LAND VEHICLES THAT INCORPORATE IMPACT MANAGEMENT SYSTEMS.

Abstract

Land vehicles are described. A land vehicle includes a frame structure, a plurality of wheels, and an impact management system. The frame structure includes an operator cage that defines, at least partially, an operator's cab and a rear compartment positioned behind the operator cage in a longitudinal direction. The frame structure includes a pair of rails, each extending in the longitudinal direction from a first end adjacent to a pair of front wheels to a second end adjacent to a pair of rear wheels. The plurality of wheels is supported by the frame structure. The plurality of wheels includes the pair of front wheels and the pair of rear wheels. The pair of front wheels is positioned in front of the pair of rear wheels in the longitudinal direction.

Description

LAND VEHICLES INCORPORATING IMPACT MANAGEMENT SYSTEMS CROSS REFERENCE TO RELATED APPLICATION This application claims the priority benefit of U.S. Application Serial No. 17 / 546,641 filed on December 9, 2021, which is incorporated by reference in its entirety in this description. TECHNICAL FIELD This description generally refers to land vehicles that incorporate crash safety features and, more particularly, to utility and delivery vehicles that incorporate crash safety features. BACKGROUND Crash safety features for land vehicles, particularly those incorporated into or designed for use with land vehicles such as utility and delivery vehicles, can have several shortcomings. In particular, crash safety features for electric utility and delivery vehicles can have certain drawbacks. For these reasons, among others, crash safety features that overcome the limitations of conventional components and / or systems remain an area of ​​interest. SUMMARY This description may include one or more of the following characteristics and their combinations. According to one aspect of the present description, a land vehicle may include a frame structure, a plurality of wheels, and an impact management system. The frame structure may include an operator cage that defines, at least partially, an operator's cab and a rear compartment positioned behind the operator cage in a longitudinal direction. The frame structure may include a pair of rails, each extending in the longitudinal direction from a first end adjacent to a pair of front wheels to a second end adjacent to a pair of rear wheels. The plurality The wheelset may be supported by the frame structure and include the front wheel pair and the rear wheel pair. The front wheel pair may be positioned longitudinally in front of the rear wheel pair. The impact management system may be supported by the frame structure and positioned longitudinally in front of the operator cage. The impact management system may be configured to deform in response to impact forces applied to it during the use of the ground vehicle to maintain the structural integrity of the operator cage and the rail pair. The impact management system may include a crash cage that extends longitudinally from the front ends of the rail pair to the forwardmost point of the ground vehicle. In some embodiments, the crash cage may include (i) a pair of inner vertical posts, each fixed directly to the corresponding post at the first ends of the pair of rails, (ii) a pair of outer vertical posts, each separated from a corresponding post of the pair of inner vertical posts in a lateral direction perpendicular to the longitudinal direction so that the pair of outer vertical posts are located outside the pair of inner vertical posts in the lateral direction, (iii) a pair of top bars, each of which extends in the lateral direction from a post of the pair of inner vertical posts to a post of the pair of outer vertical posts,and (iv) a base bar extending laterally from one post of the pair of outer vertical posts to the other post of the pair of outer vertical posts positioned vertically below the pair of upper bars relative to a bearing surface on which the ground vehicle is positioned. One of the pair of outer vertical posts, one post of the pair of inner vertical posts, one of the pair of upper bars, and the base bar may cooperate to at least partially define a first four-bar crash cage mechanism, and the other post of the pair of outer vertical posts, the other post of the pair of inner vertical posts,The other of the pair of upper bars and the base bar can cooperate to at least partially define a second four-bar mechanism of the crash cage. The first four-bar mechanism and the second four-bar mechanism can be aligned with the pair of rails in the longitudinal direction at the first ends of the rail pair. In some embodiments, the crash cage may include a lower crash assembly having a first lower beam extending parallel to the rail pair in the longitudinal direction, a second lower beam separated from the first lower beam in the lateral direction and extending parallel to the rail pair in the longitudinal direction, a first crossbar extending in the lateral direction to interconnect the first and second lower beams, and a second RQprnn / zznz / B / YiAi crossbar positioned behind the first crossbar in the longitudinal direction that extends in the lateral direction to interconnect the first and second lower beams.The first lower beam can extend in the longitudinal direction from one end coupled to a post of the pair of vertical inner posts to another end disposed adjacent to the most forward point of the land vehicle; the second lower beam can extend in the longitudinal direction from one end coupled to the other end of the pair of vertical inner posts to another end disposed adjacent to the most forward point of the land vehicle; the lower shock assembly can include a first strut fixed to the first lower beam and the second crossbar such that the first strut is disposed obliquely to the first lower beam; and the lower shock assembly can include a second strut fixed to the second lower beam and the second crossbar such that the second strut is disposed obliquely to the second lower beam. In some embodiments, the crash cage may include an upper crash assembly having (i) a first upper beam extending parallel to the rail pair in the longitudinal direction and coupled to one post of the vertical inner post pair so that the first upper beam is arranged vertically above the rail pair, (ii) a second upper beam separated from the first upper beam in the lateral direction, extending parallel to the rail pair in the longitudinal direction and coupled to the other post of the vertical inner post pair so that the second upper beam is arranged vertically above the rail pair, and (iii) a crash wall interconnecting the first and second upper beams in the lateral direction and arranged adjacent to the forwardmost point of the ground vehicle.The crash cage may include a first stabilizing structure that extends from one post of the pair of vertical outer posts to a first end of the crash wall located adjacent to the first top beam and a second stabilizing structure that extends from the other post of the pair of vertical outer posts to a second end of the crash wall located adjacent to the second top beam.The first stabilizing structure can be formed to define a first arc between one post of the pair of outer vertical posts and the first end of the shock wall; the second stabilizing structure can be formed to define a second arc between the other post of the pair of outer vertical posts and the second end of the shock wall; and the first and second cantilever structures can be configured to deform in response to forces applied to them in one or more directions that are not parallel to the longitudinal direction. The shock cage can include a first reinforcing support extending toward. RQprnn / zznz / B / YiAi extending outwards laterally and upwards vertically from the first top beam to the first stabilizing structure and a second reinforcing support extending outwards laterally and upwards vertically from the second top beam to the second stabilizing structure. According to another aspect of this description, a land vehicle may include a frame structure, a plurality of wheels, and an impact management system. The frame structure may include an operator cage that defines, at least partially, an operator cab and a rear compartment positioned behind the operator cage in a longitudinal direction. The frame structure may include a pair of rails, each extending in the longitudinal direction. The operator cab may include a steering wheel, an operator seat, and a shelf disposed in the operator cab opposite the steering wheel and operator seat, which includes a plurality of trays. The plurality of wheels may be supported by the frame structure. The impact management system may be supported by the frame structure and positioned in front of the operator cage in the longitudinal direction.The impact management system may be configured to deform in response to impact forces applied to it during the use of the land vehicle in order to maintain the structural integrity of at least some components of the frame structure. The impact management system may include a crash cage that extends longitudinally from the pair of rails to the forwardmost point of the land vehicle. In some embodiments, the operator's cab may include a pair of rails fixed to the cab floor and spaced apart longitudinally. The frame may move along the pair of rails in a lateral direction perpendicular to the longitudinal direction between a stowed position, in which the rack is positioned away from the operator's seat, and a delivery position, in which the rack is positioned close to the operator's seat. The ground vehicle may have a gross vehicle weight rating (GVWR) between 4,536.38 kg (10,001 lb) and 6,350.29 kg (14,000 lb). Additionally, in some embodiments, the ground vehicle may include a plurality of electric motors for generating rotational power, which are supported by a plurality of wheels, and one of the plurality of electric motors may be integrated directly into each of the plurality of wheels.In some still forms, the land vehicle may include a braking system coupled to each of the plurality of wheels, and each braking system may include (i) a disc having a plurality of notches defined between the circumferentially adjacent teeth of the disc, (ii) a first braking device. RQprnn / zznz / B / YiAi configured to make contact with an outer face of the disc to resist the rotation of one of the plurality of wheels, (iii) a second braking device circumferentially separated from the first braking device around the disc that is configured to make contact with the outer face of the disc to resist the rotation of one of the plurality of wheels, and (iv) a third braking device configured to make contact with one or more teeth of the disc to resist the rotation of one of the plurality of wheels. In some embodiments, the crash cage may include (i) a pair of inner vertical posts, each fixed directly to one of the corresponding pair of rails, (ii) a pair of outer vertical posts, each separated from a corresponding post of the pair of inner vertical posts in a lateral direction perpendicular