DEVICE FOR STORING A VEHICLE CAB AND VEHICLE

Abstract

Device (30; 30A; 30B; 30C; 30D) for storing a driver's cab (20) of a vehicle (1), with a deformation element (35) for absorbing forces (70) in the event of an accident of the vehicle (1), wherein the deformation element (35) can be at least partially compressed or crumpled in an accordion-like manner, and wherein the deformation element (35) is arranged in front of the front of the vehicle, a support (31; 31A; 31B; 31C; 31D) for supporting the driver's cab (20) over a chassis frame (10) of the vehicle (1), wherein the support (31) has a loss-proof locking unit (311) for the loss-proof connection of the driver's cab (20) to a chassis frame (10) of the vehicle (1), and a stabilizing unit (312) for stabilizing the connection of the driver's cab (20) with the chassis frame (10) during normal operation of the vehicle (1), wherein the loss-prevention unit (311) and the stabilizing unit (312) are arranged in a V-shape relative to each other, and wherein the deformation element (35) is arranged on the carrier (31; 31A; 31B; 31C; 31D) such that a deformation of the deformation element (35) due to the absorption of forces in an accident of the vehicle (1) causes a movement of the loss-prevention unit (311) and the stabilization unit (312) relative to each other in order to effect a relative movement of the cab (20) and the chassis frame (10) relative to each other.

Description

[0001] The present invention relates to a device for storing a driver's cab of a vehicle, in particular a driver's cab of a truck, and to a vehicle with such a device.

[0002] Some vehicles, such as trucks, have a cab for occupants, such as the driver and passenger, which is positioned above a chassis frame. The vehicle's wheels are mounted on the chassis frame so they can rotate.

[0003] In a truck, the cab is positioned above the engine and its radiator. Furthermore, the cab is mounted above the chassis frame, allowing it to pivot up and down. The cab must not impair the truck's functionality, for example, by restricting engine cooling. Moreover, the cab must offer a certain level of comfort for the occupants, at least from an ergonomic perspective. In addition, the occupants must be protected as much as possible from injuries in the event of an accident, such as being trapped by cab deformation.

[0004] It is possible that the cab itself transmits forces generated in an accident to its mounting on the chassis frame, thereby initiating movements to protect the occupants. However, this would not achieve the desired minimization of forces in an accident.

[0005] It is also problematic that the requirements for accident protection, such as high structural stability and optimal damping of road surface irregularities, are partially contradictory with regard to increased comfort. Furthermore, the bearing should be simple and cost-effective to implement and require minimal maintenance. In addition, the bearing should have a long service life.

[0006] WO 2006 / 100 007 A1 discloses a mounting system for a tilting truck cab. A spring strut and a stabilizer link are connected to the cab via a mounting bracket. The spring strut is attached to the vehicle frame at one rear end. The stabilizer link is attached to a bearing block at one rear end. The bearing block has two profiles connected by a weld. In the event of an obstacle impacting the cab, the spring strut detaches from its mounting on the vehicle frame. The weld between the two profiles also breaks. The profile is designed to withstand significant deformation without breaking. Therefore, one element acts as both a retention device and a deformation element. This element is oriented towards the rear of the vehicle, and thus behind the stabilizing unit.

[0007] For further information on the state of the art, reference is made to DE 26 12 517 A1, DE 102 21 346 C1, DE 28 53 621 A1, DE 10 2009 032 734 A1, US 2008 / 0 284 207 A1, DE 198 31 329 A1 and DE 10 2006 008 090 A1.

[0008] Therefore, the object of the present invention is to provide a device for storing a vehicle cab that solves the aforementioned problems. In particular, a device for storing a vehicle cab is to be provided that ensures the safe and simple storage of the cab in all traffic situations in accordance with the applicable requirements.

[0009] This problem is solved by a device for storing a driver's cab of a vehicle according to claim 1 and a vehicle according to claim 12.

[0010] The device according to the invention for mounting a vehicle cab comprises a deformation element for absorbing forces in the event of a vehicle accident, wherein the deformation element can be at least partially compressed or crumpled in an accordion-like manner, and wherein the deformation element is arranged forward of the front of the vehicle, a support for carrying the cab over a chassis frame of the vehicle, wherein the support has: a locking device for a secure connection of the cab to a chassis frame of the vehicle, and a stabilizing device for stabilizing the connection of the cab to the chassis frame during normal operation of the vehicle, wherein the locking device and the stabilizing device are arranged in a V-shape relative to each other, and wherein the deformation element is arranged on the support such thatthat a deformation of the deformation element due to the absorption of forces in a vehicle accident causes a movement of the loss prevention unit and the stabilization unit relative to each other in order to effect a relative movement of the cab and the chassis frame relative to each other.

