Roll-over protection for a truck and vehicle, especially a tractor for agricultural or forestry use, with appropriate roll-over protection

Abstract

Roll-over protection (100) of a truck (200), in particular a semi-trailer truck, wherein the roll-over protection (100) has a roll bar having two lateral legs (120) and a crossbar (110) connecting the two legs (120), wherein the crossbeam (110) extends laterally beyond each of the two legs (120), wherein the minimum length of the lateral legs (120) is 2000 mm, wherein a cross-section of the legs (120) widens downwards, wherein each leg (120) has a fastening device (130) for fastening the leg (120) to a truck chassis (210), wherein the fastening devices (130) can each be connected to the truck chassis (210) in a form-fit and force-fit manner, wherein the roll bar is arranged in a state attached to the truck chassis (210) behind a driver's cab (220) of the truck (200), wherein the rollover protection (100) has a cross member element (170) which extends between the two legs (120) below the crossbeam (110), wherein the cross member element (170) is designed to support an oil tank or oil cooler.

Description

Technical area

[0001] The invention relates to a rollover protection device for a truck or a tractor unit. Furthermore, the invention relates to a vehicle, in particular a tractor unit for agricultural or forestry use, with a truck chassis and a corresponding rollover protection device. State of the art

[0002] A rollover protection system is a protective structure for the driver's cab of a vehicle. It essentially consists of a rigid frame that runs around the vehicle or the driver's cab. This frame is designed to prevent the driver's cab from excessively deforming in the event of a tipping or rollover. This protects the driver from serious injuries.

[0003] Generally, there are different rollover protection devices depending on the vehicle category. For example, in motorsports, roll cages are commonly installed as rollover protection. These tubes run along the contour of the body at the level of the A-pillar and B-pillar. The tubes extend from the vehicle floor to above the head height of the occupants.

[0004] Roll bars are also common. Roll bars are typically used in convertibles to protect the occupants even in open-top convertibles. Unlike a roll cage, however, the roll bar is limited to a single plane along the longitudinal axis, typically the B-pillar. Modern convertibles use more complex active roll bars that extend in the event of a rollover. Closed-top cars and trucks typically do not have separate rollover protection.

[0005] For agricultural or forestry tractors and tractors, however, rollover protection is mandatory. Typically, in this vehicle category, the rollover protection is integrated directly into the driver's cab. Additional stiffening frame and grid elements are incorporated into the cab structure.

[0006] Due to the necessary conversion of the driver's cab, it is typically too complex to convert a truck, or more precisely a tractor unit, into a tractor for agricultural or forestry use. Description of the invention

[0007] The invention is therefore based on the object of providing a rollover protection system for a truck or semi-trailer tractor that eliminates the aforementioned problems and disadvantages of the prior art. Furthermore, the object of the present invention is to provide a tractor for agricultural or forestry applications that also eliminates the aforementioned problems and disadvantages of the prior art.

[0008] These objects are achieved by the subject matter of the independent claims. Further possible embodiments of the invention are specified in particular in the dependent claims.

[0009] The solution according to the invention consists, in particular, in providing a rollover protection device for a truck or a semi-trailer tractor. The rollover protection device comprises a roll bar with two lateral legs and a crossbar connecting the two legs. Each of the legs has a fastening device for attaching the leg to a truck chassis. According to the invention, the fastening devices can be connected to the truck chassis in a form-fitting and force-fitting manner.

[0010] The solution according to the invention therefore lies in providing a rollover protection system that is suitable for retrofitting a conventional truck chassis without rollover protection. A conventional truck chassis can therefore be retrofitted or converted using the rollover protection system according to the invention. The conventional truck chassis is, in particular, a series-produced truck chassis.

[0011] A truck is defined as a lorry, i.e., a motor vehicle used to transport goods. The truck is preferably a tractor unit, which could then be used to tow a trailer. The tractor unit typically comprises the following: a short truck chassis, a driver's cab, steering and drive axles, an engine, and a transmission.

[0012] The truck chassis itself is typically constructed as a frame. Depending on the truck, various bodies are mounted on this frame.

[0013] A rollover protection system is generally understood to be a protective structure for protecting the driver's cab of a vehicle. The roll bar is essentially limited to extending in one plane, particularly perpendicular to the vehicle's longitudinal axis.

