Mounting device for swiveling a driver's cab

Description

[0001] The invention relates to a holding device for pivotably holding a driver's cab on a frame of a commercial vehicle.

[0002] Holding devices for pivotably holding driver's cabs on the frames of commercial vehicles are already well known from the general state of the art and in particular from series vehicle construction. The holding device comprises at least two articulated holding elements, by means of which the driver's cab can be held on the frame so that it can pivot about a pivot axis relative to the frame. A first holding element is, for example, a driver's cab-side console, which is connected to the driver's cab in the finished state of the commercial vehicle. A second holding element is, for example, a frame-side console, which is connected to the frame in the finished state of the commercial vehicle.

[0003] EP 0 972 700 A2 relates to a front mounting for a tilting truck cab. The cab is mounted at the front on two connecting brackets, which are hinged to two spring-damper struts, which cushion the cab relative to the chassis frame, and are also transversely guided by a U-shaped stabilizer link. The stabilizer link is hinged at its rear ends to bearing blocks, which are attached to the chassis frame and / or designed to be specifically flexible and / or deformable in the event of a frontal crash. A crossbar connects the two connecting brackets to provide stability.

[0004] DE 10 2006 008 090 A1 discloses a truck with a front cab mounting on a vehicle frame, to which a stabilizer rocker arm is mounted via bearing brackets of a support assembly. The support assembly comprises an energy-absorbing device for absorbing impact energy resulting from a frontal impact of the truck in the area of ​​the cab. At least one support element is assigned to the energy-absorbing device of the support assembly, via which a stabilizer tube of the stabilizer rocker arm is to be supported on the vehicle frame.

[0005] DE 100 37 889 C1 discloses a generic tilting device for a driver's cab. To reduce the consequences of accidents for people in commercial vehicles with tilting driver's cabs, a console has two or more horizontally rigid sections, between which are arranged sections that are vertically rigid and horizontally specifically plastically deformable.

[0006] WO 2016 / 041590 A1 discloses a driver's cab of a truck with a frame. The cab has an A-pillar and a B-pillar. The cab has a cab strength defined as the force level above which a force acting on the A-pillar in the direction of the B-pillar causes the A-pillar to drift closer to the B-pillar through permanent cab deformation. The cab is attached to the frame by a connecting structure having a first connecting device arranged such that, when the cab strikes an obstacle in the event of a frontal collision, a fracture occurs in the first connecting device when a threshold force between the cab and the frame is exceeded in a first phase of the collision.The first connecting device allows, after the rupture, a rearward movement of the cabin relative to the frame with a low force transmission between the cabin and the frame below the threshold force for a predetermined rearward movement distance of the B-pillar in a second phase of the collision.

[0007] WO 03 / 101809 A1 discloses a vehicle with a chassis and a cabin supported on the chassis and having a bearing plate at its lower end, which is fastened to a cabin support by a pivot joint. The cabin support and the bearing plate are connected to each other in the vehicle direction via a front rigid joint and at least one rear deformable joint. A deformation structure comprising a rigid support and a bolt is fastened to the support and extends through a passage arranged in a deformable plate. The geometry of the passage is such that it fixes the bolt in the radial direction at right angles to a longitudinal axis through the bolt, wherein the bolt has a projection in the form of a head, a washer, or a nut, which bears against the plate for fastening the plate in the axial direction.

[0008] DE 10 2015 009 474 A1 relates to a holding device for pivotably holding a driver's cab on a frame of a commercial vehicle, comprising at least two articulated holding elements, by means of which the driver's cab can be pivoted relative to the frame about a pivot axis. At least one of the holding elements has at least one energy absorption area, which is deformable and absorbs energy when subjected to an accident-related force. The energy absorption area is integrated into a bracket produced by primary molding.

[0009] The invention is based on the object of providing an alternative or improved holding device for pivotably supporting a driver's cab. In particular, the holding device should have improved crash performance, improved assembly, and / or be customizable or adaptable.

[0010] This object is achieved by a holding device according to the independent claim. Advantageous further developments are specified in the dependent claims and the description.

[0011] The holding device is suitable for pivotably holding a driver's cab on a vehicle frame of a commercial vehicle. The holding device has a first driver's cab-side holding element (for example, a first bearing block) for fastening to the driver's cab (for example, to a driver's cab floor). The holding device has a first frame-side holding element (for example, a first swing arm) for fastening to the vehicle frame. The first driver's cab-side holding element and the first frame-side holding element are articulated (for example, pivotably) to pivot the driver's cab. The holding device has a first crash element that is detachably fastened to the first driver's cab-side holding element.

