EP1651504A1 - Driver's cab for a utility vehicle - Google Patents

Driver's cab for a utility vehicle

Info

Publication number
EP1651504A1
EP1651504A1 EP04763737A EP04763737A EP1651504A1 EP 1651504 A1 EP1651504 A1 EP 1651504A1 EP 04763737 A EP04763737 A EP 04763737A EP 04763737 A EP04763737 A EP 04763737A EP 1651504 A1 EP1651504 A1 EP 1651504A1
Authority
EP
European Patent Office
Prior art keywords
cab
hollow profile
crash element
driver
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP04763737A
Other languages
German (de)
French (fr)
Inventor
Stephan Kramb
Oswald Saiber
Karl-Heinz Schuller
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Daimler AG
Original Assignee
DaimlerChrysler AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP1651504A1 publication Critical patent/EP1651504A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D33/00—Superstructures for load-carrying vehicles
    • B62D33/06—Drivers' cabs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B62D21/152—Front or rear frames

Definitions

  • the invention relates to a driver's cab for a commercial vehicle according to the preamble of patent claim 1.
  • a driver's cab which is generally designed as a self-supporting body. In contrast to passenger cars, no stem is provided for cabs. This means that other measures are necessary to prevent intrusions in the event of a straight or offset or oblique frontal impact on the driver's cab.
  • DE 101 24 271 AI shows a basic supporting structure of a driver's cab for a commercial vehicle.
  • Two hollow profile beams are provided, which are arranged below a floor plate belonging to the floor group and are extended beyond the floor plate in such a way that an angular shape of the longitudinal beams results in a side view of the driver's cab.
  • the hollow profile beams projecting upwards can transfer forces into the supporting structure of the floor assembly.
  • the object of the invention is to further develop a driver's cab for a commercial vehicle such that the occupant protection of the driver's cab is improved while maintaining the existing force paths.
  • the driver's cab comprises two hollow profile carriers which are connected to a support structure and are supported on the latter in such a way that when forces act on the front, the hollow profile carriers transmit forces into the support structure.
  • a crash element is at least partially arranged in front of the two hollow profile beams. The crash element extends between the two hollow profile carriers, so that when forces act on the front, the crash element picks them up and forwards them into the hollow profile carriers with energy absorption.
  • the crash elements are designed in such a way that the energy to be absorbed by the impact is distributed and dissipated both in the vehicle longitudinal direction and in the vehicle transverse direction. The partial forward displacement of the crash element causes the crash element to be acted upon first in the event of an impact.
  • the crash element advantageously extends in the transverse direction of the vehicle in order to connect the two hollow profile carriers to one another.
  • a forward arrangement can be achieved if the crash element has an arcuate cross section, free ends of the crash element being connected to the hollow profile carrier.
  • the free ends of the arc-shaped crash element are preferably designed as deformable end parts in order to absorb energy in the event of an impact.
  • the two deformable end parts can be connected to one another by a carrier part, wherein the arcuate cross section results both over the end parts and over the support part.
  • the support structure can be connected to a stem flap of the driver's cab. This means that the crash element can be moved when the stem flap is opened.
  • each end part of the crash element can be releasably attached to the corresponding hollow profile beams.
  • This releasable attachment can be made, for example, as a lock.
  • the crash element is not only tubular or rod-shaped, but extends over almost the entire height of the stem flap. This has the advantage that the crash element is acted upon regardless of the height of the obstacle encountered, and thus forces can always be introduced into the supporting structure with energy absorption.
  • FIG. 1 shows a cross section through a cab 1 of a commercial vehicle, not shown.
  • the driver's cab 1 is shown with its front face 2, which comprises an end wall 3 and two hollow profile beams 4 and 5 running in the vertical direction of the vehicle.
  • a crash element 6 is arranged between the hollow profile beams 4 and 5 and connects the two hollow profile beams 4 and 5 to one another.
  • the front end of the front face 2 is formed by a front flap 7, which is laterally delimited by corner planks 8 and 9, respectively.
  • the two hollow profile beams 4 and 5 have an essentially pentagonal cross section.
  • the towards the interior facing end face 4a or 5a is just against the end wall 3 and is attached to this.
  • a boundary wall 4b or 5b of the hollow profile support 4 or 5 is set at an angle to the end face 4a or 5a.
  • the boundary wall 4b or 5b forms the connection surface for the crash element 6.
  • the crash element 6 comprises a central carrier part 10 and end parts 11 and 12 arranged on both sides of the carrier part 10.
  • the end parts 11 and 12 are designed to be deformable, so that energy can be absorbed by their deformation.
  • the cross section of the crash element 6 is arcuate, so that the crash element 6 is at least partially upstream of the two hollow profile carriers 4 and 5.
  • the carrier part 10 is connected to the front flap 7 via a connecting piece 13.
  • this connection between each end part 11 or 12 and the boundary wall 4b or 5b of the two hollow profile carriers 4, 5 is designed to be detachable. It is possible to design this connection as a lock, which is opened when the front flap 7 is closed. This also has the advantage that the crash element 6 is easily replaceable if it was damaged in the event of an impact.
  • the mode of operation of the invention is as follows:
  • the acting force F is conducted directly into the crash element 6. Due to the arcuate structure of the crash element 6, the force F is divided into two force paths F ⁇ , which act on the end parts 11 and 12 and from which it is forwarded under deformation to the boundary walls 4b and 5b. Due to the inclined contact surface of the boundary wall 4b or 5b there is a further division of the force paths in the vehicle transverse direction and in the vehicle longitudinal direction. This distribution of the impact forces in the transverse and longitudinal directions of the vehicle enables a higher energy absorption in the front area of the driver's cab in the event of a frontal impact. At the same time, it is possible to avoid damage to the bodyshell structure with low impact forces because the crash element 6 can then be replaced in a cost-effective manner.
  • the invention is not limited to the crash element explained in the exemplary embodiment, but can have different configurations. It is important, however, that the crash element is at least partially upstream of the hollow profile beams and extends between the two in order to achieve a distribution of the impact forces.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Vibration Dampers (AREA)

