FOLDING REAR UNDERRUN PROTECTION DEVICE AND VEHICLE EQUIPPED WITH SUCH A DEVICE

Abstract

Foldable rear underride protection device and vehicle equipped with such a deviceRear underride protection device (1) intended to be fixed to a vehicle chassis (2), said device comprising a first plate (3) designed to be attached to the chassis (2), as well as a first arm (5) connected to an underride bar (6) and to said first plate (3), said first arm (5) being mounted to pivot, under the control of a first actuator (8), between low and high positions separated by an angular travel (C), said device (1) being characterized in that it comprises a first stop (9) secured to said first plate (3), said first arm (5) and first stop (9) being arranged so that said first arm (5) comes to bear against the first stop (9) in the low position.Rear underride protection devicesFigure for abstract: Figure 1

Description

Title of the invention: Foldable rear underride protection device and vehicle equipped with such a device

[0001] The present invention relates to the general technical field of automobile construction, and more precisely to the field of bodywork for road vehicles having a loading space for the transport of goods or materials, such as trucks or trailers.

[0002] The present invention relates more particularly to a rear underride protection device intended to be fixed to a vehicle chassis, for example a dump truck, said rear underride protection device comprising at least one first plate designed to be attached to the chassis, as well as at least one first arm connected on the one hand to an underride bar and on the other hand to said first plate, said first arm being mounted to pivot relative to said first plate, under the control of a first actuator, between a low position and a high position separated by a predetermined angular travel.

[0003] The present invention also relates to a vehicle, for example a dump truck, comprising a chassis and a rear underrun protection device which is fixed to said chassis.

[0004] It is known to equip industrial road vehicles, such as goods transport trucks or dump trucks, with rear underride protection devices to prevent, in the event of a rear impact with a passenger vehicle, the latter from becoming embedded under the body or dump body of the truck, with the catastrophic consequences that could result.

[0005] Such rear underride protection devices are also made mandatory in many countries by local regulations.

[0006] Known rear underride protection devices are generally of simple and robust construction, since they consist of a metal bar fixed by arms to the side members of the truck chassis. However, in the specific case of dump trucks, intended in particular to transport bulk materials on construction sites (rubble, sand, earth, aggregates, etc.), the positioning of the underride bar, while it allows the protection function to be perfectly ensured on the road, is not suitable for use on construction sites or off-road. In particular, obstacles present on the construction site or on an unpassable road may strike the underride bar and damage it, or even destroy it. The underride bar may also hinder the proper discharge of the materials contained in the dumpster on the ground, with the risk of seeing the materials thus dumped soil or damage the anti-underrun bar.

[0007] In order to overcome these constraints, it is known to equip dump trucks with rear underride protection devices that can be moved between a low position suitable for road traffic and preventing passenger vehicles from underriding, and a high position suitable for use on construction sites or off-road. In order to facilitate the transition from one position to the other, it is known to equip these elevating underride protection devices with jacks to enable the truck driver to control the movement of the underride protection bar between the high and low positions quickly and effortlessly.

[0008] Although these known rear anti-underrun protection devices are generally satisfactory, they nevertheless have certain drawbacks.

[0009] The main drawback lies in the mechanical performance of these devices, particularly in terms of impact resistance and deformability. These known devices are in fact liable, in the event of a particularly violent impact, to undergo deformations and / or deteriorations likely to significantly alter the anti-underride protection function assigned to them.

[0010] These known devices also have a relatively massive character, with a significant weight and size, and can be complex to manufacture industrially with an acceptable production cost.

[0011] The objects assigned to the invention therefore aim to remedy the drawbacks set out in the foregoing and to propose a new rear anti-underride protection device usable on dump trucks, the design of which makes it possible to ensure a very high degree of protection, meeting in particular the requirements of Regulation No. 58 of the United Nations Economic Commission for Europe (UNECE) with the 03 series of amendments, while being of simple, light, compact, economical construction and lending itself particularly well to industrial manufacture.

[0012] Another object of the invention is to propose a new rear underride protection device which uses simple and reliable components.

[0013] Another object of the invention is to propose a new rear anti-underrun protection device of particularly robust and rigid construction.

[0014] Another object of the invention is to propose a new rear underride protection device which can be manufactured using standard industrial means and has reduced cost and size.

[0015] Another object of the invention is to propose a new rear underride protection device which is easy and quick to inspect and maintain.

[0016] Another object of the invention is to propose a new rear device of underride protection that uses a minimal number of different parts.

[0017] Another object of the invention is to propose a new vehicle, for example a dump truck, which while having a high degree of safety with regard to rear impacts, has a controlled weight and high robustness.

[0018] The objects assigned to the invention are achieved by means of a rear underrun protection device intended to be fixed to a vehicle chassis, for example a dump truck, said rear underrun protection device comprising at least a first plate designed to be attached to the chassis, as well as at least a first arm connected on the one hand to an underrun bar and on the other hand to said first plate, said first arm being mounted to pivot relative to said first plate, under the control of a first actuator, between a low position and a high position separated by a predetermined angular travel, said rear device being characterized in that it comprises at least a first stop secured to said first plate,said first arm and first stop being arranged relative to each other so that said first arm comes to bear against the first stop in the low position, so as to prevent said first arm from pivoting relative to said first plate from the high position to the low position beyond said predetermined angular travel.

