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

Description

[0001] The present invention relates to a cabin structure for the driver's cabin of a motor vehicle, preferably a commercial vehicle. In particular, the invention relates to a cabin structure for the driver's cabin of a motor vehicle or commercial vehicle, comprising at least two vertical beams extending in the vertical direction of the vehicle and at least one transverse beam unit extending in the transverse direction of the vehicle and connected to the vertical beams, wherein the transverse beam unit is arranged at a distance from the upper and lower ends of the vertical beams. The invention further relates to a motor vehicle, and preferably a commercial vehicle, with such a cabin structure.

[0002] Such driver's cabs are subject to very specific and usually different requirements than, for example, the passenger compartments of passenger cars. For instance, the driver and front passenger are positioned particularly far forward in such a cab to maximize usable space inside and / or behind it. Consequently, the engine is generally located below, rather than in front of, the cab (so-called cab-over-engine or cab-forward design). This results in particular entry requirements, as the occupants sit relatively high and must be able to reach their seats as easily as possible.

[0003] Furthermore, the cabin should offer the occupants the highest possible level of safety. In addition to regularly occurring accident scenarios involving collisions with other vehicles and obstacles, accident scenarios resulting from driving in difficult terrain must also be considered. For example, the cabin should offer the occupants the best possible protection in the event of a rollover or overturn.

[0004] Another key requirement is that the cabin must have sufficient space for a cockpit with numerous controls and displays. Often, the installation of additional user interfaces, for example for attachments or accessories, is also necessary. At the same time, enough space must be available for occupants wearing special equipment, such as protective gear. The controls and entry / exit options must be adaptable to these occupants. With all these requirements in mind, it is crucial that the cabin has the lowest possible weight to avoid unnecessarily reducing the vehicle's payload.

[0005] From EP 0 755 849 B1 a cabin component structure for a commercial vehicle is known, in which the cross member unit comprises a front member curved in the direction of vehicle forward travel and at least one integral member bent in a step-like manner in the opposite direction of vehicle forward travel.

[0006] The object of the present invention is therefore to improve the driver's cab of a motor vehicle, preferably a commercial vehicle. Preferably, the driver's cab should fulfill the above-discussed requirements as comprehensively as possible. Furthermore, the driver's cab should be adaptable to different requirements and applications in a particularly simple and economical manner during and / or after manufacturing.

[0007] This problem is solved by a cabin component structure with the features of claim 1. A motor vehicle according to the invention is the subject of claim 15. Preferred embodiments of the invention are the subject of the dependent claims. Further advantages and features of the present invention will become apparent from the general description and the description of exemplary embodiments.

[0008] The cabin structure according to the invention is designed for the driver's cabin of a motor vehicle, preferably a commercial vehicle. The cabin structure comprises at least two uprights extending vertically in the direction of the vehicle. The cabin structure also comprises at least one crossbeam extending transversely in the direction of the vehicle. The crossbeam is connected to the uprights. In particular, the crossbeam connects the two uprights in a load-bearing manner. The crossbeam is spaced apart from the upper and lower ends of the uprights. Specifically, the crossbeam is connected to the uprights in a central region of each upright. The crossbeam comprises at least one (in particular, only one) front beam. The front beam is curved in the forward direction of travel (so that it can also be described as a convex front beam).In particular, the front support is curved along its longitudinal axis in the forward direction of travel. The crossbeam unit comprises at least one (in particular, only one) integral beam. The integral beam is curved opposite to the forward direction of travel (so that it can also be described as a concave integral beam). In particular, the integral beam is curved along its longitudinal axis in the forward direction of travel. As a result, the front support and the integral beam span a support space between them. The front support and the integral beam are curved with the same radius over at least half of their span, so that the span has an elliptical cross-sectional geometry.

[0009] The cabin component structure according to the invention offers many advantages. A significant advantage is the crossbeam unit with its convex front support and its concave integral support. This makes the crossbeam unit particularly stable and resilient while requiring very little installation space. It is especially advantageous that the crossbeam unit is particularly compact at the ends and in the area of ​​the high beams due to its shape. This provides, for example, a particularly large amount of usable space in the cabin, for entry and exit areas as well as in the footwell and work area.

[0010] Furthermore, a targeted stiffening connection between the high beams is ensured, and at the same time, the weight of the cabin structure can be significantly reduced. Another advantage is that the crossbeam unit, together with the support space, provides a safety zone that can be selectively crushed in the event of an accident. In addition, vehicle components can be housed within the support space. Overall, the invention offers a structurally simple and particularly economical way to realize a vehicle that fulfills the aforementioned requirements exceptionally well.

