An impact alleviation cabin for an automobile

Abstract

The invention discloses an impact alleviating cabin arrangement for a vehicle The arrangement includes a cabin pivotable mounted on a frame, and a rotational arrangement. The cabin has at least one planar surface and at least one curvilinear surface. The rotational arrangement includes one or more disengageable means, and one or more sensors coupled to the disengageable means for locking and unlocking of the cabin to the frame. The disengageable means is provided on predetermined positions for temporary fixation of the cabin base to the frame. The predetermined positions include cabin base and the frame. During the collision, the connection between the plurality of disengaging means is released or disengaged and the cabin is capable of a bi-directional rotation in a horizontal plane from the pivot point, thereby saving the lives of the occupants.

Description

[0001] AN IMPACT ALLEVIATION CABIN FOR AN AUTOMOBILE

[0002] FIELD OF INVENTION

[0003] The invention generally relates to the field of safety inclusions for alleviating impact during a collision in an automobile. The automobile includes internal combustion engine vehicles, motor vehicles, electric vehicles, and hydrogen fuel cells. In particular, the invention relates to a rotating cabin arrangement capable of reducing the impact to vehicles and saving the lives of the occupants.

[0004] BACKGROUND

[0005] Safety is the most vital requirement of every vehicle manufacturing company. These companies study the events responsible for accidents and propose a series of collision mitigation techniques. The environment and ergonomics of the cabin have to be favorable to the driver and the vehicle to mitigate collision impact. In order to mitigate the impact of the collision, the cabin is provided with features to ensure active and passive safety for the driver and the vehicle. The active and passive safety includes structural integrity, intelligent electronics system, emergency braking system, camera, alarms, good visibility, airbags to prevent collision impact.

[0006] The current prevailing vehicles are facilitated with prodigious safety features for drivers as well as passengers. The safety features include airbags, emergency braking systems, camera systems, radar to name a few. But the number of fatal accidents has not decreased. In cab-over-engines and front overhang vehicle cabins, the driver and the fellow passenger are more prone to injury during an accident. To increase safety and robustness, the strength of the front portion is increased by using several materials that have high modulus, stiffness, and other impact mitigation safety measures. But this leads to an increase in blind spots which eventually reduces the direct vision of the driver. Despite the several safety features incorporated in the cabin, injury to drivers as well as passengers still occurs. Several cab-over-engine trucks are designed to provide safety to the driver during an accident, however, the impact of the collision leads to deformation of the cabin causing severe injuries to the driver and the passenger.

[0007] One such device disclosed in the Patent Application “EP3194250A1” titled “Cab over engine truck” provides an impact-resistant cabin design. The truck has a frame and a cabin mounted on a frame. During an accident or a frontal collision, the cabin moves backward to provide safety to the truck driver.

[0008] Another device disclosed in the Patent Application “WO2018112568A” titled “Anti-collision system for a tiltable truck cab, and related devices, components, and methods” provides an anti-collision system. The system includes a truck cab rotatably coupled to a truck chassis. The truck cab is rotatable with respect to the truck chassis between a first position and a second position along a truck cab rotation path through a truck cab rotation volume. The truck cab volume is entirely within the truck cab rotation volume along the entire truck cab rotation path. A sensor having a field of view (FOV) that overlaps a portion of the truck cab rotation volume detects an obstruction in the FOV that is within the truck cab rotation volume. An alert or control rotation of the truck cab is enabled upon detection of the obstruction.

[0009] Another device disclosed in the Patent Application “CN115675246A” titled “Combined impact-resistant anti-collision buffer device and anti-collision buffer vehicle” provides a modular anti-collision buffer device and a crashcushion vehicle. The buffer device includes a mounting plate which is used for being connected to the rear end of a vehicle. A plurality of buffer modules is used for absorbing the energy generated during a vehicle collision. An anti-collision module is arranged between the mounting plate and the buffer modules. The anti-collision module comprises an anti-collision shell, a front anti-collision group, and a rear anti-collision group. The front anti-collision group is provided with a front magnetic part, the rear anti-collision group is provided with a rear magnetic part, and the opposite ends of the front magnetic part and the rear magnetic part have the same magnetic poles and repel each other. However, the prior arts do not focus on cabin arrangement to prevent the impact on the cabin during a collision. Hence, there is a need in the art to provide an impact resistance cabin to safeguard the driver and the passenger during an accident.