[0019] The objects assigned to the invention are also achieved by means of a vehicle, for example a dump truck, comprising a chassis and a rear underrun protection device which is in accordance with the invention and is fixed to said chassis.

[0020] Other features and advantages of the invention will appear in more detail on reading the detailed description which follows, with reference to the appended drawings, given as purely illustrative and non-limiting examples, in which:

[0021] [Fig-1] illustrates, according to a partial schematic perspective view, the rear of a chassis of a dump truck equipped with a rear underride protection device in accordance with the invention with its underride bar in the low safety position (road configuration).

[0022] [Fig.2] illustrates a detail of the embodiment of [Fig.l] in a rear three-quarter view.

[0023] [Fig.3] corresponds to [Fig.l] in side view.

[0024] [Fig.4] illustrates the subassembly of [Fig.l] with the rear underride protection device in the unsafe high position (construction site or off-road configuration).

[0025] [Fig.5] is a side view of the subassembly of [Fig.4].

[0026] [Fig.6] corresponds to the superposition of figures 3 and 5 to illustrate the stroke of the first arm (shown in dotted lines in its high position) between the high position and the low position.

[0027] [Fig.7] illustrates a detail of the construction of the rear underride protection device of the preceding figures, and more precisely the parts forming the first plate, the first stop, the second stop and the first reinforcement.

[0028] The invention relates to a rear underride protection device 1 intended to equip a vehicle. Said vehicle is preferably a road vehicle, which may be for example a motorized road vehicle, for example a truck, and in particular a dump truck capable of transporting bulk materials (aggregates, earth, sand, rubble, etc.). Said road vehicle may also not be motorized and in this case forms for example a trailer intended to be towed by a truck. Said trailer may for example carry a dump truck capable of transporting bulk materials. The rear underride protection device 1 is intended to form a protective obstacle at the rear of the vehicle to which it is fitted, in order to prevent the front hood of a passenger vehicle from becoming embedded under the body or the dump truck.The rear underrun protection device 1 according to the invention advantageously meets the various standards, directives and regulations applicable in Europe and in particular in France, such as for example European Directive 70 / 221 / EEC and its amendments 81 / 333 / EEC, 97 / 19 / EC and 2000 / 8 / EC. Particularly advantageously, the rear underrun protection device 1 according to the invention meets the requirements of Regulation No. 58 of the United Nations Economic Commission for Europe (UNECE) with the 03 series of amendments whose date of entry into force is June 18, 2016 (hereinafter referred to as “R58.03 UNECE”).As will emerge in more detail from the following description, the rear underride protection device 1 is a folding or lifting device which is more specifically intended to equip an all-terrain or all-terrain road vehicle, or even and above all a vehicle equipped with a skip, in particular a tipping skip, said vehicle being able to be motorized (truck for example) or not (trailer for example).

[0029] Advantageously, the rear underride protection device 1 is intended to be fixed to a chassis 2 of said vehicle with which it is fitted. More specifically, the rear underride protection device 1 is designed to be fixed at the rear end of the chassis 2, as illustrated in the figures. The chassis 2 comprises, for example, a right side member 2A and a left side member 2B, arranged symmetrically with respect to a median vertical plane of symmetry of the chassis 2. The right and left side members 2A, 2B are, for example, formed by metal beams, which are advantageously connected to each other by metal crosspieces. The section of the side members is, for example, a “C” section, an “I” section or any other suitable shape.

[0030] Each right 2A and left 2B spar comprises for example a central core 20A, 20B intended to extend in a vertical plane. Each central core 20A, 20B is folded at its lower and upper ends, preferably at 90°, to form a lower wing 21A, 21B, and an upper wing 22A, 22B. Each spar 2A, 2B thus advantageously has a typographic hook shape “[”. In the embodiment illustrated in the figures, the right 2A and left 2B spars are arranged opposite each other, parallel to each other, with their respective lower 21A, 21B and upper 22A, 22B wings extending inwards, towards each other, substantially parallel to a horizontal plane.

[0031] As illustrated in the figures, the rear underrun protection device 1 also has a symmetrical character with respect to said median vertical plane of the chassis.

[0032] The rear underride protection device 1 comprises at least a first plate 3 designed to be attached to the chassis 2, and more precisely to be permanently fixed (but possibly removable) to the chassis 2, so as to be immobilized relative to the latter.

[0033] Preferably, in accordance with the embodiment illustrated in the figures, the rear underrun protection device 1 also comprises a second plate 4, said first plate 3 being designed to be attached to the right side member 2A while the second plate 4 is designed to be attached to the left side member 2B. Preferably, the first plate 3 and second plate 4 have a symmetrical shape relative to a median vertical plane, or even an identical shape.

[0034] Advantageously, the first plate 3 comprises a metal plate 30, made for example of steel, for example 15 mm thick. The plate 30 is intended to be pressed laterally against the central web 20A of the right side member 2A, on the outer face of the latter, as illustrated in the figures. In the same way, the second plate 4 also comprises a metal plate 40, which is advantageously symmetrical to the metal plate 30 of the first plate 3 and is intended to be arranged against the outer face of the web 20B of the left side member 2B. The metal plates 30, 40 thus form flanges arranged on either side of the chassis 2, so as to extend vertically against the outer face of the side members 2A, 2B.

