VEHICLE

Description

[0001] The present invention relates to a vehicle.

[0002] To secure a vehicle, especially a wheeled vehicle, under an aircraft, suitable lifting equipment, such as straps or chains, can be attached to the vehicle. This equipment can be secured, according to company procedures, to the vehicle's roof or components near the roof. The vehicle may be equipped with suitable eyelets on its roof for this purpose. When a pulling force is applied to the lifting equipment, the vehicle is pulled upwards by its superstructure.

[0003] This causes the vehicle chassis to be pulled upwards from the vehicle body. The chassis is then only suspended from the vehicle body via chassis-body interfaces, which mechanically stresses these interfaces. These stresses are difficult to reconcile with the usual load profiles for such chassis-body interfaces between the vehicle body and the chassis. It is therefore desirable to mechanically relieve the chassis-body interfaces.

[0004] However, attaching the lifting slings directly to the chassis would create the problem of having to route them laboriously up the sides of the vehicle body towards the aircraft. This would prevent chafing of the slings against the sides and edges, such as the roof edge, during vehicle movement during loading. Rails, eyelets, or rollers could be used to guide the slings upwards. However, these additional components would negatively impact the vehicle's weight and width. Another option would be to attach the slings to the rear and front of the vehicle using eyelets.

[0005] However, the aforementioned solutions require either that, when attaching the lifting slings directly to the chassis, the slings must be guided externally along the vehicle body as described above, or that, when attaching them to the roof, the chassis-body interfaces are subjected to very high stress. Furthermore, any necessary guides for the slings on the side walls of the vehicle body result in increased vehicle weight and width. This poses a risk to the vehicle's roadworthiness.

[0006] The JP 2020 199818 A shows an unmanned aerial vehicle with several lifting devices that can be attached to a vehicle for the purpose of transporting it.

[0007] DE 28 18 539 A1 describes a kit for a load handling system for helicopter external loads, consisting of a strap sling for attaching the load to a lifting hook or suspension device of a helicopter, wherein continuously adjustable strap strands extending from the load run upwards towards the helicopter and centrally converge in a closed ring formed from several sewn layers of webbing, which can be attached to the lifting hook there, and to which they are looped with their ends.

[0008] EP 2 964 527 B1 shows lifting equipment with which a vehicle can be attached to the outside of an aircraft for transport.

[0009] Against this background, one object of the present invention is to provide an improved vehicle.

[0010] Accordingly, a vehicle is proposed comprising a chassis frame, a vehicle body supported by the chassis frame, and several lifting devices connected to the chassis frame. The vehicle body has load-bearing structures and a roof, with the lifting devices passing through these load-bearing structures from the chassis frame to the roof.

[0011] Because the lifting slings are directly connected to the chassis frame, the load transfer into the vehicle body itself is reduced. This results in lower mechanical stress at the chassis frame-body interfaces. Since the lifting slings pass through the load-bearing structures, lateral guides for the slings are unnecessary, leading to weight savings and a reduction in vehicle width. This also allows for better utilization of the maximum permissible vehicle width. Furthermore, it reduces the risks associated with vehicle approval and saves time during loading.

[0012] The vehicle is specifically an airborne vehicle. Therefore, the terms "vehicle" and "airborne vehicle" can be used interchangeably throughout this text. The vehicle may be a protected vehicle, but this is not mandatory. In this context, "protected" can be understood to mean, in particular, that the vehicle is protected against gunfire, booby traps, improvised explosive devices (IEDs), mines, or similar threats. As mentioned previously, however, it is not necessary for the vehicle to be a protected vehicle. The vehicle may be a passenger car or a commercial vehicle.

[0013] The vehicle is preferably a wheeled vehicle. However, the vehicle can also be a tracked vehicle. For the purposes of this text, it will be assumed that the vehicle is a wheeled vehicle. The vehicle is specifically a military vehicle. Therefore, the vehicle can also be referred to as a military vehicle. The vehicle may have all-wheel drive. Therefore, the vehicle can also be referred to as an all-wheel-drive vehicle. The vehicle is specifically a chassis-based vehicle and can therefore also be referred to as such.

[0014] The vehicle can be loaded using lifting equipment. "Loading" the vehicle specifically means that it can be transported, for example, by an aircraft. For this purpose, a crane or winch on the aircraft is connected to the lifting equipment attached to the chassis frame using additional lifting equipment. The vehicle is then lifted by the aircraft and can thus be loaded or transported. The vehicle is preferably transported as an external load of the aircraft. This means, in particular, that the vehicle is not transported inside the aircraft, but rather on the outside of it.

[0015] The chassis frame can be part of the vehicle's chassis. In addition to the chassis frame, the chassis includes, for example, wheels that can rotate around wheel axles. Furthermore, the chassis can have wheel suspensions in addition to the chassis frame, with each wheel having its own wheel suspension. The wheel suspensions can, for example, be designed as independent suspensions for the wheels. The chassis frame preferably comprises two longitudinal beams arranged parallel to and spaced apart from each other, which are connected to each other by means of crossbeams oriented perpendicular to the longitudinal beams. For example, the crossbeams are bolted, riveted, and / or welded to the longitudinal beams. The chassis frame is preferably a ladder frame. Therefore, the terms "chassis frame" and "ladder frame" can be used interchangeably in this context.

[0016] The lifting slings are connected, for example, to the longitudinal members of the chassis frame. For this purpose, attachment points are provided on the longitudinal members, at which the lifting slings are connected to the chassis frame. The attachment points can be, for example, structural elements attached to the chassis frame, such as eyelets or loops, into which the lifting slings can be hooked to connect them to the chassis, particularly the chassis frame. The attachment points can also be welded or bolted connections. Each lifting sling is assigned one such attachment point. Preferably, at least four attachment points are provided. For example, two attachment points are provided on one of the longitudinal members and two further attachment points on the other of the two longitudinal members.

[0017] The number of lifting devices is arbitrary. In particular, at least three lifting devices are provided. However, four lifting devices are particularly preferred. More than four lifting devices are also possible. In this context, "lifting devices" are understood to be devices that establish a connection between a load, in this case the vehicle, and a lifting device, such as a crane or a winch. Lifting devices can be, for example, straps, ropes, chains, webbing slings, lifting strap loops, round slings, and detachable connecting parts, such as shackles or swivels. In this context, the lifting devices used include, for example, ropes, in particular wire ropes, straps, in particular textile straps, chains, or bending bars. In this context, a "bending bar" is understood to be a rod-shaped component that can be elastically deformed, in particular bent, by the application of a force.