[0010] SUMMARY

[0011] One aspect of the invention discloses an impact-alleviation cabin arrangement capable of reducing the impact during frontal offset collisions in an automobile. The automobile includes a transport vehicle configured with a distinct section. The transport vehicle includes but are not limited to trucks, buses, goods vehicle. The impact alleviating arrangement includes a cabin pivotably mounted on a frame, and a rotational arrangement. The cabin has at least one surface configured for rotation. In one embodiment the cabin is provided with at least one planar surface and at least one curvilinear surface. The rotational arrangement enables rotation of the cabin in a horizontal plane around a pivot point to avert damage to the occupants during a frontal offset impact or frontal offset collision from an upcoming vehicle. The rotational arrangement includes one or more disengageable means and one or more sensors coupled to the disengageable means for locking and unlocking the cabin to render bi-directional rotation of the cabin. The disengageable means is provided on predetermined positions for temporary fixation of the cabin base to the frame. The predetermined positions include cabin base and the frame. During the collision, the connection between the plurality of disengaging means is released or disengaged and the cabin is capable of rotation in a horizontal plane from the pivot point, thereby saving the lives of the occupants.

[0012] The transport vehicle in one alternate embodiment is additionally provided with a tilt assembly for carrying maintenance and repair work. The tiltable assembly includes a support beam and a tilt joint to facilitate tilting of the vehicle cabin in a vertical axis. Another aspect of the invention is to provide an impact alleviation cabin arrangement capable of mitigating impacts of frontal offset collisions in a cab-over-engine and a front-overhang vehicles by constructing a cabin having a collapsible cuboidal arrangement, or a posterior profile of the cabin having a convex, a circular or a curved structure to alleviate impact to the cabin during a collision.

[0013] BRIEF DESCRIPTION OF DRAWINGS

[0014] The accompanying drawings figures incorporated in and forming a part of this specification illustrate several aspects of the disclosure, and together with the description serve to explain the principles of the disclosure.

[0015] FIG. 1 A illustrates an impact-alleviating cabin arrangement of a vehicle, according to an embodiment of the invention.

[0016] FIG. 1 B illustrates a top sectional view of the impact-alleviating rotating cabin arrangement of a vehicle, according to an embodiment of the invention.

[0017] FIG. 2A illustrates a pivot point assembly of the rotating cabin, according to an example of the invention.

[0018] FIG. 2B illustrates a bottom view of the pivot point assembly of the rotating cabin, according to an example of the invention.

[0019] FIG. 3A illustrates a pre collision instance between the impact-alleviating rotating cabin arrangement and an upcoming vehicle, according to an example of the invention.

[0020] FIG. 3B illustrates the frontal offset collision impacted by the driver’s side, according to an example of the invention.

[0021] FIG. 3C illustrates the progress of rotation of the impact-alleviating rotating cabin, according to an example of the invention.

[0022] FIG. 3D illustrates a pre-collision instance between the impact-alleviating rotating cabin arrangement and an upcoming vehicle, according to another example of the invention.

[0023] FIG. 3E illustrates the frontal offset collision impacted from the copassenger’s side, according to another example of the invention. FIG. 3F illustrates the progress of rotation of the impact-alleviating rotating cabin, according to another example of the invention.

[0024] FIG. 4A represents a location of the pivot point in a right-hand drive vehicle, according to an embodiment of the invention.

[0025] FIG. 4B represents a location of the pivot point in a left-hand drive vehicle, according to another embodiment of the invention.

[0026] FIG. 5A illustrates a pre-collision of the convex posterior profile-based cabin arrangement impacted by the driver’s side, according to an example of the invention.

[0027] FIG. 5B illustrates the rotation of the convex posterior profile-based cabin arrangement impacted by the driver’s side, according to an example of the invention.

[0028] FIG. 5C illustrates the progress of rotation of the convex posterior profilebased cabin arrangement impacted by the driver’s side, according to an example of the invention.

[0029] FIG. 5D illustrates the further progress of rotation of the convex posterior profile-based cabin arrangement impacted by the driver’s side, according to an example of the invention.

[0030] FIG. 5E illustrates the complete rotation of the convex posterior profile-based cabin arrangement impacted by the driver’s side, according to an embodiment of the invention.

[0031] FIG. 6 illustrates the vehicle cabin rotation at different rotation angles when impacted by the driver’s side, according to an embodiment of the invention.

[0032] FIG. 7A illustrates a pre-collision of the convex posterior profile-based cabin arrangement with the upcoming vehicle impacted by a co-passenger’s side, according to another embodiment of the invention.

[0033] FIG. 7B illustrates the rotation of the convex posterior profile-based cabin arrangement impacted by the co-passenger’s side, according to another embodiment of the invention. FIG. 7C illustrates the progress of rotation of the convex posterior profilebased cabin arrangement impacted by a co-passenger’s side, according to another embodiment of the invention.

[0034] FIG. 7D illustrates the further progress of rotation of the convex posterior profile-based cabin arrangement impacted by a co-passenger’s side, according to another embodiment of the invention.