[0035] Advantageously, the first plate 3 is intended to be attached to the chassis 2 in a removable manner, preferably without welding, for example by bolting. To this end, the first metal plate 30 of the first plate 3 is provided with through holes (not shown in the figures) formed through its thickness and intended to come into correspondence with through holes formed through the right side member 2A, in this case through the central core 20A of said right side member 2A. These matched orifices allow fixing by removable mechanical assembly, by example by bolting, from the first metal plate 30 to the right side member 2A. A similar method of fixing is advantageously provided with regard to the second plate 40 and the second side member 2B.

[0036] Advantageously, the first plate 3 comprises, in addition to the first metal plate 30, a first angle iron 31 which is advantageously fixed to the first metal plate 30, for example by welding, and is intended to come against and under the lower wing 21A of the right side member 2A to be attached to the latter, for example by bolting. More precisely, the first angle iron 31 comprises a first vertical wing welded to the inner face of the first metal plate 30, as well as a second horizontal wing which extends substantially perpendicular to said first metal plate 30, towards the inside of the chassis 2, and is intended to be pressed under and against the lower wing 21A of the right side member 2A.The second wing of the first angle iron 31 is provided with through holes intended to come into correspondence with complementary through openings provided through the lower wing 21A, in order to allow fixing by bolting of the first angle iron 31 to the right spar 2A. Preferably, a similar arrangement is provided with regard to the second plate 4, which advantageously includes a second angle iron 41 fixed (for example by welding) to the second metal plate 40 as well as to the left spar 2B, and more precisely to the lower wing 21B of said left spar 2B.

[0037] Advantageously, the rear underride protection device 1 comprises at least a first arm 5 connected on the one hand to an underride protection bar 6 and on the other hand to said first plate 3. The underride protection bar 6, which advantageously forms part of the rear underride protection device 1, is in the form of an elongated metal part, for example of round section as illustrated in the figures. The underride protection bar 6 is intended to form an obstacle preventing, in the event of a rear impact, a passenger vehicle from being embedded from the rear in the road vehicle (of the truck or trailer type) equipped with the rear underride protection device 1.The first arm 5 comprises for example a third metal plate 50 which has for example a curved strip shape extending between a first end towards which the first arm 5 is connected to the first plate 3, and a second end towards which the underride guard 6 is fixed to said first arm 5. Preferably, the underride guard 6 is secured (for example by welding) to an interface part 7 provided with parallel tabs 7A, 7B between which the second end of the first arm 5 is intended to be inserted. The latter is advantageously fixed by bolting (or any other suitable means) to said interface part 7, as illustrated in the figures. Thus, the first arm 5 and the underride guard 6 (as well as, in the case illustrated in the figures, the part . interface 7) together form a single-unit subassembly.

[0038] The first arm 5 is furthermore mounted to pivot relative to the first plate 3, so as to be able to rotate relative to the first plate 3 preferably along an axis of rotation X-X'. Said axis of rotation X-X' advantageously extends parallel to the anti-embedding bar 6, that is to say perpendicular to the metal plate 50 advantageously forming the first arm 5. More precisely, the first arm 5 is mounted to pivot relative to the first plate 3 under the control of a first actuator 8, between a low position (illustrated in FIGS. 1 to 3) and a high position (illustrated in FIGS. 4 and 5) separated by a predetermined angular travel C.The first actuator 8, which advantageously forms part of the rear underride protection device 1, is preferably designed to exert, under the control of a user, a force on the first arm 5, in order to drive the latter in rotary movement along the axis of rotation X-X'. Said low position of the first arm 5 corresponds to a safety configuration of the rear underride protection device 1, in which the underride bar 6 is in a suitable position relative to the ground (with, for example, a height under the bar 6, empty chassis, of between 450 and 550 mm) to fully play its role of protection against underride in the event of a rear impact with a passenger vehicle.As for the high position of the first arm 5 relative to the first plate 3, it corresponds to a raised or folded configuration of the rear underride protection device 1, in which the underride bar 6 is at a higher altitude than that of the low position while also preferably being arranged less to the rear of the vehicle than it is in the low position. In the high position, the underride bar 6 is in a position which does not allow it to play its underride protection role. On the other hand, in this high position, the underride bar 6 does not hinder possible construction site maneuvers (for example tipping the truck body to transfer materials into another machine) and is better protected against accidental impacts when the vehicle is traveling on uneven terrain.Advantageously, the rear underride protection device 1 is connected to a control interface which allows a user to control the first actuator 8 to raise or fold the underride protection bar 6 or, on the contrary, lower or unfold it, depending on the situation (driving on the road or on undrivable ground, construction site maneuvers, etc.).