Abstract

The invention relates to a driver's cab for a utility vehicle, comprising two hollow profiled carriers (4, 5) that are connected to a carrier structure and are supported thereon in such a way that when forces (F) are applied to the front side (2), the hollow profiled carriers (4, 5) transmit said forces into the carrier structure. The aim of the invention is to improve passenger protection in a driver's cab for a utility vehicle. To this end, a crash element extending between the two hollow profiled carriers (4, 5) is at least partially arranged in front of said hollow profiled carriers (4, 5). Advantageously, in this way, impact forces are distributed between the transversal and longitudinal directions of the vehicle.

Description

Fahrerhaus für ein Nutzfahrzeug Cab for a commercial vehicle
Die Erfindung betrifft ein Fahrerhaus für ein Nutzfahrzeug gemäß dem Oberbegriff des Patentanspruchs 1.The invention relates to a driver's cab for a commercial vehicle according to the preamble of patent claim 1.
Nutzfahrzeuge sind mit einem Fahrerhaus ausgestattet, das im Allgemeinen als selbsttragende Karosserie ausgebildet ist. Im Unterschied zu Personenkraftwagen ist bei Fahrerhäusern kein Vorbau vorgesehen. Dadurch sind andere Maßnahmen notwendig, um Intrusionen bei einem geraden oder versetzten bzw. schrägen Frontalaufprall auf das Fahrerhaus zu verhindern.Commercial vehicles are equipped with a driver's cab, which is generally designed as a self-supporting body. In contrast to passenger cars, no stem is provided for cabs. This means that other measures are necessary to prevent intrusions in the event of a straight or offset or oblique frontal impact on the driver's cab.
Die DE 101 24 271 AI zeigt eine prinzipielle Tragstruktur eines Fahrerhauses für ein Nutzfahrzeug. Es sind zwei Hohlprofilträger vorgesehen, die unterhalb einer zur Bodengruppe gehörenden Bodenplatte angeordnet sind und derart über die Bodenplatte hinaus verlängert sind, so dass sich in einer Seitenansicht des Fahrerhauses eine winkelförmige Gestalt der Längsträger ergibt . Durch die nach oben abstehenden Hohlprofilträger können bei einem Frontalaufprall Kräfte in die Tragstruktur der Bodengruppe weitergeleitet werden.DE 101 24 271 AI shows a basic supporting structure of a driver's cab for a commercial vehicle. Two hollow profile beams are provided, which are arranged below a floor plate belonging to the floor group and are extended beyond the floor plate in such a way that an angular shape of the longitudinal beams results in a side view of the driver's cab. In the event of a frontal impact, the hollow profile beams projecting upwards can transfer forces into the supporting structure of the floor assembly.
Intrusionen der Stirnwand können somit vermieden werden, insbesondere dann, wenn die Hohlprofilträger ausreichend dimensioniert sind. Aufgabe der Erfindung ist es, ein Fahrerhaus für ein Nutzfahrzeug derart weiterzuentwickeln, dass unter Beibehaltung der bestehenden Kraftpfade der Insassenschutz des Fahrerhauses verbessert wird.Intrusions of the end wall can thus be avoided, especially if the hollow profile beams are of sufficient size. The object of the invention is to further develop a driver's cab for a commercial vehicle such that the occupant protection of the driver's cab is improved while maintaining the existing force paths.
