GB2418184A

GB2418184A - Vehicle with tiltable cab mounted on chassis

Info

Publication number: GB2418184A
Application number: GB0518951A
Authority: GB
Inventors: Peter Fidi; Erwin Penias; Erwin Nechwatal; Christoph Schlegel
Original assignee: MAN Nutzfahrzeuge Oesterreich AG
Current assignee: MAN Truck and Bus Osterreich AG
Priority date: 2004-09-17
Filing date: 2005-09-16
Publication date: 2006-03-22
Anticipated expiration: 2025-09-16
Also published as: ATE395237T1; GB0518946D0; GB2418182B; GB0518951D0; GB2418183B; DE102004063939A1; EP1637438B1; EP1637438A2; GB2418183A; EP1637438A3; GB2418182A; GB2418184B; DE102004063938A1; DE502005004093D1; GB0518949D0; DE102004063936A1

Abstract

A vehicle has a cab tiltably mounted on a chassis. The chassis comprises two longitudinal members (3, 4) joined by a plurality of cross members. Each longitudinal member (3, 4) comprises a rear part (9) which in use extends parallel to a road surface, a middle part (10) slanted downward to the front, and a front part (11) extending parallel to the road surface (or slightly slanted). There is a front end cross member. Steering gear is attached to a bracket at the middle part (10) on one of the longitudinal members (3, 4).

Description

UTILITY VEHICLE, PARTICULARLY GARBAGE COLLECTION OR OTHER MUNICIPAL

VEHICLE, HAVING A LOW ENTRY CAB

DESCRIPTION

The present invention relates to a utility vehicle, particularly a garbage collection or other municipal vehicle, having features according to the species, according to the preamble of Claim 1.

Garbage collection vehicles having a low entry cab are relatively rarely constructed special vehicles which are distinguished in that they have as a base a chassis and cab altered in relation to a typical truck. The chassis frame is angled downward in its forward region in this case and guided forward below the lower-lying cab to a height level which is lower than the rear frame section. The front axle and the drive assembly comprising internal combustion engine, clutch, and transmission are positioned behind the frame angling in this construction pattern. This results in a relatively large front overhang, which makes driving on narrow streets and curves in communities significantly more difficult. In addition, the positioning of the rear axle in the drive assembly, which is far to the rear, obstructs the attachment of the vehicle body and also makes the connection of vehicle body assemblies to the secondary assembly output of the transmission more difficult.

It is therefore the object of the present invention to redesign a utility vehicle of the type according to the species in such a way that it may be implemented as shorter and more compact in the region of the low entry cab, and the vehicle body and secondary assemblies may also be attached favorably. - 2 -

This object is achieved according to the present invention by a utility vehicle having the features specified in Claim 1.

Advantageous refinements and details of the utility vehicle according to the present invention are characterized in the subclaims.

Since all features of the present invention and details according to the present invention have their support

in the description, their literal citation will be

dispensed with here.

Overall, the utility vehicle according to the present invention is distinguished by multiple innovations. It may be implemented extremely compactly. This is particularly because of its chassis frame, which allows the positioning of a steering gear on a longitudinal member middle part in a favorable way via a specially designed bracket. This construction also favors the positioning of further parts and modules of the utility vehicle, including the low entry cab.

In the following, the present invention is explained in greater detail on the basis of an exemplary embodiment of a utility vehicle, which is illustrated in the drawing.

In the drawing: Figure 1 shows a side view of an embodiment of the chassis of a utility vehicle of the construction according to the present invention, having a trailing axle here, Figure 2 shows the chassis of the utility vehicle from Figure 1 in a top view, 3 - Figure 3 partially shows the frame of the utility vehicle according to the present invention in a side view, Figure 4 shows a section of the frame of the utility vehicle according to the present invention having installed underside guard in a view from below, Figure 5 shows the underside guard from Figure 4 along the section A-A therein and the assignment of the bumper thereto, Figure 6 shows the underside guard from Figures 4, 5 in a perspective view, Figure 7 shows an embodiment of the front axle used on the utility vehicle according to the present invention, installed on the frame, in a perspective view, Figure 8 shows the front axle from Figure 7 in a front view, Figure 9 shows the front axle from Figure 7 in a top view, Figure 10 shows the front axle from Figure 7 in a side view, Figure 11 shows a section through the illustration from Figure 10 along the section line A-A, Figure 12 shows the frame according to the present invention only having the cross members for - 4 the coupling and support of the front axle from Figure 7, Figure 13 shows the illustration from Figure 12 in a side view, Figure 14 shows a section through the illustration from Figure 13 along the section line A-A therein, Figure 15 shows a top view of the illustration from Figure 12, Figure 16 shows an embodiment of the attachment according to the present invention of the steering gear to the frame according to the present invention in a side view, Figure 17 shows a section through the illustration from Figure 16 along the section line A-A therein, Figure 18 shows a top view of the illustration from Figure 16, Figure 19 shows a section through the illustration from Figure 18 along the section line B-B therein, Figure 20 shows a section through the illustration from Figure 18 along the section line C-C therein, Figure 21 shows the steering gear bracket used in the embodiment according to Figure 16 enlarged in a side view, Figure 22 shows a section through the steering gear bracket from Figure 21 along the section line A-A therein, Figure 23 shows a section through the steering gear bracket from Figure 21 along the section line B-B therein, Figure 24 shows a top view of the steering gear bracket from Figure 21, Figure 25 partially shows the frame according to the present invention in a side view having the cab floor and the associated floor supports and front and rear cab bearings in a side view, Figure 26 shows a top view of the illustration shown in Figure 25, Figure 27 shows the detail A from Figure 25 illustrated enlarged, Figure 28 shows the detail B from Figure 26 illustrated enlarged, Figure 29 shows a front cab bearing in a perspective view, Figure 30 shows the detail C from Figure 25 illustrated enlarged, Figure 31 shows the detail D from Figure 26 illustrated enlarged, Figure 32 shows a rear cab bearing in a perspective view, Figure 33 shows an embodiment of the support frame of an assembly support in a perspective view, - 6 Figure 34 shows the support frame from Figure 33 in a side view, Figure 35 shows the support frame from Figure 33 in a top view, Figure 36 shows the support frame from Figure 33 in a front view, Figure 37 shows the support frame from Figure 33 in the installed position on the frame according to the present invention in a perspective view, Figure 38 shows the illustration from Figure 37 in a side view, Figure 39 shows the illustration from Figure 37 in a top view, Figure 40 shows the illustration from Figure 37 in a front view, from a cross- section through the frame.