[0035] FIG. 7E illustrates the complete rotation of the convex posterior profile-based cabin arrangement impacted by a co-passenger’s side, according to another embodiment of the invention.

[0036] FIG. 8 illustrates the vehicle cabin rotation at different rotation angles when impacted by a co-passenger’s side, according to another embodiment of the invention.

[0037] FIG. 9A illustrates a cuboidal posterior profile of the vehicle cabin, according to one example of the invention.

[0038] FIG. 9B illustrates a convex posterior profile of the vehicle cabin, according to another example of the invention.

[0039] FIG. 9C illustrates a collapsable posterior profile of the vehicle cabin, according to one another example of the invention.

[0040] FIG. 9D illustrates a cuboidal posterior profile with a gap between the vehicle cabin and the compartment, according to yet another example of the invention.

[0041] FIG. 10A illustrates an impact-alleviating cabin arrangement of a vehicle, according to another embodiment of the invention.

[0042] FIG. 10B illustrates a front view of an impact-alleviating cabin arrangement of a vehicle, according to another embodiment of the invention.

[0043] DETAILED DESCRIPTION OF THE INVENTION

[0044] The definitions, terms, and terminology adopted in the disclosure have their usual meaning and interpretations unless otherwise specified. Various embodiments of the invention provide an impact-alleviation cabin arrangement capable of mitigating the impact of frontal offset collisions in an automobile. The automobile includes a transport vehicle configured with a distinct section. The transport vehicle includes but are not limited to trucks, buses and goods vehicle.

[0045] According to one embodiment of the invention, the invention provides an impact-alleviation cabin arrangement for a transport vehicle. The vehicle is having at least two distinct sections mounted on a frame. The first section accommodates a vehicle cabin. The vehicle cabin houses occupants including a driver and a co-passenger. The second section accommodates a compartment. The impact alleviating arrangement includes the vehicle cabin pivotably mounted on the first section of the frame, and a rotational arrangement. During the collision, the connection between the plurality of disengaging means is released or disengaged and the cabin is capable of rotation in a horizontal plane from the pivot point, thereby saving the lives of the occupants. In one embodiment, the vehicle cabin is provided with at least one planar surface and at least one curvilinear surface. The rotational arrangement enables rotation of the cabin in a horizontal plane around a pivot point to avert collision impact on the occupants from an upcoming vehicle. The rotational arrangement includes one or more disengageable means, and one or more sensors coupled to the disengageable means for locking and unlocking the cabin to render rotation of the cabin in a horizontal plane. The disengageable means is provided on predetermined positions for temporary fixation of the cabin base to the frame. The predetermined positions include cabin base and the frame. The impact alleviating cabin arrangement enables rotation of the cabin during an impact by removing occupants from the line of impact during a frontal offset impact or a frontal offset collision from an upcoming vehicle. During the collision, the connection between the plurality of disengaging means is released or disengaged and the cabin is capable for rotation in a horizontal plane from a pivot point, thereby saving the lives of the occupants.

[0046] The vehicles including but not limited to cab-over-engine vehicles, front overhang vehicles and the like. The example of vehicle includes but not limited to IC engine-based, fuel cells, or battery-based vehicles. FIG. 1 A illustrates an impact-alleviating rotating cabin arrangement of a vehicle according to an embodiment of the invention. The impact alleviation cabin arrangement (21 ) includes a vehicle cabin pivotably mounted on a frame (1 ) and a rotational arrangement. The vehicle cabin (3) is a cuboidal structure accommodating a seating space for occupants which includes a driver and a co-passenger. The vehicle cabin (3) is configured to rotate about a pivot point (23) along a given path across a horizontal plane while the frame (1 ) remains stationary. In one example of the invention, the path is determined by the nature and position of the impact. The frame (1 ) disclosed herein is a ladder frame chassis. The frame (1 ) accommodates plurality of components, such as a chassis frame (47), a plurality of wheels (49), and I or compartment (51 ). The compartment includes a luggage, a passenger, or trailer compartment. The rotational arrangement includes one or more disengageable means, and one or more sensors coupled to the disengageable means for locking and unlocking the cabin (3) to render rotation of the cabin (3) in a horizontal plane. The disengageable means is provided on predetermined positions. In one example, the disengaging means includes a cabin latching point (43) positioned on a cabin base (13) and a cabin disengaging and enabling point (45) positioned on the frame (1 ). The disengageable means offer temporary fixation of the cabin base (13) to the frame (1 ). In alternate embodiments, position of the cabin latching point and the cabin disengaging and enabling point is interchanged between frame and the cabin base. The impact alleviating cabin arrangement (21 ) enables rotation of the vehicle cabin (3) during an impact by removing occupants from the line of the impact. During the collision, the connection between the plurality of disengaging means (43 and 45) is released or disengaged and the vehicle cabin (3) is capable of rotation in a horizontal plane from a pivot point (23), thereby saving the lives of the occupants. The rotation of the cabin (3) during collision is facilitated around the pivot point (23) in a bi-directional manner. The position of the pivot point (23) on the vehicle cabin (3) can be in the middle, rightward, or leftward depending on the left-hand or right-hand drive vehicle, rule of the road, traffic flow, position of the driver and steering wheel in the vehicle, and drive rules.