Erfindungsgemäß ist vorgesehen, dass das Fahrerhaus zwei Hohlpro ilträger umfasst, die an eine Tragstruktur angeschlossen sind und sich an dieser derart abstützen, dass bei auf die Vorderfront einwirkenden Kräften die Hohlprofilträger Kräfte in die Tragstruktur weiterleiten. Zudem ist den beiden Hohlprofilträgern ein Crashelement zumindest teilweise vorgelagert. Das Crashelement erstreckt sich zwischen beiden Hohlprofilträgern, so dass bei auf die Vorderfront einwirkenden Kräften das Crashelement diese aufnimmt und in die Hohlprofilträger unter Energieabsorption weiterleitet. Die Crashelemente sind so gestaltet, dass die durch den Aufprall zu absorbierende Energie sowohl in Fahrzeuglängsrichtung als auch in Fahrzeugquerrichtung verteilt und abgebaut wird. Die teilweise Vorverlagerung des Crashelements bewirkt, dass bei einem Aufprall zuerst das Crashelement beaufschlagt wird.According to the invention, it is provided that the driver's cab comprises two hollow profile carriers which are connected to a support structure and are supported on the latter in such a way that when forces act on the front, the hollow profile carriers transmit forces into the support structure. In addition, a crash element is at least partially arranged in front of the two hollow profile beams. The crash element extends between the two hollow profile carriers, so that when forces act on the front, the crash element picks them up and forwards them into the hollow profile carriers with energy absorption. The crash elements are designed in such a way that the energy to be absorbed by the impact is distributed and dissipated both in the vehicle longitudinal direction and in the vehicle transverse direction. The partial forward displacement of the crash element causes the crash element to be acted upon first in the event of an impact.
Vorteilhafterweise erstreckt sich das Crashelement in Fahrzeugquerrichtung, um die beiden Hohlprofilträger miteinander zu verbinden.The crash element advantageously extends in the transverse direction of the vehicle in order to connect the two hollow profile carriers to one another.
Eine vorverlagerte Anordnung kann erreicht werden, wenn das Crashelement einen bogenförmigen Querschnitt aufweist, wobei freie Enden des Crashelements an die Hohlprofilträger angeschlossen sind.A forward arrangement can be achieved if the crash element has an arcuate cross section, free ends of the crash element being connected to the hollow profile carrier.
Die freien Enden des bogenförmigen Crashelements sind vorzugsweise als verformbare Endteile ausgebildet, um bei einem Aufprall Energie zu absorbieren. Die beiden verformbaren Endteile können durch ein Trägerteil miteinander verbunden sein, wobei sich der bogenförmige Querschnitt sowohl über die Endteile als auch über das Trägerteil ergibt.The free ends of the arc-shaped crash element are preferably designed as deformable end parts in order to absorb energy in the event of an impact. The two deformable end parts can be connected to one another by a carrier part, wherein the arcuate cross section results both over the end parts and over the support part.
In einer bevorzugten Ausführungsform kann die Tragstruktur an eine Vorbauklappe des Fahrerhauses angeschlossen sein. Dadurch kann beim Öffnen der Vorbauklappe, das Crashelement mitbewegt werden.In a preferred embodiment, the support structure can be connected to a stem flap of the driver's cab. This means that the crash element can be moved when the stem flap is opened.
Dazu kann jedes Endteil des Crashelements lösbar an den korrespondierenden Hohlprofilträgern befestigt sein. Diese lösbare Befestigung kann beispielweise als Schloss gefertigt sein.For this purpose, each end part of the crash element can be releasably attached to the corresponding hollow profile beams. This releasable attachment can be made, for example, as a lock.