Figure 41 shows a side view of the installation of the steering gear and a master cylinder for trailing axle steering, Figure 42 shows a section through the illustration of Figure 41 along the section line A-A therein, Figure 43 shows a section through the illustration of Figure 41 along the section line B-B therein, Figure 44 shows a top view of the illustration of Figure 41, Figure 45 shows a perspective view of an embodiment of a bearing lug for frame-side linkage of a cab tilting cylinder.

In the figures, identical and/or corresponding parts are provided with identical reference numbers.

A chassis of a utility vehicle of the construction according to the present invention is illustrated in a side view and a top view in Figures 1 and 2.

In this case, this utility vehicle may be a garbage collection vehicle or other municipal vehicle in which a low entry cab is provided. A low entry cab is to be understood as a cab that has a very low entry and, in the forward section, has a flat floor positioned comparatively low above the road surface. This low, flat floor section allows standing in the cab and unobstructed passage from the driver side to the passenger side for the driver and accompanying personnel.

The utility vehicle illustrated in Figures 1 and 2 has a specially designed chassis 1, whose frame 2 comprises two longitudinal members 3, 4, connected to one another by multiple cross members, on which a front axle 5 and a rear axle 6, and possibly also a leading or - as shown - trailing axle 7 are linked and a tillable low entry cab 8 is mounted.

Each of the two longitudinal members 3, 4 comprises, according to the present invention, a rear part 9 extending at normal height parallel to the road surface, an adjoining middle part 10, slanted downward to the front, and a front part 11, which adjoins at a lower level and extends either parallel or slightly slanted to the road surface. The front ends of these - 8 two longitudinal members 3, 4 are connected according to the present invention by a special front end cross member 12, to which a bumper 13 is attached and to which the low entry cab 8 is tiltably linked at the front via two bearing arrangements 14, 15. The low entry cab 8 is positioned over the front and middle parts 10, 11 of the longitudinal members 3, 4 as well as the front section 16 of the longitudinal member rear parts 9. An assembly support 17 is positioned directly behind the low entry cab 8, whose frame 18 and bearing arrangements 19, 20 provided thereon also form the rear bearing point for the low entry cab 8, which is removably lockable there, in addition to its normal function. A multilink axle 21 is used as the front axle 5, whose longitudinal suspension arms 23, 24, which are permanently connected to its axle body 22, are linked at outer bearing points 25, 26 of a cross member 27, which connects the longitudinal member middle parts 10 in their front region. This multilink axle 21 is sprung on both sides via spring-damper struts 28, 29 in relation to the frame 2, these being supported on top at one of the two cross members 30, which connect the longitudinal member rear parts 9 in their front end section 16 and cover the axle body 22, and on the bottom on axle body 22. Various further vehicle parts and vehicle assemblies such as a steering gear 31, further steering parts, which will be discussed in greater detail below, an underride guard 32, a cab tilting cylinder, etc. are each installed in a way according to the present invention via their own holders or brackets on the longitudinal member middle and front parts 10, 11 and the cross members 27, 30 connecting them.

In the following, the details according to the present invention will be discussed in greater detail. - 9 -

The two frame longitudinal members 3, 4 each have an identical U-shaped cross-section. In this case, the cross-section height h (see Figure 3 in particular) is uniform over the entire length in each longitudinal member rear part 9, falls continuously in the longitudinal member middle part 10 starting from the rear part 9 to the front part 11 to 0.7 to 0.8 h, and continues being uniform in the longitudinal member front part 11 at this reduced height. In this case, the upper edge 33 of the middle part 10 of each frame longitudinal member 3, 4 is slanted by an angle of approximately 20 to the plane enclosing the upper edges 34 of the longitudinal member rear parts 9 and the plane enclosing the upper edge 35 of the longitudinal member front part 11 is preferably slanted downward to the front by an angle of approximately 2 to 5 in relation to the horizontal plane.

As is clearly obvious from Figure 2, in a top view, the two frame longitudinal members 3, 4 run parallel in the rear section of their rear parts 9 up to in front of the axles 6, 7, then slant outward to the front to a larger distance in the adjoining middle sections of the rear parts 9 and then continue parallel at this distance in the adjoining front sections of the rear parts 9 and the adjoining middle parts 10 and front parts 11.

The rear part 9, the middle part 10, and the front part 11 of each frame longitudinal member 3, 4 may be implemented by a one- piece stamped sheet metal bent part, these three pre-manufactured parts of each frame longitudinal member 3, 4 then each being butt-welded to one another and then forming the finished longitudinal member blank. -

Alternatively to this, the front part 11 and the middle part 10 of each frame longitudinal member 3, 4 may be implemented by a one-piece stamped sheet metal bent part. The rear part 9 of each frame longitudinal member 3, 4 is also formed by a one-piece stamped sheet metal part. The two premanufactured individual parts of each frame longitudinal member are then butt-welded to one another and then form the finished longitudinal member blank.

The frame longitudinal members 3, 4 pre-manufactured as described above may be stiffened by interior insert plates 36 (see, for example, Figures 7, 12, 13), which are particularly welded on and traverse the particular joins and/or buckling points of the three parts 9, 10, 11.