[0012] The detachable attachment of the first crash element to the first retaining element on the driver's cab can, in particular, improve assembly. The driver's cab can first be attached to the first retaining element on the driver's cab. The first crash element can only be attached to the retaining element on the driver's cab afterward. Thus, the first crash element does not interfere with the installation of the driver's cab on the retaining element on the driver's cab. The detachable attachment of the first crash element can also allow the first crash element to be adapted to changing crash requirements without the need to modify the retaining element on the driver's cab.

[0013] As used herein, the term "crash element" refers to a structure that is essentially intended to be deliberately compliant and deformable in the event of an accident, particularly a frontal crash, in order to absorb impact energy resulting from the accident. In some embodiments, the crash element can perform additional subordinate functions, for example, as a support for cables or for stabilization.

[0014] In one exemplary embodiment, the first crash element extends upward in a vertical direction from the first retaining element on the driver's cab. This allows the first crash element to be arranged, for example, to protect the floor of the driver's cab.

[0015] In an exemplary embodiment not listed in the claims, the first crash element is releasably attached to the first driver-cab-side retaining element from the front in a forward direction of travel of the commercial vehicle. Alternatively or additionally, the first crash element is releasably attached to a front end face of the first driver-cab-side retaining element with respect to a forward direction of travel of the commercial vehicle. In this case, the first crash element serves in particular as a crash element in frontal collisions. Furthermore, the first crash element is easy to mount on the first driver-cab-side retaining element.

[0016] In one design variant, the first crash element extends vertically upwards beyond the first retaining element on the driver's cab. This allows the first crash element to absorb impact energy in an area where the first retaining element on the driver's cab is not intended.

[0017] In a further design variant, the first crash element rests flush in a vertical direction above its detachable attachment to the first driver-cab-side retaining element. This ensures effective force transmission between the first crash element and the first driver-cab-side retaining element.

[0018] In one embodiment, the first crash element and the first driver-cab-side retaining element are made of the same material. Alternatively, the first crash element and the first driver-cab-side retaining element are made of different materials.

[0019] This enables, for example, a material-specific adaptation of the first crash element to the respective crash requirements.

[0020] In a further embodiment, the first crash element has a plurality of reinforcing ribs.

[0021] In one design variant, the first crash element is made of carbon fiber reinforced plastic or metal.

[0022] In a further embodiment, the retaining device is designed in a modular manner, so that the first crash element can be selected from a group of first crash elements that differ in strength, load-bearing capacity, shape, and / or material. This allows, for example, the first crash element that is best adapted to the respective crash requirements to be selected.

[0023] According to the invention, the holding device has a second driver's cab-side holding element (for example, a second bearing block) for fastening to the driver's cab (for example, a driver's cab floor). According to the invention, the holding device has a second frame-side holding element (for example, a second swing arm) for fastening to the vehicle frame. The second driver's cab-side holding element and the second frame-side holding element are articulated (for example, pivotably) to pivot the driver's cab. According to the invention, the holding device has a second crash element that is detachably fastened to the second driver's cab-side holding element.

[0024] For example, the first cab-side retaining element, the first frame-side retaining element and the first crash element can be formed on an opposite vehicle side to the second cab-side retaining element, the second frame-side retaining element and the second crash element.

[0025] For example, the first cab-side retaining element and / or the second cab-side retaining element can be a cast part (for example, gray cast iron or cast aluminum).

[0026] In particular, the first crash element and the second crash element can be designed mirror-symmetrically with respect to a central vertical plane aligned along a vehicle longitudinal direction of the commercial vehicle.

[0027] In an embodiment not listed in the claims, the second crash element can extend upwards in a vertical direction from the second driver's cab-side retaining element, be releasably fastened to the second driver's cab-side retaining element from the front in a forward direction of travel of the commercial vehicle, be releasably fastened to a front end face of the second driver's cab-side retaining element with respect to a forward direction of travel of the commercial vehicle and / or protrude upwards beyond the second driver's cab-side retaining element in a vertical direction.

[0028] Preferably, the second crash element can lie flush in a vertical direction above its releasable attachment to the second driver's cab-side retaining element, be made of the same material as the first crash element and / or have a plurality of reinforcing ribs.