In einer besonders bevorzugten Ausführungsform ist das Crashelement nicht nur röhr- oder stabförmig, sondern erstreckt sich über nahezu die gesamte Höhe der Vorbauklappe. Das hat den Vorteil, dass unabhängig von der Höhe des auftreffenden Hindernisses das Crashelement beaufschlagt wird und damit immer Kräfte in die Tragstruktur unter Energieabsorption eingeleitet werden können.In a particularly preferred embodiment, the crash element is not only tubular or rod-shaped, but extends over almost the entire height of the stem flap. This has the advantage that the crash element is acted upon regardless of the height of the obstacle encountered, and thus forces can always be introduced into the supporting structure with energy absorption.
Eine bevorzugte Ausführungsform ist in Figur 1 dargestellt. Figur 1 zeigt einen Querschnitt durch ein Fahrerhaus 1 eines nicht näher dargestellten Nutzfahrzeugs. Das Fahrerhaus 1 ist mit seiner Vorderfront 2 dargestellt, die eine Stirnwand 3 sowie zwei in Fahrzeughochrichtung verlaufende Hohlprofilträger 4 und 5 umfasst . Zwischen den Hohlprofilträgern 4 und 5 ist ein Crashelement 6 angeordnet, das die beiden Hohlprofil- träger 4 und 5 miteinander verbindet . Den vorderen Abschluss der Vorderfront 2 bildet eine Vorbauklappe 7, die seitlich durch jeweils eine Eckbeplankung 8 bzw. 9 begrenzt ist.A preferred embodiment is shown in FIG. 1. Figure 1 shows a cross section through a cab 1 of a commercial vehicle, not shown. The driver's cab 1 is shown with its front face 2, which comprises an end wall 3 and two hollow profile beams 4 and 5 running in the vertical direction of the vehicle. A crash element 6 is arranged between the hollow profile beams 4 and 5 and connects the two hollow profile beams 4 and 5 to one another. The front end of the front face 2 is formed by a front flap 7, which is laterally delimited by corner planks 8 and 9, respectively.
Die beiden Hohlprofilträger 4 und 5 weisen einen im Wesentlichen fünfeckigen Querschnitt auf . Die in Richtung Innenraum weisende Stirnseite 4a bzw. 5a liegt eben an der Stirnwand 3 an und ist an dieser befestigt. Eine Begrenzungswand 4b bzw. 5b des Hohlprofilträgers 4 bzw. 5 ist in einem Winkel zur Stirnseite 4a bzw. 5a angestellt. Die Begrenzungswand 4b bzw. 5b bildet die Anschlussfläche für das Crashelement 6.The two hollow profile beams 4 and 5 have an essentially pentagonal cross section. The towards the interior facing end face 4a or 5a is just against the end wall 3 and is attached to this. A boundary wall 4b or 5b of the hollow profile support 4 or 5 is set at an angle to the end face 4a or 5a. The boundary wall 4b or 5b forms the connection surface for the crash element 6.
Das Crashelement 6 umfasst ein mittleres Trägerteil 10 sowie beidseitig des Trägerteils 10 angeordnete Endteile 11 und 12. Die Endteile 11 und 12 sind verformbar ausgebildet, so dass durch deren Verformung Energie absorbiert werden kann. Der Querschnitt des Crashelements 6 ist bogenförmig, so dass das Crashelement 6 den beiden Hohlprofilträgern 4 und 5 zumindest teilweise vorgelagert ist. Das Trägerteil 10 ist über einen Anschlussstutzen 13 mit der Vorbauklappe 7 verbunden. Um nach dem Öffnen der Vorbauklappe 7 auch Bereiche hinter dem Crashelement 6 erreichen zu können, ist die Verbindung zwischen jedem Endteil 11 bzw. 12 und der Begrenzungswand 4b bzw. 5b der beiden Hohlprofilträger 4, 5 lösbar gestaltet. Es ist möglich, diese Verbindung als Schloss auszubilden, das geöffnet wird, wenn der Verschluss der Vorbauklappe 7 betätigt wird. Das hat zudem den Vorteil, dass das Crashelement 6 leicht austauschbar ist, wenn es bei einem Aufprall beschädigt wurde .The crash