[0011] According to the invention, the front support and the integral support are curved with the same radius. This results in the enclosed support space having an elliptical cross-sectional geometry. The cross-sectional geometry refers in particular to a cross-section through a plane that extends horizontally (in the longitudinal direction of the vehicle) and transversely (in the transverse direction of the vehicle). Such a design is particularly stable and load-bearing, and requires very little installation space in those areas where usable space for the occupants must be available while driving and when entering and exiting the vehicle. The front support and the integral support are each specifically designed as circular arcs. The radius refers in particular to the circular arc.

[0012] The front support and / or the integral support are curved, in particular over their entire span (especially from one high-rise beam to the other), and preferably with the same radius. According to the invention, the radius remains the same over at least half, and preferably at least two-thirds, and particularly preferably over at least 90% of the span, or even over the entire span. It is possible for the front support and / or the integral support to have a modified radius and / or a linear profile at one end. This provides, for example, a connection point to the high-rise beams. To optimally utilize the available installation space, the front support and the integral support can differ in their radius by up to + / - 15%.

[0013] In particular, the front support and the integral support are maximally spaced apart in the middle region of their longitudinal extent. In particular, the front support and the integral support are minimally spaced or not spaced apart at all in the end region of their longitudinal extent. The front support and the integral support may touch at their ends.

[0014] It is preferred and advantageous that the front support and the integral support are arranged at least partially at the same height (with respect to the vehicle's vertical direction). This allows for a particularly high degree of stability and safety while requiring minimal installation space. In particular, the longitudinal center lines of the front support and the integral support are each at the same height. The center lines may also be intentionally offset from each other. This is provided, for example, when the two supports have different heights to enable flush alignment. In particular, the front support and the integral support are aligned flush with each other, at least partially, with respect to their upper and / or lower surfaces. The front support and the integral support may be offset, at least partially, with respect to their upper and / or lower surfaces.

[0015] In specific embodiments, it is advantageous for the front support and the integral support to be arranged at completely different heights or not to overlap vertically. In such embodiments, the integral support is preferably positioned no more than 1.5 or 2 times its height below or above the front support.

[0016] In a particularly preferred and advantageous embodiment, the crossbeam unit comprises at least one rail assembly for the movable mounting of at least one user interface and, for example, operating devices and / or display devices. In particular, the mounted user interface is operable and / or viewable from the cabin. The rail assembly preferably comprises at least one mounting rail extending in the transverse direction of the vehicle and attached or attachable to the integral beam for mounting carrier slides. The mounting rail particularly comprises at least one profile rail or is designed as such. In particular, the mounting rail is also arc-shaped and preferably has the same radius as the integral beam. In particular, the carrier slides are detachably, and preferably without tools, connected to the mounting rail.Due to its special geometry and arrangement, the integral carrier can be particularly advantageous for attaching the mounting rail.

[0017] The rail assembly comprises at least one support slide and preferably a plurality of support slides. The support slides slide in or on the mounting rail. At least one user interface can be attached to the support slide, preferably detachably, and most preferably detachably without tools. The support slide is displaceable along the mounting rail, at least in the longitudinal direction. The support slide can be fixed to prevent unintentional displacement.

[0018] The rail system comprises, in particular, at least two receiving rails. The receiving rails can be arranged parallel to each other and, in particular, also one above the other. The receiving rails can include common support carriages or have separate support carriages. The receiving rail is preferably designed with at least two tracks or even multiple tracks. A single-track receiving rail is also possible.

[0019] It is particularly preferred and advantageous that the at least one mounting rail follows the curvature of the integral beam, at least section by section. In particular, the mounting rail follows the curvature of the integral beam for at least a predominant part of its length and, for example, completely.

[0020] Preferably, the rail assembly comprises at least one contact rail. A user interface mounted on the rail assembly can be electrically connected via the contact rail. In particular, the contact rail is designed for power supply and / or data transmission. It is possible for the contact rail to be designed separately from the mounting rail. It is also possible for the contact rail to be provided by or integrated into the mounting rail.

[0021] The user interface can be connected to the contact rail directly or indirectly. For example, the connection can be made via the at least one carrier slide. In particular, the user interface is connected to the carrier slide, for example by means of a plug connection. In particular, the carrier slide is connected to the contact rail.

[0022] The designs described above allow for particularly quick and convenient attachment and removal of user interfaces, such as displays and control panels. This is especially advantageous, for example, when attachments with their own complex control units frequently need to be changed and optimally positioned within the cab for easy access.

[0023] Preferably, the rail assembly has at least one interchangeable section. Within this interchangeable section, the carrier carriage can be inserted into and / or released from the mounting rail. Preferably, the interchangeable section is arranged at at least one end of the mounting rail. In particular, an interchangeable section is provided at each end of the mounting rail. This enables particularly convenient and rapid replacement of user interfaces. Specifically, outside of the at least one interchangeable section, the carrier carriage cannot be detached from the mounting rail. This reliably prevents unwanted detachment.