[0029] It is possible for the holding device to be designed modularly with respect to the second crash element, so that the second crash element can be selected from a group of second crash elements that differ in strength, load-bearing capacity, shape and / or material.

[0030] It is possible for the first crash element to be releasably attached to the first retaining element on the driver's cab side by means of at least one screw. Likewise, the second crash element can be releasably attached to the second retaining element on the driver's cab side by means of at least one screw.

[0031] It is also possible that the first frame-side holding element and / or the second frame-side holding element is provided as a swing arm of a swing device or stabilizer swing.

[0032] According to the invention, the holding device has a web that extends between the first crash element and the second crash element. The web is preferably arranged vertically above the first driver-cab-side holding element and the second driver-cab-side holding element. The web also allows the area between the first crash element and the second crash element to be protected. In particular, the web can also be designed to act as a crash element.

[0033] In a first variant of the invention, the first crash element, the web, and the second crash element are manufactured integrally from one piece. In a second variant of the invention, the first crash element, the web, and the second crash element are detachably attached to one another.

[0034] The invention also relates to a commercial vehicle, in particular a truck. The commercial vehicle comprises a driver's cab, a vehicle frame, and a support device as disclosed herein. The support device pivotally mounts the driver's cab on the vehicle frame.

[0035] Preferably, the retaining elements on the driver's cab side are screwed to the front end surfaces of the driver's cab floor and the floor surfaces of the driver's cab floor.

[0036] In one embodiment, the first crash element and / or the second crash element engages a sheet metal structure of the driver's cab (for example, a sheet metal structure of a driver's cab floor). Thus, the crash elements can be arranged to protect the driver's cab.

[0037] In a further embodiment, the first crash element and / or the second crash element rests flush with the driver's cab. Alternatively, the first crash element and / or the second crash element are spaced from the driver's cab by a gap of less than 10 mm, in particular less than 5 mm, preferably approximately 1 mm. This can improve assembly and allow for larger manufacturing tolerances.

[0038] The above-described preferred embodiments and features of the invention can be combined with one another as desired. Further details and advantages of the invention are described below with reference to the accompanying drawings. They show: Figure 1 shows a perspective view of a holding device that pivotally connects a driver's cab to a frame, according to a first exemplary embodiment of the present disclosure; Figure 2 shows a perspective detailed view of a first driver's cab-side holding element and a first crash element according to the first exemplary embodiment of the present disclosure; Figure 3 shows a perspective detailed view of a second driver's cab-side holding element and a second crash element according to the first exemplary embodiment of the present disclosure; Figure 4 shows a perspective view of a holding device that pivotally connects a driver's cab to a frame, according to a second exemplary embodiment of the present disclosure; and Figure 5 shows a perspective detailed view of a one-piece crash element according to the second exemplary embodiment of the present disclosure.

[0039] The embodiments shown in the figures correspond at least partially, so that similar or identical parts are provided with the same reference numerals and for their explanation reference is also made to the description of the other embodiments or figures in order to avoid repetition.

[0040] The Figure 1 shows a holding device 10. The holding device 10 pivotally connects a portion of a driver's cab 12 of a commercial vehicle, in particular a truck, to a vehicle frame (chassis) 14 of the commercial vehicle. For better illustration, Figure 1 Among other things, a floor of the driver's cab 12 is not shown.

[0041] The holding device 10 has a first holding element 16 on the driver's cab side, a second holding element 18 on the driver's cab side, a first frame-side holding element 20, and a second frame-side holding element 22. For pivotally holding the driver's cab 12 on the vehicle frame 14, the holding elements 16 and 20, as well as the holding elements 18 and 22, are pivotally connected to one another.

[0042] The first cab-side retaining element 16 and the second cab-side retaining element 18 are fastened to the cab 12. In particular, the retaining elements 16, 18 are connected to a cab floor 24 (see Figures 2 and 3 ) are screwed on. In detail, the holding elements 16, 18 are each screwed to the front end surfaces 26 of the driver's cab floor 24 and floor surfaces 28 of the driver's cab floor 24 (see also Figures 2 and 3 ). The first driver's cab-side retaining element 16 and the second driver's cab-side retaining element 18 are designed as bearing blocks for the driver's cab 12.

[0043] The first frame-side retaining element 20 and the second frame-side retaining element 22 are attached to the vehicle frame 14. In particular, the retaining elements 20, 22 are screwed to the vehicle frame 14. The retaining elements 20 and 22 are designed as swing arms of a driver's cab swing device (stabilizer swing arm) 30.