element 6 comprises a central carrier part 10 and end parts 11 and 12 arranged on both sides of the carrier part 10. The end parts 11 and 12 are designed to be deformable, so that energy can be absorbed by their deformation. The cross section of the crash element 6 is arcuate, so that the crash element 6 is at least partially upstream of the two hollow profile carriers 4 and 5. The carrier part 10 is connected to the front flap 7 via a connecting piece 13. In order to be able to reach areas behind the crash element 6 after opening the front flap 7, the connection between each end part 11 or 12 and the boundary wall 4b or 5b of the two hollow profile carriers 4, 5 is designed to be detachable. It is possible to design this connection as a lock, which is opened when the front flap 7 is closed. This also has the advantage that the crash element 6 is easily replaceable if it was damaged in the event of an impact.
Die Wirkungsweise der Erfindung gestaltet sich wie folgt:The mode of operation of the invention is as follows:
Kommt es zu einem Kontakt zwischen einem stehenden oder bewegten Hindernis 14 und der Vorderfront 2 des Fahrerhauses 1, wird die einwirkende Kraft F unmittelbar in das Crashelement 6 geleitet. Durch die bogenförmige Struktur des Crashelemts 6 wird die Kraft F in zwei Kraftpfade Fλ aufgeteilt, die die Endteile 11 bzw. 12 beaufschlagt und von denen unter Verformung zu den Begrenzungswänden 4b bzw. 5b weitergeleitet wird. Durch die geneigte Anlagefläche der Begrenzungswand 4b bzw. 5b erfolgt eine weitere Aufteilung der Kraftpfade in Fahrzeugquerrichtung und in Fahrzeuglängsrichtung. Diese Verteilung der Aufprallkräfte in Fahrzeugquer- und Fahrzeuglängsrichtung ermöglicht bei einem Frontalaufprall eine höhere Energieabsorption im Vorderfrontbereich des Fahrerhauses. Gleichzeitig kann bei geringen Aufprallkräften vermieden werden, dass eine Beschädigung der Rohbaustruktur erfolgt, weil das Crashelement 6 dann reparatur- und kostengünstig ausgewechselt werden kann.If there is contact between a standing or moving obstacle 14 and the front 2 of the driver's cab 1, the acting force F is conducted directly into the crash element 6. Due to the arcuate structure of the crash element 6, the force F is divided into two force paths F λ , which act on the end parts 11 and 12 and from which it is forwarded under deformation to the boundary walls 4b and 5b. Due to the inclined contact surface of the boundary wall 4b or 5b there is a further division of the force paths in the vehicle transverse direction and in the vehicle longitudinal direction. This distribution of the impact forces in the transverse and longitudinal directions of the vehicle enables a higher energy absorption in the front area of the driver's cab in the event of a frontal impact. At the same time, it is possible to avoid damage to the bodyshell structure with low impact forces because the crash element 6 can then be replaced in a cost-effective manner.
Die Erfindung beschränkt sich nicht nur auf das im Ausführungsbeispiel erläuterte Crashelement, sondern kann unterschiedliche Ausgestaltungsformen haben. Wichtig dabei ist jedoch, dass das Crashelement den Hohlprofilträgern zumindest teilweise vorgelagert ist und sich zwischen diesen beiden erstreckt, um eine Verteilung der Aufprallkräfte zu erreichen. The invention is not limited to the crash element explained in the exemplary embodiment, but can have different configurations. It is important, however, that the crash element is at least partially upstream of the hollow profile beams and extends between the two in order to achieve a distribution of the impact forces.