[0014] Basically, all directions used to describe the rollover protection refer to the state of the rollover protection when installed on the vehicle. The directions are specified in accordance with the DIN 70000:1994-01 standard. The origin of the coordinate system is on the vehicle's center plane. The "front" direction runs along the vehicle's longitudinal axis and points in the direction of travel. The x-axis is assigned to this direction. The "left" direction runs along the vehicle's transverse axis and points to the left when viewed in the direction of travel. The y-axis is assigned to this direction. The "top" direction runs along the vehicle's vertical axis and points upwards when viewed in the direction of travel. The z-axis is assigned to this direction.

[0015] The plane in which the roll bar extends is the zy-plane.

[0016] The crossbeam extends at least substantially perpendicular to the two lateral legs. The two lateral legs extend upward when attached to the truck chassis. The crossbeam is preferably attached to an upper end of the two legs. In particular, when attached to the truck, the crossbeam is positioned higher than the driver's cab. Thus, the crossbeam can reliably protect occupants in the driver's cab.

[0017] Particularly preferably, the roll bar is arranged behind the driver's cab when attached to the truck chassis. In other words, the fastening devices behind the driver's cab can be connected to the truck chassis in a form-fitting and force-fitting manner.

[0018] The minimum length of the side arms is 2000 mm, preferably at least 2200 mm, and particularly preferably approximately 2300 mm. The minimum length of the side arms determines the height of the roll bar when attached to the vehicle. When attached to the vehicle, the height of the roll bar or crossbar is preferably no longer adjustable.

[0019] Preferably, the crossbeam and / or the legs can be hollow bodies. Furthermore, the legs, in particular, can also have recesses to save material and weight.

[0020] Preferably, the crossbeam has an at least substantially uniform cross-section. Furthermore, the legs preferably do not have a uniform cross-section. The cross-section of the legs preferably widens toward the bottom. This achieves particularly good force transmission and ease of assembly.

[0021] In addition to the design of the rollover protection as a roll bar, an important aspect of the present invention is that the fastening devices can be connected to the truck chassis both in a form-fitting manner, for example by means of a corresponding molded part, and in a force-fitting manner, for example by screwing or riveting.

[0022] In the case of a form-fitting connection, a part of the fastening device preferably encompasses a part of the truck chassis, in particular a longitudinal frame member of the truck chassis.

[0023] In the case of force-locking, a surface of the fastening device is preferably pressed against a surface of the truck chassis, in particular the frame longitudinal member.

[0024] This ensures a particularly secure and at the same time easy-to-retrofit attachment of a roll-over protection system to the truck chassis.

[0025] The vehicle created by attaching the roll-over protection to the truck chassis can be used, for example, as a tractor, in particular a semi-trailer tractor for agricultural or forestry use, as a semi-trailer tractor or construction site vehicle.

[0026] Preferably, the fastening devices can be connected to the longitudinal frame members of the truck chassis in a form-fitting and force-fitting manner. Particularly preferably, a first of the fastening devices can be connected to a left longitudinal frame member, and a second of the fastening devices can be connected to a right longitudinal frame member in a form-fitting and force-fitting manner.

[0027] The rollover protection structure preferably has at least two, preferably four, supporting struts. The supporting struts are arranged between each of the legs and the crossbeam. The supporting struts support the rollover protection structure. In particular, they can absorb compressive forces acting on the crossbeam.

[0028] Furthermore, the crossbar preferably extends laterally, i.e., beyond both sides on the left and right. The longer crossbar provides particularly good protection.

[0029] According to an advantageous development of the invention, the rollover protection device comprises a cross-support element. The cross-support element is preferably arranged below the crossbeam and preferably extends between the two legs.

[0030] The cross-support element is designed to support equipment of the truck. For example, the cross-support element can be designed to support parts of an oil system, in particular an oil tank or an oil cooler. Particularly preferably, the cross-support element is at least substantially arcuate.

[0031] According to an advantageous development of the invention, the fastening devices each have an indirect fastening unit for indirect fastening and a direct fastening unit for direct fastening of the respective leg to the truck chassis.