[0011] The vehicle according to the invention comprises a driver's cab, a chassis frame and at least one device according to the invention.

[0012] The cab mounting device has a simple design that, in the event of a frontal collision, directly and immediately transfers the impact forces into the device. Due to the device's design, the chassis frame can no longer transmit forces into the cab in the X-direction, where the X-direction corresponds to the vehicle's direction of travel. As a result, significantly fewer forces act on the cab at the same impact speed compared to a conventional solution. Consequently, there is considerably less intrusion into the cab, which significantly increases the survival space for the cab occupants. This minimizes the negative consequences of the accident for the occupants.

[0013] Furthermore, the device allows the cab to be decoupled from the chassis frame in such a way that, in the event of an accident, it reduces the forces acting upon it without losing the connection between the cab and the chassis or frame. This ensures the desired comfort for the cab occupants during normal vehicle operation, particularly in trucks, while also optimizing their safety in the event of an accident.

[0014] Since the device requires only a few components, it is also cost-effective in manufacturing, assembly, and maintenance. The described design allows for a very compact installation in the front of the vehicle, especially a truck.

[0015] Furthermore, the design of the device ensures excellent airflow to the radiator under the cab. This results in very favorable operating conditions for the vehicle.

[0016] Advantageous further embodiments of the device are specified in the dependent claims.

[0017] Advantageously, the deformation element, due to its arrangement on the carrier, allows the loss prevention unit and the stabilization unit at the opening of the carrier to move at least partially towards each other in the event of an accident caused by deformation of the deformation element.

[0018] It is also advantageous if the device is designed with the loss-prevention unit to create a movable but inseparable connection between the driver's cab and the chassis frame.

[0019] According to two different advantageous embodiments, the stabilizing unit is arranged along a longitudinal member of the chassis frame, viewed in the direction of travel, either in front of or behind the anti-loss unit.

[0020] For example, the stabilizing unit is designed in the shape of a rod.

[0021] It is conceivable that the anti-loss unit has a larger cross-section than the stabilization unit.

[0022] The deformation element may have a recess facing the carrier to increase the forces acting between the loss prevention unit and the stabilization unit in the event of a vehicle accident.

[0023] According to one embodiment, the device also has a switching unit that is arranged transversely between the anti-loss unit and the stabilizing unit, so that the support is A-shaped, particularly in the installed state as an inverted A. The switching unit can be rod-shaped.

[0024] Additionally or alternatively, the device also includes a shearing unit, which is arranged transversely to the anti-loss unit and the stabilizing unit, to transmit shear forces to the device in the event of a vehicle accident.

[0025] According to another embodiment, the device also has a hinge for the movable connection of the anti-loss unit and the deformation element.

[0026] Furthermore, the device may have a bearing connected to the carrier at its tip for supporting the carrier on the chassis frame.

[0027] Optionally, the device also has a compensating piece that is provided on the bearing to connect the bearing to the chassis frame.

[0028] At least one of the previously described devices can be part of a vehicle that also has a cab and a chassis frame. The vehicle could be, for example, a truck, a bus, an agricultural machine, or a rail vehicle. Additionally or alternatively, the at least one device is arranged on an A-pillar of the vehicle.

[0029] The deformation element may be arranged at the front of the vehicle, projecting forward from the vehicle. Alternatively or additionally, the deformation element may be arranged at the front of the vehicle, projecting forward from the cab or the chassis frame.

[0030] The vehicle may also have a connecting device for connecting at least two devices in such a way that, in the event of an accident involving the vehicle, the forces are directed onto the at least two devices.