Claims

Patentansprüche claims
1. Fahrerhaus für ein Nutzfahrzeug mit zwei Hohlprofilträgern, die an eine Tragstruktur angeschlossen sind und sich an dieser derart abstützen, dass bei auf die Vorderfront einwirkenden Kräften die Hohlprofilträger Kräfte in die Tragstruktur weiterleiten, d a d u r c h g e k e n n z e i c h n e t , dass den beiden Hohlprofilträgern (4, 5) ein Crashelement (6) zumindest teilweise vorgelagert ist, das sich zwischen den beiden Hohlprofilträgem (4, 5) erstreckt.1.Cab for a commercial vehicle with two hollow profile beams, which are connected to a support structure and are supported on it in such a way that when forces act on the front, the hollow profile beams transmit forces into the support structure, characterized in that the two hollow profile beams (4, 5) Crash element (6) is at least partially upstream, which extends between the two hollow profile carriers (4, 5).
2. Fahrerhaus nach Anspruch 1 , d a d u r c h g e k e n n z e i c h n e t , dass sich das Crashelement (6) in Fahrzeugquerrichtung erstreckt .2. Driver's cab according to claim 1, so that the crash element (6) extends in the transverse direction of the vehicle.
3. Fahrerhaus nach Anspruch 1 oder 2 , d a d u r c h g e k e n n z e i c h n e t , dass das Crashelement (6) einen bogenförmigen Querschnitt aufweist, dessen freie Enden (11, 12) an die Hohlprofil- träger (4, 5) angeschlossen sind.3. Cab according to claim 1 or 2, so that the crash element (6) has an arcuate cross-section, the free ends (11, 12) of which are connected to the hollow profile beams (4, 5).
4. Fahrerhaus nach Anspruch 3 , d a d u r c h g e k e n n z e i c h n e t , dass die freien Enden (11, 12) des bogenförmigen Crash- elements (6) als verformbare Endteile (11, 12) ausgebildet sind, die durch ein Trägerteil (10) miteinander verbunden sind.4. Cab according to claim 3, characterized in that the free ends (11, 12) of the arc-shaped crash elements (6) are designed as deformable end parts (11, 12) which are connected to one another by a carrier part (10).
5. Fahrerhaus nach Anspruch 4 , d a d u r c h g e k e n n z e i c h n e t , dass das Trägerteil (10) an eine Vorbauklappe (7) des Fahrerhauses angeschlossen ist.5. Cab according to claim 4, so that the support part (10) is connected to a front flap (7) of the cab.
6. Fahrerhaus nach Anspruch 5 , d a d u r c h g e k e n n z e i c h n e t , dass jeder Endteil (11, 12) des Crashelements (6) lösbar an den korrespondierenden Hohlprofilträgem (4, 5) befestigt ist.6. Cab according to claim 5, so that each end part (11, 12) of the crash element (6) is releasably attached to the corresponding hollow profile carrier (4, 5).
7. Fahrerhaus nach einem der Ansprüche 1 bis 6, d a d u r c h g e k e n n z e i c h n e t , dass sich das Crashelement (6) in Fahrzeughochrichtung über nahezu die gesamte Höhe der Vorbauklappe (7) erstreckt . 7. Cab according to one of claims 1 to 6, so that the crash element (6) extends in the vehicle vertical direction over almost the entire height of the front flap (7).
EP04763737A 2003-08-07 2004-08-03 Driver's cab for a utility vehicle Withdrawn EP1651504A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10336200A DE10336200A1 (en) 2003-08-07 2003-08-07 Cab for a commercial vehicle
PCT/EP2004/008679 WO2005016725A1 (en) 2003-08-07 2004-08-03 Driver's cab for a utility vehicle

Publications (1)

Publication Number Publication Date
EP1651504A1 true EP1651504A1 (en) 2006-05-03

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EP04763737A Withdrawn EP1651504A1 (en) 2003-08-07 2004-08-03 Driver's cab for a utility vehicle

Country Status (7)

Country Link
US (1) US20070057524A1 (en)
EP (1) EP1651504A1 (en)
JP (1) JP2007501727A (en)
KR (1) KR20060055530A (en)
CN (1) CN100480119C (en)
DE (1) DE10336200A1 (en)
WO (1) WO2005016725A1 (en)

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JP2007501727A (en) 2007-02-01
KR20060055530A (en) 2006-05-23
DE10336200A1 (en) 2005-03-03
CN1832881A (en) 2006-09-13
US20070057524A1 (en) 2007-03-15
CN100480119C (en) 2009-04-22
WO2005016725A1 (en) 2005-02-24

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