Utility vehicle

Abstract

A utility vehicle (1), in particular a military utility vehicle, with a chassis (2), a driver's cab (4), which is tiltably connected to the chassis (2), and a tilting and catching device (35), wherein the tilting and catching device (35) has a tilting cylinder (15), by means of which the tilting and catching device (35) is set up to tilt the driver's cab (4) relative to the chassis (2) from a closed state (Z1) into an open state (Z2), and vice versa, and wherein the tilting and catching device (35) is set up to delay a tilting movement (B) of the driver's cab (4) from the closed state (Z1) in the direction of the open state (Z2) by means of the tilting cylinder (15) when the utility vehicle (1) is attacked by an explosive device.

Description

[0001] COMMERCIAL VEHICLE

[0002] The present invention relates to a commercial vehicle, in particular a military commercial vehicle.

[0003] Off-road commercial vehicles for the military sector usually have a protected cab. To protect the cab's occupants against gunfire, booby traps, improvised explosive devices (IEDs), mines, or the like, the cab has a suitably armored cab floor. The applicant is aware of internal prior art in which additional material in the form of thickened portions, such as several welded plates, ribs, and / or stiffening elements, is provided on the cab floor. This makes it possible to produce a cab floor that is as rigid as possible, which can withstand a pressure wave generated when the cab is blasted and does not deform into the cab.

[0004] Furthermore, in such commercial vehicles, it is usually possible to tilt the entire cab forward from a closed position to an open position, for example, to perform maintenance work on the commercial vehicle's engine. A hydraulic tilt cylinder can be used for this purpose. This tilt cylinder is coupled to the cab floor. If the commercial vehicle is blown up, the cab can move from the closed position toward the open position, accelerating sharply. This sharp acceleration can cause injuries to the vehicle occupants. This must be improved.

[0005] Against this background, one object of the present invention is to provide an improved commercial vehicle. Accordingly, a commercial vehicle, in particular a military commercial vehicle, is proposed. The commercial vehicle comprises a chassis, a driver's cab tiltably connected to the chassis, and a tilting and arresting device. The tilting and arresting device has a tilting cylinder with the aid of which the tilting and arresting device is configured to tilt the driver's cab relative to the chassis from a closed state to an open state and vice versa. The tilting and arresting device is configured to delay a tilting movement of the driver's cab from the closed state toward the open state with the aid of the tilting cylinder when the commercial vehicle is subjected to explosions.

[0006] Because the tilt cylinder can be used both to move the cab from the closed state to the open state and vice versa, and to delay the tilting movement of the cab, it advantageously has a dual function. Additional devices for delaying or braking the tilting movement of the cab are no longer necessary. This saves space and weight in the design of the commercial vehicle. Furthermore, the tilt cylinder is used in particular to dissipate or convert energy and to reduce the energy acting on the cab floor, in particular on fastening areas where the tilting and arresting device can be connected to the cab floor. This reliably prevents undesirable deformation of the cab floor, particularly at the fastening areas.

[0007] The commercial vehicle is preferably a land vehicle, in particular a truck. The commercial vehicle is, in particular, a military commercial vehicle. The commercial vehicle can therefore also be referred to as a military commercial vehicle. Therefore, the terms "commercial vehicle" and "military commercial vehicle" can be interchanged in this context. In particular, the commercial vehicle is an off-road truck. The commercial vehicle can be an armored vehicle and can therefore also be referred to as such.

[0008] The commercial vehicle preferably comprises a chassis frame, which is part of the chassis, with a plurality of axles. This means that the commercial vehicle can be a multi-axle vehicle, in particular a three-axle vehicle. The commercial vehicle preferably comprises all-wheel drive. The commercial vehicle can therefore also be referred to as an all-wheel drive commercial vehicle. The commercial vehicle can be a wheeled vehicle. Alternatively, the commercial vehicle can also be a tracked vehicle.

[0009] The driver's cab can also be referred to as a driver's cab or driver's cabin. The driver's cab is designed to accommodate multiple vehicle occupants, for example, a driver and a passenger. The driver's cab is, in particular, a protected driver's cab, or can be designated as such. This means that the driver's cab is protected against gunfire, booby traps, IEDs, mines, or the like. For this purpose, the driver's cab can be constructed of, for example, armored steel plates or have armored steel plates. However, aluminum alloys and / or fiber composite materials can also be used.

[0010] The driver's cab preferably comprises a front wall, a rear wall arranged opposite the front wall, two opposing side walls, and the aforementioned driver's cab floor. A roof of the driver's cab is arranged opposite the driver's cab floor. A windshield can be attached to the front wall. The windshield can be split. Doors can be provided on the side walls. The front wall, the rear wall, the side walls, the roof, and the driver's cab floor enclose an interior of the driver's cab and thus delimit the interior from the surroundings of the driver's cab. The interior can be accessible from the surroundings via doors and / or hatches. The driver's cab floor is preferably multiply curved. In particular, the driver's cab floor can have an egg-shaped or ovoid-shaped geometry, at least in sections.

[0011] Preferably, the commercial vehicle is assigned a coordinate system with an x-direction or longitudinal direction, a y-direction or transverse direction, and a z-direction or vertical direction. These directions are oriented perpendicular to one another. The vertical direction can be oriented parallel to a direction of gravity. In particular, the driver's cab can be tilted or moved from the closed state to the open state and vice versa about a rotation axis. This aforementioned rotation axis coincides with the transverse direction or is arranged parallel to it.

