TRUCK WITH A CABIN BED

Abstract

A truck is disclosed, comprising a cabin that includes a resting arrangement behind the driver seat for resting the driver inside the cabin. The resting arrangement comprises a pivotable rest member that provides a support surface for supporting the driver. In a first state the rest member is in a lowered position, tilted inwards against the rear wall of the cabin below the rear view window. In a second state, the rest member is in a raised position and the support surface is tilted upwards in a substantially level orientation perpendicular to the rear wall. A sliding guide slidably guides the rest member between the first state and the second state, and vertically supports the rest member in the second state.

Description

l P 138033NL00 Title: TRUCKWITHA CABINBED The invention relates to a truck, comprising a cabin including a driver seat for seating a driver ofthe truck, wherein a rear wall ofthe cabin comprises a rear view window through which the driver is able to look towards a rear ofthe truck, wherein a resting arrangement is providedbehind the driver seat for resting the driver inside the cabin. BACKGROUND Truck drivers sometimes need to rest when traveling long distances, or between shorter trips. For comfort and privacy, drivers preferably take their rest inside the cabin. In some trucks, the cabin is designed with a specialized compartment, or sleeper bunk, for the driver to rest during long hauls. These trucks are sometimes referred to as sleeper trucks. Other trucks that are designed to provide short-haul deliveries are provided with a so called day cab which does not have such a specialized compartment. Due to the limited space that is available, it is a challenge to t a bed inside a day cab, without being a hindrance to the driver when the bed is not used. To address this issue, some day cabs are equipped with a foldable bed. These beds typically fold up against the rear wall ofthe cabin when not in use. However, the presence of a folded up bedbehind the driver seat limits the maximum rearward travel and position ofthe driver seat, whichmay result in an ergonomically suboptimal driving position for the driver. Also, itmay not be preferred to install a foldable bed in a cabin with a rear view window in case the bed obstructs the drivers view through the rear view window when the bed is folded up. Conversely, when the driver wants to rest, it should be possible to take the bed out from its stowed position to provide a stable and comfortable resting surface, preferably without the driver having to move the seats around. To achieve this, known foldable beds propose a relatively complex mechanism that can be cumbersome to operate. Hence, considering the limited space inside the cabin and that the bed is to be compactly stowed yet stable and comfortable when in use, it remains a challenge to provide a foldable bed that is designed for quick and easy setup, allowing it to be folded out without the need to adjust the seats, ensuring convenience and efciency. SUMMARY The present invention provides a truck, comprising a cabin including a driver seat for seating a driver ofthe truck.A rear wall ofthe cabin comprises a rear view window through which the driver is able to look towards a rear ofthe truck. A resting arrangement is provided behind the driver seat for resting the driver inside the cabin. The resting arrangement comprises a pivotable rest member that provides a support surface for supporting the driver. The rest member is pivotable in that a rear edge ofthe rest member is pivotably suspended about a pivot axis by a carriage that is vertically translatable with respect to a vertical guide attached to the rear wall ofthe cabin. The pivotable rest member is operable between a rst state and a second state. In the rst state the rear edge is in a lowered position and the support surface is tilted inwards against the rear wall ofthe cabin, and a front edge ofthe rest member opposite the rear edge is below the rear view window. In the second state, the rear edge is in a raised position and the support surface is tilted upwards in a substantially level orientation perpendicular to the rear wall. In other words, from the rst state, the rest member is tilted outwards away from the rear wall until the support surface faces upward in the second state. The resting arrangement further comprises a sliding guide arranged for slidably guiding a bottom surface ofthe rest member opposite the support surface over a guided path between the rst state and the second state. The sliding guide is arranged for vertically supporting the rest member in the second state. The rest member as defined in the present invention can refer to a bed, a stool, or a seat, or any other means that is primarily designed for supporting a driver (or any other person) in a resting position, so that the driver can sit down or sleep on the rest member, e.g. to re-energize inside the cabin. As