The front end cross member 12 according to the present invention, which forms the front frame terminus (see, for example, Figures 7, 9, 15) is formed, for example, by a stamped sheet metal bent part having a U-shaped cross-section, on whose lateral outer ends attachment flanges 37 are welded. This front end cross member 12 extends between the front ends of the two longitudinal member front parts 11 and is flanged on the inside to their vertical walls via its attachment flanges 37 and screw connections, which penetrate flush holes.

The underside guard 32 (see particularly Figures 4, 5, 6) is preferably formed by a profiled tube 40, which is slightly curved to the rear at its ends 38, 39 and is otherwise straight, to which holders 41, 42 are attached, using which it is attached to two end shields 43, 44, each of which is attached externally to the associated longitudinal member front part 11. In this case, the relevant attachment is preferably produced via screw connections which penetrate flush holes (as - 11 - may be seen from Figures 4 and 6), but may also be produced through welding.

The profiled tube 40 of the underside guard 32 is - as may be seen well from Figure 5 - positioned at a distance behind the bumper 13 and extends parallel to the road surface at a lower height than the bottom 45 of the bumper 13, the legal requirements being maintained in regard to this position and assignment.

The shell-shaped bumper 13 itself is removably attached via internal brackets 46, which provide spacing, to the front vertical wall 47 of the front end cross member 12 using screw connections and possibly also supported via support struts (not shown) at other points of the front end cross member 12. Headlights, fog and high beam headlights, turn signal lights, and possibly also side marker lights and headlight washer devices are integrated into the bumper.

At least one connection lug 48 having a threaded hole 49 for securing a towing eye (see, for example, Figures 12, 13) is either attached through screw connections which penetrate flush holes or welded on in the region of the front end cross member 12 either directly thereto or to the interior of one of the two longitudinal member front parts 11.

The cross member 30 positioned in the region of the front axle 5 (see, for example, Figures 8, 12, 40) is implemented as U-shaped - viewed from the front. Its crossbeam 50 bridges the axle body 22 of the multilink axle 21 to form a roof and also bridges a Panhard rod 51 running transversely below it. The cross member 30 is preferably assembled from three parts, specifically the crossbeam 50 and two spring strut holders 52, 53 attached on its ends. In this case, the U-shaped cross member 30 is attached externally using one spring strut holder 52, 53 to each of the two frame longitudinal members 3, 4 in the region of the front end section 16 of the rear part 9. Each spring-damper strut 28, 29 assigned to an axle side of the multilink axle 21 comprises an air spring or coiled spring 54 and a shock absorber 55 coaxial thereto. The upper end 56 of each spring-damper strut 28, 29 is attached to the associated spring strut holder 52, 53 and the lower end 57 is connected to a linkage point 58 on the axle body 22. The free ends 99 of the two longitudinal suspension arms 23, 24 of the multilink axle 21 are attached to the outer bearing points 25, 26 of the cross member 27, which are fixed on the frame, in a way described in greater detail below. The Panhard rod 51 necessary for guiding across the multilink axle 21 is linked at one end to the rigid axle bodylongitudinal suspension arm composite and at the other end indirectly to the frame, in a way also described in greater detail below.

Preferably, a multilink axle which is implemented as self-stabilizing is used as the multilink axle 21, which accordingly also fulfills the function of a stabilizer that limits the rocking of the utility vehicle. In this case, the two longitudinal suspension arms 23, 24 are each connected, non-positively and possibly also positively, far apart from one another at the front face of the rigid axle body 22 using screws 59 (see Figure 10). In addition, the rigid axle body 22 is implemented as capable of defined torsion in a straight middle region between the connected longitudinal suspension arms 23, 24. The two longitudinal suspension arms 23, 24, in contrast, are relatively resistant to bending viewed in the vertical direction, but are also implemented as capable of limited torsion around the longitudinal axis and are tailored in regard to their bending resistance and - 13 torsion capability to the overall stabilization effect in connection with the rigid axle body 22, which is capable of torsion, through appropriate dimensioning and shaping of the cross-sections decisive for this purpose.

Each of the two spring struts 28, 29 is - viewed from the side positioned either vertically or slightly slanted to the front or rear (see, for example, Figure 10) and their lower ends 57 are linked to a bearing eye via an installed claw joint 60 on the bearing point 58, which is fixed on the axle body, and which is formed by molded projections 63, 64, that are moved on the axle body 22 as far as possible toward a wheel support connection head 61, 62 in each case and are appropriately machined later.

Each spring strut holder 52, 53 is implemented, at least in its upper region, like a half shell 65, 66 open to the outside, by whose boundary wall 67, 68 the associated spring strut 28, 29 is partially covered radially on the outside at a slight distance from the inside in the region of its air spring or coiled spring 54 and whose head plate 69, 70 supports the particular spring strut 28, 29 on the top end and to which it is attached using a claw joint 71.

Each spring strut holder 52, 53 has, approximately in its middle height region, a connection flange 72, 73 adjoining externally to the half shell 65, 66 having screw holes, this connection flange 72, 73 being provided approximately in the thrust center point. Each spring strut holder 52, 53 is flanged externally to the particular frame longitudinal member 3, 4 by its connection flange 72, 73 and screw connections which penetrate its screw holes and flush holes on the side of the longitudinal member. - 14

Each of the two spring strut supports 52, 53 is preferably implemented by a cast steel part, which is machined and/or finished after casting at the required points and has openings 74 at suitable points for weight reduction.

The crossbeam 50, which forms a part of the U-shaped cross member 30 like the two spring strut supports 52, 53, is preferably formed by a pressed or stamped sheet metal been part which is hat-shaped in cross-section, or possibly alternatively also by a forged or cast part. This crossbeam 50 has a straight middle section and, on both sides thereof, a diagonally raised end section 75, 76 and possibly one or more openings, used for weight reduction, in the middle of its upper belt (see, for example, Figures 10 through 15).