[0024] It is possible and advantageous that at least one of the interchangeable sections can be covered, or is covered, by means of a locking component. In particular, the rail assembly includes at least one locking component. Specifically, the locking component prevents the carrier slide from being unintentionally inserted into the interchangeable section (positive locking). The locking component is, in particular, designed as a cover component. Specifically, the locking component can be removed without tools.

[0025] In an advantageous embodiment, the cabin substructure comprises at least one additional rail system. This additional rail system includes at least one additional mounting rail extending transversely to the vehicle and, in particular, arranged at least partially above the support structure for receiving support carriages. Specifically, the additional mounting rail can be attached to, or is attached to, the integral support structure. In particular, the additional rail system is designed, at least partially, like the rail system described above. Specifically, the additional mounting rail is arranged above the mounting rail of the rail system. This allows, for example, additional user interfaces to be easily and quickly attached and aligned on an upper cockpit surface.

[0026] The integral support is preferably detachably, and particularly preferably non-destructively, connected to the uprights and / or the front support, and is preferably bolted in place. In particular, the integral support is fastened to the uprights and / or the front support by means of bolts. Specifically, the integral support is fastened at its ends in this manner. This allows the integral support, along with the components attached to it, to be replaced particularly easily or added to existing or newly developed driver's cabs.

[0027] It is possible and advantageous for the integral beam and the front beam to be connected to each other section by section (as a single load-bearing structure). In particular, a point-connection structure is provided for this purpose. The connection structure is preferably designed to be detachable without damage. For example, the connection structure comprises screw connections. It is possible for the connection structure to extend at least partially into and / or through the beam space. For example, the integral beam and the front beam are formed in a circular arc and connected at points to form a load-bearing structure.

[0028] The cabin component structure preferably comprises at least one pre-assemblable (or pre-assembled) module. The module can be installed into an existing body-in-white structure of the driver's cabin and preferably as a single, manageable part. In particular, the module comprises at least the integral support and the rail system, so that (only) the integral support needs to be connected to the body-in-white structure for its attachment. The additional rail system can also be pre-assembled on the module. The following connection devices for the steering column and / or the instrument panel and / or the cockpit trim and / or the ventilation units and / or other cockpit components are also particularly preferably pre-assembled on the module. Due to its properties according to the invention, the integral support is particularly advantageously suited as a load-bearing base for such a module.

[0029] The front support is preferably permanently and, in particular, not detachably without damage, connected to the upper support beams, and especially welded. Other suitable joining methods are also possible, especially those involving material bonding and / or non-destructible joining. In particular, the front support is connected to the upper support beams at its ends in this manner. In particular, the front support forms an integral part of the body-in-white structure of the driver's cab. It may be provided that the front support is detachably connected to the integral support beam.

[0030] In advantageous embodiments, at least one stiffening element extends between the front support and the integral support. In particular, the stiffening element extends transversely to the longitudinal axis of the cross member unit and / or transversely to the vehicle's transverse direction. This further improves the effect of the elliptical cross member unit and the support space on the stability and safety of the driver's cab. In particular, at least two or more stiffening elements are provided. Preferably, the stiffening element is detachably, and especially preferably, non-destructively detachably, attached to the front support and / or integral support, for example, by means of screws.

[0031] It is possible and advantageous for the integral beam and / or the front beam to be provided by one, and preferably only one, hollow profile component. The integral beam and / or the front beam can also comprise at least one hollow profile component. The hollow profile component of the integral beam includes, in particular, a flange unit at each end for detachable connection to the high beams. Other suitable beam designs are also possible.

[0032] The integral support can have at least one mounting device for a steering column. Due to its design and position, the integral support is particularly well-suited for mounting the steering column. It is preferred that the integral support has at least two mounting devices, comprising one for a left-hand drive version of the vehicle and another for a right-hand drive version. The mounting device serves, in particular, to accommodate a steering column bearing or can include at least one steering column bearing. The mounting device can be formed integrally with the integral support. A separate mounting device, and one that is detachable from the integral support, is also possible. In particular, a steering column can be attached to the integral support.

[0033] In a particularly preferred and advantageous embodiment, the integral support provides at least one cockpit component carrier. Specifically, the integral support also serves as a cockpit component carrier. For this purpose, at least one instrument panel for a driver's cab cockpit and / or at least one cockpit trim panel and / or at least one ventilation unit for an air conditioning system (directly and / or indirectly) can be attached to or is attached to the integral support. In particular, the instrument panel and / or the cockpit trim panel follows the curvature of the integral support, at least in sections. Due to the concave curvature, this allows for a very large degree of freedom of movement in the entry areas.