mentioned above, the rest member is not only pivotable but also translatable over the vertical guide rail for moving the rest member from the first state to the second state, or vice versa. As a result, the rest member can be stowed in a relatively low position behind the driver seat, e.g. in a position where the rear edge lies against the cabin oor or engine tunnel. Due to the low position ofthe rest member, the rear view window remains unobstructedwhen the rest member is stowed. The low storage position of the rest member also makes the cabin look more spacious, and prevents that the rest member interferes with the adjustability ofthe driver seat since a large part ofthe rest member is storedbehind and below the driver seat. Hence, the forward and rearward adjustability ofthe seat, as well as the inclination ofthe backrest can be fully maintained. Conversely, when the rest member is to be used for resting, the driver can pull up and pivot the rest member outward to the substantially level position. The sliding guide assists the user during a movement ofthe rest member from the first state to the second state, or reverse, by leading the bottom surface over an optimal, predened guided path. For example, the sliding guide can provide one or more slide surfaces arranged for abutting the bottom surface ofthe rest member. The shape ofthe one or more slide surfaces determines the guided path. Alternatively, or additionally, the bottom surface ofthe rest membermay be shaped to define the guided path. For example, the bottom surface may be locally curved, e.g. hollow or convex, where the bottom surface contacts the sliding guide. The sliding guide does not necessarily only involve parts that slide over each other, but may also include rolling elements, e.g. to reduce friction. For example, the bottom surface ofthe rest member and / or the sliding guide may comprise one or more rollers arranged for rolling over a mating surface ofthe sliding guide, or the rest member, respectively. Alternatively, or additionally, the sliding guide and / or the bottom surface ofthe rest membermay be coated with a low friction coating, or a strip ofa low friction materialmay be providedbetween the sliding guide and the bottom surface. Since the sliding guide supports the rest member in the second state, a stable platform is provided that can support the weight ofthe driver. The sliding guide is preferably arranged for guiding the rest member over the guided path between the rst and second state, and also for constraining movement ofthe rest member in other directions that deviate from the guided path. Preferably, the connection remains intact as the rest member is moved over the guided path. For example, the sliding guide may be slidably and / or rollably connected to the bottom surface ofthe rest member. In other words, the slidable or rollable connection prevents the sliding guide and rest member from separating or misaligning during the movement with respect to each other, by staying physically connected. Such a connection can for example comprise interlocking features, such as grooves, rails, rollers or channels, that guide the movement over the guidedpath while preventing disconnection. In some embodiments, the sliding guide comprises one or more upstanding support struts that extend from a oor ofthe cabin. In case of multiple support struts, each support strut can provide a slide surface that denes a guidedpath for guiding a section ofthe bottom surface ofthe rest member. Preferably, the sliding guide comprises a pair ofupstanding support struts, or more than two upstanding support struts, to distribute the contact force between the sliding guide and the rest member over the bottom surface. In this way, bending stresses in the rest member due to the weight ofthe driver resting on top ofthe rest member can be reduced. And as a result, the rest member can be designed relatively thin, which makes the resting assembly even more compact. For example, two upstanding support struts may be provided in a central section ofthe cabin, between the driver seat and the front passenger seat, e.g. alongside the center console or engine tunnel. These support struts can thus support a middle part ofthe rest member in the second state, so that the center of gravity ofa person resting, e.g. sitting or lying down, on the rest member is directly above and between the support struts. To provide extra strength and stability, one or more further support strutsmay be provided, e.g. at or near the side wall of the cabin. Optionally, the one or more further support struts can be mounted to, or integrated in the side wall ofthe cabin. The support struts do not need to be identical to each other, since the shape ofthe bottom surface may vary over the length or width ofthe rest member. Also, depending on the position ofthe support strut with respect to the rest member, the guided path may locally vary and the slide surface ofeach support