[0031] The invention is described in more detail below with reference to the accompanying drawing and by means of exemplary embodiments. The drawing shows: Fig. 1 a simplified side view of a truck as an example of a vehicle having a device according to a first embodiment; Fig. 2 a partial side view of the vehicle from Fig. 1, in which a device according to a first embodiment is shown enlarged; Fig. 3 A highly simplified schematic diagram of a sectional view of the vehicle from Fig. 1, in which two devices according to the first embodiment are connected by a connecting device; Fig. 4 a simplified detailed side view of the device according to the first embodiment in normal operation; Fig. 5 to Fig. 7. A simplified detailed side view of the device according to the first embodiment in the various states after the occurrence of a frontal collision of the vehicle; Fig. 8 a simplified detail side view of a device according to a second embodiment in normal operation; Fig. 9 a simplified detail side view of a device according to a third embodiment in normal operation; Fig. 10 a simplified detail side view of a device according to a fourth embodiment in normal operation; Fig. 11 a simplified detail side view of a device according to a fifth embodiment in normal operation.

[0032] In the figures, identical or functionally equivalent elements are provided with the same reference symbols unless otherwise specified.

[0033] Fig. Figure 1 shows a side view of a vehicle 1, which is in Fig. Vehicle 1, for example, is a truck, in particular a semi-trailer truck. However, instead of a truck for transporting goods, vehicle 1 can also be another type of vehicle, such as a bus, in particular a coach and / or double-decker bus for transporting passengers. It is also possible that vehicle 1 is an agricultural machine, in particular a tractor, a combine harvester, etc., or a rail vehicle. In this case, the driver, one or more passengers, and any other passengers are each considered occupants of vehicle 1.

[0034] Vehicle 1 is located in Fig. 1 on a base 5. The vehicle 1 has a vehicle base frame or chassis or suspension frame 10, on which, in the example of Fig. The front wheels 11 and rear wheels 12 are rotatably mounted. At its front end, the chassis frame 10 is terminated by a bumper 13. Any superstructure for carrying goods can be mounted on a support surface 15 of the chassis frame 10 at at least one point on the chassis frame 10. For example, the superstructure can be a container, a box for a refrigerated truck, etc. If the vehicle 1 is not a semi-trailer truck, the vehicle 1 can have a flatbed, a flatbed with a tarpaulin, etc.

[0035] Vehicle 1 has a driver's cab or driver's cabin 20, which is in Fig. 1 is shown as an example in a special version variant. Depending on the version of the vehicle 1 and the cab 20, at least one additional occupant can be accommodated in the interior 21 of the driver's cab 20. The interior 21 is accessible via a vehicle door 22. In the example of Fig. 1 A-pillars 23 on both sides of the vehicle 1. In addition, the vehicle 1 has a very schematically represented floor 24.

[0036] The driver's cab 20 is mounted to the front of the vehicle 1 by at least one device 30, more precisely in the area of ​​the front end of the chassis frame 10. The device 30 is in Fig. Figure 1 is shown only very schematically as a hatched box. According to one embodiment, the at least one device 30 can be arranged over a portion of the width of the vehicle 1, in particular in the area of ​​the center of the vehicle 1 or over the entire front of the vehicle 1. Alternatively or additionally, a device 30 is provided on each side of the vehicle 1 in the area of ​​the front end of the chassis frame 10. In particular, each device 30 is arranged on one of the two A-pillars 23 of the vehicle 1.

[0037] Furthermore, the cab 20 is mounted at least one further rearward on the vehicle 1 by a bearing 40. Typically, two bearings 40 are provided, one on the right side and one on the left side of the vehicle 1. More precisely, the cab 20 is mounted at least one bearing 40 on the chassis frame 10 in the area behind the front wheels 11.

[0038] Fig. Figure 2 illustrates the arrangement of the device 30 in the front area of ​​the vehicle 1 in more detail. Accordingly, the device 30 is designed such that the driver's cab 20 can be pivoted and / or tilted about a pivot or tilt axis 25. Thus, the driver's cab 20 can be lifted from the at least one bearing 40 and pivoted and / or tilted about the pivot or tilt axis 25 in such a way that an engine compartment of the vehicle 1 (not shown) is opened. The engine compartment contains an engine (also not shown) for driving the vehicle 1 and a radiator (also not shown) for cooling the engine. The pivot or tilt axis 25 is arranged on a longitudinal member 100 of the chassis frame 10.

[0039] Fig. Figure 3, in a very simplified form, represents a connecting device 45 of, for example, two devices 30, which are provided in the area of ​​the front end of the chassis frame 10 on both sides of the vehicle 1. Of course, alternatively, more than two devices 30 connected to the connecting device 45 are conceivable. The connecting device 45 is designed, in particular, as a connecting strip or switching strip.