[0032] Direct fastening refers to fastening in which the components to be fastened, for example, the direct fastening unit and the truck chassis, are immediately or directly connected to one another. The two components to be fastened touch each other.

[0033] With indirect fastening, the two components to be fastened are not directly connected to each other, but rather indirectly via an intermediate piece. The two components to be fastened therefore generally do not touch each other.

[0034] According to an advantageous development of the invention, each of the fastening devices comprises a molded part. The molded part is designed to engage around the truck chassis, preferably at least substantially in a form-fitting manner.

[0035] In particular, the molded part is designed to engage around a longitudinal frame member of the chassis. The molded part's shape is adapted to the truck chassis or the cross-section of the longitudinal frame member.

[0036] The molded part is particularly part of the indirect fastening unit. It serves as an intermediate piece.

[0037] Preferably, the molded part is designed to encompass the truck chassis or the frame longitudinal member at least at the bottom and on one side, for example, on the left or right. Particularly preferably, the molded part is designed to encompass the truck chassis or the frame longitudinal member at the bottom, left, and right. The molded part is then at least U-shaped when viewed in the vehicle's longitudinal direction.

[0038] The molded part is the part of the fastening device that forms the positive connection. The molded part can therefore be connected to the truck chassis in a positive-locking manner.

[0039] According to an advantageous development of the invention, the molded part has two encircling sections. Preferably, the encircling sections are each designed to encircle the truck chassis. In particular, the two encircling sections are each designed to encircle the truck chassis at two positions spaced apart from one another in the vehicle's longitudinal direction.

[0040] This allows the molded part to be adapted particularly well to the truck chassis.

[0041] According to an advantageous development of the invention, the molded part has at least one fastening surface for the force-fitting fastening of the molded part to the truck chassis.

[0042] The molded part can therefore also be connected to the truck chassis in a force-fitting manner, in particular by screwing or riveting.

[0043] Particularly preferably, the molded part has exactly one fastening surface for force-fitting fastening of the molded part to the truck chassis.

[0044] In principle, the mounting surface can have a large number of holes, especially for screws or rivets.

[0045] According to an advantageous development of the invention, the molded part has a leg fastening unit for fastening the leg to the molded part.

[0046] In particular, the molded part has the leg fastening unit in an upper region of the molded part. Independently of this, the leg fastening unit serves in particular for releasably fastening the leg to the molded part.

[0047] Particularly preferably, the leg fastening unit is arranged centrally between the two gripping sections, as viewed in the longitudinal direction of the vehicle. This ensures particularly good force transmission from the roll bar to the vehicle frame.

[0048] According to an advantageous development of the invention, the leg fastening unit comprises a plug-in part, in particular a bolt. Preferably, the leg fastening unit further comprises a receiving passage for receiving the plug-in part, in particular the bolt.

[0049] Preferably, the leg fastening unit has two receiving passages for receiving the plug-in part.

[0050] According to an advantageous development of the invention, the leg has a corresponding molded part fastening unit. The molded part fastening unit serves to attach the corresponding leg to the leg fastening unit of the molded part.

[0051] According to an advantageous development of the invention, the molded part fastening unit has a receiving passage for the plug-in part, in particular the bolt.

[0052] Particularly preferably, the receiving passage is designed as a hollow cylindrical receptacle.

[0053] Furthermore, the receiving passage of the molded part fastening unit can preferably be arranged between the two receiving passages of the leg fastening unit.

[0054] In general, the plug-in part, in particular the bolt, can be arranged such that it extends through the receiving passage of the molded part fastening unit and the receiving passage of the leg fastening unit. Thus, the plug-in part connects the molded part fastening unit and the leg fastening unit, i.e., the leg and the molded part.

[0055] According to an advantageous development of the invention, the leg has a chassis fastening unit. The chassis fastening unit serves to fasten the leg to the chassis. In particular, the chassis fastening unit serves to fasten the leg directly to the chassis.

[0056] The chassis fastening unit is the direct fastening unit of the fastening device. Furthermore, the chassis fastening unit is a part of the fastening device that forms the frictional connection. The chassis fastening unit can therefore be connected to the truck chassis in a frictional manner.