to the longitudinal direction such that the pair of outer vertical posts are located outward from the pair of inner vertical posts in the lateral direction, (iii) a pair of top bars, each of which extends in the lateral direction from a post of the pair of inner vertical posts to a post of the pair of outer vertical posts,and (iv) a base bar extending laterally from one post of the pair of vertical outer posts to the other post of the pair of vertical outer posts, positioned vertically below the pair of top bars with respect to a bearing surface on which the ground vehicle is positioned. The crash cage may include (v) a first bottom beam extending parallel to the pair of rails in the longitudinal direction, (vi) a second bottom beam separated from the first bottom beam in the lateral direction and extending parallel to the pair of rails in the longitudinal direction, (vii) a first crossbar extending laterally to interconnect the first and second bottom beams, (viii) a second crossbar positioned behind the first crossbar in the longitudinal direction and extending laterally to interconnect the first and second bottom beams,(ix) a first strut fixed to the first bottom beam and the second crossbar such that the first strut is arranged obliquely to the first bottom beam, and (x) a second strut fixed to the second bottom beam and the second crossbar such that the second strut is arranged obliquely to the second bottom beam. The crash cage may include (xi) a first top beam extending parallel to the pair of rails in the longitudinal direction and coupled to one post of the pair of vertical inner posts such that the first top beam is arranged vertically above the pair of rails, (xii) a second top beam separated from the first top beam in the lateral direction, extending parallel to the pair of rails in the longitudinal direction and coupled to the other post of the pair of vertical inner posts of, RQprnn / zznz / B / YiAi such that the second upper beam is arranged vertically above the pair of rails, and (xiii) a crash wall interconnecting the first and second upper beams in the lateral direction that is arranged adjacent to the most forward point of the ground vehicle. The crash cage may include (xiv) a first stabilizing structure extending from one post of the pair of vertical outer posts to a first end of the crash wall located adjacent to the first upper beam and (xv) a second stabilizing structure extending from the other post of the pair of vertical outer posts to a second end of the crash wall located adjacent to the second upper beam.The crash cage may include (xvi) a first reinforcing support extending outwards laterally and upwards vertically from the first top beam to the first stabilizing structure and (xvii) a second reinforcing support extending outwards laterally and upwards vertically from the second top beam to the second stabilizing structure. According to another aspect of this description, a land vehicle may include a frame structure, a plurality of wheels, and an impact management system. The frame structure may include an operator cage that defines, at least partially, an operator's cab and a rear compartment positioned behind the operator cage in a longitudinal direction. The frame structure may include a pair of rails, each extending in the longitudinal direction. The plurality of wheels may be supported by the frame structure. The impact management system may be supported by the frame structure and positioned in front of the operator cage in the longitudinal direction.The impact management system may be configured to deform in response to impact forces applied to it during the use of the land vehicle to maintain the structural integrity of at least some components of the frame structure. The impact management system may include a crash cage having a pair of inner vertical posts, a pair of outer vertical posts, a pair of top bars, and a base bar. Each of the pair of inner vertical posts may be directly attached to one of the corresponding pair of rails. Each of the pair of outer vertical posts may be separated from a corresponding post of the pair of inner vertical posts in a lateral direction perpendicular to the longitudinal direction, such that the pair of outer vertical posts is located outside the pair of inner vertical posts in the lateral direction.Each of the pair of upper bars can extend laterally from one post of the pair of inner vertical posts to one post of the pair of outer vertical posts. The base bar can extend laterally from one post of the pair of outer vertical posts. RQprnn / zznz / B / YiAi to the other post of the pair of vertical outer posts and position itself vertically below the pair of upper bars in relation to a support surface on which the ground vehicle is positioned. These and other features of the present description will become more evident from the following description of the illustrative modalities. BRIEF DESCRIPTION OF THE FIGURES The invention described herein is illustrated by way of example and not by way of limitation in the accompanying Figures. For simplicity and clarity, the elements illustrated in the figures are not necessarily drawn to scale. For example, the dimensions of some elements may be exaggerated in relation to others for clarity. Furthermore, where appropriate, numerical labels have been repeated between figures to indicate corresponding or analogous elements. Figure 1 is a front perspective view of an electric vehicle; Figure 2 is a cross-sectional view of the electric vehicle of Figure 1 taken around line 2-2 showing a shelf in a folded position where the shelf is arranged away from the operator's seat; Figure 3 is a cross-sectional view similar to Figure 2 showing the rack in a delivery position where the rack is arranged close to the operator's seat; Figure 4 is a perspective view of the electric vehicle in Figure 1 showing an electric motor integrated directly into a wheel; Figure 5 is a perspective view of a braking system coupled to a wheel of the electric vehicle in Figure 1; Figure 6 is a front perspective view of the electric vehicle in Figure 1 showing a vehicle impact management system; Figure 7 is a front perspective view of the impact management system depicted in Figure 6 coupled to an electric vehicle frame structure; Figure 8 is a perspective bottom view of the electric vehicle in Figure 1 before the impact between the vehicle and a stationary structure; Figure 9 is a perspective bottom view similar to Figure 8 showing the vehicle at rest after the impact between the vehicle and the stationary structure; RQprnn / zznz / B / YiAi Figure 10 is a front perspective view showing the impact management system and frame structure of the electric vehicle in a post-impact state between the vehicle and the stationary structure shown in Figure 8; and Figure 11 is a front perspective view similar to Figure 10 showing the impact management system and frame structure of the electric vehicle in another state after the impact between the vehicle and the stationary structure. DETAILED DESCRIPTION OF THE ILLUSTRATIVE MODALITIES While the concepts described herein are subject to various modifications and alternative forms, their specific embodiments have been shown by way of example in the drawings and will be described in detail herein. It should be understood, however, that the concepts described herein are not intended to be limited to the particular forms shown; rather, the intention is to cover all modifications, equivalents, and alternatives consistent with this description and the appended claims. References in the description to “a modality,” “an illustrative modality,” etc., indicate that the modality described may include a particular feature, structure, or characteristic, but each modality may or may not necessarily include that particular feature, structure, or characteristic. Furthermore, such expressions do not necessarily refer to the same modality. Additionally, when a particular feature, structure, or characteristic is described in relation to a modality, it is asserted that it is within the knowledge of a person skilled in the art to affect that particular feature, structure, or characteristic in relation to other modalities, whether explicitly described or not. Furthermore, it will be appreciated that items included in a list in the form of at least one of A, B, and C may mean (A); (B); (C); (A and B); (A and C); (B and C); or (A, B, and C).Similarly, items listed in the form of at least one of A, B or C may mean (A); (B); (C); (A and B); (A and C); (B and C); or (A, B and C). In the drawings, some structural or method features, such as those representing devices, modules, instruction blocks, and data elements, may be shown in specific arrangements and / or orders to facilitate description. However, it will be appreciated that such specific arrangements and / or orders may not be required. Rather, in some embodiments, such features may be arranged in a manner and / or order different from that shown in the illustrative figures. Furthermore, the inclusion of a structural or method feature in a particular figure does not imply that such feature is required in all 8 RQprnn / zznz / B / YiAi modalities and, in some modalities, may not be included or may be combined with other features. In some modalities, the schematic elements used to represent blocks of a method can be manually implemented by a user. In other modalities, the implementation of these schematic elements can be automated using any suitable form of machine-readable instruction, such as software applications or microprograms, programs, functions, modules, routines, processes, procedures, plugins, subprograms, widgets, code snippets, and / or others, for example, and each instruction can be implemented using any suitable programming language, library, application programming interface (API), and / or other software development tools. For example, in some modalities, the schematic elements can be implemented using Java, C++, and / or other programming languages.Similarly, the schematic elements used to represent data or information can be implemented by using any suitable electronic arrangement or structure, such as a record, data store, table, log, array, index, hash, map, tree, list, graph, file (of any file type), folder, directory, database, and / or others, for example. Furthermore, in drawings where connecting elements, such as solid or dashed lines or arrows, are used to illustrate a connection, relationship, or association between two or more schematic elements, the absence of any such connecting element does not imply that no connection, relationship, or association can exist. In other words, some connections, relationships, or associations between elements may be omitted from the drawings to avoid obscuring the description. Additionally, for ease of illustration, a single connecting element may be used to represent multiple connections, relationships, or associations between elements. For example, when a connecting element represents the communication of signals, data, or instructions, those skilled in the art should understand that such an element may represent one or