[0018] The fact that the lifting slings are "connected" to the vehicle's chassis frame means, in this case, that the slings can be attached to the chassis frame either permanently or detachably. For example, the slings may be welded to the chassis frame. Alternatively, the slings may also be detachably connected to the chassis frame at the previously mentioned attachment points. For this purpose, a bolted connection or a hook-in connection may be provided between the slings and the chassis frame. However, the type of connection between the slings and the chassis frame is arbitrary.

[0019] The vehicle body can also be referred to as the chassis or the vehicle cell. The terms "vehicle body," "chassis," and "vehicle cell" are therefore interchangeable. The vehicle body can be armored, but this is not mandatory. The vehicle body can have a skeletal structure. For example, the vehicle body can have open side walls. "Open" here means that the side walls can be constructed like a truss or a skeleton. The side walls can also be frame-like. Hinged doors can be provided on the side walls. The doors are optional. The roof can also be open, meaning that the roof does not necessarily have to be closed. The roof can also be constructed like a truss or a skeleton. The roof can be frame-like and connect the load-bearing structures.

[0020] The vehicle body encloses or defines a vehicle interior or interior space in which the vehicle's occupants can be located. The interior space can be accessible from the vehicle's surroundings, for example, via the aforementioned doors. In addition to the roof and load-bearing structures, the vehicle body can include a floor. The load-bearing structures connect the floor to the roof. Thus, the load-bearing structures preferably extend between the roof and the floor. The floor and the roof are preferably rigidly connected to the load-bearing structures. For example, the floor and the roof are bolted, riveted, and / or welded to the load-bearing structures.

[0021] The load-bearing structures are primarily load-bearing vehicle pillars and can therefore also be described as such. Accordingly, the terms "load-bearing structure" and "load-bearing vehicle pillar" can be used interchangeably in this context. "Load-bearing" in this case means that forces can be transferred from the ground to the roof or vice versa with the help of the load-bearing structures. The load-bearing structures stiffen the vehicle body. In particular, in the event of a rollover accident, the load-bearing structures have the vital function of stabilizing the vehicle body against vertical deformation. Furthermore, the load-bearing structures are designed to absorb forces in a side impact, ensuring the safety of the vehicle's occupants.

[0022] Preferably, four or six load-bearing structures are provided, spaced apart from one another in pairs along the side walls of the vehicle body. The load-bearing structures are, in particular, hollow. For example, the load-bearing structures are tubular. The load-bearing structures can have any cross-section, for example, a circular or rectangular cross-section. The load-bearing structures can be tubes or rectangular beams. The load-bearing structures can be completely closed. However, this is not mandatory. Alternatively, the load-bearing structures can also have openings, recesses, bores, or the like. This allows the load-bearing structures to have a skeletal, truss-like, or grid-like structure. This enables a reduction in weight. The load-bearing structures can be made, for example, of steel tubes and / or aluminum tubes.Fiber-reinforced composite materials can also be used.

[0023] Each lifting sling is preferably assigned to exactly one load-bearing structure. The lifting slings are guided, at least partially, within the respective load-bearing structure, from the chassis frame to the roof. The lifting slings are thus arranged, at least partially, within the load-bearing structures. However, this does not preclude the possibility that the lifting slings may also be guided or run, at least partially, outside the load-bearing structures.

[0024] The lifting slings are, in particular, part of a lifting system installed in the vehicle for securing the vehicle. This lifting system can be retrofitted. To enable retrofitting, the supporting structures are designed to be hollow or tubular, allowing the lifting slings to pass through them. The supporting structures can be part of the lifting system, but this is not mandatory.

[0025] According to one embodiment, the supporting structures are load-bearing vehicle pillars, in particular A-pillars, B-pillars and / or C-pillars.

[0026] For example, a pair of first load-bearing structures in the form of A-pillars, a pair of second load-bearing structures in the form of B-pillars, and a pair of third load-bearing structures in the form of C-pillars may be provided.

[0027] This means that, for example, six such load-bearing structures could be provided. However, it could also be that only four load-bearing structures, in this case in the form of A-pillars and B-pillars, are provided. The lifting slings could then be routed, for example, through the first and second load-bearing structures, through the first and third load-bearing structures, or through the second and third load-bearing structures. In the aforementioned cases, exactly four lifting slings are provided. If exactly six lifting slings are provided, one lifting sling can be assigned to each of the aforementioned load-bearing structures.

[0028] According to another embodiment, the supporting structures are coated on the inside and / or the lifting devices on the outside with a friction-reducing coating.

[0029] The coating can be, for example, a lubricant. Copper paste, for instance, can be used for the coating. The coating can also be a plastic coating, such as a polytetrafluoroethylene (PTFE) coating, applied to the inside of the supporting structures and / or the outside of the lifting slings. In particular, each lifting sling has an outer surface. This outer surface faces the respective inner surface of the supporting structures. The supporting structures each enclose a cavity in which the lifting sling associated with that structure is housed. The coating is located within this cavity. When a tensile force is applied to the lifting slings, they align themselves within the supporting structures, with the coating facilitating this alignment.

[0030] According to another embodiment, the lifting devices have stop sections facing away from the chassis frame.

[0031] Additional lifting gear, such as that connected to the aircraft, particularly a crane or winch, can be attached to these lifting sections. The lifting sections can have a loop-shaped or ring-shaped geometry, meaning that the lifting gear can be loop-shaped or ring-shaped. The aircraft's lifting gear can be detachably connected to the lifting sections using shackles or hooks. The lifting sections can be foldable or collapsible.

[0032] According to another embodiment, the roof has receiving sections for receiving the stop sections at least in sections.

[0033] The receiving sections are preferably frustoconical or funnel-shaped. These receiving sections preferably form recesses in the roof in which the attachment sections of the lifting devices can be at least partially received. For example, the attachment sections can be folded down and received in the receiving sections when no loading of the vehicle is planned. This reduces the vehicle's height.