[0012] The chassis preferably comprises the chassis frame extending in the longitudinal direction. The chassis frame is preferably rigid and torsionally flexible and extends from the driver's cab to the rear of the vehicle. "Torsionally flexible" means, in particular, that the chassis frame can twist in the longitudinal direction. In contrast to the chassis or the chassis frame, the driver's cab exhibits high rigidity. "Stiffness" is understood here in particular to mean the resistance of a body to elastic deformation imposed by external loads and conveys the relationship between the load on the body and its deformation. Stiffness is determined by the body's material and its geometry.

[0013] Because the cab is more rigid than the chassis or chassis frame, it is impossible for the cab to twist or warp during operation of the commercial vehicle. The cab must therefore be mounted on the chassis in such a way that the chassis can twist or warp within itself without the cab impeding its deformation. The tilt and brake device couples the tilt cylinder to the cab or the cab floor in such a way that the cab can move relative to the chassis without the cab restricting its deformation.

[0014] The tilting and arresting device can also be referred to as a cab tilting and arresting device. Furthermore, the tilting and arresting device can also be referred to as a tilting and mine arresting device. The terms "tilting and arresting device," "cab tilting and arresting device," and "tilting and mine arresting device" can therefore be used interchangeably in this context.

[0015] The tilt and arrest device allows the cab to be moved from the closed position to the open position and vice versa. Furthermore, the tilt and arrest device can be used to brake, dampen, or delay the tilting movement of the cab in the event of an explosion, preventing injuries to vehicle occupants in the cab caused by excessive acceleration. The tilt and arrest device thus performs a dual function.

[0016] Preferably, two such tilting and arresting devices are provided. The two tilting and arresting devices are preferably coupled to the aforementioned fastening areas of the driver's cab floor, whereby two fastening areas can be provided, which are arranged at a distance from each other when viewed in the transverse direction. Each fastening area is assigned a tilting and arresting device. However, only one tilting and arresting device will be discussed below. The fact that the driver's cab is "tiltable" connected to the chassis means, in this case, in particular, that the driver's cab is movable, rotatable, pivotable, adjustable, tiltable, or tiltable relative to the chassis about the aforementioned axis of rotation. For this purpose, the driver's cab or the driver's cab floor can be connected to the chassis or the chassis frame by means of hinges.

[0017] The tipping cylinder is preferably a hydraulic cylinder. In particular, two such tipping cylinders are provided, with each of the two previously mentioned tipping and safety devices being assigned exactly one tipping cylinder. In particular, the tipping cylinder is a double-acting cylinder. This means, in particular, that the tipping cylinder can be moved from a retracted state to an extended state by being pressurized with a hydraulic fluid, such as hydraulic oil. To move the tipping cylinder from the retracted state to the extended state, a piston of the tipping cylinder is moved out of a housing of the tipping cylinder. For this purpose, the housing can be pressurized with hydraulic fluid. To move the tipping cylinder from the extended state back to the retracted state, the tipping cylinder is pressurized with hydraulic fluid again. The piston then moves back into the housing.

[0018] The piston of the tilt cylinder can be passively retracted from the housing against a restraining force, which can be approximately 40 kN, for example. A tensile force is applied to the piston for this purpose. The tensile force is applied to the piston, for example, by the tilt and safety device braking or delaying the tilting movement of the driver's cab from the closed state to the open state with the aid of the tilt cylinder. When the tilting movement or the driver's cab is decelerated, the piston is thus retracted from the housing against the restraining force. The term "configured" for the tilt and safety device to tilt the driver's cab relative to the chassis from the closed state to the open state and vice versa is understood here to mean that the tilt and safety device uses the tilt cylinder to move the driver's cab from the closed state to the open state and vice versa.The fact that the tilting and arresting device is "designed" to delay the tilting movement of the driver's cab from the closed state to the open state in the event of a collision with the commercial vehicle is to be understood in this case in particular as meaning that the tilting and arresting device uses the tilt cylinder to brake or delay the tilting movement. In particular, the driver's cab is braked or delayed in the process.

[0019] In particular, in the event of a collision with the commercial vehicle, the tilting movement of the cab from the closed state toward the open state can be decelerated or braked with the aid of the tilt cylinder in such a way that the tilt cylinder preferentially dissipates or converts energy, thereby achieving or achievable a reduction in the energy acting on the cab floor, particularly on the attachment areas where the tilting and arresting device may be connected to the cab floor. Deformation of the cab floor, particularly at the attachment areas, is thereby reliably prevented.

[0020] In this context, "blasting" of a commercial vehicle is understood to mean, in particular, that the commercial vehicle is blown up or blasted with the aid of an explosive device, for example, in the form of a mine or an IED. The explosive device can be located, for example, beneath or next to the commercial vehicle. The explosive device can also be buried, at least in part, in the subsurface on which the commercial vehicle is moving in an operational or mission area. The explosive device can be detonated, for example, when the vehicle drives over and / or past the explosive device. The explosive device generates a blast or pressure wave that acts on the driver's cab and, in particular, on the driver's cab floor. Blasting of a commercial vehicle occurs, in particular, when the commercial vehicle is deployed in the aforementioned operational or mission area. The term "blasting" can also be used instead of the term "blasting."

[0021] Particularly preferred is a commercial vehicle, in particular a military commercial vehicle, comprising a chassis, a driver's cab tiltably connected to the chassis, and a tilting and arresting device. The tilting and arresting device may comprise a tilting and arresting bracket connected to the driver's cab, a rocker pivotably mounted on the tilting and arresting bracket, a arresting bolt, and a tilting cylinder on which the rocker pivotably mounted by means of the arresting bolt. Preferably, the tilting and arresting device is configured to decelerate a tilting movement of the driver's cab from a closed state of the driver's cab toward an open state of the driver's cab with the aid of the tilting cylinder when the commercial vehicle is subjected to explosions.In particular, the tipping and catching bracket and the catching bolt engage with each other in a form-fitting manner to delay the tipping movement by rotating the rocker relative to the tipping and catching bracket in order to apply a tensile force to the tipping cylinder.