strut can be adapted accordingly. In some embodiments, the guidedpath follows a curved trajectory that extends upwards and is curvedforward in a driving direction ofthe truck. For example, the curved trajectorymay follow a partially circular or ellipsoid contour, e.g. ofa support strut. The rest member can for example a support surface for supporting the driver, or any other person, in a sitting or lying down position. Preferably, the rest member extends between and up to opposing lateral side walls ofthe cabin in the second state, so that the driver can sleep or rest while lying down. The width ofthe cabin can be up to about 2,5 meters, which means that in the lateral direction, the rest membermay be long enough to support the full length ofthe driver. In the rst state, the rest member preferably extends in a vertical direction from a oor ofthe cabin up to a lower edge ofthe rear view window. For example, the rear edge ofthe rest membermay lie against the engine tunnel in the rst state, ormay even be suspended a bit higher. In the first state, the front edge may extend up to about the height ofthe lower edge ofthe rear view window, or a bit beyond, e.g. no more than 100 millimeter beyond the lower edge, so that the rear view window is substantially clear from obstruction and usable by the driver. In general, a width ofthe rest member between the front and rear edge may be about 40- 80 centimeters, preferably 60-80 centimeters, to provide a comfortable support surface for the driver to lie down on. Said width is not necessarily the same over the length ofthe rest member. For example, the rest member may be wider at a middle section and narrower at the end sections toward the lateral side walls ofthe cabin. In the second state, i.e. when the rest member is held in a substantially level orientation, the rest member preferably extends from the rear wall ofthe cabin and at least partially across the driver seat in a driving direction ofthe truck. To accommodate for the partial extension across the driver seat, the rest member can have a recessed section directly behind the driver seat, in which recessed section the front edge ofthe rest member is recessed towards the rear edge. In other words, the width ofthe rest member is reduced in the end section directly behind the driver seat. This narrowed section does not significantly reduce the comfort ofthe driver when lying down on the rest member, since this section would typically support the head or feet ofthe driver. Alternatively, or additionally, the bottom surface ofthe rest member can have a chamfered section directly behind the driver seat, in which chamfered section the rest member tapers from a largest thickness at the rear edge towards a smallest thickness at the front edge. In the second state, the chamfered sectionmay abut the backrest ofthe driver seat for additional support. To facilitate movement ofthe rest member between the rst and second state, the front edge ofthe rest membermay comprise a handle for manually operating the rest member. Optionally, the resting arrangement comprises weight compensation means for at least partially compensating a weight ofthe rest member. For example, counterweights may be coupled to the carriage to facilitate the vertical translation ofthe carriage including the rest member with respect to the vertical guide. Alternatively, or additionally, the vertical translationmay be assisted by means ofan actuator, or a spring element like an air spring. To facilitate the downward movement ofthe rest member towards the first state, i.e. the stowed position, the weight compensation meansmay comprise one or more dampers. In this way, it can be prevented that the rest member is dropped down too quickly, to avoid damage to the oor and / or the rest member. In some embodiments, the resting arrangement comprises a biasing means for biasing the rest member towards the rst and / or second state. One or more biasing elements can e.g. be operably connected to the vertical guide and / or the carriage to preload the rest member to the rst or second state, or to both the first and second state. Alternatively, one or more biasing elements may be mountedbetween the sliding guide and the rest member. The guidedpath may dene a dead point somewhere between the first state and the second state that changes the direction ofthe preload force exertedby the one or more biasing elements, to bistably bias the rest member towards the rst and second state. The one or more biasing elements can for example include coil springs, leaf springs, torsion springs, air springs, and other resilient components that as such are known in the art. In other or further embodiments, the resting arrangement comprises a lock mechanism arranged for locking the rest member in the first and / or second state. For example, a snap-lock connection or latch mechanism may be present between the vertical guide and the carriage, or between the sliding guide and