[0047] FIG. 1 B illustrates a top section view of the impact-alleviating cabin arrangement of a vehicle, according to an embodiment of the invention. The vehicle cabin (3) is designed and configured to rotate about a pivot point (23) along the given cabin rotation path when impacted either from a driver’s side (71 ) of the vehicle or a co-passenger side (73) of the vehicle. In one example, the vehicle cabin (3) is defined by a front end having a planar surface (3a), and a rear end provided with a curvilinear surface (3b) having a convex posterior (29) profile to aid the rotation of the vehicle cabin (3) during an impact.

[0048] FIG. 2A illustrates a pivot point assembly, according to an example of the invention. The rotational arrangement of the vehicle cabin capable of alleviating impact during collision is described herein below. The rotational arrangement further includes a pivot shaft (7) mounted on the frame (1 ) through a base plate (1 1 ). The pivot shaft (7) facilitates the rotation of the cabin (3) around a pivot point (23) (shown in fig 1 A). The rotation of the vehicle cabin (3) is enabled within a horizontal axis during collision and maintenance. Additionally, the pivot shaft (7) is provided with a clamping flange (19), to ensure the dislodging of the cabin (3). The use of a lubricant or grease to the pivot shaft (7) renders frictionless rotation. The pivot shaft (7) is fixed to a hole 9 (shown in Fig. 2B) provided on a vehicle cabin base (13). The vehicle cabin base (13) is temporarily fixed to an elongated support beam (17) through one or more disengageable means. In one example, the disengageable means includes the cabin latching points (43, FIG. 1 A) and cabin rotation locking and enabling point (45, FIG. 1 A). The temporary fixation enables restriction of the rotation of the cabin (3) during normal riding position. The opening or breaking of the joints to permit rotation is facilitated only during an impact or during maintenance. In an alternate embodiment, the joints (15) include an additional arrangement of devices or a combination of devices such as sensor-based springs. The joints made of brittle material are preferred to facilitate opening or breaking of the temporary fixation between the elongated support beam (17) on the cabin base (13) and the frame 1 during an impact.

[0049] FIG. 2B illustrates a bottom view of the pivot point assembly of the vehicle cabin, according to an example of the invention. The pivot point assembly of the vehicle cabin (3) having the cabin base (13) is temporarily fixed to an elongated support beam (17). The pivot shaft (not shown) connects the frame (1 ) to the cabin base (13) of the cabin (3) through the hole (9). The pivot point assembly allows rotation of the vehicle cabin (3) across the pivot point (23) (as shown in Fig 1 A).

[0050] In an alternative embodiment, the rotational arrangement includes plurality of sensors for determining the impact to facilitate breaking or unlocking of the disengaging means, thereby aiding in rotation of the cabin. The sensors include spring-based sensor, crash sensors, collision-actuated device, spring arrangement, or hydraulics mechanism capable of initiating rotation of the cabin during an impact.

[0051] FIG. 3 generally represents the rotational radius of a circular or a convex posterior profile during an impact from an upcoming vehicle on both the driver’s side and the co-passenger’s side. In one example, an upcoming vehicle (53) is devoid of the impact-alleviating rotating cabin arrangement and collides in a frontal offset way with an impact-alleviating rotating cabin arrangement-equipped vehicle having a circular or a convex posterior profile (29) based cabin (3) causing impact on the driver’s side (71 ). FIG. 3A illustrates the non-impact state, where two vehicles are progressing toward each other and are about to collide in a frontal offset way. The rotation of the impact alleviating rotating cabin arrangement equipped vehicle with an upcoming vehicle (53) is illustrated in FIG 3B. The frontal offset collision from an upcoming vehicle (53) and the progress of rotation of the vehicle cabin (3) constructed with the circular, or convex posterior profile (29) based impact-alleviating rotating cabin arrangement-equipped vehicle impacted on the driver’s side (71 ) is illustrated in FIG. 3C.