[0022] In particular, the tensile force acts against the aforementioned restraining force of the tilting cylinder. The restraining force brakes or delays the tilting movement or the driver's cab. Preferably, the tilting and arresting device is configured to tilt, rotate, pivot, move, or move the driver's cab relative to the chassis from the closed state to the open state and vice versa. In particular, the tilting and arresting bracket and the arresting bolt engage positively when the arresting bolt strikes or comes into contact with the tilting and arresting bracket, in particular with a tab section of the tilting and arresting bracket. According to one embodiment, the tilting and arresting device has a rocker arm rotatably coupled to the driver's cab, by means of which rocker arm the tilting cylinder is coupled to the driver's cab.

[0023] The tipping and arresting device preferably has a tipping and arresting bracket as mentioned above. The tipping and arresting bracket in particular has an intermediate space within which the rocker arm is preferably arranged. In particular, the tipping and arresting bracket can have two link sections, wherein the intermediate space within which the rocker arm is arranged is preferably provided between the two link sections. In particular, the intermediate space is provided between the two link sections, in which the rocker arm and in particular a connection point of the tipping cylinder with the arresting bolt are preferably arranged. The rocker arm is mounted on the driver's cab or on the driver's cab floor in particular so as to be rotatable about a first axis of rotation of the rocker arm. The tipping cylinder is also connected to the rocker arm. The tipping cylinder is thus indirectly connected to the driver's cab or the driver's cab floor via the rocker arm.The rocker is connected to the tilting cylinder, in particular to the connection point of the tilting cylinder, in particular so as to be rotatable about a second axis of rotation.

[0024] According to a further embodiment, the tipping and catching device has a tipping and catching console connected to the driver's cab, wherein the rocker is rotatably coupled to the tipping and catching console.

[0025] In particular, the tipping and catching console is firmly connected to the driver's cab floor. For example, the tipping and catching console can be screwed, riveted, and / or welded to the driver's cab floor. The tipping and catching console preferably has a plate-shaped base section with which the tipping and catching console rests on the driver's cab floor. The base section is firmly connected to the driver's cab floor. The rocker is rotatably coupled to the tipping and catching console by means of the aforementioned first rotation axis. For this purpose, a bolt can be provided around which the rocker can rotate relative to the tipping and catching console. The tipping cylinder is thus indirectly connected to the driver's cab and / or the driver's cab floor via the rocker and the tipping and catching console. The tipping and catching console can, for example, be a cast component or a welded component.

[0026] According to a further embodiment, the rocker has a first axis of rotation about which the rocker is rotatably coupled to the tipping and catching console, and a second axis of rotation about which the rocker is rotatably coupled to the tipping cylinder.

[0027] A catch bolt can be provided on the second pivot axis, by means of which the tilt cylinder is rotatably coupled to the rocker arm. In particular, the tilt cylinder can be coupled to the rocker arm via its previously mentioned connection point in the form of a ball head. In this case, the catch bolt is guided through the connection point in the form of the ball head.

[0028] According to a further embodiment, the first axis of rotation and the second axis of rotation are spaced apart from one another and arranged parallel to one another.

[0029] For example, the first rotation axis and the second rotation axis can be placed up to 1,000 mm apart from each other.

[0030] According to a further embodiment, the tilting cylinder is coupled to the rocker by means of a catch bolt.

[0031] In particular, the catch bolt is guided through the swing arm. The catch bolt protrudes laterally beyond the swing arm. Bearing elements, for example in the form of bearing bushes, can be provided on the swing arm, in which the catch bolt can be rotatably mounted.

[0032] According to a further embodiment, the tilting and catching console is designed to catch the catch bolt during the tilting movement of the driver's cab, so that a tensile force can be applied to the tilting cylinder in order to delay the tilting movement with the aid of the tilting cylinder.

[0033] In this case, the term "catch" by the tilt and catch bracket means that the catch bolt strikes the tilt and catch bracket and / or is positively enclosed or encompassed by it, so that the aforementioned tensile force can be applied to the tilt cylinder via the tilt and catch bracket and the catch bolt. A "positive connection" is understood to mean an interlocking or engaging of two connecting partners, in this case the tilt and catch bracket and the catch bolt. By applying the tensile force to the tilt cylinder, it is extended against the aforementioned retaining force, whereby the piston is pulled out of the tilt cylinder housing. As mentioned above, the retaining force can be, for example, 40 kN. This brakes or decelerates the tilting movement of the driver's cab with the help of the tilt cylinder.To catch the safety bolt, the tilt and safety device is moved from a non-triggered or un-triggered state to a triggered state. In the un-triggered state, the safety bolt does not contact the tilt and safety bracket. In the triggered state, the safety bolt rests against or contacts the tilt and safety bracket.

[0034] According to a further embodiment, the tilting and arresting console has at least one tab section for catching the arresting bolt. The tab section can also be referred to as a mine tab. Accordingly, the terms "tab section" and "mine tab" can be interchanged arbitrarily. The tab section is preferably bow-shaped and extends around an opening. The arresting bolt protrudes laterally from the opening and thus also laterally beyond the tab section. The tab section "catches" the arresting bolt by the arresting bolt resting against or striking the tab section. For this purpose, the tilting and arresting device is moved from the non-triggered state, in which the arresting bolt does not touch the tab section, to the triggered state, in which the arresting bolt touches the tab section.

[0035] According to a further embodiment, the tilting and catching console has exactly two tab sections, wherein a space is provided between the two tab sections, within which a connection point of the tilting cylinder for connecting it to the catching bolt is arranged.