the rest member. In this way it can be prevented that the rest member inadvertently moves out from the rst state, for example when the truck is driving over a rough orbumpy road surface. In preferred embodiments which provide a reliable, easy to use, yet simple solution for the resting arrangement, the carriage comprises an L- shaped bracket, wherein the L-shaped bracket includes a leg that extends from the vertical guide towards a foot that extends out from the leg and supports the bottom surface ofthe rest member, wherein, in the first state, the leg extends substantially perpendicular to the rear wall ofthe cabin and the foot extends vertically upward, and wherein, in the second state, the leg abuts the vertical guide and the foot extends substantially perpendicular to the rear wall. Optionally, the L-shaped bracket comprises a lock hook that is arranged for hooking onto a cutout in the vertical guide when the rest member is in the second state, for thereby constraining a vertical translation ofthe carriage relative to the vertical guide as well as constraining a tilting ofthe rest member about the pivot axis. BRIEF DESCRIPTIONOFTHE DRAWINGS The invention will be further elucidated in the gures: FIG. 1 illustrates an embodiment ofa truck with a resting arrangement in a stowed, first state; FIG. 2 illustrates the resting arrangement ofFIG. 1 in an expanded, second state; FIG. 3 illustrates a section view ofan embodiment ofthe resting arrangement in the second state; FIG. 4 illustrates a section view ofthe resting arrangement ofFIG. 3 in a position between the second state and the rst state; FIG. 5 illustrates a section view ofthe resting arrangement ofFIG. 8 in the rst state; FIGs. 6A andB provide detailed views ofan embodiment ofa sliding guide ofthe resting arrangement; FIGs. 7A andB provide a side view ofan embodiment ofthe resting arrangement in the first and second state; FIGs. 8A andB illustrate another or further embodiment ofthe resting arrangement, comprising a carriage in the form ofan L-shaped bracket. DETAILED DESCRIPTION The invention is described more fully hereinafter with reference to the accompanying drawings, in which embodiments ofthe invention are shown. In the drawings, the absolute and relative sizes ofsystems, components, layers, and regions may be exaggerated for clarity. Embodiments may be described with reference to schematic and / or cross-section illustrations of possibly idealized embodiments and intermediate structures ofthe invention. In the description and drawings, like numbers refer to like elements throughout. Relative terms as well as derivatives thereofshould be construed to refer to the orientation as then described or as shown in the drawing under discussion. These relative terms are for convenience of description and do not require that the system be constructed or operated in a particular orientation unless stated otherwise. FIG. 1 illustrates an embodiment ofa truck 100, in particular a truck that is designed to provide short-haul deliveries, e.g. for local or regional deliveries, usually within a radius of300-500 kilometers. The truck 100 is provided with a cabin 1 10, e.g. a so called day cab. Compared to sleepers and other trucks, day cab trucks usually do not have a sleeping cabin to save space. The chassis is typically shorter to move through traffic more easily and reach destinations faster. The lighter chassis andframe also make a day cab truck more fuel-efcient than other, larger trucks. The capability to haul more or less cargo depends on the axles. Conveniently, for visibility the truck 100 is provided with a rear view window 150 in the rear wall 140 ofthe cabin that allows the driver to look towards the rear ofthe truck. A disadvantage ofknown day cab trucks is that they normally lack a dedicated sleeping room, so that the driver is generally limited to shorter trips. While it is possible to nd ways to sleep in a day cab, less space means it will be less comfortable for operators to do so. To address this issue, the truck 100 ofthe present invention is provided with a resting arrangement 200 behind the driver seat 105 ofthe truck. The resting arrangement 200 allows the driver to rest, e.g. relax or sleep, inside the cabin 110. The resting arrangement 200 comprises a pivotable rest member 210 that provides a support surface 2 1 1 for supporting the weight ofthe driver (see FIG. 2). The rest member 210 can e.g. provide a seat or a bed, or any other type ofmember suitable and intended for supporting all or most ofthe body weight ofan adult person, e.g. a weight of at least 70 kilograms, preferably at least 100-150 kilograms, or more. The rest member 210 is pivotable in that a rear edge 215 ofthe rest member is pivotably suspended about a pivot axis 202 by a carriage 220 (e.g. shown in FIGs. 3 and 7). The carriage 220 e.g. comprises a hinged bracket. The carriage 220 is vertically translatable with respect to a vertical ll guide 230 attached