[0034] According to a further embodiment, the lifting devices are flexible at least in sections, wherein the lifting devices are in particular rope-shaped, belt-shaped, chain-shaped or bending rod-shaped at least in sections.

[0035] The fact that the lifting gear is "at least partially flexible" means, in this case, in particular, that the lifting gear may also be partially inflexible. For example, the lifting sections of the lifting gear are inflexible. The lifting gear may be flexible between the lifting gear and the attachment points of the lifting gear to the chassis frame. The lifting gear may, for example, be in the form of a rope, in particular a wire rope, or a chain. Furthermore, straps, in particular textile straps, may also be used as lifting gear.

[0036] According to another embodiment, only tensile forces can be transmitted using the lifting devices.

[0037] This means, in particular, that the lifting equipment will give way or buckle when pressure is applied.

[0038] According to another embodiment, the chassis frame has longitudinal beams and crossbeams arranged perpendicular to the longitudinal beams, with the stop means being connected to the longitudinal beams and / or to the crossbeams.

[0039] The vehicle is specifically assigned a coordinate system with a first spatial direction, longitudinal direction or x-direction, a second spatial direction, transverse direction or y-direction, and a third spatial direction, vertical direction or z-direction. The directions are oriented perpendicular to each other. Preferably, the longitudinal beams extend along the longitudinal direction. The crossbeams preferably extend perpendicular to the longitudinal direction along the transverse direction. The crossbeams can be rigidly connected to the longitudinal beams, in particular by bolting and / or welding. The construction of the chassis frame with the longitudinal beams and crossbeams results in the aforementioned ladder-like structure of the chassis frame. "Perpendicular" in this context refers in particular to an angle of 90° ± 10°, preferably 90° ± 5°, more preferably 90° ± 3°, more preferably 90° ± 1°, and more preferably exactly 90°.

[0040] According to another embodiment, the vehicle has chassis frame-vehicle body interfaces by means of which the chassis frame is connected to the vehicle body.

[0041] The chassis frame-body interfaces are preferably detachable. For example, the chassis frame-body interfaces are bolted connections provided between the chassis frame and the body. This allows the chassis frame or the body to be replaced. The chassis frame-body interfaces are provided on the chassis frame and / or on the body. The number of chassis frame-body interfaces is arbitrary. However, at least four such chassis frame-body interfaces are particularly preferred. Force is transmitted from the body to the chassis frame and from the chassis frame to the body via the chassis frame-body interfaces.

[0042] According to another embodiment, the chassis frame-vehicle body interfaces are arranged between attachment points where the lifting devices are connected to the chassis frame.

[0043] In particular, the chassis frame-vehicle body interfaces are arranged between the attachment points when viewed along the longitudinal direction. The attachment points can be, for example, welded or bolted connections between the lifting slings and the chassis frame. The number of attachment points preferably corresponds to the number of lifting slings. For example, four lifting slings and, accordingly, four attachment points are provided. The attachment points can be located on the longitudinal beams and / or on the crossbeams. This can mean, in particular, that all attachment points are located on the longitudinal beams, that all attachment points are located on the crossbeams, or that some attachment points are located on the longitudinal beams and some on the crossbeams.

[0044] According to another embodiment, the lifting devices are led obliquely from the supporting structures towards the chassis frame.

[0045] In particular, the load-bearing structures are offset outwards relative to the chassis frame when viewed along the transverse direction. This means, specifically, that the chassis frame is positioned between the load-bearing structures when viewed along the transverse direction. The vehicle body is therefore preferably wider than the chassis frame when viewed along the transverse direction. To guide the lifting slings from the load-bearing structures to the chassis frame, the slings are oriented at an angle. The slings can be arranged at an angle along the longitudinal direction, the transverse direction, and / or the vertical direction. Thus, any orientation of the slings in space is possible.

[0046] According to another embodiment, the vehicle has deflection elements for redirecting the lifting equipment.

[0047] The deflection elements are mounted primarily on the vehicle body. These elements can be used to redirect the lifting slings away from the side walls or load-bearing structures towards the chassis frame, particularly towards the attachment points. The deflection elements can be, for example, rotatably mounted rollers. Alternatively, they can be tubes or cylinders over which the lifting slings can slide. Each lifting sling can be assigned such a deflection element, but this is not mandatory.

[0048] According to another embodiment, the vehicle has force transmission elements by means of which the lifting devices are connected to the chassis frame, the force transmission elements extending outwards from the chassis frame in the direction of the supporting structures.

[0049] The force transmission elements primarily bridge the gap between the load-bearing structures and the chassis frame. These elements can be connected to the chassis frame at the attachment points. In this case, the attachment points can be, for example, bolted and / or welded connections. The force transmission elements can be designed, for example, as T-beams. Alternatively, they can be curved round bars that extend outwards from the chassis frame towards the load-bearing structures. For example, the force transmission elements are made of round steel. However, they can also be tubular.

[0050] According to another embodiment, the cross-sectional area of ​​each force transmission element decreases from the chassis frame outwards in the direction of the supporting structures.

[0051] In this case, the force transmission elements are preferably designed as T-beams. The force transmission elements taper outwards from the chassis frame towards the side walls or towards the load-bearing structures. This tapers the cross-sectional area of ​​the force transmission elements. In other words, the cross-sectional area of ​​the force transmission elements becomes smaller as they approach the lifting points. "Tapering" in this context refers specifically to the fact that the height of the force transmission elements, viewed along the vertical direction from the chassis frame towards the load-bearing structures, decreases.

[0052] According to another embodiment, the vehicle has tubular guide elements for guiding the lifting devices from the supporting structures towards the chassis frame, wherein the lifting devices are arranged at least partially within the guide elements.

[0053] The guide elements are tubular and can therefore also be called guide tubes. Each lifting sling can be assigned such a guide element. The guide elements direct the lifting slings from the supporting structures towards the attachment points. The lifting slings are connected to the attachment points. The lifting slings pass through the guide elements. The guide elements can be arranged at an angle to the longitudinal, transverse, and / or vertical direction.

[0054] The term "one" here should not necessarily be understood as restricting the number to exactly one element. Rather, it can also refer to multiple elements, such as two, three, or more. Similarly, every other counter used here should not be interpreted as restricting the number to the exact number stated. Instead, numerical deviations, both higher and lower, are possible unless otherwise specified.