[0057] The leg and the chassis fastening unit are preferably formed as a single piece. This means that the leg and the chassis fastening unit form a single-piece component. The leg and the chassis fastening unit can be formed as one or two pieces. In a single-piece design, they are formed together. In a two-piece design, they can be connected to one another, for example, by force-fitting, but preferably by material bonding, in particular by welding.

[0058] According to an advantageous further development, the chassis fastening unit can be directly connected to the truck chassis in a force-locking manner, in particular by screwing or riveting.

[0059] Preferably, the chassis mounting unit is at least substantially plate-shaped. This results in a large surface area of ​​contact between the truck chassis and the chassis mounting unit. Particularly preferably, the chassis mounting unit has a plurality of holes.

[0060] Irrespective of this, the chassis fastening unit can preferably only be fastened to one side, in particular the outer side, of the chassis. For example, the chassis fastening unit of one leg is fastened to the left outer side of the left frame longitudinal member. Furthermore, the chassis fastening unit of the right leg is fastened to the right outer side of the right frame longitudinal member.

[0061] According to an advantageous development of the invention, the chassis fastening unit has a support unit. The support unit is designed to be supported on the truck chassis.

[0062] This relieves the support unit of stress on fastening elements, such as screws, that press the chassis fastening unit onto the truck chassis.

[0063] Preferably, the support unit is designed as a projection of the chassis mounting unit. For example, the support unit extends perpendicularly from the chassis mounting unit. The support unit can, in particular, be block-shaped.

[0064] Furthermore, the support unit preferably comes into contact with an upper side of the truck chassis for support.

[0065] Furthermore, the object is achieved by means of a vehicle, in particular a tractor for agricultural or forestry applications. The vehicle has a truck chassis and a rollover protection system as described above.

[0066] Depending on its use, the vehicle may be a tractor, in particular a semi-trailer tractor, for agricultural or forestry use, a semi-trailer tractor or a construction site vehicle.

[0067] A tractor for agricultural or forestry use is a tractor that is not primarily intended to transport people or goods. However, a tractor for agricultural or forestry use can transport agricultural or forestry goods, such as liquid manure, corn, grain, sugar beets, and the like. In this case, a semi-trailer tractor for agricultural or forestry use is naturally also considered a tractor for agricultural or forestry use.

[0068] The vehicle also has a driver's cab, steering and drive axles, an engine and a transmission.

[0069] Since the rollover protection is the rollover protection already described, the described aspects of rollover protection can also be transferred to the vehicle.

[0070] The truck chassis is a conventional truck chassis, especially one produced in series.

[0071] The truck can in particular be a tractor unit. Short description of the drawings

[0072] The various and exemplary features described above can be combined with one another according to the invention, provided this is technically reasonable and suitable. Further features, advantages, and embodiments of the invention will become apparent from the following description of exemplary embodiments and from the figures. The figures used to explain the exemplary embodiments show: Fig. 1 a schematic representation of a truck with a rollover protection system according to the invention, Fig. 2 a plan view of a rollover protection device according to the invention, Fig. 3 a side view of the rollover protection according to the invention, Fig. 4 a perspective view of the rollover protection according to the invention, Fig. 5 an enlarged view of a fastening device of the rollover protection according to the invention, Fig. 6 a plug-in part of the fastening device, Fig. 7 a molded part of the fastening device, Fig. 8 a schematic representation of a roll-over protection device attached to a truck chassis. Ways to implement the invention

[0073] Fig. 1 shows a truck 200. The truck 200 has a rollover protection 100 designed as a roll bar.

[0074] The rollover protection structure 100 is mounted on a truck chassis 210. More specifically, the rollover protection structure 100 is mounted on a left vehicle longitudinal frame 211a and a right vehicle longitudinal frame 211b. The rollover protection structure 100 extends in height above a driver's cab 220 of the truck 200. However, the rollover protection structure 100 could also be designed lower than the driver's cab 220. This would be particularly the case with a high roof. This raises the cab, but not the seating position of the occupant.

[0075] Fig. 2 shows a top view of the roll-over protection 100.

[0076] The rollover protection device 100 has a crossbar 110. The crossbar 110 connects two lateral legs 120. The shape of the two lateral legs 120 and the crossbar 110 results in a roll bar. The crossbar 110 extends laterally beyond the two legs 120.

