 12. In addition, the bodyshell structure 110 comprises two base longitudinal beams 52 and two roof longitudinal beams 32. Of the roof longitudinal beams 32, only the one on the right side of the vehicle is shown here for better clarity. Furthermore, the bodyshell structure 110 here comprises a base cross beam 42 and a roof cross beam 22, which each extend between the two high beams 2.

[0075] The body shell structure 110 is equipped with a cabin substructure 1 according to the invention. For this purpose, a cross member unit 3 extends between the two high beams 2. An enlarged section of Figure 3 illustrating the connection of the cross member unit 3 to the high beam 2 on the left side of the vehicle is shown in Figure 4.

[0076] The cross member unit 3 is arranged here slightly below a center between the roof cross member 22 and the base cross member 42. The cross member unit 3 comprises a front member 13 and an integral member 23. The front member 13 is curved or convex in the forward direction of travel. The integral member 23 is curved or concave in the opposite direction of the vehicle's forward direction of travel. As a result, the front member 13 and the integral member 23 span a support space 23 between them.

[0077] The front support 13 and the integral support 23 are curved here with the same radius, resulting in an elliptical cross-sectional geometry for the support space 33. The front support 13 and the integral support 23 converge at their ends in such a way that a lens-shaped cross-sectional geometry is produced. The integral support 23 is arranged here in sections at the same height as the front support 13. The front support 13 is firmly integrated into the bodyshell structure 110 and, for example, welded to the high supports 2. The integral support 23, on the other hand, is detachably attached to the high supports 2 and, for example, screwed to them. This makes it particularly easy to install or remove the integral support 23 from an existing bodyshell structure 110.

[0078] The front support 13 and the integral support 23 are each provided by a hollow profile component 6. The hollow profile component 6 of the integral support 23 is equipped with a flange unit 43 at each end (as can be seen particularly clearly in Figure 4). To attach the integral support 3, the flange units 43 are then screwed to the high supports 2 using several screwing means 53.

[0079] Two support rails 14 of a rail device 4 are attached to the integral support 23. For clarity, the support rails 14 are shown here in an exploded view. The support carriages 24 presented with reference to Figure 5 can be slidably mounted on the support rails 14. The support rails 14 follow the curvature of the integral support 23.

[0080] In one embodiment, the integral support 23 can be equipped with a connection device 7 (not visible here) for a steering column 104, which is sketched very schematically here.

[0081] In one embodiment, the front carrier can be equipped with a window frame structure 9 (not visible here) for fastening a windshield 106.

[0082] To simplify assembly or retrofitting, the cabin substructure 1 here comprises a preassembled module 5. The module 5 is provided here by the integral support 23 and the support rails 14 attached thereto. The module 5 can also comprise further components attached directly or indirectly to the integral support 23, as described below, for example.

[0083] Figure 4b shows a further development of the cabin substructure 1 described with reference to the two previous figures, equipped with a bulkhead 62. The bulkhead 62 is bolted to the front support 13, the base cross member 42, and the high supports 2. The bulkhead 62 is curved to match the front support 13 and is designed as a metal foam composite panel, for example, as an aluminum foam sandwich panel. This results in particularly high stability and crash safety and, depending on the thickness of the bulkhead 62, also protection against flying debris or splinters.

[0084] The bulkhead 62 extends only over a lower portion of a front side of the front support 13, so that the windshield 106 can be mounted above it. The bulkhead may have elevations and / or recesses (not shown here) into or through which vehicle components extend. The recesses are preferably covered.

[0085] Figure 5 shows a driver's cab 10 equipped with a body part structure 1 according to the invention in a view sectioned along the longitudinal direction of the vehicle. The section shown shows a cockpit 105 of the driver's cab 10. The bodyshell structure 110 and the cross member unit 3 are designed here, for example, as previously described with reference to Figure 3. The front support 13 is not visible in the section shown here.

[0086] The rail device 4 can be seen particularly well here, which is equipped here as an example with only one support rail 14. The support rail 14 is mounted directly on the integral support 23. A support carriage 24 is mounted on the support rail 14, which can be moved in the longitudinal direction of the support rail 14. A user interface is provided on the support carriage 24.

[0087] 101 which, for example, can be an operating device

[0088] 102 and / or a display device 103.

[0089] A contact rail 34 is arranged between the mounting rail 14 and the integral support 23. The contact rail 34 provides both power and data transmission for the user interfaces 101 mounted on the rail device 4. Thus, the user interface 101 can be easily and quickly connected to the power supply of the vehicle 100 by simply inserting it into the mounting rail 24 and simultaneously communicate with its control units.