[0055] Other possible implementations of the vehicle also include combinations of features or embodiments described previously or subsequently with regard to the exemplary embodiments, even if not explicitly mentioned. In such cases, the person skilled in the art will also add individual aspects as improvements or additions to the respective basic form of the vehicle.

[0056] Further advantageous embodiments and aspects of the vehicle are the subject of the dependent claims and the exemplary embodiments of the vehicle described below. The vehicle will be explained in more detail below with reference to preferred embodiments and the accompanying figures. Fig. 1 shows a schematic side view of an embodiment of a vehicle; Fig. 2 shows a schematic top view of the vehicle according to Fig. 1 Fig. 3 shows a schematic front view of the vehicle according to Fig. 1 Fig. 4 shows a schematic sectional view of an embodiment of a stop system for the vehicle according to Fig. 1 ; Fig. 5 shows a schematic front view of another embodiment of a vehicle; Fig. 6 shows a schematic front view of another embodiment of a vehicle; and Fig. 7 shows a schematic front view of another embodiment of a vehicle.

[0057] In the figures, identical or functionally equivalent elements have been given the same reference symbols, unless otherwise indicated.

[0058] The Fig. 1 Figure 1A shows a schematic side view of an embodiment of a vehicle 1A. Fig. 2 shows a schematic top view of vehicle 1A. Fig. 3 shows a schematic front view of vehicle 1A. The following refers to the Fig. 1 bis 3 Reference was made at the same time.

[0059] Vehicle 1A is assigned a coordinate system with a first spatial direction, longitudinal direction or x-direction x, a second spatial direction, transverse direction or y-direction y, or a third spatial direction, vertical direction or z-direction z. The directions x, y, z are oriented perpendicular to each other. A gravitational direction g can be oriented essentially opposite to the z-direction z. A weight force G of vehicle 1A acts along the gravitational direction g.

[0060] Vehicle 1A can be a military vehicle, in particular an airborne vehicle. Vehicle 1A can therefore also be referred to as a military vehicle. Vehicle 1A can be a passenger car or a commercial vehicle. Vehicle 1A is a chassis-based vehicle and can therefore also be referred to as such. Vehicle 1A can furthermore be referred to as an airborne vehicle. In this context, an "airborne vehicle" is understood to be a vehicle that can be transported by means of an aircraft, for example, a helicopter. In this case, Vehicle 1A is transported, in particular, as an external load of the aircraft. Vehicle 1A can be armed or unarmed.

[0061] Vehicle 1A comprises a vehicle body 2. The vehicle body 2 can also be referred to as the body or the vehicle cell. The terms "vehicle body," "body," and "vehicle cell" are therefore interchangeable. The vehicle body 2 may be armored. In this case, the vehicle body 2 is specifically protected against gunfire, booby traps, improvised explosive devices (IEDs), mines, or the like. However, this is not mandatory. In the following, it is assumed that the vehicle body 2 is not protected.

[0062] The vehicle body 2 can have a skeletal structure. The vehicle body 2 encloses or defines a vehicle interior or interior space 3 in which a crew of vehicle 1A can be located. Three seats (not shown) can be installed in the interior space for the crew. The interior space 3 can be accessible, for example, via doors 4 and 5 from an area 6 of vehicle 1A.

[0063] The vehicle body 2 has a floor 7 and a roof 8 facing away from the floor 7. Furthermore, the vehicle body 2 includes a hood 9, a radiator grille 10, a windshield or front windscreen 11, a rear wall 12, and a loading area 13. The vehicle body 2 also includes two side walls 14, 15, to which the doors 4, 5 may be pivotally hinged. The side walls 14, 15 are preferably truss-like or skeletal in shape. The side walls 14, 15 are therefore not closed, but open. The front windscreen 11 is optional. If a front windscreen 11 is present, its orientation can vary. Fig. 1 folded forward onto the hood 9. At least the windshield 11 can be protected.

[0064] The vehicle body 2 has load-bearing structures 16, 17, 18 which connect the floor 7 to the roof 8. The load-bearing structures 16, 17, 18 are load-bearing vehicle pillars and can therefore also be referred to as such. Accordingly, the terms "load-bearing structure" and "load-bearing vehicle pillar" can be used interchangeably in this context. "Load-bearing" in this case means that forces can be transferred from the floor 7 to the roof 8 or vice versa with the help of the load-bearing structures 16, 17, 18. The floor 7 and the roof 8 are firmly connected to the load-bearing structures 16, 17, 18. For example, the floor 7 and the roof 8 are bolted, riveted, and / or welded to the load-bearing structures 16, 17, 18.

[0065] Preferably, four or six load-bearing structures 16, 17, 18 are provided, each arranged in pairs opposite one another on the side walls 14, 15. There can be one pair of first load-bearing structures 16, one pair of second load-bearing structures 17, and one pair of third load-bearing structures 18. The first load-bearing structures 16 can also be referred to as A-pillars. The second load-bearing structures 17 can also be referred to as B-pillars. The third load-bearing structures 18 can also be referred to as C-pillars. The load-bearing structures 16, 17, 18 are hollow. For example, the load-bearing structures 16, 17, 18 are tubular. The load-bearing structures 16, 17, 18 can have any cross-section, for example, a circular or a rectangular cross-section. The load-bearing structures 16, 17, 18 can be tubes or rectangular beams.

[0066] Vehicle 1A can be a wheeled vehicle or a tracked vehicle. However, it is assumed below that vehicle 1A is a wheeled vehicle. Vehicle 1A comprises several wheel axles 19, 20, to which wheels 21, 22, 23, 24 are attached. For example, two wheel axles 19, 20 with four wheels 21, 22, 23, 24 are provided. In particular, a front axle or first wheel axle 19 and a rear axle or second wheel axle 20 are provided. However, more than two wheel axles 19, 20 can also be provided. Two wheels 21, 22, 23, 24 are assigned to each wheel axle 19, 20. At least the wheels 21, 23 are steerable. However, all wheels 21, 22, 23, 24 can also be steerable. Preferably, vehicle 1A comprises all-wheel drive. That means all wheel axles 19 and 20 are driven.