The outer ends of this crossbeam 50 are implemented like a mouth, which externally encloses the spring strut holders 52, 53 to be attached on the left and right sides. In this case, each mouth on the crossbeam is formed by a cutout 77, 78 in its upper belt and cheeks 79, 80 and/or 81, 82 remaining on both sides of each cutout 77, 78, to which associated contact surfaces are assigned on the particular spring strut holder 52, 53, in whose region the crossbeam 50 is supported by its cheeks and is solidly connected there, via screw connections penetrating flush holes, to the spring strut holders 52, 53.

One of the two spring strut holders 52, 53 is also assigned a further function, in addition to its actual function, specifically forming the support, holding, and linkage element for the chassis-side end of the Panhard rod 51. For this purpose, for example, the spring strut holder 52 (see, for example, Figures 12, 13) is extended downward by an end shield 83, on whose lower end a mouth 84 and, on both sides thereof, a bearing eye 85 are implemented, to which bearing eyes the Panhard rod 51 is attached by screw connections via a claw joint 87 installed in its bearing eye 86, which is provided on the associated end.

On its diametrically opposite end, the Panhard rod 51 is linked via a claw joint 89 installed in the bearing eye 88 there to a suitable point of the rigid axle body-multilink composite, which is, for example, a bearing lug that is either also molded onto the axle body 22 or a longitudinal suspension arm 23 and/or 24 or is installed there and on which a corresponding contact surface and threaded holes for screwing on the claw joint 89 using screws are provided.

The cross member 27, to which the longitudinal suspension arms 23, 24 of the multilink axle 27 are linked, comprises three parts connected to one another by screw connections, specifically a left connection angle 90 and a right connection angle 91 as well as a crossbeam 92. In this case, each connection angle 90, 91 (see Figure 11) has a transverse web, an upwardly projecting vertical web 94 thereon, and inner and outer bearing cheeks 95, 96, which project downward on the transverse web 93. Each connection angle 90, 91 is attached to its transverse web 93 and the outer vertical web 94 on the bottom and resting externally on the longitudinal member middle part 10 using screw connections which penetrate flush holes. The crossbeam 92, which has the front connection flange 97, 98, is received between the inner bearing cheeks 95 of the two connection angles 90, 91 and its connection flanges 97, 98 are connected at each end to the connection angles 90, 91 via screw connections which penetrate flush holes. The front end of a longitudinal suspension arm 23, 24, which is implemented as a bearing eye having an installed rubber- metal bearing, is received guided transversely between the two downwardly projecting bearing cheeks 95, 96 of each connection angle 90, 91 and is linked there using a bearing screw 100 which penetrates flush transverse holes.

The two connection angles 90, 91 and the crossbeam 92 of the cross member 27 may each be manufactured as a cast part. The crossbeam 92 is, however, preferably implemented as a one-piece stamped sheet metal bent part and/or stamped sheet metal embossed part.

The steering gear 31 is, in a way according to the present invention, positioned attached to a specially designed bracket 101 at the front end region of a longitudinal member middle part 10 in an attitude tilted slightly forward (see Figures 16 through 24).

This bracket 101 spatially overlaps the connection angle 90 of the cross member 27 (see Figure 19 in particular) and is flanged thereon on both sides externally on the longitudinal member middle part 10 using screw connections which penetrate flush holes.

The bracket 101 comprises (as may be seen well from Figure 21 through 24) an inner plate 102 having a recess 103 for the passage of the connection angle 90 of the cross member 27, an outer plate 104, which is at least approximately parallel at a distance to the inner plate 102, and a head plate 105 which connects the two plates 102, 104 on top. The inner plate 102 has multiple transverse through holes for guiding through screws to be attached to the outside of the longitudinal member middle part 10. The outer plate 104 has multiple transverse through holes for guiding through screws for attaching the steering gear 31 to its outside. In addition, the bracket 101 has a recess 106 in its outer plate 104 for the passage of the output shaft 107 of the steering gear 31 in the interior of the bracket 101. The recess 106 continues in a recess 108 in the head plate 105, which allows partial submergence of a linkage lever 109 attached to the output shaft 107 of the steering gear 31.

The bracket 101 is stiffened internally by web walls which extend between the plate 102, 104 and is implemented either through a welded construction or a cast construction.

The input shaft 111 provided on the front of the steering gear 31 is connected via a propeller shaft 112, which leads to the front, to the output shaft 113 of an angular gear 114 and via its input shaft 115 to the steering column of the utility vehicle, which leads out of the low entry cab 8 through an opening in its floor 116 and to the input shaft 115 of the angular gear 114. The angular gear 114 is attached by screw connections to a bracket 117, which is attached laterally on the outside to the front region of the longitudinal member front part by multiple screw connections or welds.

The bracket 117 itself comprises a connection flange 118, using which it is flanged onto the longitudinal member front part 11, a cross plate 119 projecting outward on the connection flange 118, to which the angular gear 114 is attached, and an outer stiffening strut 120, which is connected to the connection flange 118 and the cross plate 119. The bracket 117 is either formed by a stamped sheet metal bent part or a stamped sheet metal embossed part or a cast or forged part.

As is clearly obvious from the drawing, the output of the steering gear 31 installed laterally on the outside of the console 101 is provided internally in the protected covered region/interior of the bracket 101.

The linkage lever 109 connected to the output shaft 107 of the steering gear 31 acts via a linkage connecting rod 122, which is connected in an articulated way to its lower free end, e.g., via a ball head 121 and associated spherical cap, on a linkage lever 123 on the wheel support 124 of a wheel 125 of the front axle 5, the wheel support 124 being linked externally to the axle body 22 of the multilink axle 21 via a kingpin 126 (see Figure 18 in particular).

The low entry cab 8 is implemented long enough and is positioned in relation to the front axle 5 in such a way that the rotational axes of the wheels 125, 127 of the front axle 5 are provided in a vertical transverse plane which encloses the rear wall 128 of the low entry cab 8 or neighbors it in front or behind.

The low entry cab 8 is mounted as described in the following, for example.