[0090] The integral support 23 also serves as a cockpit component support 63. This allows the cockpit components shown here to be mounted on the integral support 23. For example, an instrument panel 8 and a cockpit fairing 18, as well as several ventilation units 28 of an air conditioning system, are attached to the integral support 23.

[0091] The integral support 23 is part of a preassembled module 5. The components that are attached to the integral support 23 in its function as a cockpit component support 63 are already preassembled. During the production of the driver's cab, the integral support 23 for the cockpit 105 only needs to be screwed to the high supports 2. The corresponding electrical or fluidic connection of the components takes place subsequently or beforehand.

[0092] Figures 6 and 7 show a driver's cab 10, as described, for example, with reference to Figure 5. The components that are not mounted as module 5 are shown in dashed lines. To illustrate the driver's seating position, a driver's seat 112 is shown. For clarity, the steering wheel and steering column are not shown.

[0093] Particularly clearly visible here is the cockpit 105 with the instrument panel 8 and the cockpit fairing 18 as well as the ventilation units 28. Also clearly visible here is the rail system 4, which is equipped here, for example, with three support carriages 24.

[0094] The rail device 4 is equipped here with two interchangeable sections 44, in which the carrier slides 24 can be inserted into the receiving rail 14 or released therefrom. The interchangeable sections 44 are located invisibly below a respective locking component 54. The locking component 54 prevents the carrier slides 24 from being inadvertently inserted into the interchangeable section 44 and released. If necessary, the locking component 54 can be easily removed here.

[0095] The support carriages 24 can be equipped with user interfaces 101, which are only shown schematically here. For example, an operating device 102 can be attached to one of the support carriages 24, and an indicating device 103 and, for example, a display can be attached to another support carriage 24. The third support carriage 24 is available, for example, for retrofitting further user interfaces 101. An additional rail device 64 with an additional receiving rail 74 is attached to the integral support 23. Additional user interfaces 101, not shown in detail here, can be slidably attached to this. The additional rail device 64 is also part of the pre-assembled module 5.

[0096] The invention presented here offers a driver's cab 10 that is particularly easy to implement using lightweight construction, with high rigidity and high crash safety. At the same time, the rail device 4 attached to the integral support 23 achieves a particularly high level of variability. For example, the cockpit 105 can be easily adapted to various functional requirements using the double-track mounting rail 14 and the support carriage 24 that can be moved thereon. Industry- and customer-specific cockpit components, instrumentation, cockpit devices, and cockpit boxes can be easily and quickly mounted on the support carriage 24. The stepless positioning of the functional devices on the, for example, circular-arc-shaped mounting rail 14 enables the best ergonomic positions to be achieved. This means that a large number of devices and components in the cockpit area can be precisely positioned for the driver and companion.There are also economic advantages for manufacturing, as the specific configuration of the Cockpit 105 is made significantly easier. This also makes the Cockpit 105 particularly future-proof and sustainable.

[0097] List of reference symbols:

[0098] 1 Cabin substructure 103 Display device

[0099] 2 high beams 104 steering column

[0100] 3 Cross member unit 105 Cockpit

[0101] 4 Rail device 106 Windshield

[0102] 5 Module 107 Chassis

[0103] 6 hollow profile component 108 wheel

[0104] 7 Connection device 109 Door

[0105] 8 Instrument panel 110 Body shell structure

[0106] 9 Window frame structure 111 Roof

[0107] 10 driver's cab 112 seat

[0108] 12 A-pillar 120 commercial vehicle

[0109] 13 front carriers

[0110] 14 Mounting rail

[0111] 18 Cockpit fairing

[0112] 22 roof cross bars

[0113] 23 integral carriers

[0114] 24 carrier carriages

[0115] 28 Ventilation opening

[0116] 32 roof rails

[0117] 33 Carrier room

[0118] 34 contact rail

[0119] 42 base cross members

[0120] 43 Flange unit

[0121] 44 Change section

[0122] 52 base longitudinal members

[0123] 53 screw fasteners

[0124] 54 locking component

[0125] 62 bulkhead

[0126] 63 cockpit component carriers

[0127] 64 Additional rail device

[0128] 73 stiffening element

[0129] 74 Additional mounting rail

[0130] 100 motor vehicles

[0131] 101 User Interface

[0132] 102 Control device

Claims

29 Claims:

1. Cabin component structure (1) for a driver's cabin (10) of a motor vehicle (100) and preferably of a commercial vehicle (120), comprising at least two high beams (2) extending in the vertical direction of the vehicle and at least one cross beam unit (3) extending in the transverse direction of the vehicle and connected to the high beams (2), wherein the cross beam unit (3) is arranged at a distance from the upper and lower ends of the high beams (2), characterized in that the cross beam unit (3) comprises at least one front beam (13) curved in the direction of vehicle forward travel (i.e. convex) and at least one integral beam (23) curved in the opposite direction of vehicle forward travel (i.e. concave), such that the front beam (13) and the integral beam (23) span a support space (33) between them.