[0067] The wheel axles 19, 20 and the wheels 21, 22, 23, 24 are parts of a chassis or frame 25 of vehicle 1A. The chassis 25 comprises a frame 26 extending along the x-direction x. The frame 26 is a ladder frame. Therefore, the terms "chassis frame" and "ladder frame" can be used interchangeably in this context.

[0068] The chassis frame 26 comprises two longitudinal beams 27, 28 extending along the x-direction x and spaced apart from each other along the y-direction y. The longitudinal beams 27, 28 can be, for example, rectangular profiles or tubes. For example, the longitudinal beams 27, 28 can be made of a steel alloy or an aluminum alloy. Several crossbeams 29, 30, 31, 32, 33 are arranged perpendicular to the longitudinal beams 27, 28. The crossbeams 29, 30, 31, 32, 33 thus extend along the y-direction y. The number of crossbeams 29, 30, 31, 32, 33 is arbitrary. The crossbeams 29, 30, 31, 32, 33 are rigidly connected to the longitudinal beams 27, 28. For example, the crossbeams 29, 30, 31, 32, 33 are bolted, riveted and / or welded to the longitudinal beams 27, 28.The ladder-shaped structure of the chassis frame 26 is achieved using the longitudinal beams 27, 28 running along the x-direction x and the crossbeams 29, 30, 31, 32, 33 running along the y-direction y.

[0069] In addition to the chassis frame 26, the chassis 25 comprises several wheel suspensions 34, 35 ( Fig. 3 ), wherein each wheel 21, 22, 23, 24 is assigned such a wheel suspension 34, 35. This means, in particular, that four such wheel suspensions 34, 35 are provided. The wheel suspensions 34, 35 can, for example, be designed as independent wheel suspensions for the wheels 21, 22, 23, 24. For example, such a wheel suspension 34, 35 each has a lower control arm, an upper control arm, and a steering knuckle. The wheel suspensions 34, 35 can further include springs, dampers, stabilizers, or the like.

[0070] The vehicle body 2 is supported by the chassis 25, in particular by the chassis frame 26. This means, in particular, that the chassis 25 bears the weight of the vehicle body 2. The vehicle body 2 is detachable from the chassis 25. For example, the vehicle body 2 is bolted to the chassis 25, in particular to the chassis frame 26. This means, in particular, that the vehicle body 2 or the chassis 25 can be replaced.

[0071] To connect the vehicle body 2 to the chassis 25 or to the chassis frame 26, several chassis frame-vehicle body interfaces 36, 37, 38, 39 are provided. The chassis frame-vehicle body interfaces 36, 37, 38, 39 can, for example, be designed as bolted connections by means of which the vehicle body 2, in particular the floor 7 of the vehicle body 2, is connected to the chassis 25 or to the chassis frame 26. The number of chassis frame-vehicle body interfaces 36, 37, 38, 39 is arbitrary. In particular, however, at least four such chassis frame-vehicle body interfaces 36, 37, 38, 39 are provided.

[0072] For example, the chassis frame-body interfaces 36, 37, 38, 39 connect the longitudinal beams 27, 28 to the body 2, in particular to its floor 7. The chassis frame-body interfaces 36, 38 and the chassis frame-body interfaces 37, 39 are spaced apart from each other along the x-direction x. Furthermore, the chassis frame-body interfaces 36, 37 and the chassis frame-body interfaces 38, 39 are spaced apart from each other along the y-direction y.

[0073] For securing the vehicle under an aircraft, suitable lifting equipment, such as straps or chains, can be attached to vehicle 1A. According to internal operational knowledge, the lifting equipment can be attached, for example, to the roof 8 or components near the roof 8. For this purpose, vehicle 1A can be equipped with appropriate eyelets on the roof 8. When a tensile force is applied to the lifting equipment, vehicle 1A is pulled upwards by the vehicle body 2.

[0074] This causes the chassis 25 to be pulled upwards by the vehicle body 2. The chassis 25 is then only suspended from the vehicle body 2 via the chassis frame-vehicle body interfaces 36, 37, 38, 39, which mechanically loads these interfaces. These loads are difficult to reconcile with the usual load collectives for such chassis frame-vehicle body interfaces 36, 37, 38, 39 between the vehicle body 2 and the chassis 25. It is therefore desirable to mechanically relieve the chassis frame-vehicle body interfaces 36, 37, 38, 39.

[0075] Attaching the lifting slings directly to the chassis 25 would create the problem of having to guide them laboriously along the side walls 14, 15 of the vehicle body 2 upwards towards the aircraft. This would prevent chafing of the slings against the side walls 14, 15 and edges, such as roof edges, during vehicle 1A movement while being loaded. Rails, eyelets, or rollers could be used to guide the slings upwards. However, these additional components would negatively impact the weight balance and width of vehicle 1A. Furthermore, it would also be possible, in principle, to attach the slings to the rear and front of vehicle 1A using eyelets.

[0076] However, the aforementioned solutions require either that, when attaching the lifting slings directly to the chassis 25, the slings must be guided externally along the vehicle body 2 as described above, or that, when attaching the slings to the roof 8, the chassis frame-vehicle body interfaces 36, 37, 38, 39 are subjected to very high stress. Any necessary guides for the slings on the side walls 14, 15 of the vehicle body 2 result in a greater vehicle weight and width. This poses a risk to the vehicle 1A's type approval. This needs to be addressed.

[0077] To enable the vehicle 1A to be loaded using the aforementioned aircraft without the previously mentioned disadvantages, the vehicle 1A is equipped with a lifting system 40A. The lifting system 40A comprises several lifting devices 41, 42, 43, 44, which are rigidly connected to the chassis frame 26. In this context, a "lifting device" is understood to be a component that is not part of a lifting device, such as a winch or crane of the aircraft, and that enables a connection between the lifting device and a load, in this case, the vehicle 1A. The lifting devices 41, 42, 43, 44 are deformable or bendable. The lifting devices 41, 42, 43, 44 can be ropes or chains. The supporting structures 16, 17, 18 can be part of the lifting system 40A. However, this is not mandatory.