to the rear wall ofthe cabin. The vertical guide 230 e.g. comprises a rail or slot that vertically guides the carriage 220 in an upward or downward direction Z. In preferred embodiments the rest arrangement 200 comprises at least two vertical guides 230 with corresponding carriages 220 that are spaced apart in the lateral direction ofthe truck, to improve the stability ofthe rest member 2 10. The pivotable rest member 210 is operable between a rst state and a second state. FIG. 1 illustrates the rest member 210 in the first state. As illustrated, the rest member 210 is stowed in the space between the cabin rear wall 140 and the driver seat 105.A passenger seat 106 is not necessarily present in the truck 100, but in case it is, the rest member 210 may also extend into the space behind the passenger seat 106. In the first state the rear edge 215 is in a lowered position, e.g. at a bottom position of the vertical guide 230. The support surface 2 1 1 is tilted inwards against the rear wall 140 ofthe cabin. The front edge 216 ofthe rest member opposite the rear edge is preferably below the rear view window 150, ormay extend no more than 100 millimeter beyond the lower edge ofthe rear window 150, so that the rear window 150 is substantially unobstructedby the rest member 2 10. FIG. 2 illustrates the rest member 210 in the second state, a state in which the rest member 210 can be usedby the driver, or any other person, to rest or sleep on. In the second state, the rear edge 215 is in a raised position, e.g. at the top position ofthe vertical guide 230. The support surface 2 1 1 is tilted upwards in a substantially level orientation perpendicular to the rear wall 140. The vertical stroke ofthe rest member 210 between the first and second state, e.g. between the top andbottom position ofthe vertical guide 230, may be between 30 and 60 centimeters, preferably between 40 and 50 centimeters, or about equal to the widthW1 ofthe rest member 2 10. The pivot angle about the pivot axis 202, that can be made by the carriage 220 relative to the vertical guide when the rest member 210 is operatedbetween the first and second state may be about 90 degrees, e.g. 80-100 degrees. As illustrated in FIGs. 1 and 2, in the second state, the rest member 210 may extend in a lateral directionY ofthe truck, between and up to opposing lateral side walls 143, 144 ofthe cabin. The lateral side walls 143, 144 ofthe cabinmay be spaced apart by about 2-2,5 meters, which can provide the rest member 210 with sufcient length for a person to lie down and fully extend on top ofthe rest member 2 10. The rest member 210 does not necessarily extend all the way up to the lateral side walls 143, 144, but can be shorter. In the vertical direction Z ofthe truck 100, the rest member 210 preferably extends in the first state from the oor ofthe cabin up to the lower edge ofthe rear view window 150. The oor ofthe cabin may be locally raised, e.g. to accommodate other parts ofthe truck. For example, the rest member 210 may lie against an engine tunnel 160 or center console ofthe cabin that extends between the driver seat and passenger seat, as shown in FIG. 1. In the second state, illustrated in FIG. 2, the rest member 210 may extendfrom the rear wall 140 ofthe cabin in the forward driving directionX ofthe truck, andmay at least partially cross the driver seat 105. The total distanceW0 between the rear wall 140 and the front edge 216 ofthe rest member in the second state can e.g. be between 40 and 80 centimeters, preferably 50-65 centimeters. To prevent that the driver seat 105 needs to be substantially adjusted, e.g. shifted and / or tilted forward, when the rest member 210 is in the second state, the rest member 210 can optionally have a recessed section 2 18 directly behind the driver seat. In the recessed section 2 18 the front edge 216 ofthe rest member is recessed towards the rear edge 2 15, or in other words, the widthW2 ofthe rest member 210 between the front and rear edge 2 15, 216 is locally reduced in the area directly behind the driver seat 105. Such a recessed section 2 18 beneficially also provides a clearance behind the driver seat when the rest member 2 10 is stowed in the first state, as can be seen in FIG. 1. The recessed section 218 allows the driver seat 105 to be reclined further backwards, e.g. until the backrest ofthe driver seat abuts the rear wall 140 ofthe cabin. Instead ofsuch a recessed section 2 18, or in addition, the rest member 210 can be provided with a chamfered section directly behind the driver seat. In the chamfered section, the rest member 210 preferably tapers from a largest thickness at the rear edge 215 towards a smallest thickness at the front edge 2 16, to provide a clearance for the backrest ofthe driver seat. FIGs. 3-5 provide a partial section view ofan embodiment ofthe resting arrangement 200. The rest member 2 10 is sectioned to provide a better view on the structure underneath. In FIG. 3, the