more signal paths (e.g., a bus), as required to carry out the communication. With reference now to Figure 1, an illustrative ground vehicle 100 is embodied as, or in any other way includes, an electric delivery vehicle 102, such as an electric delivery truck adapted for any use as a delivery vehicle, for example. In some embodiments, the electric delivery vehicle 102 is adapted for use as a mail delivery vehicle that may be employed by the United States Postal Service. Of course, In other configurations, the 102 electric delivery vehicle can be configured for use in a variety of other suitable applications. Furthermore, in other configurations, the 100 ground vehicle can be incorporated as, or otherwise include, an electric service van. In some configurations, the illustrative electric delivery vehicle 102 is a postal delivery truck. Additionally, in some configurations, the illustrative delivery vehicle 102 is a non-postal delivery truck. In configurations where the delivery vehicle 102 is a non-postal delivery truck, the vehicle 102 can be used in a variety of applications, such as those listed below, for example. The illustrative land vehicle 100 may include one or more of the features of the electric vehicle described in pending U.S. Patent Application No. , such as a roof cover 104, one or more rain gutters 106, one or more blind-spot camera systems 108, one or more opera windows 110, and one or more opera window mirrors 112, to name a few. In addition, the illustrative land vehicle 100 may include one or more features of the electric vehicle described in pending U.S. patent application serial number , such as electric motors 400 (see Figure 4), for example. Furthermore, the illustrative land vehicle 100 may include one or more features of the electric vehicle described in pending U.S. patent application serial number , such as braking systems 500 (see Figure 5), for example.The descriptions of those applications are incorporated into this description by reference in their entirety. In some embodiments, the illustrative land vehicle 100 may include a monocoque, such as one of the monocoques described in U.S. Patent Application No. 17 / 142,766. Furthermore, in some embodiments, a monocoque of the illustrative land vehicle 100 may be formed using a modular mold system, such as one of the modular mold systems described in U.S. Patent Application No. 17 / 142,766. Moreover, in some embodiments, a monocoque of the illustrative land vehicle 100 may be formed according to the methods described in U.S. Patent Application No. 17 / 142,785. The descriptions in those applications are incorporated herein by reference in their entirety. It will be appreciated that the Land Vehicle 100 can be used in a variety of applications. In some configurations, the Land Vehicle 100 can be incorporated as, or otherwise included in, a fire and emergency vehicle, a garbage collection vehicle, a 10 RQprnn / zznz / B / YiAi vehicle coach, a recreational vehicle or motorhome, a municipal and / or service vehicle, an agricultural vehicle, a mining vehicle, a specialist vehicle, an energy vehicle, a defense vehicle, a port services vehicle, a construction vehicle and a transit and / or bus vehicle, to name just a few.In addition, in some configurations, the 100 vehicle can be adapted for use with or otherwise incorporated into tractors, front loaders, scraper systems, mowers and shredders, hay and forage equipment, planting equipment, sowing equipment, sprayers and applicators, tillage equipment, utility vehicles, lawnmowers, dump trucks, backhoe loaders, track loaders, chain loaders, bulldozers, excavators, motor graders, skid steer loaders, tractor loaders, wheel loaders, rakes, aerators, tow tractors, stackers, forwarders, harvesters, rotary machines, articulated arm loaders, diesel engines, axles, planetary gears, pump drives, transmissions, generators, and marine engines, among other suitable equipment. The illustrative ground vehicle 100 includes a frame structure 700 (see Figure 7) and wheels 120 supported by the frame structure 700. The frame structure 700 includes, or otherwise at least partially defines, an operator cage 132 that at least partially defines an operator cab 134 and a rear compartment 136 positioned behind the operator cage 132 in a longitudinal direction 140 (i.e., in the longitudinal direction of the vehicle 100). In the illustrative embodiment, the frame structure 700 includes rails 702, 704 extending in the longitudinal direction 140 from the respective ends 706, 708 arranged adjacent to the front wheels 122, 124 of vehicle 100 to the respective ends 710, 712 arranged adjacent to the rear wheels 126, 128 of vehicle 100. However, as mentioned above, in other embodiments, the land vehicle 100 may include a monocoque.In one example, the monocoque can be provided instead of the 700 frame structure. In another example, the monocoque can be provided in addition to the 700 frame structure. In yet another example, the 700 frame structure can serve as a reinforcing structure that is arranged internally within the monocoque, and the monocoque can be arranged externally to the 700 frame structure. The illustrative wheels 120 include the front wheels 122, 124 and the rear wheels 126, 128. The front wheel 122 and the rear wheel 126 are arranged for illustrative purposes on the left side 150 of vehicle 100 (i.e., when vehicle 100 is viewed from the rear), and the front wheel 124 and the rear wheel 128 are arranged for illustrative purposes on the right side 160. RQprnn / zznz / B / YiAi of vehicle 100 arranged opposite the left side 150. In the illustrative form, the front wheels 122, 124 are positioned in front of the rear wheels 126, 128 in the longitudinal direction 140. In the illustrative embodiment, the ground vehicle 100 includes an impact management system 600 (see Figure 6) supported by the frame structure 700 and positioned forward of the operator cage 132 in the longitudinal direction 140. The impact management system 600 may be concealed by a hood 138 of the vehicle 100, as shown in Figure 1. The illustrative impact management system 600 is configured to deform in response to impact forces applied to it during the use of the vehicle 100 in order to maintain the structural integrity of the operator cage 132 and the rails 702, 704. Furthermore, in some embodiments, the deformation of the impact management system 600 resulting from an impact or crash may maintain the structural integrity of other components of the vehicle 100.In any case, as described in more detail below with reference to Figures 6 and 7, the illustrative impact management system 600 includes a crash cage 610. As best seen in Figures 6 and 8, the crash cage 610 extends in the longitudinal direction 140 from the ends 706, 708 of the rails 702, 704 to the forwardmost point 170 of the vehicle 100. It will be appreciated that the illustrative impact management system 600 is configured to dissipate energy and / or forces applied to the vehicle 100 during an impact or collision event. Of course, the energy and / or forces resulting from an impact event can be applied to the vehicle 100 in various locations. In one example, such energy and / or forces can be applied to the vehicle 100 at a location near the frontmost point 170 and in a direction generally parallel to the longitudinal direction 140 (e.g., during a frontal collision). In another example, such energy and / or forces can be applied to the vehicle 100 near one or more of the front wheels 122, 124 and in a direction generally perpendicular to the longitudinal direction 140 (e.g., during a side collision).Regardless, as a consequence of the energy dissipation effected by the illustrative impact management system 600, energy and / or forces of lesser magnitude may be transmitted to other components of the vehicle 100. In some cases, as described below with respect to Figures 9-11, the deformation of the illustrative impact management system 600 is associated with, or otherwise corresponds to, a minimal transmission of energy and / or forces resulting from an impact event to the operator cage 132 and rails 702, 704 such that those components remain substantially intact during the impact event. RQprnn / zznz / B / YiAi With reference now to Figures 2 and 3, in the illustrative form, a number of elements are included in the operator's cab 134 of the land vehicle 100. These features are described in greater detail in the pending United States application with serial number [number omitted]. Among other things, the illustrative operator's cab 134 includes, or otherwise houses, a steering wheel 200, an operator's seat 210, and a rack 220 including trays 222. The illustrative operator's cab 134 includes a right-hand drive configuration 202 in which the steering wheel 200 and operator's seat 210 are arranged on the right side 204 of the cab 134. It will be appreciated that configuration 202 can facilitate curbside delivery by a driver seated in the operator's seat 210 to a curbside mailbox, at least in some configurations. In any case, in the illustrative right-hand drive configuration 202 of the operator's cab 134, the shelf 220 is mounted on the left side 206 of the cab 134 opposite the steering wheel 200 and operator's seat 210. As such, the shelf 220 occupies space that might otherwise be occupied by a passenger or driver's seat in other configurations. The illustrative operator's cab 134 includes, or otherwise houses, a pair of rails 230, 232 that are fixed to a floor 208 of the cab 134. The rails 230, 232 are spaced apart from each other in the longitudinal direction 140 and arranged on the left side 206 of the cab 134. In the illustrative embodiment, the shelf 220 can be moved in the operator's cab 134 along the rails 230, 232 in a lateral direction 212 perpendicular to the longitudinal direction 140. In the illustrative configuration, the shelf 220 can be moved in the operator's cab 134 along rails 230, 232 in the lateral direction 212 between a folded position 240 and a delivery position 300. In the folded position 240 of the shelf 220, the shelf 220 is positioned away from the operator's seat 210. It will be appreciated that when the shelf 220 is positioned in the folded position 240, the items (e.g., mail parcels, articles, etc.) held by the trays 222 of the shelf 220 may be located far enough from the operator that the operator may be required to leave the seat 210 to access the items. In the delivery position 300 of the shelf 220, the shelf 220 is positioned close to the operator's seat 210.As a result, when shelf 220 is arranged in delivery position 300, the operator can access the items held by trays 222 on shelf 220 without leaving seat 210, at least in some modes. RQprnn / zznz / B / YiAi It will be noted that in the United States, trucks are often classified according to their gross vehicle weight rating (GVWR), which may correspond to particular truck classifications and service classifications given in Table 1 below. In some configurations, the 100 vehicle has a GVWR (i.e., taking into account the truck's weight when empty and its payload capacity when full) of between 2721.55 kg and 8981.13 kg (6000 