[0036] In particular, the tab sections are arranged spaced apart from one another along the transverse direction. The gap is arranged or provided between the two tab sections. As previously mentioned, the connection point of the tilt cylinder is particularly preferably a ball head. The ball head is arranged in the gap. The terms "connection point" and "ball head" can therefore be interchanged arbitrarily in this context.

[0037] According to a further embodiment, the catch bolt projects laterally over the two tab sections on both sides.

[0038] In particular, the catch bolt projects laterally beyond the tab sections on both sides, viewed along the transverse direction. In particular, a first tab section and a second tab section are provided. According to a further embodiment, the at least one tab section extends at least partially around an opening, with the catch bolt extending through the opening.

[0039] In particular, the tab section extends from the plate-shaped base section of the tilt and catch console and extends away from the driver's cab floor. As previously mentioned, preferably exactly two tab sections are provided, with each tab section being assigned such an opening.

[0040] According to a further embodiment, a cross-sectional area of ​​the opening is many times larger than a cross-sectional area of ​​the catch bolt.

[0041] For example, the cross-sectional area of ​​the opening is 10 to 20 times the cross-sectional area of ​​the arresting bolt. This allows the arresting bolt to move freely within the opening during the commercial vehicle's travel without hitting the base section or the link section(s). This allows the chassis to twist freely relative to the driver's cab.

[0042] According to a further embodiment, the rocker has a first rocker element and a second rocker element, wherein the first rocker element and the second rocker element are connected to one another by means of a tubular connecting element.

[0043] The first rocker element, the second rocker element, and the connecting element can be welded together. The connecting element is particularly associated with the aforementioned first rotation axis. According to a further embodiment, the rocker is rotatably connected to the tilting and

[0044] Catch console coupled.

[0045] For example, the bolt on the tilt and catch bracket is fixed so that the connecting element, including the swing arm, can rotate around the bolt. The bolt can be secured with a nut.

[0046] According to a further embodiment, the first swing element and the second swing element are arranged parallel to each other and spaced apart from each other.

[0047] The first and second swing elements can be plate-shaped, for example. The connection point of the tilt cylinder, particularly in the form of a ball head, is arranged between the first and second swing elements. Alternatively, the first and second swing elements can also be positioned at an angle to each other. The swing elements are held spaced apart and connected to each other by means of the connecting element.

[0048] "One" in this case is not necessarily limited to a single element; rather, multiple elements, such as two, three, or more, may also be intended. Any other counting term used here should also not be understood as implying a limitation to the exact number of elements stated. Rather, numerical deviations upwards and downwards are possible, unless otherwise stated.

[0049] Further possible implementations of the commercial vehicle also include combinations of features or embodiments described above or below with regard to the exemplary embodiments that are not explicitly mentioned. In this case, the person skilled in the art will also add individual aspects as improvements or additions to the respective basic form of the commercial vehicle.

[0050] Further advantageous configurations and aspects of the commercial vehicle are the subject of the dependent claims and the exemplary embodiments of the commercial vehicle described below. The commercial vehicle is explained in more detail below using preferred embodiments with reference to the accompanying figures.

[0051] Fig. 1 shows a schematic side view of an embodiment of a commercial vehicle;

[0052] Fig. 2 shows a further schematic side view of the commercial vehicle according to Fig. 1;

[0053] Fig. 3 shows a schematic view of an embodiment of a tipping cylinder for the commercial vehicle according to Fig. 1;

[0054] Fig. 4 shows a further schematic view of the tilting cylinder according to Fig. 3;

[0055] Fig. 5 shows a schematic front view of an embodiment of a driver's cab for the commercial vehicle according to Fig. 1;

[0056] Fig. 6 shows a schematic sectional view of the driver's cab along section line VI-VI of Fig. 5;

[0057] Fig. 7 shows a schematic perspective view of an embodiment of a cab floor for the cab according to Fig. 5; Fig. 8 shows a schematic side view of a tilting and arresting device for the cab according to Fig. 5;

[0058] Fig. 9 shows a further schematic side view of the tipping and catching device according to Fig. 8;

[0059] Fig. 10 shows a schematic perspective view of the tilting and catching device according to Fig. 8; and

[0060] Fig. 11 shows a schematic perspective view of an embodiment of a rocker for the tilting and catching device according to Fig. 8.

[0061] In the figures, identical or functionally identical elements are provided with the same reference numerals unless otherwise indicated. Hidden components are shown in the figures with dashed lines.

[0062] Figures 1 and 2 each show a schematic side view of an embodiment of a commercial vehicle 1.

[0063] The commercial vehicle 1 is a land vehicle. The commercial vehicle 1 is, in particular, a military commercial vehicle. The commercial vehicle 1 can therefore also be referred to as a military commercial vehicle. The commercial vehicle 1 can be a truck, as shown in Figs. 1 and 2. In particular, the commercial vehicle 1 is an off-road truck. The commercial vehicle 1 can be an armored vehicle.

[0064] The commercial vehicle 1 is assigned a coordinate system with an x-direction or longitudinal direction L, a y-direction or transverse direction Q, and a z-direction or vertical direction H. The directions H, L, Q are oriented perpendicular to each other. The vertical direction H is oriented parallel to a direction of gravity g. The direction of gravity g is oriented from top to bottom in the orientation shown in Figs. 1 and 2.

[0065] The commercial vehicle 1 comprises a chassis 2 with a chassis frame 3 extending in the longitudinal direction L. The chassis frame 3 is preferably rigid and torsionally flexible and extends from a driver's cab 4 to the rear of the vehicle. "Torsionally flexible" means, in particular, that the chassis frame 3 can twist around the longitudinal direction L.