[0044] In addition, the driver's cab 12 can be mounted on the vehicle frame 14 in a sprung and damped manner, for example via air spring struts 32 or other spring elements of the driver's cab suspension.

[0045] As in the Figures 1 to 3 As shown, the holding device 10 also has a first crash element 34 and a second crash element 36. In principle, the main function of the crash elements 34, 36 is to be specifically flexible and deformable in the event of a frontal crash in order to absorb impact energy resulting from a frontal impact of the commercial vehicle in the area of ​​the driver's cab floor 24.

[0046] The first crash element 34 is releasably attached to the first driver-cab-side retaining element 16, for example, via two screws. The second crash element 36 is releasably attached to the second driver-cab-side retaining element 18, for example, via two screws.

[0047] The detachable attachment of the crash elements 34, 36 to the holding elements 16, 18 offers the possibility of requirement-specific adaptation of the crash elements 34, 36. In other words, the crash elements 34, 36 can each be selected from a group of available crash elements 34, 36 and attached to the holding elements 16, 18. The holding elements 16, 18 do not have to be modified for this purpose. This allows the crash elements 34, 36 to be adapted to changed crash requirements. For example, the shapes, strengths, load capacities and / or materials of the crash elements 34, 36 can be changed. For example, a modular system can be constructed with several crash elements from which the crash elements 34, 36 can be selected according to the specific application.

[0048] In addition, the detachable attachment of the crash elements 34, 36 to the holding elements 16, 18 offers the possibility of easier assembly of the driver's cab 12 to the holding elements 16, 18. The crash elements 34, 36, which protrude vertically upwards beyond the holding elements 16, 18, do not hinder assembly, as they are only attached to the holding elements 16, 18 after the driver's cab 12 has been assembled. If the crash elements 34, 36 were manufactured integrally from one piece with the respective holding element 16 or 18, assembly of the driver's cab 12 to the holding elements 16, 18 would be significantly more complex or, with a corresponding design of the crash elements 34, 36, even impossible.

[0049] In the embodiment shown, the first crash element 34 is on a front end face 38 (see Figure 2 ) of the first driver's cab-side retaining element 16. Similarly, the second crash element 36 is attached to a front end face 40 (see Figure 3 ) of the second driver's cab-side retaining element 18. The crash elements 34, 36 extend upward in a vertical direction from the retaining elements 16, 18. The crash elements 34, 36 project upward in a vertical direction beyond the respective retaining element 16, 18 and thus cover a front area of ​​the driver's cab 12.

[0050] The crash elements 34, 36 lie flush with the retaining elements 16, 18 above the detachable fastening and engage in a sheet metal structure 42 of the driver's cab 12 in the area of ​​the driver's cab 12. The crash elements 34, 36 can, for example, lie against the sheet metal structure 42 or be provided with a small gap, for example in the millimeter range, to the sheet metal structure 42. The small gap can offer the advantage of easier manufacture and assembly, as tolerances are made possible. In the event of a frontal crash, the corresponding crash element 34, 36 is moved by overcoming the small gap in one direction towards the sheet metal structure 42 to rest on and support the sheet metal structure 42 (see Figures 2 and 3 ) deformed.

[0051] For example, the crash elements 34, 36 can be made of a different material or of the same material as the retaining elements 16, 18. For example, the crash elements 34, 36 can be made of a carbon fiber reinforced plastic or a metal.

[0052] In addition, the crash elements 34, 36 reinforcing ribs 44 (see Figures 2 and 3 ) to reinforce the impact in the event of a frontal crash.

[0053] The Figures 4 and 5 show a second embodiment of the present disclosure. Similar to the Figure 1 is in the Figure 4 a driver's cab floor to which the first and second holding elements 16, 18 are fastened, not shown for reasons of clarity.

[0054] The embodiment of the Figures 4 and 5is characterized in that the crash elements 34, 36 are connected by a web 46 acting as a crash element. The web 46 extends horizontally between the crash elements 34, 36. The crash elements 34, 36 and the web 46 can be made integrally from one piece. It is also possible for the crash elements 34, 36 and the web 46 to be detachably attached to one another, for example, via several screws.