[0034] The body panel structure can comprise at least one instrument panel and / or cockpit trim and / or at least one ventilation unit for an air conditioning system. The instrument panel includes, in particular, display elements and cockpit controls. The instrument panel can be at least partially integrated into the cockpit trim or be designed separately from it. In particular, at least one ignition lock or start button is arranged in the cockpit trim. In particular, ventilation units for an air conditioning system for the driver's cabin are arranged in the cockpit trim. In particular, the instrument panel is attached to the integral support independently of the rail system.

[0035] The front support preferably comprises at least one windshield frame structure for mounting a windshield. The windshield frame structure can be formed integrally with or integrated into the front support. Alternatively, the windshield frame structure can be formed separately from the front support. The windshield frame structure can be designed as a lower windshield frame and / or as a cowl strip and / or water box, or comprise at least one of these. In particular, the windshield is bonded to the front support and / or attached by means of at least one bead. In particular, the windshield frame structure and / or the windshield has a curvature adapted to the curvature of the front support. In particular, the curvatures are (essentially) identical.

[0036] In all configurations, it is particularly advantageous for the high beams to be designed as or part of an A-pillar. Connecting to A-pillars offers numerous advantages for the crossbeam unit.

[0037] In particular, the high beams are each connected (at least indirectly) at an upper end to a roof cross member and / or roof longitudinal member. In particular, the high beams are each connected (at least indirectly) at a lower end to a base cross member and / or base longitudinal member. The roof cross members and / or roof longitudinal members are, in particular, part of a roof frame of a body-in-white structure for the driver's cab. The base cross member and / or the base longitudinal member are, in particular, provided for connecting a cab floor to the body-in-white structure. The base cross member and / or the base longitudinal member run, in particular, essentially at the level of a cab floor. In particular, the base cross member and the front beam are arranged at least partially one above the other. In particular, the body section structure provides at least a part of the body-in-white structure. The body section structure may also comprise the body-in-white structure.The crossbeam unit is attached to the body-in-white structure. In particular, the front beam is an integral part of the body-in-white structure.

[0038] Preferably, the crossmember unit is arranged between the at least one roof crossmember and the at least one base crossmember. In particular, the crossmember unit extends above the base crossmember and below the roof crossmember. In particular, the crossmember unit, preferably at least the integral crossmember or the front crossmember, is arranged at least partially below a windshield and preferably below a cowl. In particular, the windshield extends between the crossmember unit, the roof crossmember, and the two uprights.

[0039] In a preferred and advantageous embodiment, the body panel structure comprises at least one bulkhead. The bulkhead is preferably attached to the front support and / or the base crossmember and / or the uprights, and is preferably detachably and particularly preferably non-destructively detachable. In particular, fasteners are provided for fastening. This allows for easy replacement of the bulkhead, e.g., during modifications or repairs. The bulkhead can also be permanently attached, e.g., by welding.

[0040] Preferably, the bulkhead, the front girder, the base crossbeam, and the upstands are connected to form a common shear field. Preferably, the bulkhead follows a curved path of the front girder. In particular, the bulkhead is also convex. Specifically, the bulkhead is arc-shaped and preferably has the same radius as the front girder. In particular, the base crossbeam is also curved with the same radius as the front girder. In combination with the previously and subsequently described improvements for the bulkhead, the crossbeam unit offers numerous advantages.

[0041] The bulkhead is preferably located on the front face of the front beam facing forward. In particular, the bulkhead is also located on the front face of the base crossmember and / or the uprights facing forward. This offers particular advantages for the safety and rigidity of the driver's cab. However, it is also possible for the bulkhead to be located on the rear face facing backward and / or on the end face of the front beam and / or the base crossmember and / or the uprights facing the longitudinal axis of the vehicle.

[0042] Preferably, the bulkhead extends only over a lower section of the front of the front carrier. In particular, the windshield frame structure for mounting a windshield is arranged on an upper section of the front of the front carrier.

[0043] The bulkhead extends, in particular, transversely to a plane that runs horizontally or in the longitudinal and transverse directions of the vehicle. The bulkhead extends, in particular, in a plane that runs essentially vertically or in the vertical and transverse directions of the vehicle. In particular, the bulkhead is located in front of the integral frame in the forward direction of travel. In particular, the bulkhead is located between an interior space or footwell and the front paneling of the driver's cab. The bulkhead can also be referred to as a front bulkhead or splash guard. The bulkhead may have protrusions and / or recesses into or through which vehicle components extend. The bulkhead may have at least one (additional) mounting point for the steering column. A pedal assembly and / or other vehicle components (e.g., heaters) may be attached to the bulkhead.