[0040] The connecting device 45 connects the two devices 30. This allows the forces in the event of an accident involving the vehicle 1 to be directed to the two devices 30. Consequently, even in the event of a side impact involving the vehicle 1, both devices 30 are subjected to the forces of the accident involving the vehicle 1.

[0041] Fig. Figure 4 shows the device 30 in its normal state in more detail. In its normal state, the vehicle 1, and thus the device 30, is ready for operation as intended by the manufacturer. This state corresponds to the normal operation of the vehicle 1. Consequently, the vehicle 1 can move in the direction of arrow 60. Arrow 60 therefore indicates the direction of travel of the vehicle 1 and thus of the device 30. In contrast, after an accident, the vehicle 1 exhibits damage that usually no longer allows for normal operation of the vehicle 1.

[0042] The device 30 has a support 31, a bearing 32, optionally a compensating piece 33, a crash box or deformation element 35, and optionally a shear unit 36, which is designed in particular as a shear bar. The support 31 is connected in particular to the connecting device 45 of Fig. 3. Can be connected in a rotationally fixed manner.

[0043] According to Fig. 4. The device 30 is attached to the chassis frame 10, in particular its longitudinal member 100, and to the driver's cab 20, in particular its floor 24. The deformation element 35 is attached to the driver's cab 20, in particular its floor 24. The deformation element 35 is arranged in front of the driver's cab 20 in the direction of travel (arrow 60) of the vehicle 1. The deformation element 35 is optionally provided at the front of the device 30 or the vehicle 1 with an outer cover, which can be in the form of at least one film and / or at least one plastic part. The outer cover can be foamed onto the deformation element 35 and / or adhered with an adhesive. In addition, the deformation element 35 has a recess 351, which faces the support 31. Furthermore, the recess 351 faces the driver's cab 20, in particular its floor 24.

[0044] Thus, the device 30 has a deformation element 35 that points towards the front of the vehicle and is positioned in front of it. In the event of a frontal collision of the vehicle 1, the deformation element 35 transmits the resulting force directly and immediately into the device 30, as will be described in more detail later. The forward-positioned deformation element 35 can project from the device 30, in particular in a nose-like manner. The deformation element 35 can, in particular, project approximately 100–150 mm from the device 30.

[0045] Optionally, the device 30 is attached to the chassis frame 10 without the compensating piece 33, if the compensating piece 33 is unnecessary, for example as an assembly aid.

[0046] Furthermore, the carrier has 31 according to Fig. 4 a triangular shape. Here, the apex of the triangle faces the chassis frame 10. The base of the triangle faces the driver's cab 20. The support 31 has a locking unit 311, a stabilizing unit 312, and a switching unit 313. The locking unit 311 is designed as a support element that connects the bearing 32 and the deformation element 35. The locking unit 311 is connected to the deformation element 35 in such a way that the locking unit 311 remains coupled to the deformation element 35 even in an accident. In addition, the locking unit 311 can be connected to the connecting device 45 by Fig. 3. The loss-prevention unit 311 is designed as an angled support structure, in particular partially rod-shaped. In contrast, the stabilization unit 312 is designed as a support element that connects the bearing 32 and the driver's cab 20, in particular its floor 24. The stabilization unit 312 is in particular designed as a rod.

[0047] The stabilization unit 312 is used in the example of Fig. 4 is attached to the cab 20 by two fastening elements 314. The fastening elements 314 are arranged one behind the other on the cab 20 in the direction of travel (arrow 50) of the vehicle 1. Of course, it is possible to provide only one fastening element 314 or more than two fastening elements 314. Alternatively or additionally, at least one fastening is possible on a line that is arranged parallel to the previously described pivot or tilt axis 25. This achieves, firstly, the required tilting mobility of the cab 20 about the pivot or tilt axis 25. Secondly, such a fastening prevents the cab 20 from rotating in the event of an accident.

[0048] The anti-loss unit 311 and the stabilizing unit 312 are arranged at an angle α1 to each other. An angle α2 is formed between the switching unit 313 and the stabilizing unit 312. Angle α2 is larger than angle α1. Furthermore, the anti-loss unit 311 and the stabilizing unit 312 are connected to each other by the switching unit 313. The switching unit 313 is arranged transversely to the anti-loss unit 311 and the stabilizing unit 312. The switching unit 313 is positioned between the anti-loss unit 311 and the stabilizing unit 312. The anti-loss unit 311, the stabilizing unit 312 and the switching unit 313 form an inverted A in the V-shaped carrier 31. The stabilizing unit 312 is designed such that it can essentially only absorb tensile or compressive forces that act on the device 30 from the driver's cab 20 during normal operation.