rest member 210 is in the second state, in which a person can lie or sit on the rest member 2 10. In FIG. 4 the rest member 210 is illustrated in a position about halfway between the first and second state. In FIG. 5 the rest member 210 is depicted in the stowed, first state. As can be seen in FIGs. 3-5, the resting arrangement 200 comprises a sliding guide 240 arranged for slidably guiding a bottom surface 212 ofthe rest member over a guidedpath P between the first state and the second state. The path P e.g. follows a contour ofthe sliding guide 240. In order to efficiently guide the movement ofthe rest member 210 between the first and second state, the guidedpath P preferably follows a curved trajectory that extends upwards, e.g. in the vertical direction Z, and is curvedforward in the driving directionX ofthe truck, see also FIGs. 6A-B and 7AB. The bottom surface 212 ofthe rest member 210 is provided on the opposite side ofthe support surface 211. The bottom surface 212 can e.g. be formedby the carriage 220, as illustrated in FIG. 8. The sliding guide 240 thus contacts the bottom surface 212 and / or the carriage 220 over the guided path P. When the rest member 210 is in the second state, the sliding guide 240 vertically supports the rest member 2 10. For stability, the sliding guide 240 can for example comprise one or more upstanding support struts that extend from a oor ofthe cabin, and / or from the lateral side walls 148, 144 ofthe cabin. The carriage 220 may be configured such that a portion ofthe carriage extends between the rest member 210 and the sliding guide 240, e.g. to provide an intermediate running surface. In this way, contact forces and sliding friction occur between the carriage 220 and the sliding guide 240. The combination ofmaterials ofthe sliding guide 240 and the carriage 220 can be chosen such that the friction coefcient between these components is relatively low, and such that wear ofthese components is limited. In the embodiment illustrated in FIGs. 3-5, the sliding guide 240 is slidably connected to the bottom surface 2 12 ofthe rest member 2 10. In other words, the slidable connection remains intact as the rest member 210 is moved over the guidedpath P. The slidable connection preferably allows the rest member 210 to move along the guided path P only, and constrains movements ofthe rest member 210 with respect to the sliding guide 240 in other directions. FIGs. 3-5 further show that the front edge 216 ofthe rest member 210 is provided with a handle 280, or handgrip. The handle 280 can be used by an operator to manually operate, e.g. push and pull, the rest member 210 from the first state to the second state, and vice versa. Additionally, or alternatively, the rest arrangement 200 may comprise a foot controlled lever 290 that is operable by a foot ofthe user to move, e.g. lift or lower, the rest member 210 from the rst state to the second state, and vice versa. Such a foot controlled lever 290 can e.g. be pivotably mounted between the rest member 210 and the cabin oor, and a front part ofthe lever 290 can e.g. be pressed down by a foot so that a rear part ofthe lever 290 moves upward and raises rest member 210 out from the stowed position (see FIG. 4 and 5). A rest arrangement 200 with a foot controllable switch may facilitate operation in case the rest member 210 is relatively heavy. To further facilitate operation ofthe resting arrangement 200, the resting arrangement 200 may optionally comprise weight compensation means, such as counterweights or springs, for at least partially compensating the weight ofthe rest member 2 10. Alternatively, or additionally, the resting arrangement 200 may optionally be provided with biasing means, such as an air spring, for biasing the rest member towards the first and / or second state. To prevent that the rest member 210 is unintentionally displaced from the first or second state, e.g. due the truck driving over a rough road surface, or due to a person shifting around on the rest member 210 while resting, the resting arrangement 200 preferably comprises a lock mechanism arranged for locking the rest member 200 in the rst and / or second state. Such a lock mechanism for example includes a retractable pin or latch, or a hook element which in a locked position extends between the carriage 220 and the vertical guide 230, or between other parts that are movable with respect to each other. FIGs. 7A andB provide a side view ofan embodiment ofthe resting arrangement 200 in the first state (FIG. 7A) and in the second state (FIG. 7B). The sliding guide 240 slidably guides the bottom surface 212 of the rest member 210 over a guided path P between the first state and the second state. As illustrated, the path P follows the contour ofthe sliding guide 240. The contour preferably has an upward section 241 and a forward section 242, defining a curved trajectory, or path P, that extends upwards in the vertical direction Z and curves forward