[0044] It is possible that the bulkhead comprises or is provided by at least one metal foam composite panel. The metal foam composite panel comprises, in particular, at least one core made of metal foam, preferably aluminum foam. The core is produced, in particular, by heating the metal material below its melting point (especially by sintering). In particular, the core is arranged between at least two sheet-like or bubble-free outer layers. In particular, the core and the outer layers are integrally bonded together. This enables a particularly robust and, at the same time, weight-optimized bulkhead. The bulkhead can be designed as a safety bulkhead to protect the vehicle or its occupants from explosions, ballistic impacts, or the like.

[0045] The motor vehicle according to the invention is in particular a commercial vehicle and comprises at least one driver's cab. The driver's cab comprises a cab substructure as described above.

[0046] The motor vehicle according to the invention also solves the previously stated problem particularly advantageously. The driver's cab is mounted, in particular, on a chassis of the motor vehicle. In particular, the motor vehicle comprises at least one chassis. In particular, the motor vehicle also comprises the vehicle components described within the framework of the body part structure according to the invention. In particular, at least one vehicle component and / or at least one crumple zone is arranged in the support space.

[0047] In particular, the driver's cab (or cabin) is intended for a motor vehicle that has a chassis (also referred to as a frame) which serves as the supporting structure for the driver's cab. Specifically, the driver's cab is mounted on a chassis and, for example, on a frame of the chassis. Specifically, the cab is non-load-bearing. Specifically, the driver's cab is not a self-supporting body.

[0048] The driver's cab can be designed as a so-called double cab. Such a double cab includes, in particular, at least a second row of seats in the rear and / or at least one additional entry point (especially with at least one and preferably with two opposing doors) in the rear. At least one further seat or middle seat can be arranged between the driver's seat and the front passenger seat. In particular, a passageway to the rear is provided. In this case, a space for passage is provided between the driver's seat and the front passenger seat, and in particular, no seat is arranged there. Preferably, a central section extending to the cab floor is formed in a rear wall structure of the driver's cab.

[0049] A (single) driver's cab with, in particular, only one row of seats can also be provided. Specifically, the driver's seat and at least one passenger seat are then arranged in a single row. Behind this, a rear wall structure extends. In all configurations, it is possible for a passageway to a cargo area located behind the driver's cab to be arranged in the rear wall structure. The driver's cab can be designed as a high-roof cab.

[0050] In particular, the crossbeam unit has a cross-sectional geometry that geometrically corresponds at least approximately to the cross-sectional geometry of the support space. According to the invention, an elliptical cross-sectional geometry is understood to mean a cross-sectional geometry that is at least approximately elliptical and, for example, a lens-shaped or approximately elliptical cross-sectional geometry. The cross-sectional geometry is, in particular, at least approximately elliptical and preferably lens-shaped. The cross-sectional geometry can have the form of an ellipse stretched in its longitudinal direction (with or without tapered end regions). The cross-sectional geometry can have the surface shape of a spherical diagonal.

[0051] In particular, the front support and the integral support only limit the support space in the longitudinal and transverse directions of the vehicle. Specifically, the support space in the vertical direction of the vehicle is not limited by the front support and the integral support. Specifically, the distance between the front support and the integral support is greater in a central region of the crossmember unit than in an end region of the crossmember unit. Specifically, the distance between the front support and the integral support increases (continuously) from one longitudinal end of the crossmember unit and then decreases (continuously) to the other longitudinal end of the crossmember unit.

[0052] In particular, the curvature of the front support extends along its longitudinal axis. The curvature of the integral support also extends along its longitudinal axis. The longitudinal axis of the front support and / or the longitudinal axis of the integral support, in particular, lies in a plane that extends transversely and longitudinally along the vehicle. Within the scope of the present invention, the specifications regarding the curvature of the front support and integral support relate specifically to a curvature along the longitudinal axis of both components. This particularly concerns the curvatures required to provide the support space. Furthermore, it is possible that the front support and / or the integral support may also be additionally bent or folded, for example, because they are designed as hollow or open profiles in cross-section.

[0053] In particular, the front support is positioned further inside the driver's cab than the bulkhead and / or the windshield. Specifically, the front support does not project beyond the bulkhead and / or the windshield. Specifically, the support space lies entirely behind a plane inside the driver's cab that is bounded by the bulkhead and / or the windshield. Specifically, the driver's cab is designed as a forward-control cab and preferably has no forward-projecting "nose" or hood. Specifically, the integral support extends for at least three-quarters of its length, and preferably entirely, behind a plane spanned between the uprights.

[0054] Further advantages and features of the present invention will become apparent from the description of the exemplary embodiments, which are explained below with reference to the accompanying figures.