[0052] In another example, an upcoming vehicle (53) devoid of the impactalleviating rotating cabin arrangement collides in a frontal offset way with an impact-alleviating rotating cabin arrangement equipped vehicle causing impact on the co-passenger’s side (73). The figures 3D-3F generally illustrates the collision of an impact-alleviating rotating cabin arrangement (21 ) equipped vehicle with the circular, or convex posterior profile (29) based vehicle cabin (3) to an upcoming vehicle (53) when impacted from the copassenger side (73). FIG. 3D illustrates an upcoming vehicle progressing towards an impact alleviating rotating cabin arrangement-equipped vehicle which are about to collide in a frontal offset way impacting the copassenger’s side (73). The rotation of the circular, or convex posterior profile (29) based vehicle cabin is illustrated in FIG. 3E. The frontal offset collision impacting the co-passenger’s side (73) and progress of rotation of the cabin is illustrated in FIG. 3F.

[0053] The impact alleviating rotating arrangement equipped vehicle allows the vehicle cabin (3) to rotate on a horizontal axis acknowledging the norms of driver steering position in different countries during collision. Further, the vehicle cabin (3) is capable of tilting completely or partially towards the front on the vertical axis of rotation, to carry out maintenance work. The rotation of the cabin in the direction of collision allows the cabin to rotate backward which facilitates shock absorption by the lower portion of the vehicle, reducing the possibility of crushing the cabin and removing the driver from the scene of collision.

[0054] According to another embodiment of the invention, the pivot point (23) near the co-passenger and away from the driver is decided by the golden ratio of the width of the vehicle. The pivot point 23 can also be on the opposite side with reference to the width of the vehicle to facilitate rotation of the cabin (3) for the left-hand drive vehicle. The position of the pivot point (23) is not restricted depending upon the right-hand side or left-hand side drive vehicle. The pivot point (23) shifts according to the requisite.

[0055] In one example the overall width of the vehicle cabin (3) is L. Let L be 500 cm. a is the distance between the driver side’s end and the pivot point (23) b is the distance between the pivot point (23) and the end side of the copassenger.

[0056] As per the golden ratio: 1.618

[0057] Also, a + b = L = 500 cm a + b = 1 .618 a 1 .618 a = 500 cm a = 300 cm Therefore, b = 500-a b= 191 cm

[0058] The pivot point (3) is taken at the golden ratio point from the driver's side (71 ). The width of the vehicle is denoted as L. The golden ratio is given by (a+b) / a=1 .618 where, a + b=L and a>b, a is the distance between the pivotal point (23) and the start point from the driver’s side (71 ). b is the distance between the pivotal point (23) and the end point towards the co-passenger’s side (73). Fig 4 generally illustrates the pivot point of the vehicle cabin, according to an example of the invention. The pivot point (23) of a vehicle cabin (3) for a right-hand drive vehicle is illustrated in FIG. 4A. The pivot point (23) of the vehicle cabin (3) for a left-hand drive vehicle is illustrated in FIG. 4B.

[0059] In another embodiment of the invention, the pivot point (23) from where vehicle cabin (3) rotates can be of any configuration and located or positioned in the middle, rightward, or leftward in the vehicle cabin 3 is considered within the scope of the concepts disclosed herein. Therefore, the position of the pivot point (23) can be in the middle, rightward, or leftward depending on the left-hand or right-hand drive vehicle, rule of the road, traffic flow, position of the driver and steering wheel in the vehicle, and drive rules, and are considered within the scope of the concepts disclosed herein.

[0060] FIG. 5 generally illustrates the angle and axis of rotation of the cabin during a non-impact and an impact state during a frontal offset collision with an upcoming vehicle when impacted from the driver’s side, according to an example of the invention. There is no change in the angle of rotation or rotation axis during non-impact as shown in FIG. 5A. The cabin rotates from a fixed rigid point of rotation during a frontal offset collision as illustrated in FIG. 5B - FIG. 5E. The detailed view and rotation advancement of the vehicle cabin (3) equipped with a circular, or convex posterior profile (29) during a frontal offset collision with an upcoming vehicle (53) when impacted from the driver’s side (71 ) are shown in FIG. 5. The figures illustrate the vehicle cabin (3) in a number of different rotation positions (55). FIG 5A illustrates a scenario where an upcoming vehicle (53) is about to collide with an impact-alleviating rotating vehicle cabin arrangement (21 ) with a vehicle cabin (3) configured with the circular or a convex posterior profile (29). The vehicle is held in a position with the help of the cabin latching point (43) which is released and disengages the vehicle cabin base (13) from the frame (1 ) during collision and vehicle cabin (3) rotates about the pivot point (23). In one example, the driver’s seat is on the right side and the upcoming vehicle (53) is more on the right side of the road, the pivot point is slightly away from the centre and towards the left side to facilitate the rotation of the vehicle cabin (3). The vehicle cabin (1 ) during the non-impact state is in a rotation position 55A, the angle of rotation, theta (0) is 0 degree. It should be understood that different vehicle cabins may have different rotation ranges 0, 01, 02 03 04, 05. 0n depending upon pivot point position, width of the vehicle, and collision force. It should also be understood that different collisions may have different forces which may distort the lower portion of the vehicle to a different depth, hence, the range of the rotation can be varied to avoid or alleviate cabin distortion to save the occupants. In on example, the rotation angle of the impact alleviating cabin at the varying rotation position (55), ranges between 0, 01, 02 03 04, 05 corresponding to 0-degree to 90-degree rotation of the vehicle cabin (3) around the pivot point. The Figures. 5B to 5E illustrates rotation of the vehicle cabin during an impact around the rotation positions 55B to 55E. The angle of rotation for the vehicle cabin to shift from rotation position 55A to 55E and the rotation angle is in the range between 0-degree to 90-degree.