in the driving direction X. During the movement, the rest member 210 pivots about the pivot axis 202, and the carriage slides vertically in the Z direction between a lowest level H1 above the cabin oor 1 1 1 in the first state and a highest levelH2 above the cabin oor 1 1 1 in the second state. In the first state, the upward section 241 ofthe sliding guide 240 constrains a forward rotation ofthe rest member 210 about the pivot axis 202. In the second state, the rest member 210 is vertically supportedby the forward section 242 ofthe sliding guide 240, to support the weight ofthe rest member 210 including a resting person. Optionally, an auxiliary support member 270 may be provided near the front edge 215 ofthe rest member. Preferably, such an optional auxiliary support member 270 is pivotably attached to the carriage 220, e.g. about auxiliary pivot axis 271. Accordingly, the support member 270 can be folded against the bottom surface 212 ofthe rest member 210 in the rst state, and folded out in the second state such that the support member 270 extends substantially perpendicular to the bottom surface 2 12. The support member 270 may be provided with a support foot 272 at its distal end away from the auxiliary pivot axis 271. The support foot 272 may be arranged for abutting the cabin oor 1 1 1 in the second state. FIGs. 8A-B illustrate a preferred embodiment ofthe resting arrangement 200, wherein the carriage 220 comprises an L-shaped bracket. The rest member 210 is represented by a dashed rectangle, for clarity. The L-shaped bracket includes a leg 22 1 that extends from the vertical guide 230 towards a foot 222. The foot 222 extends out from the leg 221 and supports the bottom surface 212 ofthe rest member 2 10. In the first state, illustrated in FIG. 8A, the leg 22 1 extends substantially perpendicular to the rear wall ofthe cabin, e.g. in the driving direction X, and the foot 222 extends vertically upward, e.g. in the vertical direction Z. In the second state, illustrated in FIG. 8B, the leg 22 1 abuts the vertical guide 230 and the foot 222 extends substantially perpendicular to the rear wall, e.g. in the driving direction X. FIGs. 8A-B further illustrate that the L-shaped bracket can be provided with a particular type oflock mechanism 300. The illustrated lock mechanism 300 comprises a lock hook 301 that extends outwards from the joint between the leg 22 1 and the foot 222. More specically, the lock hook 301 extends from the joint at a bisecting angle between the leg 22 1 and the foot 221, e.g. an angle between 10 and 80 degrees with respect to the leg and the foot, preferably between 40-50 degrees. The lock hook 301 is arranged for hooking onto a cutout 302 in the vertical guide 230 when the rest member 210 is in the second state. When hooked in the cutout 302, the lock hook 301 constrains the vertical translation ofthe carriage 220 relative to the vertical guide 230 in the vertical direction Z, and also constrains a tilting ofthe rest member 210 in a tilting direction T about the pivot axis 202. It will be clear to the skilled person that the invention is not limited to any specic embodiment herein described and that combinations or modications are possible, in as far as these can be considered within the scope ofthe appended claims. Also kinematic inversions are considered inherent to the invention disclosed herein. In the claims, any reference signs shall not be construed as limiting the claim. The terms 'comprising' and including when used in this description or the appended claims should not be construed in an exclusive or exhaustive sense but rather in an inclusive sense. Thus expression as 'including' or comprising as used herein does not exclude the presence of other elements, additional structure or additional acts or steps in addition to those listed. Furthermore, the words a and an shall not be construed as limited to only one, but instead are used to mean at least one, and do not exclude a plurality. Features that are not specifically or explicitly described or claimedmay additionally be included in the structure ofthe invention without departingfrom its scope. Expressions such as: "means for ... should be read as: "component congured for ..." or "member constructed to ..." and should be construed to include equivalents for the structures disclosed. The use ofexpressions like: "critical", "preferred", "especially preferred" etc. is not intended to limit the invention. To the extent that structure, material, or acts are considered to be essential they are inexpressively indicated as such. Additions, deletions, and modications within the purview ofthe skilled personmay generally be made without departing from the scope of the invention, as determined by the claims. 