and 19,800 pounds). Additionally, in some configurations, the 100 vehicle has a GVWR of between 4536.38 kg (10,001 lbs) and 6350.29 kg (14,000 lbs), so the 100 vehicle is incorporated as or otherwise includes a Class 3 electric delivery truck. In one particular example, in some configurations, the 100 vehicle has a capacity of 1,000 cubic feet and weighs almost 2,948.35 kg (6,500 lbs) when empty and has a payload capacity of 2,721.55 kg (6,000 lbs), so that vehicle 100 has a GVWR of approximately 5,669.90 kg (12,500 lbs). Of course, it will be appreciated that, in other configurations, vehicle 100 may be incorporated as, or otherwise include, a Class 3 vehicle, a Class 4 vehicle, or a Class 5 vehicle. RQprnn / zznz / B / YiAi US Truck Class Service Classification Weight Limit Class 1 Light Truck 0 kg - 2721.55 kg (0-6000 lbs) Class 2a Light Truck 2722.00 kg - 3855.54 kg (6001-8500 lbs) Class 2b Light / Medium Truck 3855.99 kg - 4535.92 kg (8501-10000 lbs) Class 3 Medium Truck 4536.38 kg - 6350.29 kg (10001-14000 lbs) Class 4 Medium Truck 6350.75 kg - 7257.48 kg (14001-16000 lbs) Class 5 Medium Truck 7257.93 kg - 8845.05 kg (16001-19000 lbs) 500 Pounds) Class 6 Medium Truck 8845.50 kg - 11,793.40 kg (19,501-26,000 Pounds) Class 7 Heavy Truck 11,793.86 kg - 14,968.55 kg (26,001-33,000 Pounds) Class 8 Heavy Truck 14,969.00 kg (33,001 Pounds) + Table 1 It will be noted that, in some embodiments, the illustrative cab 134 may include a left-hand drive configuration in which the steering wheel 200 and the operator's seat 210 are arranged on the left side 206 of the cab 134. In such a left-hand drive configuration, the shelf 220 can be mounted on the right side 204 of the cab 134 opposite the steering wheel 200 and the operator's seat 210. As such, the rack 220 can occupy a space that might otherwise be occupied by a passenger or driver's seat in other configurations. Furthermore, in such a left-hand drive configuration, rails 230, 232 can be arranged on the right side 204 of the cab 134. In some embodiments, vehicle 100 is incorporated as, or in any other way includes, any of the Class 3 to Class 5 electric delivery trucks having a right-hand drive configuration. Furthermore, in some embodiments, vehicle 100 is incorporated as, or in any other way includes, any of the Class 3 to Class 5 electric delivery trucks having a left-hand drive configuration. Still further, in some embodiments, vehicle 100 is incorporated as, or in any other way includes, any of the Class 3 to Class 5 electric delivery trucks having another suitable driving configuration, such as a configuration in which the steering wheel 200 and the operator's seat 210 are centrally located in the cab 134 in the lateral direction 212, for example. With reference now to Figure 4, in the illustrative configuration, the land vehicle 100 includes electric motors 400 configured to produce rotational power to drive the rotation of the wheels 120 during the use of the vehicle 100. Each of the electric motors 400 is integrated directly into one of the wheels 120 so that the vehicle 100 includes four electric motors 400. As shown in Figure 4, one of the electric motors 400 (i.e., electric motor 402) is integrated directly into wheel 124. The illustrative motor 402 is incorporated as, or otherwise includes, any device capable of being driven by electrical power supplied by an array of energy cells 810 (see Figure 8) to produce rotational power. As stated above, the illustrative motor 402 is directly integrated into the wheel 124, such that the rotational power produced by the motor 402 is delivered directly to the wheel 124 during the use of the vehicle 100. In at least some embodiments, the motor 402 is directly integrated into the wheel 124 such that the motor 402 and the wheel 124 are mounted concentrically around an axle 404. In such embodiments, the axle 404 may define, or otherwise coincide with, an axis of rotation of the wheel 124. In some configurations, each of the 400 electric motors is configured to generate around 100 horsepower (hp) during the use of the 100 land vehicle. In some 15 In any of the 400 motors, each motor may be incorporated as, or otherwise include, a brushed DC motor, a brushless DC motor, a switched reluctance motor, a universal AC / DC motor, an induction motor, a torque motor, a synchronous motor, a doubly fed electric machine, a coreless or ironless rotor motor, an axial or flat rotor motor, a servo motor, a stepper motor, a linear motor, or the like. Of course, it will be appreciated that, in other embodiments, each motor may be incorporated as, or otherwise include, another suitable device capable of converting the electrical energy supplied by the energy cell assembly 810 into rotational power to drive the wheels 120.In some configurations, each of the 400 electric motors is configured to generate sufficient rotational power and / or driving force to propel one or more of the 120 wheels for an estimated vehicle lifetime 100, which may encompass a significant number of missions and / or delivery trips. In such configurations, each of the 400 motors may be configured to generate either less than 100 horsepower during vehicle use 100 or more than 100 horsepower during vehicle use 100, whichever is the case. In the illustrative configuration, each of the 400 electric motors is coupled to one of the 120 wheels without any transmission gears interposed between them. Furthermore, at least in some configurations, the illustrative land vehicle 100 completely omits one or more transmissions. Consequently, in such configurations, the land vehicle 100 is free of components that may be present in conventional transmissions, such as torque converters, rotating torque transmission mechanisms or clutches, stationary torque transmission mechanisms or brakes, transmission gears, pressure control valves, shift control valves, regulating valves, check valves, and various components of electrohydraulic control systems.As a result, the powertrain and / or drivetrain of the 100 vehicle can include significantly fewer parts than other configurations, thus facilitating maintenance, reliability, and reducing design complexity, among other things. In the illustrative configuration, the electric motors 400 of the land vehicle 100 are the only components of the vehicle 100 capable of generating rotational power to drive the wheels 120. The illustrative land vehicle 100 therefore does not include an internal combustion engine. As such, the land vehicle 100 is free of a number of components that can be used in conventional configurations to transmit rotational power from one or more motors. RQprnn / zznz / B / YiAi internal combustion to one or more wheels, such as drive shafts, differentials, and axles, to name just a few. In that additional aspect, the powertrain and / or drivetrain of the 100 vehicle can include significantly fewer parts than other configurations, which can facilitate maintenance, reliability, and reduce design complexity as mentioned above. With reference to Figure 5, in the illustrative form, the land vehicle 100 includes braking systems 500 configured to resist the rotation of the wheels 120 to stop and / or reduce the speed of the vehicle 100 during its use. A braking system 500 is illustratively coupled to each of the wheels 120. Each illustrative braking system 500 includes a disc 502, a braking device 510, a braking device 530, and a braking device 550. The illustrative disc 502 includes notches 504 defined between the circumferentially adjacent teeth 506 of the disc 502. The illustrative braking device 510 is configured to make contact with an outer face 508 of the disc 502 to resist the rotation of one of the wheels 120 during the use of the vehicle 100.The illustrative braking device 530 is circumferentially separated from the braking device 510 around the disc 502 and configured to contact the outer face 508 thereof to resist the rotation of one of the wheels 120 during vehicle 100 operation. The illustrative braking device 550 is configured to contact one or more teeth 506 of the disc 502 to resist the rotation of one of the wheels 120 during vehicle 100 operation. It will be appreciated that any of the braking devices 510, 530, 550 of each brake system 500 may be activated to resist the rotation of one of the wheels 120 during vehicle 100 operation and thereby provide redundant braking means. Furthermore, it will be appreciated that the multiple braking devices 510, 530, 550 can be activated in combination with one another to cooperatively resist the rotation of one of the wheels 120 during vehicle use 100. In the illustrative embodiment, the disc or rotor 502 of each brake system 500 is configured for rotation about a rotation axis 503. The illustrative disc 502 is coupled to the wheel 120 for common rotation with it about the axis 503, at least in some embodiments. Furthermore, in some embodiments, the disc 502 may be integrally formed with the wheel 120. Within an internal diameter 505 thereof, the disc 502 is formed to include notches 504 defined between the circumferentially adjacent teeth 506 of the disc 502. RQprnn / zznz / B / YiAi The illustrative braking device 510 is configured to contact the outer face 508 of the disc 502 to resist rotation of the wheel 120 about the axle 503 during use of the land vehicle 100. In the illustrative embodiment, the braking device 510 is incorporated as, or in any other way includes, a disc brake assembly. The braking device 510 includes a caliper 512, one or more pistons 514, and brake pads 524. In addition, the braking device 510 may include a number of components not shown in the Figures, such as one or more seals, dust covers, bleed devices, anti-squeal clips, brake shoes, friction materials, positioning pins, mounting pins, bearings, retainers, caps, anchor plates, mounting plates, spindles, or the like. The illustrative jaw 512 of the braking device 510 is incorporated as, or otherwise includes, a housing 513 of the braking device 510, which at least partially houses a number of components of the braking device 510, such as the piston(s) 514, for example. In the illustrative embodiment, the braking device 510 includes only one jaw 512. Furthermore, in the illustrative embodiment, the braking device 510 includes six pistons (only pistons 516, 518, and 520 are shown in Figure 5) that are at least partially housed by the single jaw 512. However, in other embodiments, it will be seen that the braking device 510 may include only one piston.The illustrative braking device 510 further includes a pair of brake pads (only brake pad 524 is shown) that are configured to make contact with opposite sides (i.e., outer and inner sides) of the disc 502 to resist rotation of the wheel 120 about the axle 503 during vehicle use 100. The brake caliper 512 of the braking device 510 can have a variety of constructions. In the illustrative example, the caliper 512 has a two-piece construction in which two pieces (only piece 526 is shown in Figure 5) are secured together very close to an end 528 of the caliper 512 by fasteners 527. In the illustrative example, the pieces of the caliper 512 are separated from each other very