[0039] Advantageously, the first plate 3 comprises a lug 32 designed to project backwards and beyond the chassis 2, in this case the right side member 2A. Said lug 32 is preferably provided with a circular through opening 32A intended to be located opposite a corresponding opening made through the first arm 5, coaxially with the axis of rotation X-X'. The opening 32A, as well as the corresponding opening provided in the first arm 5, accommodate a rotational guidance system, including for example a ring (preferably lubricated) as well as an axis to ensure a pivot connection of axis X-X' (with one degree of freedom - as illustrated in the figures) or a ball joint connection between the first arm 5 and the first plate 3. According to the embodiment illustrated in the figures, the first arm 5 is carried by the first plate 3, that is to say that the first arm 5 is suspended from the first plate 3 by an articulation forming a pivot connection along the axis of rotation X-X' (as illustrated), or a ball joint connection. Advantageously, the first actuator 8 is embedded by the articulated subassembly formed by the first plate 3 and the first arm 5.Preferably, the first actuator 8 is, on the one hand, connected to the first plate 3, for example by means of a ball joint or pivot connection along a pivot axis parallel to the axis of rotation X-X', and on the other hand, connected to the first arm 5 by a ball joint or pivot connection along an axis parallel to the axis of rotation X-X', at an attachment point which is offset from said axis of rotation X-X'. The first actuator 8 preferably comprises a first cylinder, as illustrated in the figures. The first cylinder in question is, for example, a hydraulic or pneumatic cylinder, connected to a control system controlled by the user. However, the use of a cylinder is not the only option, and it is, for example, alternatively possible to use an electric actuator, a gas pump, a spring or any other compensation device, without departing from the scope of the invention.

[0040] As illustrated in the figures, the rear underride protection device 1 comprises at least one first stop 9 which is integral with the first plate 3, that is to say which is fixed to, and supported by, the latter, preferably without the possibility of relative movement of the first stop 9 and the first plate 3. In other words, the first stop 9 is advantageously fixed to the first plate 3 by an embedding connection which substantially prohibits any degree of freedom. Said first arm 5 and first stop 9 are arranged relative to each other so that the first arm 5 comes to bear against the first stop 9 in the low position (as illustrated in Figures 1 to 3).In other words, the relative positioning of said first arm 5 and first stop 9 allows the first arm 5 to pivot from its high position to its low position, according to said predetermined angular travel C, until it comes into locking support, when the low position is reached, against the first stop 9, preferably in contact with the latter, which prevents the first arm 5 from continuing its pivoting beyond the low position. Thus, in the low position the first arm 5 comes into abutment against the first stop 9, so as to prevent said first arm 5 from pivoting relative to said first plate 3 from the high position to the low position beyond said travel. predetermined angular travel C. This means that when the first arm 5 moves in rotation in the first direction SI corresponding to a movement from the high position to the low position, the first stop 9 forms a blocking surface against which the first arm 5 comes into abutment, which prevents it from continuing its rotational movement beyond the intended travel C. Thanks to this technical measure, it is possible to obtain, when the first arm 5 is in the low position corresponding to the safety configuration, a particularly efficient mechanical behavior of the rear underrun protection device 1, which makes it possible to meet the highest requirements in terms of resistance and deformation upon impact. In particular, the first stop 9 contributes significantly to achieving the performance levels required by regulation R58.03 UNECE, without it being necessary to oversize the other components, and in particular the underride guard 6, the interface piece 7, the first arm 5 or the first plate 3. In other words, thanks to the presence of a stop, formed by the first stop 9, against which the first arm 5 can come to bear in the low position, it is possible to implement a first arm 5 as well as an underride guard 6 and a first plate 3 that are light and compact, while benefiting from very high performance in terms of mechanical strength, deformation, and generally underride protection.

[0041] Preferably, the first stop 9 comprises a stop surface, against which the first arm 5 is capable of coming to bear in the low position, which is inscribed in a plane PI inclined relative to the horizontal by an angle a which is advantageously between 35° and 55°, even more preferably between 40° and 50°, and which is preferably substantially equal to 45°. The implementation of a stop 9 thus inclined relative to the horizontal (the horizontal direction being for example materialized by the side members 2A, 2B of the chassis 2), contributes to obtaining particularly high mechanical resistance and deformation performances, capable in particular of meeting the requirements of the strictest standards such as those provided for by regulation R58.03 UNECE.The stop surface of the first stop 9 is advantageously a substantially flat surface, against which a complementary surface (preferably flat) carried by the first arm 5 is intended to come into contact. For example, the complementary surface in question carried by the first arm 5 corresponds to a rear edge 5A of the plate 50 advantageously forming the first arm 5, said rear edge 5A being arranged, when the first arm 5 is in the low position, at one end of the latter which is opposite the end at which the anti-underrun bar 6 is arranged.

[0042] Advantageously, the first stop 9 comprises a first tab 90, made for example of a metallic material. The first tab 90 is thus presented advantageously in the form of a metal strip (for example steel) having a thickness E of between 10 and 30 mm, even more preferably between 15 and 25 mm, for example substantially equal to 20 mm. The use of such thickness levels advantageously allows the rear underride protection device 1 to fully play its protective role even in the event of an extremely powerful impact. Advantageously, said first tab 90 has a lower face 90A, preferably substantially flat, forming a stop surface, against which said first arm 5 is intended to come to bear in the low position. Said lower face 90A thus advantageously forms said stop surface mentioned above, which is inscribed in the plane PI making an angle a with the horizontal plane included in the aforementioned angular range. The first face 90 also advantageously has an upper face 90B opposite the lower face 90A.Said upper face 90B is advantageously parallel to said lower face 90A and is separated from the latter by an edge 90C which delimits the lateral periphery of said first tab 90. The edge 90C thus extends around the perimeter of the first tab 90, preferably perpendicular to the lower face 90. Advantageously, said first face 90 is secured to the first plate 3 by a portion 900C of said edge 90C in contact with said first plate 3. Advantageously, the relative positioning of the first tab 90 and the first plate 3 is such that the lower face 90A extends substantially perpendicular to the first plate 3.