1. A truck, comprising a cab with a driver's seat for seating driver of the truck, where a rear wall of the cabin includes a rear window through which the driver can look towards the back of the truck, whereby A resting device is provided behind the driver's seat. allowing the driver to rest in the cab, whereby the resting device comprises a tilting resting element that a provides a supporting surface for supporting the driver, where the resting element is tiltable because a The rear edge of the resting element is tiltably suspended by a carriage around a pivot shaft, and the carriage vertically movable is relative to a vertical guide attached to the rear wall is attached to the cabin; where the tiltable resting element is operable between a first state and a second state; in the first state, the trailing edge is located in a lowered position and the supporting surface is towards tilted inside against the rear wall of the cabin, and is located a leading edge of the resting element, opposite the rear edge, located under the rear window; in the second state, the trailing edge is located in a elevated position and the supporting surface is raised tilted in a predominantly horizontal orientation perpendicular on the back wall; where the resting device further comprises a sliding guide which is arranged to form a subsurface of the resting element, opposite the supporting surface, over a guide path shifting between the first state and the second state conduct; and where the sliding guide is designed to the resting element in the to support the second condition vertically. 2. The truck according to conclusion 1, where the sliding guide is sliding connected to the bottom surface of the resting element, whereby this sliding connection remains intact while the resting element is moved along the guided path. 3. The truck according to one of the preceding claims, where the sliding guide has one or more upright support beams includes those that extend from a floor of the cabin. 4. The truck according to one of the preceding conclusions, where the guided path follows a curved trajectory that goes upwards walks and is bent forward in the direction of travel of the truck. 5. The truck according to one of the preceding claims, whereby, in the second state, the resting element extends between and to the opposite lateral sidewalls of the cabin 6. The truck according to one of the preceding conclusions, whereby, in the first state, the resting element is in a vertical position direction extends from a floor of the cabin to a lower edge of the rear window. 7. The truck according to one of the preceding conclusions, whereby, in the second state, the resting element extends from the rear wall of the cabin and at least partially over the driver's seat in the direction of travel of the truck. 8. The truck according to one of the preceding conclusions, where the resting element has a recessed section directly behind the driver's seat comprises, in which recessed section the leading edge of the resting element towards the rear edge is recessed. 9. The truck according to one of the preceding conclusions, where the undersurface of the resting element a includes a slanted section directly behind the driver's seat, in which beveled section the resting element tapers from from a greatest thickness at the back edge to a smallest thickness at the leading edge. 10. The truck according to one of the preceding conclusions, where the leading edge of the resting element includes a handle for manually operating the resting element between the first and second state. 1 1. The truck according to one of the preceding conclusions, where the resting facility includes weight compensation devices for at least partially compensating for a weight of the rest element. 12. The truck according to one of the preceding conclusions, where the resting device comprises a prestressing device to the Pre-tensioning the resting element to the first and / or second position. 13. The truck according to one of the preceding conclusions, where the resting device comprises a locking mechanism that is designed to the relaxation element in the first and / or second to lock state. 14. The truck according to one of the preceding conclusions, where the slide comprises an L-shaped bracket, where the L- shaped bracket encompasses a leg that extends from the vertical guide extends towards a foot that extends from the leg and supports the underside of the resting element, whereby, in the first state, the leg mainly extends perpendicularly to the back wall of the cabin and the foot extends vertically upwards, and whereby, in the second state, the leg rests against the vertical guide and the foot extends essentially perpendicularly with respect to of the back wall. 15. The truck according to claim 14, where the L-shaped bracket comprises a locking hook designed to secure hooks into a recess in the vertical guide when the is a resting element in the second state, whereby a vertical displacement of the slide relative to the vertical guide is limited and also a shift of the rest element is restricted around the pivot axis.

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