2. Cabin component structure (1) according to the preceding claim, wherein the front support (13) and the integral support (23) are curved with the same radius, such that the spanned support space (33) has an ellipse-like cross-sectional geometry.

3. Cabin section structure (1) according to one of the preceding claims, wherein the front support (13) and the integral support (23) are arranged at least partially at the same height.

4. Cabin section structure (1) according to one of the preceding claims, wherein the crossbeam unit (3) has at least one rail device (4) for movably receiving 30 comprising at least one user interface (101), in particular operating devices (102) and / or display devices (103), in the driver's cabin (10), and wherein the rail assembly (4) comprises at least one receiving rail (14) extending in the transverse direction of the vehicle and attached to the integral support (23) for receiving support carriages (24). Cabin component structure (1) according to the preceding claim, wherein the at least one receiving rail (14) follows the curvature of the integral support (23). Cabin component structure (1) according to one of the two preceding claims, wherein the rail assembly (4) comprises at least one contact rail (34) by means of which a received user interface (101) can be electrically contacted.Cabin component structure (1) according to one of the three preceding claims, wherein the rail assembly (4) has at least one interchangeable section (44) within which the carrier carriage (24) can be inserted into and / or released from the receiving rail (14), and wherein the interchangeable section (44) is preferably located at at least one end region of the receiving rail (14). Cabin component structure (1) according to the preceding claim, wherein the at least one interchangeable section (44) can be covered by means of a locking element (54) so ​​that unintentional insertion of the carrier carriage (24) into the interchangeable section (44) is blocked. Cabin component structure (1) according to one of the preceding claims, comprising at least one additional rail assembly (64) with at least one that is located in. extending in the transverse direction of the vehicle and arranged at least partially above the support space (33) The cabin section structure (1) comprises an additional mounting rail (74) for receiving carrier slides (24). The cabin section structure (1) according to one of the preceding claims, wherein the integral support (23) is detachably connected to the uprights (2) and / or to the front support (13) and is preferably bolted. The cabin section structure (1) according to one of the preceding claims comprises at least one pre-assemblable module. (5) , which can be installed in an existing body-in-white structure (110) of the driver's cab (10), wherein the module (5) comprises at least the integral support (23) and a rail system (4), such that the integral support (23) must be connected to the body-in-white structure (110) to attach the rail system (4). Cabin section structure (1) according to one of the preceding claims, wherein the front support (13) is rigidly connected to the uprights (2) and preferably welded. Cabin section structure (1) according to one of the preceding claims, wherein at least one stiffening element (73) extends between the front support (13) and the integral support (23). Cabin section structure (1) according to one of the preceding claims Claims, wherein the integral carrier (23) and the Front carrier (13) are provided by or comprise a hollow profile component (6). Cabin component structure (1) according to one of the preceding claims, wherein the integral support (23) has at least one mounting device (7) for a steering column (104) and wherein the integral support (23) preferably has at least two mounting devices (7), comprising one mounting device (7) for a left-hand drive version of the vehicle and a further mounting device (7) for a right-hand drive version of the vehicle. Cabin component structure (1) according to one of the preceding claims, wherein the integral support (23) provides at least one cockpit component carrier (63) and wherein at least one instrument panel (8) for a cockpit (105) of the driver's cabin (10) and / or at least one cockpit trim panel and / or at least one ventilation opening for an air conditioning system can be attached to the integral support (23).Cabin section structure (1) according to any one of the preceding claims, wherein the front support (13) has at least one windscreen frame structure (9) for mounting a windscreen (106). Cabin section structure (1) according to any one of the preceding claims, wherein the uprights (2) are each configured as an A-pillar (12) or are part thereof. Cabin section structure (1) according to any one of the preceding claims, wherein the uprights (2) are each connected at an upper end region to a roof cross member (22) and / or roof longitudinal member (32) and / or wherein the uprights (2) are each connected at a lower end region to a base cross member (42) and / or base longitudinal member (52). 33 Cabin section structure (1) according to the preceding claim, wherein the cross member unit (3) is arranged between the at least one roof cross member (22) and the at least one base cross member (42). Cabin section structure (1) according to one of the two preceding claims, comprising at least one bulkhead (62) which is attached to the front support (13), the base cross member (42), and the uprights (2), and in particular follows a curved profile of the front support (13). Motor vehicle (100), in particular commercial vehicle (110), with at least one driver's cab (10), comprising a cabin section structure (1) according to one of the preceding claims.