[0077] In a central region, the rollover protection structure 100 has a cross-support element 170. The cross-support element 170 serves to support equipment of the truck, such as an oil tank or an oil cooler.

[0078] The legs 120 are additionally connected to the crossbeam 110 via struts 160. Here, each leg 120 is connected to the crossbeam 110 via two struts 160.

[0079] A fastening device 130 is arranged at a lower end of each of the two legs 120.

[0080] In Fig. 3 and Fig. 4 shows that the crossbeam 110 is designed as a hollow body. The legs 120 are also preferably designed as hollow bodies. Furthermore, the legs 120 can have recesses 121.

[0081] As particularly in Fig. As can be clearly seen in Figure 3, the legs 120 widen downwards. This also means that the cross-section of the legs 120 narrows upwards. In this case, the leg 120 widens or tapers at least substantially uniformly.

[0082] As in the Fig. 3 and the Fig. 4, the fastening device 130 has a direct fastening unit 140 and a separately formed indirect fastening unit 150. In the Fig. 3 and Fig. 4 only a part of the indirect fastening unit 150 is shown. Fig. 6 and Fig. The elements shown in Figure 7 are also part of the indirect fastening unit 150.

[0083] The direct fastening unit 140 serves for the direct fastening of the respective leg 120 to the truck chassis 210. The direct fastening unit 140 is therefore also referred to as the chassis fastening unit 140.

[0084] The indirect fastening unit 150 serves for the indirect fastening of the respective leg 120 to the chassis 210.

[0085] Fig. 5 shows an enlarged view of the fastening devices 130.

[0086] The direct fastening unit 140 is at least substantially plate-shaped. The direct fastening unit 140 has a plurality of holes for fastening, in particular screwing, the direct fastening unit 140 directly to the truck chassis 210. The direct fastening unit 140 is thus connected to the truck chassis 210 in a force-fitting manner.

[0087] As also in Fig. 5, the immediate fastening unit 140 has a support unit 141. The support unit 141 serves to support itself on the chassis 200.

[0088] From the indirect fastening unit 150 is in Fig. 5, in particular, a molded part fastening unit 151 can be seen. The molded part fastening unit 151 is designed as a receiving passage 152. In the receiving passage 152, a Fig. 6 shown plug-in part 156 can be inserted. The molded part fastening unit 150 and thus the leg 120 are connected to the Fig. 7 shown molded part 153.

[0089] For this purpose, the molded part 153 has a leg fastening unit 155. The leg fastening unit 155 is also designed as a receiving passage 157. In particular, two receiving passages 157 are formed.

[0090] If the receiving passages 157 of the molded part 153 and the receiving passage 152 of the leg 120 are aligned with each other, as shown in Fig. 8, the bolt 156 can be inserted through the receiving passages 152 and 157.

[0091] The molded part 153 has two gripping sections 154, which, as in Fig. 8, are designed to encompass the truck chassis 200 or the vehicle longitudinal frame 211a, 211b.

[0092] The molded part 153 further comprises a fastening surface 158, by means of which the molded part 153 can be non-positively fastened to the truck chassis 200. For this purpose, the fastening surface 158 has a plurality of bores.

[0093] In Fig. 8 clearly shows again how the direct fastening unit 140 is directly connected to the vehicle longitudinal frame 211a, 211b, in particular non-positively connected, preferably screwed.

[0094] The indirect fastening unit 150, on the other hand, is indirectly connected to the vehicle longitudinal frame 211a, 211b, in particular positively and non-positively connected.

[0095] The indirect fastening unit 150 comprises the molded part 153, the plug-in part 156 and the molded part fastening unit 151.

[0096] The molded part 153 engages the corresponding vehicle longitudinal frame 211a, 211b in a form-fitting manner. This provides a form-fitting connection. At the same time, the molded part 153 is preferably directly connected to the vehicle longitudinal frame 211a, 211b, in particular, non-positively connected, preferably screwed.

[0097] The molded part is connected to the molded part fastening unit 151 by means of the plug-in part 156.