close to an end 529 that is arranged opposite end 528. The brake pads are attached to the inner sides of the pieces and arranged in a confronting relationship to each other to allow contact between the brake pads and the disc 502 when the disc 502 is positioned between the pads adjacent to end 529. In the illustrative example, a sensor 580 is attached to piece 526 of the caliper 512 on an outer periphery thereof.The 580 sensor is configured to provide an indicative signal of brake pad wear or degradation during vehicle use, at least in some modes. Without 18. RQprnn / zznz / B / YiAi However, in other examples, the 512 clamp may have another suitable construction and be made up of another suitable number of parts. In some embodiments, the wheel 120, illustrated in Figure 5, is supported for rotation about the rotation axis 503 by a bearing 560. In such embodiments, a brake sensor 562 is integrated into the bearing 560. The illustrative brake sensor 562 is configured to provide a signal to a control system (not shown) indicating the rotational speed of the wheel 120 during vehicle 100 operation, at least in some embodiments. The signal provided by the brake sensor 562 can be used to control one or more components of an anti-lock braking system (not shown) included in the vehicle 100. In some embodiments, fluid connections 564 are located radially between the axis of rotation 503 and the inner diameter 505 of the disc 502. Fluid connections 564 can be used to circulate coolant supplied from a coolant source (not shown) through the wheel 120 to cool the wheel 120 during vehicle operation 100, at least in some embodiments. Each fluid connection 564 may be incorporated as, or otherwise include, a projection 566 extending outward from an interior 568 of the wheel 120 and parallel to the axis of rotation 503, such that the fluid connections 564 are generally not recessed. In some embodiments, a connector 570 is located on the interior 568 of the wheel 120 adjacent to the fluid connections 564.Connector 570 can be configured to interface with a single low-voltage cable 572 that is positioned at least partially inside 568. In the illustrative configuration, braking device 530 is an electronic parking brake mechanism. Also in the illustrative configuration, braking device 550 is a parking stop mechanism. It will be noted that during the use of vehicle 100, braking devices 530 and 550 can be operated by a control system independently of each other and / or jointly. As mentioned above, the illustrative electronic parking brake mechanism 530 is configured to make contact with the outer face 508 of the disc 502 to resist the rotation of the wheel 120 about the axle 503 during vehicle use 100. As best seen in Figure 5, the parking brake mechanism 530 is circumferentially separated from the braking device 510 around the disc 502 and the axle 503. More specifically, the parking brake mechanism 530 and the braking device 510 19 RQprnn / zznz / B / YiAi are circumferentially separated by approximately 180 degrees from each other around the disc 502 and the shaft 503. In the illustrative arrangement, among other components, the fluid connections 564 and the connector 570 are located circumferentially between the parking brake mechanism 530 and the braking device 510. At least in some embodiments, the illustrative parking brake mechanism 530 includes a number of features similar to the corresponding features of the braking device 510. In such embodiments, the parking brake mechanism 530 includes a housing 532, one or more actuators or pistons 538 housed at least partially by the housing 532, and brake pads (only brake 540 is shown) supported by the housing 532 that are configured to contact opposite sides (i.e., outer and inner sides) of the disc 502 to resist rotation of the wheel 120 about the axle 503 during vehicle use 100.In addition, the 530 parking brake mechanism may include a number of components not shown in the Figures, such as one or more seals, dust covers, bleed devices, anti-squeal clips, brake shoes, friction materials, positioning pins, mounting pins, bearings, retainers, caps, anchor plates, mounting plates, spindles, or the like. The housing 532 of the parking brake mechanism 530 can have a variety of constructions. In the illustrative example, the housing 532 has a two-piece construction in which two pieces (only piece 534 is shown) are secured together very close to an end 536 of the housing 532. In the illustrative example, the pieces of the housing 532 are separated from each other very close to an end 537 that is arranged opposite end 536. The brake pads are attached to the inner sides of the pieces and arranged in a confronting relationship to each other to allow contact between the brake pads and the disc 502 when the disc 502 is positioned between the pads adjacent to end 537. In the illustrative example, a sensor 542 is attached to piece 534 of the housing 532 on an outer periphery thereof.The 542 sensor is configured to provide an indicative signal of brake pad wear or degradation during vehicle use, at least in some configurations. However, in other instances, the 532 housing may have a different, suitable construction and be comprised of a different number of parts. As mentioned above, the illustrative parking retainer mechanism 550 is configured to make contact with one or more teeth 506 of the disc 502 to resist rotation of the wheel 120 during vehicle use 100. Unlike some devices 20 RQprnn / zznz / B / YiAi conventional, the illustrative parking detent mechanism 550 is not equipped for, and does not interact with, a transmission of vehicle 100, since vehicle 100 omits one or more transmissions as indicated above. Therefore, unlike some conventional devices, the illustrative parking detent mechanism 550 does not block a transmission output shaft to prevent wheel 120 from rotating. In the illustrative embodiment, the parking retainer mechanism 550 includes a retainer or pin 552 housed at least partially by a housing 556. The retainer 552 can be sized to contact one or more of the teeth 506 during use of the mechanism 550. In addition, in some embodiments, the parking retainer mechanism 550 may include one or more actuators 554 housed at least partially by the housing 556. The one or more actuators 554 are configured to drive the movement (e.g., extension) of the retainer 552 relative to the housing 556 to contact one or more of the teeth 506 and thereby resist rotation of the wheel 120, at least in some embodiments. Furthermore, in such embodiments, one or more actuators 554 are configured to drive the movement (i.e., retraction) of the retainer 552 relative to the housing 556 to release the retainer 552 and thereby allow rotation of the wheel 120. With reference now to Figures 6 and 7, the illustrative impact management system 600 is shown positioned in a cavity 602 defined at least partially by a vehicle body 604 of vehicle 100 (see Figure 6) and coupled to the frame structure 700 with the body 604 and wheels 120 omitted for the sake of simplicity (see Figure 7). As mentioned above, the impact management system 600 includes the impact cage 610 which extends in the longitudinal direction 140 from the ends 706, 708 of the rails 702, 704 to the most forward point 170 of the vehicle 100. In the illustrative modality, the crash cage 610 includes a post assembly 620, a post assembly 640, a lower crash assembly 650, an upper crash assembly 670, a stabilizer structure 690 and a stabilizer structure 694, among other things, as described in further detail below.The impact management system 600 extends in a vertical direction 606 between a lower end 608 and an upper end 610. The illustrative post assembly 620 includes, or otherwise defines, a four-bar linkage 722 that is aligned with the rail 702 in the longitudinal direction 140 at the end 706 of the rail 702. In the illustrative embodiment, the post assembly 620 includes a vertical inner post 724, a vertical outer post 726, a top bar 728, and a base bar 730. The inner vertical post 724 is fixed directly to the rail 702 at its end 706. The outer vertical post 726 is separated from the inner vertical post 724 in the lateral direction 212 such that the outer post 726 is located outside the inner post 724 in the lateral direction 212. The top bar 728 extends in the lateral direction 212 from the inner post 724 to the outer post 726. The base bar 730 extends in the lateral direction 212 from the outer vertical post 726 to an outer vertical post 746 of the post assembly 640. The base bar 730 is positioned, for illustrative purposes, vertically below the top bar 728 with respect to a supporting surface (e.g., the ground) on which the ground vehicle 100 is positioned.The vertical inner post 724, the vertical outer post 726, the top bar 728 and the base bar 730 cooperate illustratively to at least partially define the four-bar mechanism 722. The illustrative post assembly 640 includes, or otherwise defines, a four-bar linkage 742 that is aligned with the rail 704 in the longitudinal direction 140 at the end 708 of the rail 704. In the illustrative embodiment, the post assembly 640 includes a vertical inner post 744, a vertical outer post 746, a top bar 748, and a base bar 730. The vertical inner post 744 is fixed directly to the rail 704 at the end 708 thereof. The vertical outer post 746 is separated from the vertical inner post 744 in the lateral direction 212 such that the outer post 746 is located outside the inner post 744 in the lateral direction 212. The top bar 748 extends in the lateral direction 212 from the inner post 744 to the outer post 746.The base bar 730 is illustratively positioned vertically below the top bar 748 with respect to a support surface on which the land vehicle 100 is positioned. The vertical inner post 744, the vertical outer post 746, the top bar 748, and the base bar 730 cooperate illustratively to at least partially define the four-bar mechanism 742. In the illustrative form, the lower shock assembly 650 at least partially defines the lower end 608 of the impact management system 600. The illustrative shock assembly 650 includes a lower beam or shock tube 752, a lower beam or shock tube 758, a crossbar 764, a crossbar 766, a strut 768, and a strut 770. These components of the shock assembly 650 are described in further detail below. The illustrative lower beam 752 is fixed directly to the vertical inner post 724 of post assembly 620. The lower beam 752 extends parallel to the rail 702 in the longitudinal direction 140 and is aligned with the rail 702 in the vertical direction 606. The lower beam 752 extends in the RQprnn / zznz / B / YiAi longitudinal direction 140 from one end 754 coupled to the inner post 724 to one end 756 arranged adjacent to the frontmost point 170 of the vehicle 100. The illustrative lower beam 758 is separated from the beam 752 in the lateral direction 212 and fixed directly to the vertical inner post 744 of the post assembly 640. The lower beam 758 extends parallel to the rail 704 in the longitudinal direction 140 and is aligned with the rail 704 in the vertical direction 606. The lower beam 758 extends in the longitudinal