The two bearing arrangements 14, 15 are provided for the front mounting of the low entry cab 8. Each of these has - as may be seen well from Figures 25 through 32 - a bracket 129 identical to the other brackets, each of which is attached to the front end of one of the two floor supports 130, 31, which externally stiffen the cab floor 116. Each of the two brackets 129 has a connection plate 132 and two bearing cheeks 133, 134, which project upward on this plate parallel and spaced apart. Two identically implemented angled support lugs 135 are provided as further parts of the bearing arrangements 14, 15, whose angled cross plate 136 and angle vertical plate 137 are attached pressing against the top and the front of the front end cross member 12, preferably via screw connections which penetrate flush holes. Each of the two support lugs 135 - 19 has a bearing eye 38 having installed rubber-metal bearing 139 on top of its angled cross plate 136, which is overlapped externally on both sides by the bearing cheeks 133, 134 of the associated bracket 129. The connection between a support lug 135 and the associated bracket 129 is produced via a bearing screw 140 which penetrates the central hole in the rubber-metal bearing 139 and holes in the bracket bearing cheeks 133, 134, which are flush thereto. A stiffening rib 141 is positioned on the front of each support lug 135 to stiffen the bearing.

Each of the two identically implemented brackets 129 is preferablyimplemented as a stamped sheet metal bent part and has a U-shaped crosssection in the region in which it is connected, particularly welded, to the associated cab floor support 130 and/or 131 and externally encloses the floor support 130 and/or 131 in a formfitting way in this region. The bearing cheeks 133, 134 of these brackets are extended outward to the front past the U- profile region, far enough that the bearlog eye 138 on the associated support lug 135 is completely covered.

Each of the two support lugs 135 may be implemented either through a welded or cast construction.

For the rear mounting of the low entry cab, two bearing brackets 142, 143, each having two end shields 144, 145 and/or 146, 147, which project forward, are provided on the support frame 18 of the assembly support 17, whose free forward projecting end regions form a mouth 152, 153 bordered on both sides by cheeks 148, 149 and/or 150, 151, which are parallel to one another and to the vehicle longitudinal direction, in which an upwardly projecting end shield 154, 155 is either welded or attached using screw connections which penetrate flush transverse holes. Above its attachment region, each end shield 154, 155 has a transverse bearing pin 156, 157, which projects on both sides a certain amount, having a rubber-metal bearing 158, 159 and/or 160, 161 attached on each projecting pin part.

Furthermore, for the rear mounting of the low entry cab 8 on the rear end of each of the two cab floor supports 130, 131, a bearing bracket 162, 163 is welded on which has horizontally positioned connection flanges 164, 165, to which two end shields 166, 167 and/or 168, 169, which are parallel to one another and to the vehicle longitudinal direction, are attached, projecting an appropriate distance downward, using screw connections.

Two clutch jaws 170, 171 are mounted so they are pivotable on the top end on each of these end shields 166, 167 and/or 168, 169, which form parts of a cab locking mechanism and may be transferred by an associated actuating mechanism 172 from a locked position, in which they largely enclose the rubber- metal bearings 158, 159 and/or 160, 161 externally, into an unlocked position, which then allows the tilting of the low entry cab 8.

As is obvious from Figures 37 through 40, the forward projecting end shields 144, 145 and/or 146, 147 of the two bearing brackets 142, 143 positioned on the support frame 18 of the assembly support 17 extend up into a region at the front which is above the axle body 22 of the multilink axle 21. Each of the two bearing brackets 142, 143 comprises multiple individually manufactured stamped sheet metal parts and/or stamped sheet metal bent parts, which are then welded together. In a preferred embodiment, each of the two brackets 142, 143 is also used simultaneously as a connection element for the two support columns 173, 174 and/or 175, 176 positioned each on one side of the support frame 18 at - 21 the front and rear and is also implemented corresponding to this additional purpose and is connected to the support columns like a stiffening strut and/or wall through welding. In a further preferred embodiment, each of the two brackets 142, 143 simultaneously also forms a support frame foot provided on each side of the support frame. For this purpose, each of the two bearing brackets 142, 143 has a floor plate 177, 178 on the bottom, which the front and rear support columns 173, 174 and/or 175, 176 stand on on the inside of each support frame side and which forms a support plateau, using which the support frame 18 is removably attachable, either directly to a longitudinal member rear part 9 or (as shown in Figures 37, 38, 39) to a bracket 179, 180 screwed or welded onto the longitudinal member rear part 9, via screw connections which penetrate flush holes.

Various vehicle parts and vehicle assemblies, which may not be housed at other locations of the utility vehicle, such as coolers, compressed air cylinders, and further parts of the compressed air system, air intake line sections, exhaust line sections, and the like, are attached in and/or on the support frame 18 of the assembly support 17.

If the utility vehicle has a steerable leading or trailing axle 7 placed beside the rear axle 6, the wheels 182, 183 of the leading or trailing axle 7 are steered via a hydraulic slave cylinder 181 (see Figure 2) which is linked at one end to the chassis frame 2 and at the other end to the wheel support of one of the two wheels 182, 183 of the leading or trailing axle 7 and is connected via hydraulic lines to a master cylinder 184. This master cylinder 184 is provided in a special position on the utility vehicle. Its rear end 85, which is provided on the free end of its piston rod - 22 184', for example, is connected in an articulated way to the linkage lever 19 connected to the output of the steering gear 31, approximately in the middle between output shaft 107 and ball head 121 there (see Figure 42), and extends (as is clearly obvious from Figures 41 and 44) externally along the longitudinal member front part 11 (in a way unusual per se) against the travel direction to the front, where its front end 186 is linked to a bearing element 187 on a bearing lug 188, which is attached externally on the front end of the neighboring longitudinal member front part 11. This bearing lug 188 may be formed by a welded or cast construction. It is preferably attached to the longitudinal member front part 11 via screw connections penetrating flush holes, but may also be welded on in the case of a welded construction. The bearing lug 188 is angled per se, has a vertical cheek 189 for connection to the longitudinal member front part 11 and a transverse cheek 190 projecting outward on the vertical cheek 189, on which the bearing element 187, e.g., a ball head, is positioned, to which the spherical cap provided on the front end 186 of the master cylinder 184 is linked. The transverse cheek 190 and vertical cheek 189 are preferably also stiffened by a rib or strut 191 which connects them.