[0098] It should be noted that the features of the invention described with reference to individual embodiments or variants, such as the type and design of the individual components as well as their precise dimensions and spatial arrangement, may also be present in other embodiments, unless otherwise stated or technically prohibited. Furthermore, such features of individual embodiments described in combination do not necessarily have to be implemented in a given embodiment. Reference symbol 100 rollover protection 110 crossbeams 120 legs 130 fastening devices 140 direct fastening unit 141 Support unit 150 indirect fastening unit 151 molded part fastening unit 152 recording rounds 153 molded part 154 gripping sections 155 Leg fastening unit 156 Plug-in part, bolt 157 recording rounds 158 mounting surface 160 struts 170 Cross support element 200 trucks 210 truck chassis 211a left vehicle longitudinal frame 211b right vehicle longitudinal frame 220 driver's cab QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited non-patent literature

[0000] DIN 70000:1994-01

[0014]

Claims

[1] Rollover protection (100) of a truck (200), in particular a tractor unit, wherein the rollover protection (100) has a roll bar which has two lateral legs (120) and a crossbar (110) which connects the two legs (120), wherein the crossbeam (110) extends laterally beyond the two legs (120), wherein the minimum length of the lateral legs (120) is 2000 mm, wherein a cross-section of the legs (120) widens downwards, wherein each of the legs (120) has a fastening device (130) for fastening the leg (120) to a truck chassis (210), wherein the fastening devices (130) can each be connected to the truck chassis (210) in a form-fitting and force-fitting manner, wherein the roll bar is arranged behind a driver's cab (220) of the truck (200) in a state attached to the truck chassis (210), wherein the rollover protection (100) has a transverse support element (170) which extends between the two legs (120) below the crossbeam (110), wherein the transverse support element (170) is designed to support an oil tank or oil cooler. [2] Rollover protection (100) for a truck (200), wherein the rollover protection (100) has a roll bar which has two lateral legs (120) and a crossbar (110) which connects the two legs (120), wherein each of the legs (120) has a fastening device (130) for fastening the leg (120) to a truck chassis (210), wherein the fastening devices (130) can each be connected to the truck chassis (210) in a form-fitting and force-fitting manner. [3] Rollover protection (100) according to claim 2, wherein the rollover protection (100) has a transverse support element (170) extending between the two legs (120) below the crossbar (110). [4] Rollover protection (100) according to one of the preceding claims, wherein the fastening devices (130) each have an indirect fastening unit (150) for indirect fastening and a direct fastening unit (140) for direct fastening of the leg (120) to the truck chassis (210). [5] Rollover protection (100) according to one of the preceding claims, wherein each of the fastening devices (130) has a shaped part (153) which is designed to engage around the truck chassis (210). [6] Rollover protection (100) according to claim 5, wherein the molded part (153) has two encompassing sections (154) each designed to encompass the truck chassis (210). [7] Rollover protection (100) according to claim 5 or 6, wherein the molded part (153) has at least one fastening surface (158) for force-fitting fastening of the molded part (153) to the truck chassis (210). [8] Rollover protection (100) according to one of claims 5 to 7, wherein the molded part (153) has a leg fastening unit (155) for fastening the leg (120) to the molded part (153). [9] Rollover protection (100) according to claim 8, wherein the leg fastening unit (155) has a plug-in part (156), in particular a bolt, and a receiving passage (157) for receiving the plug-in part (156). [10] Rollover protection (100) according to claim 8 or 9, wherein the leg (120) has a molded part fastening unit (151). [11] Rollover protection (100) according to claims 9 and 10, wherein the molded part fastening unit (151) has a receiving passage (152) for the plug-in part (156). [12] Rollover protection (100) according to one of the preceding claims, wherein the leg (120) has a chassis fastening unit (140). [13] Rollover protection (100) according to one of the preceding claims, wherein the chassis fastening unit (140) can be directly connected to the truck chassis (210) in a force-locking manner. [14] Rollover protection (100) according to claim 12 or 13, wherein the chassis fastening unit (140) has a support unit (141) which is designed to be supported on the truck chassis (210). [15] Vehicle, in particular a tractor for agricultural or forestry use, the vehicle comprising a truck chassis (210) with a rollover protection device (100) according to one of the preceding claims.

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