[0078] The lifting slings 41, 42, 43, 44 are guided from the roof 8 through the supporting structures 16, 18 to the chassis 25, in particular to the chassis frame 26. Alternatively, the lifting slings 41, 42, 43, 44 can also be guided through the supporting structures 16, 17 or through the supporting structures 17, 18 from the roof 8 through the supporting structures 16, 18 to the chassis 25, in particular to the chassis frame 26. Such lifting slings 41, 42, 43, 44 can also be guided through all supporting structures 16, 17, 18 from the roof 8 to the chassis 25, in particular to the chassis frame 26. On their way from the roof 8 to the chassis frame 26, the lifting devices 41, 42, 43, 44 can be deflected several times.

[0079] The number of lifting slings 41, 42, 43, 44 is arbitrary. However, at least four such lifting slings 41, 42, 43, 44 are provided. In the present case, the lifting system 40A has exactly four such lifting slings 41, 42, 43, 44, which are connected to the chassis frame 26, in particular to the longitudinal beams 27, 28, at connection points 45, 46, 47, 48. The connection points 45, 46, 47, 48 can be, for example, welded or bolted connections. For example, exactly four connection points 45, 46, 47, 48 are provided.

[0080] The connection points 45, 46, 47, 48 can be part of the chassis frame 26, in particular the longitudinal members 27, 28. Each longitudinal member 27, 28 is associated with two connection points 45, 46, 47, 48. Viewed along the x-direction x, the chassis frame-vehicle body interfaces 36, 37, 38, 39 can be located between the connection points 45, 46, 47, 48. However, this is not mandatory. Viewed along the z-direction z, the chassis frame-vehicle body interfaces 36, 37, 38, 39 and the connection points 45, 46, 47, 48 can also be arranged one above the other.

[0081] The lifting devices 41, 42, 43, 44 are preferably designed as ropes, in particular as wire ropes. Alternatively, the lifting devices 41, 42, 43, 44 can also be designed as chains or straps, in particular textile straps. Furthermore, the lifting devices 41, 42, 43, 44 can also be designed as bending bars. In this context, a "bending bar" is understood to be a rod-shaped component that can be elastically deformed by the application of a force.

[0082] The number of attachment points 45, 46, 47, 48 corresponds to the number of lifting slings 41, 42, 43, 44. This means, in particular, that four attachment points 45, 46, 47, 48 are provided. The attachment points 45, 46, 47, 48 can, for example, be or have structural elements attached to the chassis frame 26, such as eyelets or loops, into which the lifting slings 41, 42, 43, 44 can be hooked in order to connect the lifting slings 41, 42, 43, 44 at the attachment points 45, 46, 47, 48 to the chassis 25, in particular to the chassis frame 26.

[0083] As mentioned previously, the lifting slings 41, 42, 43, 44 are preferably fixedly connected to the chassis frame 26 at the attachment points 45, 46, 47, 48. Facing away from the chassis frame 26, each lifting sling 41, 42, 43, 44 has an eyelet-shaped attachment section 49, 50, 51, 52. Further lifting slings 53, 54, 55 can be attached to the attachment sections 49, 50, 51, 52, for example, by means of a shackle or a hook, and these are connected to the aircraft, in particular to its winch. Four lifting slings 53, 54, 55 are provided, of which in the Fig. 1 and 3 However, only three are shown. Lifting devices 53, 54, 55 can, in principle, be part of the lifting system 40A. However, in this case, lifting devices 53, 54, 55 are preferably not part of the lifting system 40A.

[0084] Each stop section 49, 50, 51, 52 can be associated with a funnel-shaped receiving section 56, 57, 58, 59 on the roof 8. The receiving sections 56, 57, 58, 59 can be frustoconical or conical and form recesses on the roof 8 in which the stop sections 49, 50, 51, 52 can be received, at least partially. For example, the stop sections 49, 50, 51, 52 can be folded into the receiving sections 56, 57, 58, 59 so that they do not protrude beyond the roof 8.

[0085] As mentioned previously, the lifting slings 41, 42, 43, 44 are guided through the supporting structures 16, 17, 18 from the roof 8 to the attachment points 45, 46, 47, 48 provided on the chassis frame 26. It may be necessary to redirect the lifting slings 41, 42, 43, 44 at least once or even several times. For this redirection, deflection elements 60, 61 ( Fig. 3 ) shall be provided which, for example, are suitable for redirecting the lifting slings 41, 42, 43, 44 away from the side walls 14, 15 towards the chassis frame 26, in particular towards the attachment points 45, 46, 47, 48. The redirecting elements 60, 61 can, for example, be rotatably mounted rollers. Alternatively, the redirecting elements 60, 61 can also be tubes or cylinders over which the lifting slings 41, 42, 43, 44 can slide.

[0086] The Fig. 4 shows a schematic sectional view of an embodiment of a stop system 40A as previously mentioned.

[0087] In particular, the Fig. 4 A sectional view of the lifting device 41 and the first supporting structure 16 associated with the lifting device 41. In this case, the lifting device 41 is, for example, a wire rope. The first supporting structure 16 can be a tube with a circular cross-section. The lifting device 41 comprises an outer surface 62 facing an inner surface 63 of the first supporting structure 16. Facing away from the inner surface 63, the first supporting structure 16 has an outer surface 64.

[0088] The first supporting structure 16 thus encloses a cavity 65 in which the lifting device 41 is arranged or received. Within the cavity 65, the lifting device 41 can move relative to the first supporting structure 16. An optional coating 66 may be provided within the cavity 65. The coating 66 facilitates the sliding of the lifting device 41 relative to the first supporting structure 16, as the coating 66 reduces the friction between the outer surface 62 of the lifting device 41 and the inner surface 63 of the first supporting structure 16.

[0089] The coating 66 can be applied to the inner surface 63 of the first supporting structure 16. Alternatively, the coating 66 can also be applied to the outer surface 62 of the lifting device 41. For example, the coating 66 can contain a lubricant. In particular, the coating 66 can be or comprise a copper paste. The coating 66 can also include graphite. However, the coating 66 can also be a plastic coating. For example, the coating 66 can be applied as a polytetrafluoroethylene (PTFE) coating to the inner surface 63 of the first supporting structure 16 or to the outer surface 62 of the lifting device 41.

[0090] The functionality of the 40A lifting system is explained below. Lifting slings 53, 54, 55, which may already be connected to the aircraft's winch, are connected to the lifting sections 49, 50, 51, 52 of lifting slings 41, 42, 43, 44. This can be done, for example, using shackles or hooks.