[0049] The optional shearing unit 36 ​​is also arranged transversely to the anti-loss unit 311 and the stabilizing unit 312. The shearing unit 36 ​​is attached to the fastening elements 314 and projects into the deformation element 35.

[0050] The design of the device 30 thus features a triangular basic concept, which includes, for example, triangular struts or a framework for the units 311, 312, and 313, which in normal operation or use usually only absorb tensile, shear, and compressive loads. The upper part of the device 30 is connected to the driver's cab 20. The downward-pointing apex of the triangular shape is connected to the chassis frame 10 and usually also forms the pivot point or the pivot and tilt axis 25 of the driver's cab 20, which folds forward on the vehicle 1.

[0051] Fig. 5 to Fig. Figure 7 illustrates some of the states that occur sequentially when the vehicle 1, and thus the device 30, collides with an obstacle 50 in the direction of travel (arrow 60) of the vehicle 1. For simplification, the optionally provided shearing unit 36 ​​is shown in the Fig. 6 and Fig. 7 is not shown. Thus, it illustrates Fig. 5 to Fig. 7 the sequence of a head-on collision of vehicle 1 with obstacle 50, which only in Fig. Figure 5 is shown schematically. For such a frontal collision of vehicle 1, the size of the angle α1 determines the force acting on the cab 20 during the head-on collision or accident. Conversely, the size of the angle α1 also determines the force acting on the support 31 during such a frontal collision of vehicle 1. Furthermore, the recess 351 determines the force acting on the support 31, particularly between the anti-loss unit 311 and the stabilizing unit 312, during such a frontal collision of vehicle 1. The recess 351 increases the force on the support 31 that is set by the angle α1. If there is no recess 351, the additional force on the support 31 is practically zero. Angle α1 results from the absence of switching unit 313. Angle α2 results from the presence of switching unit 313.

[0052] As in Fig. As shown in Figure 5, the deformation element 35 is compressed by forces 70 due to the collision with the obstacle 50. The forces 70 act in a direction that is at least partially opposite to the direction of travel (arrow 60) of the vehicle 1. The deformation element 35 is preferably designed such that it can be compressed or crumpled at least partially in an accordion-like manner, as shown in Figure 5. Fig. Figure 5 illustrates this. Due to this deformation of the deformation element 35, during which the cab 20 or its floor 24 does not move or moves only slightly relative to the deformation element 35, the attachment point of the loss-prevention unit 311 on the deformation element 35 and the attachment point of the stabilization unit 312 on the cab 20 are also moved towards each other. Although the path of deformation acts equally on units 311 and 312, different changes in angle result for angles α1 and α2. In the progression that deviates from the normal state according to Fig. 4 to the state of Fig. When the unit 312 transitions to force 5, an elastic-plastic deformation occurs, causing a bulging of the unit 312 in the direction of the forces 70. The bulging is caused by the switching unit 313, which exerts a compressive force on the stabilizing unit 312, acting as a lance. This increases the angles α1 and α2 compared to the normal state. Fig. 4. In this process, angle α1 increases less than angle α2, or angle α2 increases more than angle α1. This bulging or deformation of the stabilizing unit 312 ultimately leads to a fracture of the stabilizing unit 312, as in the state of Fig. 6 shown.

[0053] Thus, a relative movement occurs between units 311 and 312 at the open end of the support 31. As a result, at least some of the forces 70 act on the arrangement of elements 311 and 312 of the support 31. This results in a relative movement between the driver's cab 20 and the chassis frame, as shown in conjunction with Fig. 6 to Fig. 7 is even more clearly visible.

[0054] The switching unit 313 acts as a trigger, breaking the part of the stabilizing unit 312 located between the switching unit 313 and the mounting point of the stabilizing unit 312 on the cab 20. As a result, two fragments 312A and 312B of the stabilizing unit 312 are formed. The first fragment 312A is connected only to the device 30, or the anti-loss unit 311, and the switching unit 313. The second fragment 312B is connected only to the cab 20 and is thus separated from the device 30. This allows the remaining assembly, consisting of the anti-loss unit 311, the switching unit 313, and the first fragment 312A of the stabilizing unit 312, to pivot about its mounting on the chassis frame 10, as shown in Fig. 6 and Fig. Figure 7 illustrates this. In this example, the carrier 31 moves. Fig. 5 to Fig. 7 on a circular path around the bearing 32. If the shear unit 36 ​​is also present, the forces 70 also act on the shear unit 36, so that additional shear forces 75 act on the support 31, which in Fig. 5 are only shown very schematically. The shear forces 75 act perpendicular to the forces 70, as shown in Fig. Figure 5 is shown only very schematically. The shearing unit 36 ​​can therefore further support the process described above.