The rear end of a cab tilting cylinder (not shown) is linked to a bearing lug 192 (see Figure 45) which is fixed on the frame, extends against the travel direction to the front, and its front end is linked to a bearing lug attached to the cab floor 116 or a cab floor support 130, 131. The bearing lug 192, which is fixed on the frame, may either be attached to a longitudinal member 3, 4, or to the cross member 27, which connects the two longitudinal members 3, 4 and on which the front axle longitudinal suspension arms 23, 24 are mounted, or both to the cross member 27 and also - 23 to a longitudinal member 3, 4 and may be implemented appropriately for this purpose. The bearing lug 192 illustrated in Figure 45 has the last variation cited.

This comprises either a stamped sheet metal bent parts or multiple premanufactured stamped sheet metal bent parts which are welded together. It has a vertical connection flange 193, using which it is flanged to the front projecting part of the flange 97 and/or 98 at the crossbeam 92 from the inside using screw connections which penetrate flush screw holes 195 (see, for example, Figure 7). Furthermore, it has a base plate 194, using which it is placed on a front contact flange 196 on the crossbeam 92 and is also attached there using screw connections which penetrate flush screw holes 197. Using a further arm 198, which is angled laterally outward on the base plate 194 and leads diagonally outward and is angled horizontally outward on top, it is flanged on top on the neighboring connection angle 90 and/or 91 and attached there using a screw connection. Furthermore, the base plate 194 of the bearing lug 192 has two vertically projecting cheeks 199, 200, which are parallel to one another and to the vehicle longitudinal direction, to which flush bearing bushes 201, 202 are welded on the inside, between which a bearing eye positioned on the rear end of the tilting cylinder is received and is linked there pivotably on the bearing lug 192 via a transverse bearing screw.

The cab tilting cylinder is connected via a hydraulic line to a hydraulic cab tilting pump, which is attached to a holder fixed on the frame, for example, that simultaneously is also used as a holder for a fender part 203 positioned over a wheel of the front axle.

In the following, the design of the low entry cab 8 will be explained in greater detail. - 24

The front region 116/1 of the floor 116 of the low entry cab 8 is (as is clearly obvious from Figure 25) positioned flat and parallel to the road surface, is implemented as stepped in its adjoining middle region to form a platform for attaching the driver and passenger seats, this platform being formed at the front by a floor section 116/2, which is vertical or slanted slightly to the rear on top and encloses an angle y of approximately 120 with the front floor region 116/1, and on top by an elevated floor section 116/3 running parallel to the road surface, to which a rear floor section 116/4 adjoins slanting steeply upward. In this case, the rear floor section 116/4 may lie in one plane or - as in the example shown - may be curved per se. In this case, the lower, relatively short and flat section 116/41 of the rear floor region 116/4 encloses an angle of approximately 140 with the upper floor section 116/3 in the platform region.

The upper flat section 116/42 adjoining this lower section 116/41 is steeper than the latter and encloses an angle of approximately 155 with this section (116/41).

Independently of the particular established form of the cab floor 116, the two floor supports 130, 131 which stabilize it, as is also clearly obvious from Figure 25, follow the contour of the floor 116 in a way tailored thereto. The floor supports 130, 131 have a U- profile or hat profile in cross-section.

In this case, the front sections 130/1, 131/1 of the two floor supports 130, 131 run - seen in a top view - parallel to one another at a distance which is smaller than that of the frame longitudinal members 3, 4 in their front parts 11, are then raised below the floor section 116/2 at their sections 130/2, 131/2 diagonally 25 and parallel to one another, then lead outward transversely to the travel direction at sections 130/3, 131/3, which adjoin these sections 130/2, 131/2 and traverse the longitudinal member sections 11 on top at a distance, and then go further parallel to one another and to the vehicle longitudinal axis at sections 130/4, 131/4 up to the rear end of the floor 116.

At various points, the floor supports 130, 131, if they have a U-profile in cross-section - as is clearly obvious from Figure 26 - are supplemented by welded-on brackets 130/5, 131/5 having hat or angled profiles, which have the contact surface for the cab floor 116, to which the cab floor 116 is attached using screw connections or by welding.

In its platform-like middle region 116/2, 116/3, the floor 116 of the low entry cab 8 has a wall opening, next to the driver seat and below a passenger seat viewed in the transverse direction, which is closable by a cover and forms an access to a receiver box installed on the cab floor 116 in this region, in which electrical and electronic components such as vehicle handling computers and/or other computers, central electrical systems, fuses, diagnostic sockets, etc., which may not be housed in the region of the dashboard or the front wall 209 of the utility vehicle, are attached in appropriate insert shafts or to brackets and are connected via a cable strand laid on the bottom of the floor to electrical and dashboard components of the utility vehicle on the dashboard and cab front wall.

As is obvious from Figure 25, the rear region 116/4 of the floor 116 of the low entry cab 8 is raised by a dimension in the magnitude of 500 to 700 mm up to a height position above the upper edge of the rear - 26 longitudinal member regions 9. This rear floor region 116/4 may have a bay in the middle of its transverse extension, in which the drive assembly 204 of the utility vehicle, which is positioned behind it and is mounted in the chassis 2 between the frame longitudinal members 3, 4, is partially submerged.

In general, the drive assembly 204 of the utility vehicle, which adjoins the rear floor region 116/4 of the low entry cab 8 and comprises the internal combustion engine, clutch, and transmission, traverses the axle body 22 of the multilink axle 21 and also the cross member 30, which covers it in the region of its crossbeam 50 on top at a small distance and also extends below the assembly support 17 guided to the rear.