[0091] A tensile force Z is now applied to the lifting system 40A, in particular to the lifting slings 41, 42, 43, 44, via the lifting slings 53, 54, 55. This can occur, for example, when the aircraft gains altitude. Within the respective supporting structures 16, 17, 18, the lifting slings 41, 42, 43, 44 can align themselves by moving relative to the supporting structures 16, 17, 18. This can be facilitated by the coating 66.

[0092] Vehicle 1A is now lifted via the attachment points 45, 46, 47, 48 on the chassis 25, in particular on the chassis frame 26. The weight force G of vehicle 1A is thus transferred via the attachment points 45, 46, 47, 48 to the lifting devices 41, 42, 43, 44. Advantageously, no load is placed on the vehicle body 2 itself during the loading of vehicle 1A.

[0093] The Fig. 5 shows a schematic front view of another embodiment of a vehicle 1B.

[0094] Vehicle 1B corresponds in its construction and function to vehicle 1A. Vehicle 1B differs from vehicle 1A only in that it has a further embodiment of a stop system 40B as previously described. Stop system 40B, in turn, differs from stop system 40A only in that stop system 40B does not have deflection elements 60, 61 for deflecting the stop elements 41, 42, 43, 44, but rather force transmission elements 67, 68 to which the stop elements 41, 42, 43, 44 are attached.

[0095] Each lifting device 41, 42, 43, 44 is assigned its own force transmission element 67, 68. The force transmission elements 67, 68 bridge a gap between the supporting structures 16, 17, 18 and the chassis frame 26. The force transmission elements 67, 68 can be connected to the chassis frame 26 at the connection points 45, 46, 47, 48. In this case, the connection points 45, 46, 47, 48 can be, for example, bolted connections and / or welded connections.

[0096] The force transmission elements 67, 68 can, for example, be designed as T-beams that taper outwards from the chassis frame 26 towards the side walls 14, 15. "Tapering" in this context means, in particular, that the height of the force transmission elements 67, 68, as viewed along the z-direction, becomes smaller or decreases.

[0097] The Fig. 6 shows a schematic front view of another embodiment of a vehicle 1C.

[0098] Vehicle 1C corresponds in its construction and function to vehicle 1A. Vehicle 1C differs from vehicle 1A only in that it has a further embodiment of a stop system 40C as previously described. Stop system 40C, in turn, differs from stop system 40A only in that stop system 40C does not have deflection elements 60, 61 for deflecting the stop elements 41, 42, 43, 44, but rather guide elements 69, 70 through which the stop elements 41, 42, 43, 44 are guided.

[0099] The guide elements 69, 70 are tubular and can therefore also be referred to as guide tubes. Each lifting sling 41, 42, 43, 44 is assigned its own guide element 69, 70. The guide elements 69, 70 guide the lifting slings 41, 42, 43, 44 from the supporting structures 16, 17, 18 towards the attachment points 45, 46, 47, 48. The lifting slings 41, 42, 43, 44 are connected to the attachment points 45, 46, 47, 48. The lifting slings 41, 42, 43, 44 are arranged at least partially within the guide elements 69, 70. The guide elements 69, 70 can be arranged obliquely to the y-direction y and the z-direction z. Additionally, the guide elements 69, 70 can also be oriented obliquely to the x-direction x.

[0100] The Fig. 7 shows a schematic front view of another embodiment of a vehicle 1D.

[0101] Vehicle 1D corresponds in its construction and function to vehicle 1A. Vehicle 1D differs from vehicle 1A only in that it has a further embodiment of a stop system 40D as previously described. Stop system 40D, in turn, differs from stop system 40A only in that stop system 40D does not have deflection elements 60, 61 for deflecting the stop elements 41, 42, 43, 44, but rather force transmission elements 71, 72 to which the stop elements 41, 42, 43, 44 are attached.

[0102] Each lifting device 41, 42, 43, 44 is assigned its own force transmission element 71, 72. The force transmission elements 71, 72 bridge a gap between the supporting structures 16, 17, 18 and the chassis frame 26. The force transmission elements 71, 72 can be connected to the chassis frame 26 at the connection points 45, 46, 47, 48. In this case, the connection points 45, 46, 47, 48 can be, for example, bolted connections and / or welded connections.

[0103] In contrast to the previously described power transmission elements 67, 68, the power transmission elements 71, 72 are not designed as T-beams, but as curved round bars that curve outwards from the chassis frame 26 towards the side walls 14, 15. For example, the power transmission elements 71, 72 are made of round steel. The power transmission elements 71, 72 can also be tubular.

[0104] The different embodiments of the lifting system 40A, 40B, 40C, 40D relieve stress on the chassis frame-vehicle body interfaces 36, 37, 38, 39 between the vehicle body 2 and the chassis 25 when the vehicle 1A, 1B, 1C, 1D is loaded under an aircraft. Damage to the lifting devices 41, 42, 43, 44 or to the vehicle 1A, 1B, 1C, 1D caused by friction between the lifting devices 41, 42, 43, 44 and the vehicle body 2 is reliably prevented. This advantageously minimizes the risk during the approval of the vehicle 1A, 1B, 1C, 1D with regard to permissible gross vehicle weight and / or vehicle width.

[0105] By guiding the fixedly mounted lifting devices 41, 42, 43, 44 with the aid of the supporting structures 16, 17, 18, it is possible to avoid the unwanted introduction of forces into the chassis frame-vehicle body interfaces 36, 37, 38, 39. The chassis 25 can be loaded at points, namely the connection points 45, 46, 47, 48, where similar force introductions or stresses, such as when jacking up the vehicle 1A, 1B, 1C, 1D, are designed to occur.

[0106] The vibration or oscillation behavior of the vehicle 1A, 1B, 1C, 1D being transported under the aircraft is advantageously influenced. Since guides for lifting slings on the side walls 14, 15 of the vehicle body 2 are eliminated, weight can be saved. The time required for loading the vehicle 1A, 1B, 1C, 1D is reduced.