direction 140 from an end 760 coupled to the inner post 744 to an end 762 disposed adjacent to the forwardmost point 170 of the vehicle 100. The illustrative crossbar 764 extends in the lateral direction 212 between the lower beams 752, 758 and interconnects the lower beams 752, 758. The illustrative crossbar 766 further extends in the lateral direction 212 between the lower beams 752, 758 and interconnects the lower beams 752, 758. The crossbar 766 is positioned behind the crossbar 764 in the longitudinal direction 140. The illustrative strut 768 is fixed to the lower beam 752 and the crossbar 766. More specifically, the strut 768 is fixed to the lower beam 752 and the crossbar 766 such that the strut 768 is arranged obliquely to the lower beam 752. The illustrative strut 770 is fixed to the lower beam 758 and the crossbar 766. More specifically, the strut 770 is fixed to the lower beam 758 and the crossbar 766 such that the strut 770 is arranged obliquely to the lower beam 758. In the illustrative configuration, the upper shock assembly 670 is positioned above the lower shock assembly 650 in the vertical direction 606. The illustrative shock assembly 670 includes an upper beam 772, an upper beam 774, a shock wall 776, a vertical support 778, and a vertical support 780. These components of the shock assembly 670 are described in more detail below. The illustrative upper beam 772 is fixed directly to the vertical inner post 724 of the post assembly 620. The upper beam 772 extends parallel to the rail 702 in the longitudinal direction 140 and is arranged vertically above the rail 702 in the vertical direction 606. The upper beam 772 is interconnected with the lower beam 752 by the vertical support 778. The vertical support 778 is arranged, for illustrative purposes, in the longitudinal direction 140 between the crossbars 764, 766. RQprnn / zznz / B / YiAi The illustrative upper beam 774 is separated from the beam 772 in the lateral direction 212 and fixed directly to the vertical inner post 744 of the post assembly 640. The upper beam 774 extends parallel to the rail 704 in the longitudinal direction 140 and is arranged vertically above the rail 704 in the vertical direction 606. The upper beam 774 is interconnected with the lower beam 758 by the vertical support 780. The vertical support 780 is arranged, for illustrative purposes, in the longitudinal direction 140 between the crossbars 764, 766. The illustrative crash wall 776 extends in the lateral direction 212 between the upper beams 772, 774 to interconnect the beams 772, 774. In the illustrative embodiment, the crash wall 776 is arranged in the longitudinal direction 140 adjacent to the most forward point 170 of the vehicle 100. In some embodiments, the crash wall 776 can be coupled and provide an interconnection between the stabilizing structures 690, 694 adjacent to the most forward point 170 of the vehicle 100. The illustrative stabilizing structure 690 is disposed at least partially outward from the lower crash assembly 650 and the upper crash assembly 670 in the lateral direction 212. In the illustrative embodiment, the stabilizing structure 690 extends from the vertical outer post 726 of the post assembly 620 to an end 782 of the crash wall 776 located adjacent to the upper beam 772. The illustrative stabilizing structure 690 is formed to define an arc 792 between the vertical outer post 726 and the end 782 of the crash wall 776. At least in some embodiments, the stabilizing structure 690 is configured to deform in response to forces applied to the vehicle 100 in a direction generally perpendicular and not parallel to the longitudinal direction 140 during an impact event (e.g., a side collision). The illustrative stabilizing structure 694 is disposed at least partially outward from the lower crash assembly 650 and the upper crash assembly 670 in the lateral direction 212. In the illustrative embodiment, the stabilizing structure 694 is disposed opposite the stabilizing structure 690 and extends from the vertical outer post 746 of the post assembly 640 to an end 784 of the crash wall 776 located adjacent to the upper beam 774. The illustrative stabilizing structure 694 is formed to define an arc 796 between the vertical outer post 746 and the end 784 of the crash wall 776. At least in some embodiments, the stabilizing structure 694 is configured to deform in response to forces applied to the vehicle 100 in a direction generally perpendicular and not parallel to the longitudinal direction 140 during an impact event (e.g., a side collision). In the illustrative configuration, the 610 crash cage of the 600 impact management system includes a reinforcement bracket 786 that is coupled between the upper beam 772 of the crash assembly RQprnn / zznz / B / YiAi upper 670 and the stabilizing structure 690. More specifically, the reinforcing support 786 extends outward in the lateral direction 212 and upward in the vertical direction 606 from the upper beam 772 to the stabilizing structure 690 to interconnect the upper beam 772 and the stabilizing structure 690. At least in some embodiments, the reinforcing support 786 is configured to deform in response to forces applied to the vehicle 100 in a direction generally perpendicular and not parallel to the longitudinal direction 140 during an impact event (e.g., a side collision). In the illustrative embodiment, the crash cage 610 of the impact management system 600 includes a reinforcement bracket 788 that is coupled between the upper beam 774 of the upper crash assembly 670 and the stabilizing structure 694. More specifically, the reinforcement bracket 788 extends outward in the lateral direction 212 and upward in the vertical direction 606 from the upper beam 774 to the stabilizing structure 694 to interconnect the upper beam 774 and the stabilizing structure 694. At least in some embodiments, the reinforcement bracket 788 is configured to deform in response to forces applied to the vehicle 100 in a direction generally perpendicular and not parallel to the longitudinal direction 140 during an impact event (e.g., a side collision). With reference now to Figure 8, the illustrative vehicle 100 is depicted alongside a stationary structure 800 immediately before an impact event occurs between vehicle 100 and structure 800. In state 802 of vehicle 100 shown in Figure 8, no component of the impact management system 600 has been deformed. Therefore, the impact management system 600 is depicted in Figure 8 similarly to the representation of system 600 in Figure 7. In state 802 of vehicle 100, at least in some modes, vehicle 100 can travel at a reference crash test speed, such as 30 mph, for example. With reference now to Figure 9, the illustrative vehicle 100 is depicted in state 900 following the impact event between vehicle 100 and the stationary structure 800. In state 900, vehicle 100 is illustratively at rest. Several components of the impact management system 600 have been at least partially deformed in the illustrative state 900 of vehicle 100. Such components include, but are not limited to, the lower beams or crash tubes 752, 758, the stabilizing structures 690, 694, the crossbars 764, 766, the crash wall 776, the struts 768, 770, and the joints 722, 742. RQprnn / zznz / B / YiAi As is evident from Figure 9, in the illustrative state 900 of vehicle 100, minimal or relatively minimal deformation has occurred in the rearward-facing components of the illustrative crash cage 610 in the longitudinal direction 140 (i.e., rails 702, 704, operator cage 132, and motor cell assembly 810). It will therefore be appreciated that the illustrative impact management system 600 is configured to, at least in some modes, substantially isolate rails 702, 704, operator cage 132, and energy cell assembly 810 from impact forces applied to and / or transmitted to the impact management system 600 during an impact event.Furthermore, it will be appreciated that in at least some modes, the illustrative impact management system 600 is capable of isolating the aforementioned components from impact forces during frontal collisions and / or during side collisions near the system 600 during the use of vehicle 100. With reference now to Figure 10, the illustrative impact management system 600 and the frame structure 700 coupled to it are depicted in a state 1000 with other vehicle elements 100 (e.g., the wheels 122, 124, the bodywork 604 and the energy cell assembly 810) omitted for the sake of simplicity. In some modes, illustrative state 1000 of vehicle 100 corresponds to a time instance later than the time instance associated with illustrative state 802 of vehicle 100. Furthermore, in some modes, illustrative state 1000 corresponds to a time instance later than the time instance associated with illustrative state 802 and earlier than the time instance associated with illustrative state 900. In one example, illustrative state 1000 corresponds to a time instance 0.03 seconds after the time instance associated with illustrative state 802.In another example, illustrative state 1000 corresponds to a time instance of 0.04 seconds prior to the time instance associated with illustrative state 900. As shown in Figure 10, several components of the impact management system 600 have at least partially deformed, or are in the process of undergoing at least partial deformation, in the illustrative state 1000 of the vehicle 100. Such components include, but are not limited to, the lower beams or crash tubes 752, 758, the stabilizing structures 690, 694, the crossbars 764, 766, the crash wall 776, the struts 768, 770, and the base bar 730. However, in the illustrative state 1000, minimal or relatively minimal deformation has occurred in the components positioned rearward of the joints 722, 724 in the longitudinal direction 140 (i.e., the rails 702, 704). Furthermore, minimal deformation has occurred RQprnn / zznz / B / YiAi or relatively minimal of the joints 722, 742 of the post assemblies 620, 640 in the illustrative state 1000 of the vehicle 100. With reference to Figure 11, the illustrative impact management system 600 and the attached frame structure 700 are represented in state 1100, with other elements of vehicle 100 (e.g., wheels 122, 124, body 604, and energy cell assembly 810) omitted for simplicity. In some embodiments, the illustrative state 1100 of vehicle 100 corresponds to a time instance identical to the time instance associated with the illustrative state 900 of vehicle 100. In one example, illustrative states 900 and 1100 correspond to a time instance 0.04 seconds after the time instance associated with illustrative state 1000. In another example, illustrative states 900 and 1100 correspond to a time instance 0.07 seconds after the time instance associated with illustrative state 802. Although the description has been illustrated and described in detail in the drawings and in the description above, it should be considered as illustrative and not restrictive, it being understood that only illustrative modalities of it have been shown and described and that it is desired to protect all changes and modifications that fall within the spirit of the description.