[0055] The figures show: Figure 1 is a purely schematic representation of a commercial vehicle with a cabin section structure according to the invention in a side view; Figure 2 is a purely schematic representation of another commercial vehicle with a cabin section structure according to the invention in a side view; Figure 3 is a purely schematic representation of a cabin section structure according to the invention in a perspective view from a slightly oblique top front view; Figure 4 is a detailed representation of the cabin section structure according to the invention. Fig. 3 Figure 4a shows a further development of the cabin substructure according to Fig. 3 Figure 5 is a purely schematic representation of a vehicle cabin with a cabin component structure according to the invention in a sectional side view; Figure 6 is a highly schematic vehicle cabin with a cabin component structure according to the invention in a perspective interior view; and Figure 7 is the vehicle cabin according to Fig. 6 in a perspective interior view from a different point of view.

[0056] The Figure 1 shows in part a motor vehicle 100 designed as a commercial vehicle 120 with a driver's cab 10 with a cab section structure according to the invention. 1. The cabin section structure 1 is not visible here, housed inside the driver's cab 10. The driver's cab 10 is mounted on a chassis 107 and suspended from it by springs and damping. The chassis 107 includes four driven wheels 108. The driver's cab 10 is equipped, among other things, with a roof 111, a windshield 106, and a door 109 each for the driver and passenger.

[0057] The Figure 2 Figure 10 shows a further development of the previously described driver's cab as a double cab with a roof designed as a high roof. The double cab design allows for additional occupants to sit in the rear behind the driver and front passenger. Additional doors 109 are provided for these seats.

[0058] In the Figure 3Figure 110 shows a basic structure of a driver's cab 10, as used, for example, in vehicles 100 of the Figures 1 and 2 The body-in-white 110 comprises two high-beams 2 designed as A-pillars 12. It also includes two base longitudinal beams 52 and two roof longitudinal beams 32. For clarity, only the roof longitudinal beam 32 on the right side of the vehicle is shown here. Furthermore, the body-in-white 110 includes a base crossbeam 42 and a roof crossbeam 22, each extending between the two high-beams 2.

[0059] The structural frame 110 is equipped with a cabin section structure 1 according to the invention. For this purpose, a crossbeam unit 3 extends between the two high beams 2. An enlarged section of the Figure 3 To illustrate the connection of the crossbeam unit 3 to the high beam 2 on the left side of the vehicle, the following is shown in the Figure 4 shown.

[0060] The crossbeam unit 3 is positioned slightly below a midpoint between the roof crossbeam 22 and the base crossbeam 42. The crossbeam unit 3 comprises a front beam 13 and an integral beam 23. The front beam 13 is curved (convex) in the forward direction of travel. The integral beam 23 is curved (concave) in the opposite direction of travel. This creates a support space 23 between the front beam 13 and the integral beam 23.

[0061] The front support 13 and the integral support 23 are curved with the same radius, resulting in an elliptical cross-sectional geometry for the support space 33. The ends of the front support 13 and the integral support 23 converge in such a way that a lens-shaped cross-sectional geometry results. The integral support 23 is positioned at the same height as the front support 13 in certain sections.

[0062] The front support 13 is permanently integrated into the body-in-white structure 110 and, for example, welded to the high-beams 2. The integral support 23, on the other hand, is detachably attached to the high-beams 2 and, for example, bolted to them. This allows the integral support 23 to be installed or removed from an existing body-in-white structure 110 particularly easily.

[0063] The front carrier 13 and the integral carrier 23 are each provided by a hollow profile component 6. The hollow profile component 6 of the integral carrier 23 is equipped at each end with a flange unit 43 (as shown in the Figure 4 (especially easy to see). To fasten the integral carrier 3, the flange units 43 are then screwed to the high-beams 2 using several screw devices 53.

[0064] Two mounting rails 14 of a rail system 4 are attached to the integral carrier 23. For clarity, the mounting rails 14 are shown here in an exploded view. The components related to the Figure 5 The presented support carriage 24 can be slidably mounted. The mounting rails 14 follow the curvature of the integral beam 23.

[0065] In one embodiment, the integral carrier 23 can be equipped with a connection device 7 (not visible here) for a steering column 104 (shown here in a highly schematic manner).

[0066] The front carrier can be equipped in a configuration with a disc frame structure 9 (not visible here) for attaching a windshield 106.

[0067] To simplify assembly or retrofitting, the cabin component structure 1 includes a pre-assembled module. 5.Module 5 is provided here by the integral carrier 23 and the mounting rails 14 attached to it. Module 5 can also include further components attached directly or indirectly to the integral carrier 23, as described below, for example.

[0068] Figure 4b shows a further development of the cabin section structure 1 described in relation to the two previous figures, equipped with a bulkhead 62. The bulkhead 62 is bolted to the front support 13, the base cross member 42, and the uprights 2. The bulkhead 62 is curved corresponding to the front support 13 and is designed as a metal foam composite panel and, for example, as an aluminum foam sandwich panel. This results in particularly high stability and crash safety, and, depending on the thickness of the bulkhead 62, also protection against flying debris or splinters.