[0055] This shows the example of Figures 4 and 5 also that crash elements adapted to different crash requirements can be connected to the holding elements 16, 18 without the holding elements 16, 18 and other elements of the holding device 10 having to be modified. List of reference symbols

[0056] 10Retaining device 12Driver's cab 14Vehicle frame (chassis) 16First driver's cab-side retaining element 18Second driver's cab-side retaining element 20First frame-side retaining element 22Second frame-side retaining element 24Driver's cab floor 26End face 28Floor face 30Driver's cab swing arm device 32Air spring strut 34First crash element 36Second crash element 38End face 40End face 42Sheet metal structure 44Reinforcing ribs 46Web

Claims

1. A holding device (10) for pivotably holding a driver's cab (12) on a vehicle chassis (14) of a commercial vehicle, comprising: a first cab-proximal holding element (16) for fastening to the driver's cab (12); a first chassis-proximal holding element (20) for fastening to the vehicle chassis (14), wherein the first cab-proximal holding element (16) and the first chassis-proximal holding element (20) are connected to one another in an articulated manner for pivoting the cab (12); a first crash element (34), which is releasably fastened to the first cab-proximal holding element (16); a second cab-proximal holding element (18) for fastening to the driver's cab (12); a second chassis-proximal holding element (20) for fastening to the vehicle chassis (14), wherein the second cab-proximal holding element (18) and the second chassis-proximal holding element (20) are connected to one another in an articulated manner for pivoting the driver's cab (12); a second crash element (36), which is releasably fastened to the second cab-proximal element (18); and a crosspiece (46) extending between the first crash element (34) and the second crash element (36); characterised in that the first crash element (34), the crosspiece (46), and the second crash element (36) are integrally manufactured from one piece; or the first crash element (34), the crosspiece (46), and the second crash element (36) are releasably fastened to one another.

2. The holding device (10) according to claim 1, wherein: the first crash element (34), proceeding from the first cab-proximal holding element (16), extends upwards in a vertical direction.

3. The holding device (10) according to claim 1 or 2, wherein: the first crash element (34), in a vertical direction, projects upwards beyond the first cab-proximal holding element (16).

4. The holding device (10) according to one of the preceding claims, wherein: the first crash element (34), in a vertical direction above the releasable fastening thereof, bears on the first cab-proximal holding element (16) so as to be flush with the latter.

5. The holding device (10) according to one of the preceding claims, wherein: the first crash element (34) and the first cab-proximal holding element (16) are produced from the same material; or the first crash element (34) and the first cab-proximal holding element (16) are produced from different materials.

6. The holding device (10) according to one of the preceding claims, wherein: the first crash element (34) has a plurality of reinforcement ribs (44).

7. The holding device (10) according to one of the preceding claims, wherein: the first crash element (34) is produced from carbon fibre-reinforced plastic material or a metal.

8. The holding device (10) according to one of the preceding claims, wherein: the holding device (10) is of modular configuration so that the first crash element (34) is selectable from a group of first crash elements that differ in terms of strength, load-bearing capability, shape, and / or material; and / or the holding device (10) is of modular configuration so that the second crash element (26) is selectable from a group of second crash elements that differ in terms of strength, load-bearing capability, shape, and / or material.

9. The holding device (10) according to one of the preceding claims, wherein: the crosspiece (46) is disposed, in a vertical direction, above the first cab-proximal holding element (16) and the second cab-proximal holding element (18).

10. The holding device (10) according to one of the preceding claims, wherein: the crosspiece (46) is configured to act as a crash element; and / or the crosspiece (46) enables an area between the first crash element (34) and the second crash element (36) to be protected.

11. The holding device (10) according to one of the preceding claims, wherein: the crosspiece (46) extends, in a horizontal direction, between the first crash element (34) and the second crash element (36).

12. A commercial vehicle, in particular a truck, having a driver's cab (12); a vehicle chassis (14); and a holding device (10) according to one of the preceding claims that mounts the driver's cab (12) so as to be pivotable on the vehicle chassis (14).

13. The commercial vehicle according to claim 12, wherein: the first crash element (34) and / or the second crash element (36) engage / engages in a sheet-metal structure (42) of the driver's cab (12).

14. The commercial vehicle according to claim 12 or claim 13, wherein: the first crash element (34) and / or the second crash element (36) bear / bears on the driver's cab (12) so as to be flush with the latter; or the first crash element (34) and / or the second crash element (36) are / is spaced apart from the driver's cab (12) by a gap of less than 10 mm, in particular less than 5 mm, preferably approximately 1 mm.