The low entry cab 8 has a single-wing passenger door 206, which may be pivoted inward, in its passenger-side side wall 205. This door is attached to arms which project transversely from a rod mounted rotatably on the top and bottom in the low entry cab 8 and is guided at a distance thereto at least in its upper region using a crank roller or a crank block in a guide crank integrated into the side wall. This passenger door 206 is opened and closed using a hydraulic cylinder, which is linked at one end to the cab side wall 205 above the passenger door 206 and at the other end to the free end of a pivot arm projecting from the rod.

The passenger door is preferably, like the driver door 207 in the side wall 208 of the low entry cab 8, glazed nearly completely extending from top to bottom, so that an outstanding view of regions laterally next to the cab region is ensured. - 27

The low entry cab 8 has a height in the region between its front floor section 116/1 and the cab roof 210 which allows even large people to stand upright and access the low entry cab 8.

In order to round off the overall aesthetic impression of the utility vehicle, the assembly support 17 positioned behind the low entry cab 8 is covered externally on both sides by vision protection screens 211, which as obvious from Figure 1 - have their shape tailored to the design of the low entry cab 8 but may also have functional regions such as air intake openings or lamellae and the like. - 28

Claims

PATENT CLAIMS

A utility vehicle, in particular a garbage collection or other municipal vehicle, having a low entry cab (8), which is tiltably mounted on a specially designed chassis (1) below it, whose two longitudinal members (3, 4) are connected by multiple cross members and which has a front axle (5), a rear axle (6), and possibly a leading or trailing axle (7) assigned to one of these, characterized in that each of the two longitudinal members (3, 4) comprises a rear part (9) extending at normal height parallel to the road surface, an adjoining middle part (10), slanted downward to the front, and a front part (11), adjoining at a lower level and extending either slightly slanted or parallel to the road surface to the front, the front ends of the two longitudinal members (3, 4) are connected by a front end cross member t12), and a steering gear (31) is positioned attached to a specially designed bracket (101) on a longitudinal member middle part (10).
2. The utility vehicle according to Claim 1, characterized in that the two frame longitudinal members (3, 4) each have an identical U-shaped cross-section, the cross-section height h in the rear part (9) remaining uniform over the entire length, falling continuously to approximately 0.70.8 h in the middle part (10), originating from the rear part (9) to the front part (11), and continuing to be uniform at this reduced height in the front part (11).
3. The utility vehicle according to one of Claims 1 and 2, characterized in that the upper edge (33) of the middle part (10) of each frame longitudinal 29 -'' member ( 3, 4) is slanted by an angle a of approximately 20 to the plane enclosing the upper edge (34) of the rear parts (9), and the plane enclosing the upper edge (35) of the front parts (11) is slanted downward to the front by an angle of approximately 2 to 5 in relation to the horizontal plane.
4. The utility vehicle according to one of the preceding claims, characterized in that the frame longitudinal members (3, 4), when seen in a top view, run parallel in the rear section of their rear parts (9) up to in front of the axles (6, 7), are set diagonally outward to the front at a greater distance in the adjoining middle sections of their rear parts (9), and then continue parallel at the same distance in the adjoining front sections of their rear parts (9) and the adjoining middle parts (10) and front parts (11).
5. The utility vehicle according to one of the preceding claims, characterized in that the rear part (9), middle part (10), and front part (11), of each frame longitudinal member (3, 4), are each manufactured in one piece in the form of a stamped sheet metal bent part and then these three pre- manufactured parts of each frame longitudinal member ( 3, 4) are each butt-welded to one another.
6. The utility vehicle according to one of Claims 1 through 4, characterized in that the front and middle parts (11, 10) of each frame longitudinal member (3, 4) are formed by a one-piece stamped sheet metal bent part, the rear part (9) of each frame longitudinal member (3, 4), is also formed by a one-piece stamped sheet metal part, and these two premanufactured individual parts of each - 30 frame longitudinal member (3, 4) are butt-welded to one another.
7. The utility vehicle according to one of the preceding claims, characterized in that the frame longitudinal members ( 3, 4) are stiffened by internally placed insert plates (36), which are particularly welded on and traverse the particular joins and/or buckling points of the three parts (9, 10, 11).
8. The utility vehicle according to Claim 1, characterized in that the front end cross member (12) forming the front frame terminus is formed by a stamped sheet metal bent part, which is U-shaped in cross-section, having attachment flanges (37) welded between the outer ends, extends between the front ends of the two longitudinal member front parts (11), and is attached on the inside to its vertical walls via its attachment flanges (37) by screw connections which penetrate flush holes.
9. The utility vehicle according to Claim 1, characterized in that the steering gear ( 31) is positioned attached at the front end region of the longitudinal member middle part (10) to the bracket (101) in an attitude which may easily be tilted forward.
10. The utility vehicle according to one Claims 1 and 9, characterized in that the bracket (101) supporting the steering gear (31) spatially overlaps a connection angle (90) of a crossbeam (27) and is flanged externally thereto on both sides on the longitudinal member middle part (10) using screw connections which penetrate flush holes, the longitudinal suspension arms (23, 24) - 31 of a multilink front axle (21) being linked to the crossbeam (27) and this crossbeam (27) comprising three parts connected to one another by screws, specifically a left and a right connection angle (90, 91) and a crossbeam (92), each connection angle (90, 91) having a transverse web (23), an external vertical web (94) upwardly projecting thereon, and an inner and outer bearing cheek (95, 96), which are positioned on the transverse web (93) so that they project downward, each connection angle (90, 91) being attached at its transverse web (93) and the external vertical web (94) while pressing laterally and downward on the longitudinal member middle part (10) using screw connections which penetrate flush holes, the crossbeam (92) having the front connection flange (97, 98) is received between the inner bearing cheeks (95) of the two connection angles (90, 91) and is connected thereto using screw connections penetrating flush holes, and the front end (99) of each longitudinal suspension arm (23, 24), which is implemented as a bearing eye having installed rubber-metal bearing, is received transversely between the two bearing cheeks (95, 96) of each connection angle (90, 91), which project downward on the transverse web (93), and is linked there using a bearing screw (100) which penetrates flush transverse holes.