[0069] The bulkhead 62 extends here only over a lower section of one front face of the front support 13, so that the windshield 106 can be mounted above it. The bulkhead may have protrusions and / or recesses (not shown) into or through which vehicle components extend. The recesses are preferably covered.

[0070] The Figure 5 Figure 1 shows a driver's cab 10 equipped with a body section structure 1 according to the invention in a view cut along the longitudinal direction of the vehicle. The section shown depicts a cockpit 105 of the driver's cab 10. The body shell structure 110 and the cross member unit 3 are shown here, for example, as before, with reference to the Figure 3 described. The front carrier 13 is not visible in the section shown here.

[0071] The rail assembly 4 is particularly easy to see here, which is shown here as being equipped with only one mounting rail 14. The mounting rail 14 is mounted directly on the integral support 23. A support carriage 24 is mounted on the support rail 14 and can be moved longitudinally along the mounting rail 14. A user interface 101 is attached to the support carriage 24, which may include, for example, an operating device 102 and / or a display device 103.

[0072] A contact rail 34 is arranged between the mounting rail 14 and the integral carrier 23. The contact rail 34 provides both power and data transmission for the user interfaces 101 mounted on the rail assembly 4. This allows the user interface 101 to be easily and quickly connected to the vehicle 100's power supply by simply inserting it into the mounting rail 24, and simultaneously to communicate with its control units.

[0073] The integral carrier 23 also serves as a cockpit component carrier 63. This allows the cockpit components shown here to be mounted on the integral carrier 23. For example, an instrument panel 8, a cockpit fairing 18, and several air conditioning ventilation units 28 are attached to the integral carrier 23.

[0074] The integral carrier 23 is part of a pre-assembled module 5. The components attached to the integral carrier 23, in its function as a cockpit component carrier 63, are already pre-assembled. During the manufacturing of the driver's cab, the integral carrier 23 simply needs to be bolted to the high-rise beams 2 for the cockpit 105. The corresponding electrical and fluid-aeration connections of the components are then made, either before or after this.

[0075] In the Figures 6 and 7 A driver's cab 10 is shown, as it is used, for example, in relation to the Figure 5 This is described. Components not assembled as Module 5 are shown with dashed lines. A driver's seat (112) is shown to illustrate the driver's seating position. For clarity, the steering wheel and steering column are not shown.

[0076] Particularly clearly visible here is the cockpit 105 with the instrument panel 8 and the cockpit fairing 18 as well as the ventilation units 28. Also clearly visible here is the rail system 4, which is equipped here by way of example with three carrier slides 24.

[0077] The rail assembly 4 is equipped with two interchangeable sections 44, in which the carrier carriages 24 can be inserted into or released from the receiving rail 14. The interchangeable sections 44 are located, but not visible, beneath a locking component 54. The locking component 54 prevents the carrier carriages 24 from being unintentionally inserted into and released from the interchangeable section 44. The locking component 54 can be easily removed if necessary.

[0078] The support carriages 24 can be equipped with user interfaces 101, which are only schematically indicated here. For example, one of the support carriages 24 can have an operating device 102 attached, and another support carriage 24 can have a display device 103 and, for example, a display. The third support carriage 24 is available, for example, for retrofitting additional user interfaces 101.

[0079] An additional rail assembly 64 with an additional mounting rail 74 is attached to the integral carrier 23. Further user interfaces 101, not shown in detail here, can be slidably attached to this. The additional rail assembly 64 is also part of the pre-assembled module 5.

[0080] The invention presented here offers a driver's cab 10 that is particularly well-suited for lightweight construction, offering high rigidity and crash safety. At the same time, the rail system 4 attached to the integral support 23 allows for exceptional variability. For example, the cockpit 105 can be easily adapted to various functional requirements by means of the double-track mounting rail 14 and the sliding support carriage 24. This enables the quick and easy mounting of industry- and customer-specific cockpit components, instruments, cockpit devices, and cockpit boxes onto the support carriage 24. The stepless positioning of the functional devices on the, for example, arc-shaped mounting rail 14 allows for optimal ergonomic positions. In this way, a wide variety of devices and components can be precisely positioned in the cockpit area for the driver and attendant.There are also economic advantages for manufacturing, as the specific configuration of the Cockpit 105 is significantly simplified. This also makes the Cockpit 105 particularly future-proof and sustainable. Reference symbol list:

[0081] 1 Cabin section structure 105 cockpit 2 High-beam 106 windshield 3 Crossbeam unit 107 chassis 4 Rail system 108 wheel 5 module 109 Tür 6 Hollow profile component 110 shell structure 7 Connection facility 111 Roof 8 Instrument panel 112 seat 9 disc frame structure 120 commercial vehicle 10 Driver's cab 12 A-pillar 13 Front carrier 14 Mounting rail 18 cockpit fairing 22 Roof crossbeam 23 Integral carrier 24 carrier sled 28 ventilation opening 32 Roof longitudinal beams 33 Carrier space 34 Contact rail 42 Base crossbeam 43 Flange unit 44 Transition section 52 Base longitudinal beam 53 Screwing device 54 Locking component 62 bulkhead 63 Cockpit component carrier 64 Additional rail system 73 stiffening element 74 Additional mounting rail 100 motor vehicle 101 User interface 102 Control unit 103 Display device 104 steering column

Claims

1. A cab substructure (1) for a driver's cab (10) of a motor vehicle (100) and preferentially of a commercial vehicle (120), including at least two vertical supports (2) extending in the vehicle vertical direction, and at least one cross-member unit (3) extending in the vehicle transverse direction and connected to the vertical supports (2), wherein the cross-member unit (3) is arranged spaced apart from the upper and lower ends of the vertical supports (2), wherein the cross-member unit (3) includes at least one front beam (13) curved in the vehicle forward driving direction (namely convexly) and at least one integral beam (23) curved opposite to the vehicle forward driving direction (namely concavely), so that the front beam (13) and the integral beam (23) between them define a beam space (33), characterised in that the front beam (13) and the integral beam (23) are curved with a same radius over at least half of their span, so that the defined beam space (33) has an ellipsoidal cross-sectional geometry.

2. The cab substructure (1) according to the preceding claim, wherein the cross-member unit (3) includes at least one rail device (4) for the moveable receiving of at least one user interface (101), in particular, operating devices (102) and / or display devices (103), in the driver's cab (10) and wherein the rail device (4) includes at least one mounting rail (14) extending in the vehicle transverse direction and attached to the integral beam (23) for receiving beam slides (24).

3. The cab substructure (1) according to the preceding claim, wherein the at least one mounting rail (14) follows the curvature of the integral beam (23).

4. The cab substructure (1) according to any one of the two preceding claims, wherein the rail device (4) includes at least one contact rail (34), by means of which a mounted user interface (101) is electrically contactable.

5. The cab substructure (1) according to any one of the three preceding claims, wherein the rail device (4) comprises at least one changing portion (44), within which the beam slide (24) can be inserted into the mounting rail (14) and / or can be released from the mounting rail (14), and wherein the changing portion (44) preferentially is situated on at least one end region of the mounting rail (14).

6. The cab substructure (1) according to the preceding claim, wherein the at least one changing portion (44) can be covered by means of a closure component (54), so that an inadvertent sliding-in of the beam slide (24) into the changing portion (44) is blocked.

7. The cab substructure (1) according to any one of the preceding claims, including at least one additional rail device (64) with at least one additional mounting rail (74) extending in the vehicle transverse direction and arranged at least partially above the beam space (33) for receiving beam slides (24).

8. The cab substructure (1) according to any one of the preceding claims, wherein the integral beam (23) is detachably connected to the vertical supports (2) and / or to the front beam (13) and preferentially screwed.

9. The cab substructure (1) according to any one of the preceding claims, including at least one pre-assemblable module (5), which can be mounted into an already existing body structure (110) of the driver's cab (10), wherein the module (5) includes at least the integral beam (23) and a rail device (4), so that for attaching the rail device (4) to the body structure (110) the integral beam (23) has to be connected to the body structure (110).

10. The cab substructure (1) according to any one of the preceding claims, where in between the front beam (13) and the integral beam (23) at least one stiffening element (73) extends.

11. The cab substructure (1) according to any one of the preceding claims, wherein the integral beam (23) and the front beam (13) are provided by a hollow section component (6) each, and / or include such.

12. The cab substructure (1) according to any one of the preceding claims, wherein the integral beam (23) comprises at least one connecting device (7) for a steering column (104) and wherein the integral beam (23) preferentially comprises at least two connecting devices (7), including a connecting device (7) for embodying the vehicle as lefthand drive vehicle and a further connecting device (7) for embodying the vehicle as right-hand drive vehicle.

13. The cab substructure (1) according to any one of the preceding claims, wherein the integral beam (23) provides at least one cockpit component carrier (63) and wherein for this purpose at least one instrument panel (8) for a cockpit (105) of the driver's cab (10) and / or at least one cockpit covering and / or at least one ventilation opening for an air-conditioning system can be attached to the integral beam (23) for this purpose.

14. The cab substructure (1) according to any one of the preceding claims, wherein the front beam (13) comprises at least one windscreen frame structure (9) for mounting a windscreen (106).

15. A motor vehicle (100), in particular, commercial vehicle (110), having at least one driver's cab (10), including a cab substructure (1) according to any one of the preceding claims.