[0043] In order to secure the first tab 90 to the first plate 3, the rear anti-underride protection device 1 comprises first means for fixing said first stop 9 to said first plate 3. These first fixing means may be of any suitable nature, and for example implement mechanical assembly systems and / or weld beads. Advantageously, said first fixing means comprise a first tenon 10 which projects from one of said first tab 9 and first plate 3. Preferably the first tenon 10 projects from said first tab 90, more precisely from said portion 900C of the edge 90C in contact with the first plate 3. The first fixing means also advantageously comprise a first mortise 11 formed in the other of said first tab 90 and first plate 3 and receiving said first tenon 10 in order to thus produce a tenon / mortise assembly.Preferably, in the embodiment illustrated in the figures, the first mortise 11 is formed in the first plate 3 to receive the first tenon 10 which projects from the edge 90C of the first leg 90. Of course, it is perfectly conceivable to provide an inverse arrangement, according to which the first tenon projects from the first plate 3 and is received in a first mortise formed in the field 90C of the first leg 90. Advantageously, the first fixing means further comprise a first . weld bead (not visible in the figures) which connects the first leg 90 and the first plate 3. The implementation of the technical measures set out above to secure the first leg 90 to the first plate 3 makes it possible to obtain, in a particularly simple manner, quite remarkable mechanical performances, in particular in terms of resistance and deformation.

[0044] Advantageously, the first stop 9 also comprises a first reinforcement 12 secured to the first plate 3. In other words, the first reinforcement 12 is fixed to the first plate 3, preferably by means of a recessed connection, so that the first reinforcement 12 is fixed in position relative to the first plate 3. The first reinforcement 12 is separate from the first tab 90 and advantageously bears against the latter to reinforce it, as illustrated in the figures. In other words, the first reinforcement 12 is advantageously constituted by a part independent of the part which forms the first tab 90, and it is arranged relative to said first tab 90 to prevent or limit the deformation of the latter under the effect of a force exerted on the first tab 90 by the first arm 5.For example, and as illustrated in the figures, the first reinforcement 12 includes a second leg 120 forming a first reinforcing leg of the first leg 90. Preferably, as illustrated in the figures, the second leg 120 is arranged in a longitudinal extension direction which is secant to the longitudinal extension direction of the first leg 90. Preferably, the second leg 120 is arranged perpendicular to said first leg 90, in order to benefit from a particularly effective reinforcing effect, which in particular makes it possible to meet the requirements of the most stringent standards, such as those defined by the aforementioned UNECE regulation R58.03.

[0045] Advantageously, the first leg 90 and the first reinforcement 12 are arranged relative to each other in such a way that: - a first plane P2 perpendicular to said first plate 3 passes through said first tenon 10 and first mortise 11, - the first reinforcement 12 bears against the first leg 90 in a zone Z0 of the latter through which passes a second plane P3 which is parallel to said first plane P2 while being perpendicular both to said first plate 3 and to said first leg 90, said second plane P3 being distinct and distant from the first plane P2.

[0046] Thus, by blocking the first leg 90 at the level of the zone Z0 which is offset longitudinally relative to the tenon 10 / mortise 11 system, the first reinforcement 12 contributes significantly, in combination with the aforementioned tenon / mortise assembly, to the rigidity and mechanical strength of the first leg 90, which can therefore withstand considerable forces, which makes it possible to preserve the integrity of the other components of the rear anti-underrun protection device 1.

[0047] The performance of the rear underride protection device 1 is optimized when the specific arrangement illustrated in the figures is implemented, according to which: - a third plane P4 passes through the axis of rotation X-X'; - in the low position, said first arm 5 comes to bear against the first stop 9 in an area of the latter, corresponding to the stop surface 90A, through which a fourth plane P5 passes, which advantageously corresponds to the aforementioned first plane P2; - Said fourth plane P5 (which advantageously corresponds to the first plane P2) is parallel to the third plane P4 and is also perpendicular to both said first plate 3 and said first leg 90; - The first reinforcement 12 bears against the first leg 90 in a zone Z0 of the latter through which passes a fifth plane P6 parallel to said third and fourth planes P4, P5, said fifth plane P6 preferably corresponding to said second plane P3 mentioned above; - Said third, fourth and fifth planes P4, P5, P6 being distinct and distant from each other, with the fourth plane P5 (advantageously corresponding to the first plane P2) interposed between said third and fifth planes P4, P6.