[0066] A plurality of axles 5 to 7 are provided on the chassis frame 3. The axles 5 to 7 carry wheels 8 to 10. For example, three axles 5 to 7 can be provided. This means that the commercial vehicle 1 in this case is a three-axle vehicle. However, the number of axles 5 to 7 is arbitrary. The commercial vehicle 1 preferably comprises all-wheel drive. This means that all axles 5 to 7 are driven. The commercial vehicle 1 can therefore also be referred to as an all-wheel drive commercial vehicle. The commercial vehicle 1 can, as shown in Fig. 1, be a wheeled vehicle. Alternatively, the commercial vehicle 1 can also be a tracked vehicle. The vertical direction H is oriented from the axles 5 to 7 in the direction of the chassis frame 3.

[0067] The chassis 2 is designed to support, in addition to the driver's cab 4, an interchangeable and torsion-resistant body 11 of the commercial vehicle 1. The body 11 can be, for example, a flatbed, a container, a box, a tank, or the like. Figures 1 and 2 show a body 11 in the form of a flatbed.

[0068] The driver's cab 4 is preferably protected against gunfire, booby traps, improvised explosive devices (IEDs), mines, or the like. The driver's cab 4 defines an interior space 12 in which passengers, for example, a driver and a passenger, can be accommodated. The driver's cab 4 encloses the interior space 12, thus separating it from the surroundings 13 of the driver's cab 4.

[0069] The driver's cab 4 can be moved from a folded or closed state ZI shown in Fig. 1 into a folded or open state Z2 shown in Fig. 2 and vice versa. The closed state ZI can also be referred to as the folded state, and the open state Z2 can also be referred to as the unfolded state. In the open state Z2, the driver's cab 4 is folded or tilted forward about a rotation axis 14 in the orientation of Fig. 2 compared to the closed state ZI. In this way, for example, an engine of the commercial vehicle 1 is accessible in the open state Z2. The driver's cab 4 can be pivoted, swiveled, tilted or tipped about the rotation axis 14. The aforementioned terms can therefore be exchanged for one another at will.

[0070] Fig. 3 shows a schematic view of an embodiment of a tipping cylinder 15 for the commercial vehicle 1. Fig. 4 shows a further schematic view of the tipping cylinder 15. In the following, reference is made simultaneously to Figs. 3 and 4.

[0071] With the help of the tilting cylinder 15, the driver's cab 4 can be moved from the closed state ZI shown in Fig. 1 to the open state Z2 shown in Fig. 2 and vice versa. For this purpose, in particular two tilting cylinders 15 are provided which are arranged at a distance from one another as viewed in the transverse direction Q. The tilting cylinders 15 are connected both to the chassis 2, in particular to the chassis frame 3, and to the driver's cab 4. Only one tilting cylinder 15 will be discussed below. The tilting cylinder 15 comprises a housing 16 with a first connection point 17, with the help of which the housing 16 is connected to the chassis 2, in particular to the chassis frame 3. The first connection point 17 can, for example, be a ball joint. The tilting cylinder 15 further comprises a piston 18 with a second connection point 19, which is connected to the driver's cab 4, in particular to a driver's cab floor of the driver's cab 4.The second connection point 19 can also be a ball joint.

[0072] The piston 18 can be moved into and out of the housing 16. In particular, the tilt cylinder 15 can be moved from a retracted state Z10 shown in Fig. 3 to an extended state Z20 shown in Fig. 4 and vice versa. To move the tilt cylinder 15 from the retracted state Z10 to the extended state Z20, the piston 18 is moved out of the housing 16. For this purpose, the housing 16 can be pressurized with hydraulic fluid. The piston 18 can be passively pulled out of the housing 16 against a retaining force R, which can be, for example, approximately 40 kN.

[0073] To move the driver's cab 4 from the closed state Z1 to the open state Z2, the tilt cylinder 15 is moved from the retracted state Z10 to the extended state Z20. To move the driver's cab 4 from the open state Z2 back to the closed state Z1, the tilt cylinder 15 is moved from the extended state Z20 back to the retracted state Z10. The tilt cylinder 15 is thus telescopic.

[0074] Fig. 5 shows a schematic front view of an embodiment of a driver's cab 4 as mentioned above for the commercial vehicle 1. Fig. 6 shows a schematic sectional view of the driver's cab 4 according to the section line VIVI of Fig. 5. Fig. 7 shows a schematic perspective view of an embodiment of a driver's cab floor 20 for the driver's cab 4. In the following, reference is made simultaneously to Figs. 5 to 7.

[0075] The aforementioned coordinate system with the directions H, L, Q can also be assigned to the driver's cab 4. The driver's cab 4 comprises a mine-protected, in particular mine-protection-optimized, driver's cab floor 20, a roof 21 arranged opposite the driver's cab floor 20, two oppositely arranged side walls 22, 23, which can be provided with doors, a front wall 24, and a rear wall 25 arranged opposite the front wall 24. The front wall 24 can have a windshield.

[0076] The cab floor 20, the roof 21, the side walls 22, 23, the front wall 24, and the rear wall 25 enclose the interior 12. The interior 12 can be accessible from the surroundings 13 by means of doors and / or hatches. Accommodated in the cab 4, i.e., arranged in the interior 12, are a driver's seat or first seat 26 and a passenger seat or second seat 27. The seats 26, 27 are positioned next to one another and spaced apart from one another, viewed in the transverse direction Q.

[0077] The driver's cab floor 20 is not flat, but has a three-dimensional geometry, in particular in the form of a free-form surface. A "free-form surface" is understood here to mean any three-dimensional surface. A free-form surface can be described, in particular, using piecewise polynomial functions. In particular, free-form surfaces in this case are three-dimensional, usually doubly curved surfaces.