Claims

1. A land vehicle comprising: a frame structure including an operator cage that defines, at least partially, an operator cab and a rear compartment positioned behind the operator cage in a longitudinal direction, wherein the frame structure includes a pair of rails, each extending in the longitudinal direction from a first end arranged adjacent to a pair of front wheels to a second end arranged adjacent to a pair of rear wheels; a plurality of wheels supported by the frame structure, wherein the plurality of wheels includes the pair of front wheels and the pair of rear wheels, and wherein the pair of front wheels is positioned in front of the pair of rear wheels in the longitudinal direction;and an impact management system supported by the frame structure and positioned in front of the operator cage in the longitudinal direction, wherein the impact management system is configured to deform in response to impact forces applied to it during use of the land vehicle to maintain the structural integrity of the operator cage and the rail pair, and wherein the impact management system includes an impact cage that extends in the longitudinal direction from the first ends of the rail pair to the frontmost point of the land vehicle.

2. The land vehicle according to claim 1, wherein the crash cage comprises: a pair of inner vertical posts, each fixed directly to one of the corresponding first ends of the pair of rails; a pair of outer vertical posts, each of which is separated from a corresponding post of the pair of inner vertical posts in a lateral direction perpendicular to the longitudinal direction, such that the pair of outer vertical posts are located outside the pair of inner vertical posts in the lateral direction; a pair of upper bars, each of which extends in the lateral direction from a post of the pair of inner vertical posts to a post of the pair of outer vertical posts;and a base bar extending laterally from one post of the outer vertical post pair RQprnn / zznz / B / YiAi to the other post of the outer vertical post pair that is positioned vertically below the upper bar pair relative to a support surface on which the ground vehicle is positioned.; 3. The land vehicle according to claim 2, wherein one post of the pair of outer vertical posts, one post of the pair of inner vertical posts, one of the pair of upper bars and the base bar cooperate to at least partially define a first four-bar crash cage mechanism, and wherein the other post of the pair of outer vertical posts, the other post of the pair of inner vertical posts, the other of the pair of upper bars and the base bar cooperate to at least partially define a second four-bar crash cage mechanism.

4. The land vehicle according to claim 3, wherein the first four-bar mechanism and the second four-bar mechanism are aligned with the rail pair in the longitudinal direction at the first ends of the rail pair.