[0048] Thanks to this specific arrangement, according to which the support zone of the first arm 5 against the first stop 9 is arranged between the axis of rotation X-X' and the first reinforcing leg formed by the second tab 120, the rear anti-underride protection device 1 proves to be particularly resistant to deformation, without it being necessary to resort to additional measures (oversizing or other) which would increase the weight and size of the device 1.

[0049] Advantageously, the rear underride protection device 1 comprises second means for fixing said first reinforcement 12 to the first plate 3. Said second fixing means in question may have a permanent, irreversible character, or on the contrary have a removable, reversible character. Preferably, the second fixing means make it possible to ensure a permanent, non-removable fixing, in order to guarantee a high level of reliability and safety. Said second fixing means comprise, for example, a second tenon 13 which projects from one of said first reinforcement 12 and first plate 3. The second fixing means also comprise a second mortise 14 formed in the other of said first reinforcement 12 and first plate 3, and receiving said second tenon 13.Preferably, as illustrated in the figures, the second tenon 13 projects from the first reinforcement 12, and more precisely from the edge of the latter intended to come into contact with the first plate 3, while the second mortise 14 is. formed in the first plate 3. However, it is perfectly possible to use an inverse arrangement, according to which the second tenon projects from the first plate 3 while the second mortise is formed in the first reinforcement 12. Preferably, said second means for fixing said reinforcement 12 to the first plate 3 also comprise a second weld bead (not shown) which connects the first reinforcement 12 and the first plate 3. This combination of a tenon / mortise assembly and a welding fixing guarantees the mechanical strength of the subassembly formed by the first plate 3 and the first reinforcement 12, thus making it possible to obtain remarkable mechanical performances guaranteeing a high degree of anti-underride protection.

[0050] In order to further optimize the underrun protection, the device 1 comprises third means for fixing said first reinforcement 12 to said first leg 90. Said third fixing means preferably comprise a third tenon 15 which projects from one of said first reinforcement 12 and first leg 90. Said third fixing means also comprise a third mortise 16 formed in the other of said first reinforcement 12 and first leg 90 and receiving said third tenon 15. Preferably, as illustrated in the figures, the third tenon 15 projects from the first reinforcement 12, while the third mortise 16 is formed in the first leg 90, and more precisely opens onto the upper face 90B of the first leg 90 (see [Fig.7]). The implementation of such a tenon / mortise assembly system makes it possible to drastically reduce the risk of relative escape of the first reinforcement 12 and the first leg 90.Advantageously, the third fixing means comprise a third weld bead which connects the first reinforcement 12 and the first leg 90. Here again, the tenon / mortise and weld bead combination ensures an extremely robust and durable embedding connection between the first reinforcement 12 and the first leg 90, which guarantees excellent performance in terms of underrun protection.

[0051] Advantageously, and as illustrated in the figures, the rear underride protection device 1 comprises a second stop 17 also integral with the first plate 3. Said first arm 5 and second stop 17 are arranged relative to each other so that the first arm 5 comes to bear against the second stop 17 in the high position, so as to prevent said first arm 5 from pivoting relative to the first plate 3 from the low position to the high position, that is to say in the second direction S2 opposite to the first direction S1, beyond said predetermined angular travel C. In other words, the second stop 17 constitutes an obstacle against which the first arm 5 comes to abut when it reaches its high position from its low position, thus preventing it from continuing its angular travel beyond the high position in the second direction S2. Preferably, said second stop 17 comprises a first main body 170 fixed to said first plate 3 and a first stop surface carried by said first main body 170 and mounted to move relative to the latter. In addition, said rear underride protection device 1 advantageously comprises a first member 171 for adjusting the relative position of said first main body 170 and first stop surface. The first adjustment member 171 makes it possible to adjust the high position, and thus to adjust the amplitude of the predetermined stroke C. This possibility of adjusting the high position makes it possible to easily adapt the rear underride protection device 1 to particular installation constraints, linked for example to the geometry of the equipment (body, skip, etc.) carried by the chassis 2. Thanks to the first adjustment member 171, the rear underride protection device 1 thus has a universal and adaptable character.Advantageously, said first stop 17 comprises a third tab 18, which preferably forms said main body 170. Said third tab 18 advantageously has an upper face 18A at the level of which is arranged said first stop surface against which the first arm 5 is intended to come to bear in the high position. The third tab 18 also has a lower face 18B opposite said upper face 18A and separated from the latter by an edge 18C which delimits the lateral periphery of said third tab 18. Preferably, the third tab 18 is secured to the first plate 3 by a portion of said edge 18C in contact with said first plate 3, the upper face 18A of the third tab 18 extending substantially perpendicular to said first plate 3. The upper face 18A can directly form the first stop surface against which the first arm 5 comes to bear in the high position.However, in the preferred embodiment illustrated in the figures, which implements a first member 171 for adjusting the position of the first stop surface relative to the first main body 170, the third tab 18 is provided with a through orifice which accommodates a screw forming the first adjustment member 171. By rotating the screw in question more or less, the free end of the latter projects more or less from the upper face 18A and thus directly forms the first stop surface.