[0055] As a result of the kinetic forces in the direction of travel (arrow 60) and the opposing forces 70, the cab 20 moves slower than the chassis frame 10, as shown in Fig. 6 and Fig. Figure 7 illustrates this. Here, the deformation element 35 absorbs a portion of the forces 70, thus reducing the forces effectively acting on the cab 20. If the compensating piece 33 is present, it provides further deformability of the device 30, which can further reduce the forces acting on the cab 20 during an accident.

[0056] Thus, in device 30, the front part of the triangular shape, in the form of the anti-fall device 311, is a rigid part of the device 30 that transmits the impact force 70 in a circular path, causing it to buckle and be transferred to the elastically-plastically deformable anti-fall device 311. This buckling force, which deviates from normal use, causes the rear support provided by the stabilizing unit 312 to break or be destroyed easily, particularly without excessive force. This can alternatively be described as a defined buckling and breaking of the device 30 and / or, if the shear unit 36 ​​is present, as a shearing of the device 30, so that only free-flowing, unimpeded forces in the X-direction (direction of travel) are then applied. Device 30 thus implements a clamping mechanism and / or pendulum support, in which the stabilizing unit 312 can only absorb tension and compression.

[0057] The rigid front section of the device 30 articulates to connect the cab 20 to the chassis frame 10. The, in relation to Fig. 5 to Fig. The movement of the device 30 described in section 7 corresponds to a lifting upward movement of the rigid part of the device 30. This lifting upward movement of the rigid part of the device 30 compensates for the downward or plunging downward movement of the chassis frame 10 in the accident scenario.

[0058] The connecting strut in the form of the switching unit 313, which is arranged horizontally or essentially parallel to the longitudinal member 100 of the chassis frame during normal operation, can optimally transfer the initial buckling force—that is, the force that causes the stabilizing unit 312 to break into the two parts 312A and 312B—to the rear supporting stabilizing unit 312 and immediately initiate the breaking of the stabilizing unit 312. This also constitutes a mechanically acting sensor that can be easily monitored and minimizes accident damage or personal injury to the occupant(s) of the driver's cab 20.

[0059] According to a modification of the first embodiment, the shearing unit 36 ​​is present instead of the switching unit 313. In this case, the forces 70 primarily exert shear forces to initiate and effect the process described above.

[0060] Fig. Figure 8 shows a device 30A according to a second embodiment, which can be installed in the vehicle 1 instead of the device 30 according to the first embodiment. Unlike the device 30 according to the first embodiment, the device 30A according to the present embodiment does not have a switching unit 313. In this case as well, the stabilizing unit 312 breaks into the two fragments 312A, 312B in the event of an accident, even if the breakage occurs later or at a different location on the stabilizing unit 312 than in the device 30 according to the first embodiment. However, the device 30A according to the present embodiment is also suitable for minimizing the forces acting on the driver's cab 20 in the event of an accident.

[0061] Otherwise, the device 30A according to the present embodiment is constructed in the same way as previously described for the device 30 according to the first embodiment.

[0062] Fig. Figure 9 shows a device 30B according to a third embodiment, which can be installed in the vehicle 1 instead of a device 30, 30A according to one of the preceding embodiments. In contrast to the device 30 according to the first embodiment, the device 30B according to the present embodiment has a hinge 315 which pivotally connects the deformation element 35 and the anti-loss unit 311. This creates an additional degree of freedom for the device 30A if the stabilizing unit 312 breaks into the two fragments 312A, 312B in the event of an accident.

[0063] Otherwise, the device 30B according to the present embodiment is constructed in the same way as one of the devices 30, 30A according to the first or second embodiment.