[0078] The driver's cab floor 20 has a first protrusion 28 formed thereon, which is curved away from the interior 12. This means that the first protrusion 28 curves into the surrounding area 13 of the driver's cab 4. Preferably, a first protrusion 28, which is assigned to the first seat 26, and a second protrusion 29, which is assigned to the second seat 27, are provided. Viewed along the vertical direction H, the first seat 26 is arranged above the first protrusion 28. Accordingly, the second seat 27, viewed along the vertical direction H, is arranged above the second protrusion 29. The protrusions 28, 29 are preferably constructed identically. The protrusions 28, 29 can also be referred to as curvatures or bulges.

[0079] The protrusions 28, 29 have a three-dimensional and buckling-optimized geometry, thus providing them with high rigidity or structural strength. "Stiffness" is understood here in particular as the resistance of a body to elastic deformation imposed by external loads and conveys the relationship between the load on the body and its deformation. Stiffness is determined by the body's material and its geometry.

[0080] The protrusions 28, 29 are, at least in sections, egg-shaped or ovoid-shaped. The terms "egg-shaped" or "ovoid-shaped" refer to a three-dimensional, rounded figure that, in the broadest sense, resembles the profile of a bird's egg. In particular, the egg-shaped geometry can be created by rotating an oval around an axis of symmetry. However, unlike an ellipse, the oval has only one axis of symmetry, to which the oval is mirror-symmetrical. The geometry of the protrusions 28, 29 can also be referred to as ovoid geometry or ovoid.

[0081] A dome section 30 is formed on the driver's cab floor 20 between the first protrusion 28 and the second protrusion 29. The dome section 30 projects inward into the interior 12 of the driver's cab 4. For example, the dome section 30 can accommodate a transmission tunnel. Furthermore, a third protrusion 31 is provided centrally between the protrusions 28, 29. The third protrusion 31 protrudes less far out of the interior 12 than the protrusions 28, 29. The protrusions 28, 29, 31 are not visible in Fig. 7.

[0082] As Fig. 7 shows, the aforementioned pivot axis 14 is provided on or in the region of a front edge 32 of the driver's cab floor 20. Hinges can be attached to the front edge 32 or in the region of the front edge 32 for this purpose. With the aid of the hinges, the driver's cab floor 20 can be pivotally connected to the chassis 2, in particular to the chassis frame 3, in order to tilt or move the driver's cab 4 between the states ZI, Z2. Furthermore, fastening areas 33, 34 are provided on the driver's cab floor 20, to which the second connection points 19 of the tilting cylinders 15 are connected to the driver's cab floor 20. The fastening areas 33, 34 can be provided in the region of the coupling section 30 and / or the protrusions 28, 29.

[0083] Fig. 8 shows a schematic side view of an embodiment of a tilting and catching device 35 for the driver's cab 4. Fig. 9 shows a further schematic side view of the tilting and catching device 35. Fig. 10 shows a schematic perspective view of the tilting and catching device 35. In the following, reference is made simultaneously to Figs. 8 to 10.

[0084] The tilting and arresting device 35 can also be referred to as a driver's cab tilting and arresting device. Furthermore, the tilting and arresting device 35 can also be referred to as a tilting and mine arresting device. The terms "tilting and arresting device," "driver's cab tilting and arresting device," and "tilting and mine arresting device" can therefore be interchanged as desired. With the help of the tilting and arresting device 35, the driver's cab 4 can be moved from the closed state ZI to the open state Z2 and vice versa. Furthermore, with the help of the tilting and arresting device 35, a tilting movement B (Fig. 2) of the driver's cab 4 can be dampened or delayed in the event of an explosion of the commercial vehicle 1, so that injuries to vehicle occupants in the driver's cab 4 due to excessive acceleration of the driver's cab 4 can be avoided. The tilting and arresting device 35 thus has a dual function, as will be explained below.

[0085] Preferably, two such tilting and arresting devices 35 are provided. The two tilting and arresting devices 35 are coupled to the fastening areas 33, 34 of the driver's cab floor 20, with each fastening area 33, 34 being assigned a tilting and arresting device 35. However, only one tilting and arresting device 35 will be discussed below.

[0086] The tilting and catching device 35 comprises a tilting cylinder 15 as mentioned above. A connection point 19 in the form of a ball head, as mentioned above, is provided at the end of the piston 18 of the tilting cylinder 15. The connection point 19 is movably connected to a rocker arm 37 shown in Fig. 11 by means of a catch bolt 36 extending through the connection point 19.

[0087] As shown in Fig. 11, the rocker arm 37 comprises two plate-shaped rocker elements 38, 39, which are connected to one another by means of a tubular connecting element 40. For example, the rocker elements 38, 39 and the connecting element 40 are welded together. The rocker elements 38, 39 run parallel to one another and are held spaced apart by means of the connecting element 40. A first axis of rotation 41 is assigned to the connecting element 40, to which the connecting element 40 can be rotationally symmetrical. Furthermore, a bearing element 42, 43, for example in the form of a plain bearing, is attached to each rocker element 38, 39. The bearing elements 42, 43 can be bearing bushes or can be referred to as such. The catch bolt 36 is rotatably mounted in the bearing elements 42, 43. The bearing elements 42, 43 are assigned a second axis of rotation 44, to which the bearing elements 42, 43 can be constructed rotationally symmetrically.The rotation axes 41, 44 can, for example, be arranged at a distance of up to 1,000 mm from each other. The rotation axes 41, 44 run parallel to each other.

[0088] Returning now to Figs. 8 to 10, the tilting and arresting device 35 further comprises a tilting and arresting bracket 45, which is firmly connected to the driver's cab floor 20 at one of the fastening areas 33, 34. For example, the tilting and arresting bracket 45 can be screwed, riveted, and / or welded to the respective fastening area 33, 34. The tilting and arresting bracket 45 can, for example, be a cast component or a welded component.