[0061] FIG. 6 illustrates the vehicle cabin rotation at every vehicle cabin rotation position from 55A to 55E when the vehicle cabin (3) is rotated along a given cabin rotation path (25). The rotation of the cabin during the impact has a maximum left extension dimension (65) and a maximum right extension dimension (67), and a maximum forward extension dimension (75), a maximum rear extension dimension (77) as shown in FIG. 6.

[0062] According to another example of the invention, the detailed view and rotation advancement of the vehicle cabin (3) when impacted from the copassenger’s side (73) is described herein below. FIG. 7 generally illustrates the detailed view and rotation advancement of vehicle cabin 3 equipped with a circular or convex posterior profile (29) during a frontal offset collision with an upcoming vehicle (53) when impacted from the co-passenger side (73). It also illustrates the vehicle cabin 3 in a number of different rotation positions 57. FIG 7A illustrates an impact-alleviating rotating vehicle cabin arrangement (21 ) with the vehicle cabin (3). The rear end (3b) is constructed as a circular, curved or convex posterior profile (29). The vehicle is held in position with the help of cabin latching point (43) which will be released and / or disengaged during collision and the vehicle cabin (3) will rotate about its pivot point (23). The position of the pivot point (23) can be in the middle, rightward, or leftward depending on the left-side or right-hand drive vehicle, rule of the road, traffic flow, position of the driver and steering wheel in the vehicle, drive rules, and are considered within the scope of the concepts disclosed herein. The vehicle cabin during the non-impact state is in a rotation position 57. It should be understood that vehicle cabin rotation positions 55A and 57A can be identified as similar vehicle cabin rotation positions. It should be understood that different vehicle cabins may have different rotation ranges 0, 01, 02 03 04, 05. 0n depending upon pivot point (23) position, width of the vehicle, and collision force. It should also be understood that different collisions may have different forces which may distort the lower portion of the vehicle to a different depth, hence, the range of the rotation can be varied to avoid or alleviate cabin distortion to save the occupants. In on example, the rotation angle of the impact alleviating cabin at the varying rotation position (57), ranges between 0, 01, 02 03 04, 05 corresponding to 0-degree to 90-degree rotation of the cabin (3) around the pivot point (23). The FIGS. 7B to 7E illustrates rotation of the vehicle cabin (3) during an impact around the rotation positions 57B to 57E. The angle of rotation for the vehicle cabin to shift from rotation position 57A to 57E and the rotation angle is in the range between 0-degree to 90-degree.

[0063] FIG.8 illustrates the vehicle cabin (3) rotation at every vehicle cabin rotation position from 57A to 57E when the vehicle cabin (3) is rotated along a given cabin rotation path 27. The rotation dimension of the vehicle cabin (3) during the impact includes a maximum left extension dimension (65) and a maximum right extension (67). This embodiment also includes a maximum forward extension dimension (75), and a maximum rear extension dimension (77) as shown in FIG. 8.

[0064] The rotation of the vehicle cabin (3) before, at or after the collision is done with the help of any methods or ways including but not limited to physical collision or mechanical actuators or sensor-based actuators. The point or location of impact, type of collision, and aftereffects on the vehicle are considered within the scope of the concepts disclosed herein.