[0107] Advantageously, the development effort, including the verification program for the chassis frame-body interfaces 36, 37, 38, 39, is reduced because the tensile load plus the vibration component is eliminated during the design process, and the design of the chassis frame-body interfaces 36, 37, 38, 39 remains under a typical load. Designed areas of the chassis 22, namely the connection points 45, 46, 47, 48, can be used for the load.

[0108] Damage to the lifting slings 41, 42, 43, 44 due to friction is prevented. Any necessary lateral guides for the lifting slings 41, 42, 43, 44 on the vehicle body 2 can advantageously be omitted. As mentioned previously, this results in weight savings. Furthermore, a reduction in vehicle width is possible, or better utilization of the maximum permissible vehicle width is possible. Licensing risks are reduced. Time is saved when loading the vehicle 1A, 1B, 1C, 1D. The pendulum behavior of the vehicle 1A, 1B, 1C, 1D during loading can be positively influenced. No additional training is required for qualified loading personnel to load the vehicle 1A, 1B, 1C, 1D. The lifting system 40A, 40B, 40C, 40D requires little maintenance and is easy to repair in case of damage.

[0109] Although the present invention has been described using exemplary embodiments, it can be modified in many ways. REFERENCE MARK LIST

[0110] 1A Vehicle 1B Vehicle 1C Vehicle 1D Vehicle 2 Vehicle body 3 Interior 4 Door 5 Door 6 Surroundings 7 Floor 8 Roof 9 Hood 10 Radiator grille 11 Windscreen 12 Rear wall 13 Loading area 14 Side wall 15 Side wall 16 Structure 17 Structure 18 Structure 19 Wheel axle 20 Wheel axle 21 Wheel 22 Wheel 23 Wheel 24 Wheel 25 Chassis 26 Chassis frame 27 Longitudinal member 28 Longitudinal member 29 Cross member 30 Cross member 31 Cross member 32 Cross member 33 Cross member 34 Wheel suspension 35 Wheel suspension 36 Chassis frame-vehicle body interface 37 Chassis frame-vehicle body interface 38 Chassis frame-vehicle body interface 39 Chassis frame-vehicle body interface 40A Stop system 40B rigging system 40C rigging system 40D rigging system 41 rigging device 42 rigging device 43 rigging device 44 rigging device 45 attachment point 46 attachment point 47 attachment point 48 attachment point 49 rigging section 50 rigging section 51 rigging section 52 rigging section 53 rigging device 54 rigging device 55 rigging device 56 receiving section57 Intake section 58 Intake section 59 Intake section 60 Deflection element 61 Deflection element 62 Outer side 63 Inner side 64 Outer side 65 Cavity 66 Coating 67 Power transmission element 68 Power transmission element 69 Guide element 70 Guide element 71 Power transmission element 72 Power transmission element g Direction of gravity G Weight force xx direction yy direction zz direction Z Tensile force

Claims

1. Vehicle (1A, 1B, 1C, 1D), comprising a chassis frame (26), a vehicle body (2) supported by the chassis frame (26), and a plurality of sling means (41, 42, 43, 44) connected to the chassis frame (26), wherein the vehicle body (2) comprises support structures (16, 17, 18) and a roof (8), and characterized in that that the sling means (41, 42, 43, 44) are guided through the support structures (16, 17, 18) from the chassis frame (26) to the roof (8).

2. Vehicle according to claim 1, characterized in that the support structures (16, 17, 18) are load-bearing vehicle pillars, in particular A-pillars, B-pillars, and / or C-pillars.

3. Vehicle according to claim 1 or 2, characterized in that the support structures (16, 17, 18) are coated on an inner side and / or the sling means (41, 42, 43, 44) are coated on an outer side with a friction-reducing coating (66).

4. Vehicle according to one of claims 1 to 3, characterized in that the sling means (41, 42, 43, 44) comprise sling sections (49, 50, 51, 52) facing away from the chassis frame (26).

5. Vehicle according to claim 4, characterized in that the roof (8) comprises receiving sections (56, 57, 58, 59) for receiving at least some of the sling sections (49, 50, 51, 52).

6. Vehicle according to one of claims 1 to 5, characterized in that the sling means (41, 42, 43, 44) are flexible at least in sections, wherein the sling means (41, 42, 43, 44) are in particular at least in sections rope-shaped, belt-shaped, chain-shaped or bendable rod-shaped.

7. Vehicle according to one of claims 1 to 6, characterized in that only tensile forces (Z) can be transmitted with the aid of the sling means (41, 42, 43, 44).

8. Vehicle according to one of claims 1 to 7, characterized in that the chassis frame (26) comprises longitudinal beams (27, 28) and cross beams (29, 30, 31, 32, 33), wherein the sling means (41, 42, 43, 44) are connected to the longitudinal beams (27, 28) and / or to the cross beams (29, 30, 31, 32, 33).

9. Vehicle according to one of claims 1 to 8, characterized by chassis frame-vehicle body interfaces (36, 37, 38, 39), by means of which the chassis frame (26) is connected to the vehicle body (2).

10. Vehicle according to claim 9, characterized in that the chassis frame-vehicle body interfaces (36, 37, 38, 39) are arranged between connection points (45, 46, 47, 48) at which the sling means (41, 42, 43, 44) are connected to the chassis frame (26).

11. Vehicle according to any of claims 1 to 10, characterized in that the sling means (41, 42, 43, 44) are guided diagonally from the support structures (16, 17, 18) to the chassis frame (26).

12. Vehicle according to one of claims 1 to 11, characterized by deflection elements (60, 61) for deflecting the sling means (41, 42, 43, 44).

13. Vehicle according to one of claims 1 to 12, characterized by force transmission elements (67, 68, 71, 72) by means of which the sling means (41, 42, 43, 44) are connected to the chassis frame (26), wherein the force transmission elements (67, 68, 71, 72) extend outwards from the chassis frame (26) towards the support structures (16, 17, 18).

14. Vehicle according to claim 13, characterized in that a respective cross-sectional area of the force transmission elements (67, 68) decreases outwardly from the chassis frame (26) toward the support structures (16, 17, 18).

15. Vehicle according to any one of claims 1 to 14, characterized by tubular guidance elements (69, 70) for guiding the sling means (41, 42, 43, 44) from the support structures (16, 17, 18) to the chassis frame (26), wherein the sling means (41, 42, 43, 44) are arranged at least in sections within the guidance elements (69, 70).