[0089] The tilting and arresting console 45 comprises a base section 46, which rests on the driver's cab floor 20 and can be firmly connected to one of the fastening areas 33, 34. The base section 46 is plate-shaped. The base section 46 can be three-dimensionally curved. In particular, the base section 46 is adapted to the geometry of the respective fastening area 33, 34, so that it can lie flat against the respective fastening area 33, 34.

[0090] Two rear contact surfaces 47, 48 are provided on the base section 46. Furthermore, the base section 46 has two front contact surfaces 49, 50 against which the rocker arm 37 can rest with its rocker arm elements 38, 39. Between the two front contact surfaces 49, 50, a recess 51 is provided, which can partially accommodate the connection point 19 in the form of the ball head.

[0091] The rocker arm 37 is rotatably connected to the tilting and catching bracket 45 by means of a bolt 52 extending through the connecting element 40. The bolt 52 can be secured by means of a nut 53. The rocker arm 37 can thus pivot about the bolt 52 relative to the tilting and catching bracket 45.

[0092] Two arcuate tab sections 54, 55 extend from the base section 46. The tab sections 54, 55 can also be referred to as lead tabs. Accordingly, the terms 'pocket section' and 'lead tab' can be interchanged as desired. The tab sections 54, 55 are bow-shaped and each surround an opening 56, 57. The catch bolt 36 protrudes laterally through the openings 56, 57 and thus laterally over the tab sections 54, 55. A space 58 is provided between the two tab sections 54, 55, in which the rocker 37 and the connection point 19 with the catch bolt 36 are arranged.

[0093] Fig. 8 shows the tipping and arresting device 35 in a non-triggered or un-triggered state Z100. Fig. 9 shows the tipping and arresting device 35 in a triggered state Z200. By blasting the commercial vehicle 1 with an explosive device 59 (Figs. 5 and 6), for example in the form of a mine or an IED, the tipping and arresting device 35 can be moved from the un-triggered state Z100 to the triggered state Z200. The explosive device 59 can be located, for example, under one of the wheels 8 or centrally under the driver's cab 4. The functionality of the tipping and arresting device 35 is explained below. Initially, the commercial vehicle 1 is in ferry operation. For this purpose, the driver's cab 4 is moved to the closed state ZI, with the tipping cylinder 15 in the retracted state Z10. The driver's cab 4 is significantly stiffer than the chassis 2.This means that the chassis 2 can twist, for example during off-road driving, but the driver's cab 4 does not deform.

[0094] Because the tilt cylinder 15 is not directly coupled to the cab floor 20, but rather connected to the cab floor 20 by means of the rocker arm 37 and the tilt and catch bracket 45, the rocker arm 37 can move, allowing the catch pin 36 to move in the openings 56, 57 without contacting the tab sections 54, 55. The catch pin 36 can therefore move or swing freely during ferry operation.

[0095] If the driver's cab 4 is to be moved from the closed state ZI to the open state Z2, for example to carry out maintenance work, the tilt cylinder 15 is moved from the retracted state Z10 to the extended state Z20. The rocker elements 38, 39 rest against the front contact surfaces 49, 50 of the tilt and catch console 45, whereby the tilt cylinder 15 tilts the driver's cab 4 from the closed state ZI to the open state Z2. In the open state Z2, a weight of the driver's cab 4 acts on the tilt cylinder 15. In the open state Z2, however, the weight of the driver's cab 4 can also act on a holding rod or support rod (not shown). The driver's cab 4 can be locked both in the closed state ZI and in the open state Z2. A locking device (not shown) can be provided for this purpose.If the driver's cab 4 is now detonated with the explosive device 59, the driver's cab 4 is initially in the closed state Z1. The explosive device 59 generates a blast or pressure wave 60 that acts on the driver's cab floor 20. As a result, the driver's cab 4 performs the aforementioned tilting movement B, starting from the closed state Z1 toward the open state Z2.

[0096] During this aforementioned tilting movement B of the driver's cab 4, the rocker arm 37 rotates around the pin 52. The rocker arm 37 is thereby lifted off the front contact surfaces 49, 50. The driver's cab 4 tilts forward about the rotation axis 14 in the direction of the open state Z2, with the rocker arm 37 again pivoting around the pin 52 relative to the tilting and catching console 45.

[0097] Because the catch bolt 36 protrudes laterally beyond the tab sections 54, 55 when viewed along the transverse direction Q, the tab sections 54, 55 catch the catch bolt 36 during the tilting movement B, thereby preventing the rocker 37 from coming into contact with the rear contact surfaces 47, 48. With the help of the catch bolt 36 and the tab sections 54, 55, a tensile force F (Fig. 9) is applied to the tilting cylinder 15, which acts opposite to the retaining force R. The piston 18 is moved out of the housing 16 by the tensile force F. The tilting movement B is thereby braked or delayed.

[0098] Excessive acceleration of the cab 4 due to the impact, which could lead to injuries to the vehicle occupants, is avoided. With the help of the tilt cylinder 15, energy is dissipated or converted, and a reduction of the energy acting on the cab floor 20 in the fastening areas 33, 34 is achieved. An undesirable deformation of the cab floor 20 is thereby avoided. The fastening areas 33, 34, to which a tilting and arresting bracket 45 is attached, have

[0099] The maximum deformation is calculated for the impact area. However, the tilting and catching device 35 can reliably prevent or at least reduce deformation of these fastening areas 33, 34.