[0052] Advantageously, the rear underride protection device 1 comprises fourth means for fixing said second stop 17 to said first plate 3, preferably ensuring permanent fixing, without any degree of freedom, between the first plate 3 and the second stop 17. The fourth fixing means in question preferably comprise a third tenon 19 which projects from one of said third tab 18 and first plate 3, as well as a third mortise (not visible in the figures) formed in the other of said third tab 18 and first plate 3 and receiving said third tenon 19. preferably, said fourth fixing means further comprise a third weld bead which connects the third leg 18 and the first plate 3. Here again, the combination of a weld bead with a tenon / mortise assembly makes it possible to guarantee reliable and robust fixing.

[0053] Advantageously, said first leg 90 and third leg 18 form between them an angle preferably greater than 90°, and preferably less than or equal to 150°, for example between 100° and 120°, in order to allow sufficient amplitude for the predetermined angular travel C.

[0054] Preferably, said second stop 17 is integral with said first stop 9, i.e. said first stop 9 and second stop 17 are formed by a single single piece, and not by separate pieces assembled together. Thanks to this technical measure, the mechanical characteristics of the first and second stops 9, 17 are synergistically improved, in particular in terms of rigidity and strength. Particularly preferably, said first and second stop 9, 17 are formed by a single metal piece in one piece (see [Fig. 7]) which is folded to form a strip with two straight portions separated by a curved portion, said straight portions respectively forming said first and second stop 9, 17.It is thus extremely easy and economical to manufacture, with a minimum of operations, the first and second stop stops 9, 17, by bending a metal strip. This makes it possible to obtain a particularly robust and rigid single-piece part. The use, in combination with this single-piece part forming the first and second stop stops 9, 17, of an independent leg (formed by the first reinforcement 12) proves to be particularly advantageous because it makes it possible in particular to gain in compactness and robustness. It appears in fact that the production by double bending of a single-piece metal part to form both the first stop stop 9, the second stop stop 17 and the first reinforcement 12 would require reducing the thickness E of the bent metal strip, in order to be able to carry out the double bending under acceptable conditions. This reduction in thickness would lead to a depreciation of the mechanical performance.On the contrary, the use of a set of stops formed from two separate parts, one corresponding to the first reinforcement 12 and the other to a metal part folded in one piece which forms both the first stop stop 9 and the second stop stop 17 presents an excellent compromise in terms of feasibility and industrial manufacturing cost, mechanical performance (resistance and deformation) and size.

[0055] For the sake of brevity, the preceding description has focused on describing the right part of the rear underrun protection device 1, intended to be mounted on the right side member 2A of the chassis 2.

[0056] The left part of the rear underrun protection device 1, intended to be mounted on the left side member 2B of the chassis 2, is advantageously identical, apart from symmetry, to the right part of the device 1. Indeed, as illustrated in the figures, the rear underrun protection device 1 has a symmetrical character with respect to a median vertical plane which extends perpendicular to the underrun protection bar 6, passing through its middle.

[0057] This means that the rear underride protection device 1 comprises in particular: - a second arm 23 which is advantageously identical, apart from symmetry, to the first arm 5; - a second interface part 24, which is advantageously identical to the first interface part 7; - a second actuator 25 advantageously identical, apart from symmetry, to the first actuator 8; - a third stop identical, except for symmetry, to the first stop 9; - a fourth stop identical, except for symmetry, to the second stop 17; - a second reinforcement identical, except for symmetry, to the first reinforcement 12.

[0058] The invention also relates, according to a complementary aspect, to a vehicle, which is preferably a road vehicle, motorized (for example a dump truck) or motorless (for example a dump trailer), comprising a chassis 2 which is preferably in accordance with the preceding description, as well as a rear underrun protection device 1 which is in accordance with the preceding description and which is fixed to said chassis 2 as explained previously.

Claims

Claims

1. Rear underride protection device (1) intended to be fixed to a chassis (2) of a vehicle, for example a dump truck, said rear underride protection device (1) comprising at least one first plate (3) designed to be attached to the chassis (2), as well as at least one first arm (5) connected on the one hand to an underride bar (6) and on the other hand to said first plate (3), said first arm (5) being mounted to pivot relative to said first plate (3), under the control of a first actuator (8), between a low position and a high position separated by a predetermined angular travel (C), said rear device (1) being characterized in that it comprises at least one first stop (9) integral with said first plate (3),said first arm (5) and first stop (9) being arranged relative to each other so that said first arm (5) comes to bear against the first stop (9) in the low position, so as to prevent said first arm (5) from pivoting relative to said first plate (3) from the high position to the low position beyond said predetermined angular travel (C), said first stop (9) comprising a first tab (90) and a first reinforcement (12) secured to said first plate (3), said first reinforcement (12) being distinct from said first tab (90) and bearing against the latter to reinforce it, said rear anti-underrun protection device (1) comprising a second stop (17) secured to said first plate (3),said first arm (5) and second stop (17) being arranged relative to each other so that said first arm (5) comes to bear against the second stop (17) in the high position, so as to prevent said first arm (5) from pivoting relative to said first plate (3) from the low position to the high position beyond said predetermined angular travel (C), said second stop (17) being integral with said first stop (9), said first and second stop (9, 17) being formed by a single metal piece in one piece which is folded to form a strip with two straight portions separated by a curved portion, said straight portions respectively forming said first and second stop (9, 17).,

2. Rear anti-underrun protection device (1) according to the preceding claim, characterized in that said first tab (90) has a lower face (90A) against which said first arm (5) is intended to come to bear in the low position, an upper face (90B) opposite, parallel to said lower face (90A) and separated from the latter by an edge (90C) which delimits the lateral periphery of said first leg (90), said first leg (90) being secured to said first plate (3) by a portion (900C) of said edge (90C) in contact with said first plate (3), said lower face (90A) extending substantially perpendicular to said first plate (3).