[0064] Fig. Figure 10 shows a device 30C according to a fourth embodiment, which can be installed in the vehicle 1 instead of a device 30, 30A, 30B according to one of the preceding embodiments. In contrast to the device 30 according to the first embodiment, the device 30C is positioned mirrored on a horizontal axis between the chassis frame 10 and the driver's cab 20. As a result, the deformation element 35 is arranged on the chassis frame 10 and is connected to the anti-loss unit 311. The illustration of the device 30C in Fig. Figure 10 is only a schematic representation and can be modified depending on the application. In particular, the device 30C can be positioned at a steeper or shallower angle than shown, depending on the configuration of the vehicle 1 or its application. Fig. The device shown in 10 can be configured as follows. Additionally or alternatively, the device 30C can project forward from the vehicle 1 to a lesser or greater extent.

[0065] Otherwise, the device 30C according to the present embodiment is constructed in the same way as one of the devices 30, 30A, 30B according to the preceding embodiments.

[0066] Fig. Figure 11 shows a device 30D according to a fifth embodiment, which can be installed in the vehicle 1 instead of a device 30, 30A, 30B, 30C according to one of the preceding embodiments. In contrast to the device 30 according to the first embodiment, the device 30C is positioned mirrored on a vertical axis between the chassis frame 10 and the driver's cab 20. This positions the anti-loss unit 311 behind the stabilizing unit 312 in the direction of travel (arrow 60) between the chassis frame 10 and the driver's cab 20.

[0067] The representation of the device in 30D is also shown. Fig. Figure 11 is only a schematic representation and can be modified depending on the application. In particular, the device 30D can be positioned at a steeper or shallower angle than shown, depending on the configuration of the vehicle 1 or its application. Fig. The device shown in section 11 can be configured as follows. Additionally or alternatively, the device 30D can project forward from the vehicle 1 to a lesser or greater extent.

[0068] Otherwise, the device 30D according to the present embodiment can be constructed in the same way as one of the devices 30, 30A, 30B, 30C according to the preceding embodiments. In particular, the mirrored versions of the devices 30C and 30D on the axes between the chassis frame 10 and the driver's cab 20 can also be combined.

[0069] All previously described configurations of vehicle 1 and devices 30, 30A, 30B can be used individually or in any possible combination. In particular, any combination or exchange of features of the exemplary embodiments is possible. If necessary, features of the exemplary embodiments can also be omitted, provided the described functions are ensured. The following modifications are also conceivable.

[0070] The parts shown in the figures are schematic and may differ in their exact design from the forms shown in the figures, as long as their previously described functions are guaranteed.

[0071] The deformation element 35 is not necessarily located at the front of the cab 20. Alternatively, it is conceivable that the deformation element 35 is arranged between two cab sections, provided that relative movement between the elements 311 and 312 can be achieved in this way with minimal damage to the cab 20.

[0072] The support 31 is, for example, made entirely or at least partially of metal, in particular steel, titanium, etc. The support 31 can also be made at least partially of plastic, in particular a fiber-reinforced plastic. In particular, the stabilizing unit 312 can be made at least partially of plastic, in particular a fiber-reinforced plastic.

[0073] Depending on the design and / or material of the stabilizing unit 312, the accident or deformation of the deformation element 35 can only cause a deformation, i.e., not a breakage, of the stabilizing unit 312 if the deformation allows the movement of the support 31 between the driver's cab 20 and the chassis frame 10, which is related to Fig. 5 to Fig. 7 is described.

[0074] Even if, in the described embodiments, the stabilizing unit 312 has a smaller cross-section than the anti-loss unit 311, or vice versa, it is alternatively possible for the stabilizing unit 312 to have a larger cross-section than the anti-loss unit 311 or approximately the same cross-section. Depending on the size ratio of the cross-sections of units 311 and 312, the functions of the devices 30, 30A, and 30B, or of units 311 and 312, which are associated with Fig. 5 to Fig. 7 are described, at least partially achieved by the choice of materials for units 311, 312 and / or unit 313.