[0100] The tilting and arresting device 35 also prevents the driver's cab 4 from tipping over if it is blasted beyond the open state Z2. Advantageously, the tilting and arresting device 35 can be easily integrated into a commercial vehicle (not shown) without such a tilting and arresting device 35. The tilting and arresting device 35 can thus be retrofitted. Higher mine threats can thus be implemented subsequently. The tilting and arresting device 35 requires only a small installation space. This can, for example, result in weight savings. Although the present invention has been described using exemplary embodiments, it is susceptible to numerous modifications.

[0101] LIST OF REFERENCE SYMBOLS

[0102] Commercial vehicle 2 chassis

[0103] 3 chassis frame

[0104] 4 Driver's cab

[0105] 5 axis

[0106] 6th axis 7th axis

[0107] 8 wheel

[0108] 9 wheels

[0109] 10 wheels

[0110] 11 Structure 12 Interior

[0111] 13 Surroundings

[0112] 14 axis of rotation

[0113] 15 tilt cylinders

[0114] 16 Housing 17 Connection point

[0115] 18 pistons

[0116] 19 Connection point

[0117] 20 Cab floor

[0118] 21 Roof 22 Side wall

[0119] 23 Side wall

[0120] 24 front wall

[0121] 25 Rear wall

[0122] 26 Seat 27 Seat protrusion

[0123] bulging

[0124] Dome section 1 protrusion

[0125] Front edge 3 mounting area

[0126] Mounting area 5 Tilting and safety device

[0127] Catch bolt 7 swing arm

[0128] Swing element

[0129] Swing element

[0130] Connecting element 1 Rotation axis Bearing element 3 Bearing element Rotation axis 5 Tilting and catch bracket Base section 7 Contact surface Contact surface Contact surface Contact surface 1 Recess Bolt 3 Nut Tab section 5 Tab section Opening 7 Opening 58 Space

[0131] 59 explosive device

[0132] 60 Pressure wave B Tilting movement

[0133] F Tensile force g Direction of gravity

[0134] H Vertical direction

[0135] L Longitudinal direction Q Transverse direction

[0136] R Retention force

[0137] ZI condition

[0138] Z2 condition

[0139] Z10 Condition Z20 Condition

[0140] Z100 condition

[0141] Z200 condition

Claims

PATENT CLAIMS 1. A commercial vehicle (1), in particular a military commercial vehicle, comprising a chassis (2), a driver's cab (4) which is tiltably connected to the chassis (2), and a tilting and arresting device (35), wherein the tilting and arresting device (35) has a tilting cylinder (15) with the aid of which the tilting and arresting device (35) is designed to tilt the driver's cab (4) relative to the chassis (2) from a closed state (Z1) to an open state (Z2) and vice versa, and wherein the tilting and arresting device (35) is designed to decelerate a tilting movement (B) of the driver's cab (4) from the closed state (Z1) towards the open state (Z2) with the aid of the tilting cylinder (15) when the commercial vehicle (1) is subjected to explosions.

2. Commercial vehicle according to claim 1, characterized in that the tipping and catching device (35) has a rocker (37) rotatably coupled to the driver's cab (4), by means of which the tipping cylinder (15) is coupled to the driver's cab (4).

3. Commercial vehicle according to claim 2, characterized in that the tipping and catching device (35) has a tipping and catching console (45) connected to the driver's cab (4), wherein the rocker (37) is rotatably coupled to the tipping and catching console (45).

4. Commercial vehicle according to claim 3, characterized in that that the rocker (37) has a first axis of rotation (41) about which the rocker (37) is rotatably coupled to the tilting and catching console (45), and a second axis of rotation (44) about which the rocker (37) is rotatably coupled to the tilting cylinder (15).

5. Commercial vehicle according to claim 4, characterized in that the first axis of rotation (41) and the second axis of rotation (44) are spaced apart from one another and arranged parallel to one another.

6. Commercial vehicle according to one of claims 3 - 5, characterized in that the tilting cylinder (15) is coupled to the rocker (37) by means of a catch bolt (36).

7. Commercial vehicle according to claim 6, characterized in that the tipping and catching console (45) is designed to catch the catching bolt (36) during the tipping movement (B) of the driver's cab (4), so that a tensile force (F) can be applied to the tipping cylinder (15) in order to decelerate the tipping movement (B) with the aid of the tipping cylinder (15).

8. Commercial vehicle according to claim 7, characterized in that the tilting and catching bracket (45) has at least one tab section (54, 55) for catching the catching bolt (36).

9. Commercial vehicle according to claim 8, characterized in that that the tilting and catching console (45) has exactly two tab sections (54, 55), wherein between the two tab sections (54, 55) there is provided an intermediate space (58) within which a connection point (19) of the tilting cylinder (15) is arranged for connecting the same to the catching bolt (36).

10. Commercial vehicle according to claim 9, characterized in that the catch bolt (36) projects laterally on both sides beyond the two tab sections (54, 55).

11. Commercial vehicle according to one of claims 8 - 10, characterized in that the at least one tab section (54, 55) runs at least partially around an opening (56, 57), wherein the catch bolt (36) is guided through the opening (56, 57).

12. Commercial vehicle according to claim 11, characterized in that a cross-sectional area of the opening (56, 57) is many times larger than a cross-sectional area of the catch bolt (36).

13. Commercial vehicle according to one of claims 3 - 12, characterized in that the rocker (37) has a first rocker element (38) and a second rocker element (39), wherein the first rocker element (38) and the second rocker element (39) are connected to one another by means of a tubular connecting element (40).

14. Commercial vehicle according to claim 13, characterized in that that the rocker (37) is rotatably coupled to the tipping and catching bracket (45) by means of a bolt (52) passing through the connecting element (40).

15. Commercial vehicle according to claim 13 or 14, characterized in that the first rocker element (38) and the second rocker element (39) are arranged parallel to one another and spaced apart from one another.

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