[0065] According to an alternate embodiment of the invention, the vehicle cabin (3) of the impact alleviating rotating cabin arrangement is configured with either a planar surface or curvilinear surface. The rear end (3b) of the vehicle cabin (3) is constructed as a circular, a curved, a convex, or a cuboidal posterior profile. The FIG. 9 generally illustrates the several vehicle cabin posterior profiles. FIG. 9A illustrates a normal cuboidal cabin posterior profile (31 ) of an impact alleviating cabin arrangement. The said design is expected to create hindrance towards rotation during the collision and is expected to crash or smash into the compartment (51 ) of the vehicle. FIG. 9B illustrates the convex posterior profile (29) enabling rotation of vehicle cabin (3), without being crashed or smashed into the compartment (51 ) during a frontal offset collision from the upcoming vehicle. The construction of the rear end as the curvilinear surface (3b) having a circular, a convex, a curved posterior profile (29) tends to reduce and / or eliminate the hindrance or obstruction toward rotation during the collision and reduce the chances of crashing or smashing into the compartment (51 ) of the vehicle. FIG. 9C illustrates one another alternate embodiment of the invention, the vehicle cabin (3) provided with a collapsable posterior profiles (33). The construction of the rear end as a default cube or cuboidal structure with a collapsable corners. The collapsible corners are configured to collapse or fold or distort during the collision, thereby enabling the rotation of the vehicle cabin (3) during an impact. FIG. 9D illustrates a yet another alternate embodiment where the distance between vehicle cabin (3) with a cuboidal posterior profile (35) and the compartment (51 ) is increased. This will provide enough space to accommodate vehicle cabin (3) with a cube or cuboidal structure for rotation during the collision. It should be understood, however, that the vehicle cabin rear end or the posterior profiles included in the present embodiment are not limited to the embodiment disclosed herein and any improvements or modifications in this are considered within the scope of the concepts disclosed herein.

[0066] FIG. 10A illustrates an impact-alleviating rotating cabin arrangement of a vehicle according to an alternate embodiment of the invention. The impact alleviation cabin arrangement (21 ) includes a vehicle cabin pivotably mounted on a frame (1 ) and a rotational arrangement. The vehicle cabin (3) is a cuboidal structure accommodating a seating space for occupants which includes a driver and a co-passenger. The vehicle cabin (3) is configured to rotate about a pivot point (23) along a given path across a horizontal plane while the frame remains stationary. In one example of the invention, the path is determined by the nature and position of the impact. The frame (1 ) disclosed herein is a ladder frame chassis. The frame (1 ) includes plurality of components, such as a chassis frame (47), a plurality of wheels (49), and I or compartment (51 ). The compartment includes a luggage, a passenger, or trailer compartment. The rotational arrangement includes one or more disengageable means, and one or more sensors coupled to the disengageable means for locking and unlocking the cabin (3) to render rotation of the cabin (3) in a horizontal plane. The disengageable means is provided on predetermined positions. In one example, the disengaging means includes a cabin latching point (43) positioned on the cabin base (13) and a cabin disengaging and enabling point (45) positioned on the frame (1 ). The disengageable means offer temporary fixation of the cabin base (13) to the frame (1 ). In alternate embodiments, position of the cabin latching point and the cabin disengaging and enabling point interchanges between frame and the cabin base. The disengaging means includes but not limited to a click fit, a lock fit arrangement for enabling a temporary fixation of the cabin to the frame.

[0067] The impact alleviating cabin arrangement (21 ) enables rotation of the vehicle cabin (3) during an impact by removing occupants from the line of impact. During the collision, the connection between the plurality of disengaging means (43 and 45) is released or disengaged and the vehicle cabin (3) is capable of rotation in a horizontal plane from a pivot point (23), thereby saving the lives of the occupants. The rotation of the cabin (3) during collision is facilitated around the pivot point (23) in a bi-directional manner. The position of the pivot point (23) on the vehicle cabin (3) can be in the middle, rightward, or leftward depending on the left-hand or right-hand drive vehicle, rule of the road, traffic flow, position of the driver and steering wheel in the vehicle, and drive rules. The vehicle cabin (3) is further mounted to the frame (1 ) by means of a tiltable assembly (5) (as shown in Fig 10B). The tiltable assembly (5) is attached to the frame (1 ) by a suitable fastening means to facilitate the tilting of the vehicle cabin (3) across a vertical plane. The tiltable assembly (5) includes a support beam (39) and a tilt joint (37) to facilitate tilting of the vehicle cabin (3) in a vertical axis for carrying out maintenance and repair work. In one example, the tiltable assembly (5) is attached to the frame (1 ) through welding. In alternate embodiments, the support beam (39) and the tilt joint (37) can be eliminated from the vehicle cabin (3) and the pivot point (23) can be a part of the frame (1 ) itself.

[0068] FIG. 10B illustrates the front view of an impact-alleviating rotating cabin arrangement of a vehicle, according to an embodiment of the invention. The impact alleviation cabin arrangement 21 includes the frame (1 ) for mounting the vehicle cabin (3). The cabin having at least one planar surface and at least one curvilinear surface. In one example, a front end and a rear end of the cabin is planar surface. The surface of the front end (3a) and the rear end (3b) varies based on the design of each vehicle manufacturer. In one example of the invention, the vehicle cabin (3) is a cuboidal structure with circular or convex posterior profile. The vehicle cabin (3) is defined by a planar surface (3a) on the front end and a curvilinear surface (3b) on the rear end. The vehicle cabin (3) is mounted to the frame (1 ) by means of a tiltable assembly (5) attached to the frame (1 ). The tiltable assembly enables tilting of the cabin in a vertical axis and is operable manually.