Claims

[1] Device (30; 30A; 30B; 30C; 30D) for storing a driver's cab (20) of a vehicle (1), with a deformation element (35) for absorbing forces (70) in the event of an accident of the vehicle (1), wherein the deformation element (35) can be at least partially compressed or crumpled in an accordion-like manner, and wherein the deformation element (35) is arranged in front of the front of the vehicle, a support (31; 31A; 31B; 31C; 31D) for supporting the driver's cab (20) over a chassis frame (10) of the vehicle (1), wherein the support (31) has a loss-proof locking unit (311) for the loss-proof connection of the driver's cab (20) to a chassis frame (10) of the vehicle (1), and a stabilizing unit (312) for stabilizing the connection of the driver's cab (20) with the chassis frame (10) during normal operation of the vehicle (1), wherein the loss-prevention unit (311) and the stabilizing unit (312) are arranged in a V-shape relative to each other, and wherein the deformation element (35) is arranged on the carrier (31; 31A; 31B; 31C; 31D) such that a deformation of the deformation element (35) due to the absorption of forces in an accident of the vehicle (1) causes a movement of the loss-prevention unit (311) and the stabilization unit (312) relative to each other in order to effect a relative movement of the cab (20) and the chassis frame (10) relative to each other. [2] Device (30; 30A; 30B; 30C; 30D) according to claim 1, wherein the deformation element (35) is arranged on the carrier (31; 31A; 31B; 31C; 31D) such that the loss-prevention unit (311) and the stabilization unit (312) at an opening of the carrier (31; 31A; 31B; 31C; 31D) can move at least partially towards each other in the event of an accident due to a deformation of the deformation element (35). [3] Device (30; 30A; 30B; 30C; 30D) according to claim 1 or 2, wherein the device (30; 30A; 30B; 30C; 30D) is designed with the loss-prevention unit (311) to realize a movable but inseparable connection between the driver's cab (20) and the chassis frame (10). [4] Device (30; 30A; 30B; 30C; 30D) according to one of the preceding claims, wherein the stabilizing unit (312) is arranged along a longitudinal member (100) of the chassis frame (10) in the direction of travel in front of or behind the loss-prevention unit (311). [5] Device (30; 30A; 30B; 30C; 30D) according to one of the preceding claims, wherein the stabilizing unit (312) is rod-shaped. [6] Device (30; 30A; 30B; 30C; 30D) according to any of the preceding claims, wherein the loss-prevention unit (311) has a larger cross-section than the stabilization unit (312). [7] Device (30; 30A; 30B; 30C; 30D) according to one of the preceding claims, wherein the deformation element (35) has a recess (351) which faces the carrier (31; 31A; 31B; 31C; 31D) to increase the forces acting between the loss-prevention unit (311) and the stabilization unit (312) in the event of an accident of the vehicle (1). [8] Device (30; 30B; 30C; 30D) according to any one of the preceding claims, in addition, with a switching unit (313) which is arranged transversely between the loss-prevention unit (311) and the stabilization unit (312), so that the carrier (31; 31B; 31C; 31D) is A-shaped, and / or in addition, with a shearing unit (36) arranged transversely to the loss-prevention unit (311) and the stabilization unit (312) for transmitting shear forces to the device (30; 30A; 30B; 30C; 30D) in the event of an accident of the vehicle (1). [9] Device (30; 30A; 30B; 30C; 30D) according to claim 8, wherein the switching unit (313) is rod-shaped. [10] Device (30B) according to one of the preceding claims, furthermore comprising a hinge (315) for movably connecting the loss-prevention unit (311) and the deformation element (35). [11] Device (30; 30A; 30B; 30C; 30D) according to any one of the preceding claims, in addition, with a bearing (32) which is connected to the carrier (31; 31A; 31B; 31C; 31D) at its tip, for supporting the carrier (31; 31A; 31B; 31C; 31D) on the chassis frame (10), and / or in addition with a compensating piece (33) which is provided on the bearing (32) to connect the bearing (32) to the chassis frame (10). [12] vehicle (1), with a driver's cab (20), a chassis frame (10), and at least one device (30; 30A; 30B; 30C; 30D) according to one of the preceding claims. [13] Vehicle (1) according to claim 12, where the vehicle (1) is a truck or a bus or an agricultural machine or a railway vehicle, and / or wherein the at least one device (30; 30A; 30B; 30C; 30D) is arranged on an A-pillar of the vehicle (1). [14] Vehicle (1) according to claim 12 or 13, wherein the deformation element (35) is arranged to project forward from the front of the vehicle (1), and / or wherein the deformation element (35) is arranged at the front of the vehicle (1) on the cab (20) or on the chassis frame (10) projecting forward from the vehicle (1). [15] Vehicle (1) according to one of claims 12 to 14, furthermore with a connecting device (45) for connecting at least two devices (30; 30A; 30B; 30C; 30D) such that the forces (70) in an accident of the vehicle (1) are directed onto the at least two devices (30; 30A; 30B; 30C; 30D).

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