3. Rear underride protection device (1) according to any one of the preceding claims, characterized in that it comprises first means for fixing said first stop (9) to said first plate (3), said first fixing means comprising a first tenon (10) which projects from one of said first tab (90) and first plate (3), a first mortise (11) formed in the other of said first tab (90) and first plate (3) and receiving said first tenon (10), as well as a first weld bead connecting said first tab (90) and said first plate (3).

4. Rear underride protection device (1) according to the preceding claim, characterized in that a first plane (P2) perpendicular to said first plate (3) passes through said first tenon (10) and first mortise (11), while said first reinforcement (12) bears against the first leg (90) in a zone (20) of the latter through which passes a second plane (P3) which is parallel to said first plane (P2) while being perpendicular to both said first plate (3) and said first leg (90), said second plane (P3) being distinct and distant from said first plane (P2).

5. Rear underride protection device (1) according to any one of the preceding claims, characterized in that said first arm (5) is mounted to pivot relative to said first plate (3) about an axis of rotation (X-X') through which a third plane (P4) passes, and in that in the low position, said first arm (5) comes to bear against the first stop (9) in an area of the latter through which a fourth plane (P5) passes which, while being parallel to said third plane (P4), is perpendicular both to said first plate (3) and to said first tab (90), while said first reinforcement (12) bears against the first tab (90) in an area (20) of the latter through which a fifth plane (P6) passes. parallel to said third and fourth planes (P4, P5), said third, fourth and fifth planes (P4, P5, P6) being distinct and distant from each other, with the fourth plane (P5) interposed between said third and fifth planes (P4, P6).

6. Rear underride protection device (1) according to any one of the preceding claims, characterized in that said first reinforcement (12) includes a second leg (120) forming a first reinforcing leg of said first leg (90).

7. Rear anti-underrun protection device (1) according to the preceding claim, characterized in that said second tab (120) is arranged perpendicular to said first tab (90).

8. Rear underride protection device (1) according to any one of the preceding claims, characterized in that it comprises second means for fixing said first reinforcement (12) to said first plate (3), said second fixing means comprising a second tenon (13) which projects from one of said first reinforcement (12) and first plate (3), a second mortise (14) formed in the other of said first reinforcement (12) and first plate (3) and receiving said second tenon (13), as well as a second weld bead connecting said first reinforcement (12) and said first plate (3).

9. Rear underride protection device (1) according to any one of the preceding claims, characterized in that it comprises third means for fixing said first reinforcement (12) to said first leg (90), said third fixing means comprising a third tenon (15) which projects from one of said first reinforcement (12) and first leg (90), a third mortise (16) formed in the other of said first reinforcement (12) and first leg (90) and receiving said third tenon (15), as well as a third weld bead connecting said first reinforcement (12) and said first leg (90).

10. Rear underride protection device (1) according to any one of the preceding claims, characterized in that said second stop (17) comprises a first main body (170) fixed to said first plate (3) and a first stop surface carried by said first main body (170) and mounted to move relative to the latter, said rear underride protection device (1) further comprising a first member (171) for adjusting the relative position of said first main body (170) and first stop surface.

11. Rear underride protection device (1) according to the preceding claim, characterized in that said first stop (17) comprises a third tab (18), which preferably forms said main body (170).

12. Rear underrun protection device (1) according to the preceding claim, characterized in that said first and third legs (90, 18) form between them an angle which is greater than 90°, preferably less than or equal to 150°.

13. Rear underride protection device (1) according to claim 11 or 12 characterized in that said third tab (18) has an upper face (18A) at the level of which is arranged said first stop surface against which said first arm (5) is intended to come to bear in the high position, an opposite lower face, parallel to said upper face and separated from the latter by an edge (18C) which delimits the lateral periphery of said third tab (18), said third tab (18) being secured to said first plate (3) by a portion of said edge (18C) in contact with said first plate (3), said upper face extending substantially perpendicular to said first plate (3).

14. Rear underride protection device (1) according to any one of claims 11 to 13, characterized in that it comprises fourth means for fixing said second stop (17) to said first plate (3), said fourth fixing means comprising a third tenon (19) which projects from one of said third leg (18) and first plate (3), a third mortise formed in the other of said third leg (18) and first plate (3) and receiving said third tenon (19), as well as a third weld bead connecting said third leg (18) and said first plate (3).

15. Rear underride protection device (1) according to any one of the preceding claims, characterized in that it includes said first actuator (8), which first actuator (8) is on the one hand connected to said first plate (3) and on the other hand connected to said first arm (5), said first actuator (8) preferably comprising a first cylinder.

16. A vehicle, for example a dump truck, comprising a chassis (2) and a rear underrun protection device (1) which is in accordance with any one of the preceding claims and is fixed to said chassis (2).

Images