[0069] The invention enables rotation of the cabin from a fixed point of rotation whenever frontal-offset and rear trail or intrusion collision occurs. The rotatable feature of the invention prevents the driver and fellow passengers in the cabin from severe injuries. The rotating cabin design allows the cabin to rotate on a vertical axis acknowledging the norms of driver steering position in different countries during collision. Further, the cabin is capable of rotating completely or partially towards the front on the vertical axis of rotation, to carry out maintenance work. The tilt assembly comprising of the vehicle cabin support beam and vehicle cabin tilt joint can be eliminated from the vehicle cabin and the pivot point can be a part of the frame itself. The cabin facilitates the rotation without any obstruction from nearby structures. The rotation of the cabin in the direction of collision allows the cabin to rotate backward which facilitates shock absorption by the lower portion of the vehicle, reducing the possibility of crushing the cabin and removing the driver from the scene of collision. The invention can be implemented in the existing motor vehicles having a tiltable assembly for tilting the cabin. The conventional cuboidal cabin requires more space while rotating because the rear end moves around in a larger radius due to the rectangular shape of the cabin compared to the cabin design of the invention. The curved surface, circular rear, or the convex posterior profile-based cabin design requires less space for rotation and has a lesser rotational radius as compared to conventional cuboidal cabins. The invention allows truck manufacturers to design big windscreens to increase direct vision without compromising the frontal safety requirements thus reducing blind spots. The invention is not restricted to the position of engine in the vehicle. The invention is applicable to buses and trucks which have their engine mounted in another portion of the vehicle, but the driver position is on the front of the vehicle only. The invention is not limited to vehicles driven by IC engines and is also applicable to electric vehicles powered by batteries, fuel cells or other power sources. The engine of the vehicle can be anywhere in the vehicle, but the cabin is in the front which will rotate to remove the occupants from the line of collision.

[0070] The impact alleviated cabin arrangement as described herein above and as illustrated in the accompanying drawings, is applicable to all such instances of impact irrespective of the angle of impact suffered by the vehicle. The description also applies to the impact caused by the vehicle. The foregoing description of the invention has been set merely to illustrate the invention and is not intended to be limiting. Since modifications of the disclosed embodiments incorporating the spirit and substance of the invention may occur to person skilled in the art, the invention should be construed to include everything within the scope of the appended claims and equivalents thereof.

Claims

AIM:1 . An impact alleviating passenger cabin arrangement for a transport vehicle, mounted on a frame, the arrangement comprising of: a vehicle cabin (3) pivotably mounted on the frame (1 ), the said cabin (3) having at least one planar surface and at least one curvilinear surface (3a and 3b); a plurality of disengageable means, the disengageable means provided on predetermined positions for engaging the cabin (3), wherein the disengaging means include a cabin latching point (43) and a cabin disengaging and enabling point (45); and a plurality of sensors operably coupled to the disengageable means for determining an impact, wherein the arrangement enables rotation of the vehicle cabin (3) during an impact by removing occupants from injury.

2. The arrangement as claimed in claim 1 , wherein the cabin (3) is a passenger cabin configured for housing occupants including a driver and a co-passenger.

3. The arrangement as claimed in claim 1 , wherein the vehicle cabin (3) is pivotably mounted to the frame (1 ) by means of a pivot shaft (7) engaged between the vehicle cabin (3) and the frame (1 ) by means of hole (9) provided on a cabin base (13).

4. The arrangement as claimed in claim 1 , wherein the disengaging means permits temporary fixation of the cabin base (13) to the frame (1 ) permitting bi-directional rotation from the pivot point (23).

5. The arrangement as claimed in claim 1 , wherein the disengaging means is selected from a list comprising click fit, a lock fit.

6. The arrangement as claimed in claim 1 , wherein the plurality of sensors is selected from a list comprising spring-based sensor, crash sensors.

7. The arrangement as claimed in claim 1 , wherein the rotation of the vehicle cabin (3) occurs at a rotation angle 0 about the pivot point (23).

8. The arrangement as claimed in claim 1 , wherein the rotation angle 0 is preferable between 5 degrees and 90 degrees.

9. The arrangement as claimed in claim 1 , wherein the disengaging means facilitates rotation in the direction of collision along a vehicle cabin rotation path upon impact in a horizontal plane.

10. The arrangement as claimed in claim 1 , wherein the vehicle cabin (3) is configured with a posterior profile including but not limited to circular, convex, curved or cuboidal structure with a collapsible rear.

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