5. The land vehicle according to claim 2, wherein the crash cage includes a lower crash assembly having a first lower beam extending parallel to the pair of rails in the longitudinal direction, a second lower beam separated from the first lower beam in the lateral direction and extending parallel to the pair of rails in the longitudinal direction, a first crossbar extending in the lateral direction to interconnect the first and second lower beams, and a second crossbar positioned behind the first crossbar in the longitudinal direction extending in the lateral direction to interconnect the first and second lower beams.

6. The land vehicle according to claim 5, wherein: the first lower beam extends in the longitudinal direction from one end coupled to a post of the pair of internal vertical posts to another end disposed adjacent to the most forward point of the land vehicle; the second lower beam extends in the longitudinal direction from one end coupled to the other post of the pair of internal vertical posts to another end disposed adjacent to the most forward point of the land vehicle; the lower shock assembly includes a first strut fixed to the first lower beam and the second crossbar such that the first strut is arranged obliquely to the first lower beam; and the lower shock assembly includes a second strut fixed to the second lower beam and the second crossbar such that the second strut is arranged obliquely to the second lower beam.

7. The land vehicle according to claim 2, wherein the crash cage includes an upper crash assembly having a first upper beam extending parallel to the rail pair in the longitudinal direction and coupled to one post of the vertical inner post pair such that the first upper beam is arranged vertically above the rail pair, a second upper beam separated from the first upper beam in the lateral direction and extending parallel to the rail pair in the longitudinal direction and coupled to the other post of the vertical inner post pair such that the second upper beam is arranged vertically above the rail pair, and a crash wall interconnecting the first and second upper beams in the lateral direction and arranged adjacent to the forwardmost point of the land vehicle.

8. The land vehicle according to claim 7, wherein the crash cage comprises: a first stabilizing structure extending from one post of the pair of outer vertical posts to a first end of the crash wall located adjacent to the first upper beam; and a second stabilizing structure extending from the other post of the pair of outer vertical posts to a second end of the crash wall located adjacent to the second upper beam.

9. The land vehicle according to claim 8, wherein: the first stabilizing structure is formed to define a first arc between one post of the pair of outer vertical posts and the first end of the crash wall; the second stabilizing structure is formed to define a second arc between the other post of the pair of outer vertical posts and the second end of the crash wall; and the first and second stabilizing structures are configured to deform in response to forces applied thereto in one or more directions that are not parallel to the longitudinal direction.

10. The land vehicle according to claim 9, wherein the crash cage comprises: a first reinforcing support extending outwards laterally and upwards in a vertical direction from the first upper beam to the first stabilizing structure; and a second reinforcing support extending outwards laterally and upwards in a vertical direction from the second upper beam to the second stabilizing structure.

11. A land vehicle comprising: a frame structure including an operator cage that defines, at least partially, an operator cab and a rear compartment positioned behind the operator cage in a longitudinal direction, wherein the frame structure includes a pair of rails, each extending in the longitudinal direction, and wherein the operator cab includes a steering wheel, an operator seat, and a shelf disposed in the operator cab opposite the steering wheel and the operator seat that includes a plurality of trays; a plurality of wheels supported by the frame structure;and an impact management system supported by the frame structure and positioned in front of the operator's cab in the longitudinal direction, wherein the impact management system is configured to deform in response to impact forces applied to it during use of the land vehicle to maintain the structural integrity of at least some components of the frame structure, and wherein the impact management system includes a crash cage extending longitudinally from the pair of rails to the forwardmost point of the land vehicle.

12. The land vehicle according to claim 11, wherein: the operator's cab comprises a pair of rails fixed to an operator's cab floor and spaced apart from each other in the longitudinal direction; the rack can be moved along the pair of rails in a lateral direction perpendicular to the longitudinal direction between a stowed position, in which the rack is arranged away from the operator's seat, and a delivery position, in which the rack is arranged close to the operator's seat; and the land vehicle has a gross vehicle weight rating (GVWR) of between 4536.38 kg (10,001 lbs) and 6350.29 kg (14,000 lbs).

13. The land vehicle according to claim 11, further comprising a plurality of electric motors for generating rotational power supported by the plurality of wheels, wherein one of the plurality of electric motors is directly integrated into each of the plurality of wheels.

14. The land vehicle according to claim 11, further comprising a braking system coupled to each of the plurality of wheels, wherein each braking system includes a disc having a plurality of notches defined between the circumferentially adjacent teeth of the disc, a first braking device configured to make contact with an outer face of the disc to resist the rotation of one of the plurality of wheels, a second braking device circumferentially separated from the first braking device around the disc and configured to make contact with the outer face of the disc to resist the rotation of one of the plurality of wheels, and a third braking device configured to make contact with one or more teeth of the disc to resist the rotation of one of the plurality of wheels.

15. The land vehicle according to claim 11, wherein the crash cage comprises: a pair of inner vertical posts, each fixed directly to one of the corresponding pair of rails; a pair of outer vertical posts, each of which is separated from a corresponding post of the pair of inner vertical posts in a lateral direction perpendicular to the longitudinal direction, such that the pair of outer vertical posts are located outside the pair of inner vertical posts in the lateral direction; a pair of top bars, each of which extends in the lateral direction from a post of the pair of inner vertical posts to a post of the pair of outer vertical posts;and a base bar extending laterally from one post of the pair of outer vertical posts to the other post of the pair of outer vertical posts, which is positioned vertically below the pair of upper bars relative to a support surface on which the land vehicle is positioned.

16. The land vehicle according to claim 15, wherein the crash cage comprises: a first lower beam extending parallel to the pair of rails in the longitudinal direction; a second lower beam separated from the first lower beam in the lateral direction and extending parallel to the pair of rails in the longitudinal direction; a first crossbar extending in the lateral direction to interconnect the first and second lower beams; a second crossbar positioned behind the first crossbar in the longitudinal direction and extending in the lateral direction to interconnect the first and second lower beams; a first strut fixed to the first lower beam and the second crossbar such that the first strut is arranged obliquely to the first lower beam;and a second strut fixed to the second lower beam and the second crossbar such that the second strut is arranged obliquely to the second lower beam.; 17. The land vehicle according to claim 16, wherein the crash cage comprises: a first upper beam extending parallel to the pair of rails in the longitudinal direction and coupled to one post of the pair of vertical inner posts such that the first upper beam is arranged vertically above the pair of rails; a second upper beam separated from the first upper beam in the lateral direction and extending parallel to the pair of rails in the longitudinal direction and coupled to the other post of the pair of vertical inner posts such that the second upper beam is arranged vertically above the pair of rails; and a crash wall interconnecting the first and second upper beams in the lateral direction and arranged adjacent to the forwardmost point of the land vehicle.

18. The land vehicle according to claim 17, wherein the crash cage comprises: a first stabilizing structure extending from one post of the pair of outer vertical posts to a first end of the crash wall located adjacent to the first upper beam; and a second stabilizing structure extending from the other post of the pair of outer vertical posts to a second end of the crash wall located adjacent to the second upper beam.

19. The land vehicle according to claim 18, wherein the crash cage comprises: a first reinforcing support extending outwards laterally and upwards in a vertical direction from the first upper beam to the first stabilizing structure; and a second reinforcing support extending outwards laterally and upwards in a vertical direction from the second upper beam to the second stabilizing structure.

20. A land vehicle comprising: a frame structure including an operator cage that at least partially defines an operator cab and a rear compartment positioned behind the operator cage in a longitudinal direction, wherein the frame structure includes a pair of rails, each extending in the longitudinal direction; a plurality of wheels supported by the frame structure;and an impact management system supported by the frame structure and positioned in front of the operator cage in the longitudinal direction, wherein the impact management system is configured to deform in response to impact forces applied to it during use of the land vehicle to maintain the structural integrity of at least some components of the frame structure, and wherein the impact management system includes a crash cage having a pair of inner vertical posts, each fixed directly to one of the corresponding pair of rails; a pair of outer vertical posts, each of which is separated from a corresponding post of the pair of inner vertical posts in a lateral direction perpendicular to the longitudinal direction, such that the pair of outer vertical posts are located outside the pair of inner vertical posts in the lateral direction;a pair of upper bars, each of which extends laterally from one post of the pair of inner vertical posts to one post of the pair of outer vertical posts; and a base bar extending laterally from one post of the pair of outer vertical posts to the other post of the pair of outer vertical posts that is positioned vertically below the pair of upper bars in relation to a support surface on which the land vehicle is positioned.

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