11. The utility vehicle according to one of Claims 9 and 10, characterized in that the steering gear bracket (101) comprises an inner plate (102) and an outer plate (104), which is parallel and at a distance thereto, as well as a head plate (105) connecting the two plates (102, 104) on top, the inner plate (102) has a recess (103) for the passage of the connection angle (90) of the crossbeam (27) and transverse through holes for the passage of screws for attachment to the outside of the longitudinal member middle part (10), the outer plate (104) has multiple transverse through holes for the attachment of the steering gear (31) using screw connections and a recess (106) for the passage of the output shaft (107) of the steering gear (31) in the interior of the bracket (101), and the recess (106) continues in a recess (108) in the head plate (105), which allows a linkage lever (109) attached to the steering gear output shaft (107) to be partially submerged.
12. The utility vehicle according to Claim 11, characterized in that the bracket (101) is stiffened internally by web walls (110) extending between the plates (102, 104) and is implemented either by a welded construction or a cast construction.
13. The utility vehicle according to one of Claims 9 through 12, characterized in that the input shaft (111) provided at the front on the steering gear (31) is connected via a forward leading propeller shaft (112) to the output shaft (113) of an angular gear (114) and via its input shaft (115) to the steering column of the utility vehicle, which is guided out of the low entry cab (8) through an opening in its floor (116) to the input shaft (115) of angular gear (114), the angular gear (114) being installed on a bracket (117) attached laterally on the outside on the front region of the longitudinal member front part (11).
14. The utility vehicle according to one of Claims 11 through 13, characterized in that the output of - 33 the steering gear (31) installed laterally on the outside of the bracket (101) is provided in the interior in the protected covered region of the bracket (101), and the linkage lever (109) connected to the output shaft (107) of the steering gear (31) acts on a linkage lever (123) on the wheel support (124) of a wheel (125) of the front axle (5) via a linkage connecting rod (122) connected in an articulated way to its lower free end.
15. The utility vehicle according to Claim 1, characterized in that, if it has a steerable leading or trailing axle (7) positioned beside the rear axle (6), the steering of its wheels (182, 183) is performed via a hydraulic slave cylinder (181), which is linked at one end to the chassis frame (3, 4) and at the other end to the wheel support of one of the two wheels (182, 183) of the leading or trailing axle (7) and is connected via hydraulic lines to a master cylinder (184), whose rear end (185) is linked approximately centrally to the linkage lever (109) connected at the outlet of the steering gear (31) and extends forward externally along the longitudinal member front part (11) against the travel direction and whose front end (186) is linked to a bearing element (187) on a bearing lug (188), which is attached externally on the front end of the longitudinal member front part (11).
16. The utility vehicle according to Claim 15, characterized in that the bearing lug (188) is angled per se, its vertical cheek (189) is welded externally to the longitudinal member front part (11) or is attached using multiple screw connections penetrating flush holes and carries a 34 ball head, for example, as a bearing element (187) on top of its transverse cheek (90), to which the master cylinder (184) is linked at its spherical cap provided on its front end (186).
17. The utility vehicle according to Claim 1, characterized in that a specially designed low entry cab (8), which is positioned over the longitudinal member front and middle part (10, 11) and the front end section (16) of the longitudinal member rear parts (9), is tiltably linked at the front via two bearing arrangements (14, 15) on the front end cross member (12), and an assembly support (17) is positioned behind the low entry cab (8) on the chassis frame (2), whose frame (18) and bearing arrangements (19, 20) provided there also form the rear bearing point for the low entry cab (8), which may be removably locked there, in addition to its normal function.
18. The utility vehicle according to Claim 17, characterized in that for the rear mounting of the low entry cab (8) on the support frame (18) of the assembly support (17), two bearing brackets (142, 143) are provided, each having two forward projecting end shields (144, 145 and/or 146, 147), whose free forward projecting end regions form a mouth (152, 153), delimited on both sides by cheeks (148, 149 and/or 150, 151), which are parallel to one another and to the vehicle longitudinal direction, in which an upwardly projecting bearing shield (154, 155) is welded or attached using screw connections penetrating flush holes, this end shield (144, 145), having, above its attachment region, a central transverse bearing pin (156, 157), which projects on both sides by a certain amount, having a rubber-metal - 35 bearing (158, 159; 160, 161) attached on each projecting pin part.
19. The utility vehicle according to Claim 18, characterized in that, for the rear mounting of the low entry cab (8), a bearing bracket (162, 163) is also mounted on the rear end of each of the two cab floor supports (130, 131), which has horizontally positioned connection flanges (164, 165) to which two end shields (166, 167 and/or 168, 169), which are parallel to one another and to the vehicle longitudinal direction, are attached projecting downward at an appropriate distance using screw connections, on each of which two clutch jaws (170, 171) are mounted so they are pivotable on their top ends, which form parts of a cab locking mechanism and may be transferred by an associated actuating mechanism (172) from a locked position, in which they largely enclose the rubber-metal bearings (158, 159 and/or 160, 161) externally, to an unlocked position, which then allows the tilting of the low entry cab (8).
20. The utility vehicle according to Claim 18, characterized in that the forward projecting end shields (144, 145; 146, 147), which are used for the rear cab mounting, of the two brackets (142, 143) positioned on the support frame (18) of the assembly support (17), extend up into a region at the front which is provided above the axle body (22) of the multilink front axle (21).
21. The utility vehicle according to one of Claims 18 through 20, characterized in that each bearing bracket (142, 143), which is positioned on the support frame (18) of the assembly support (17) and is used for the rear cab mounting, comprises multiple individually manufactured stamped sheet metal parts and/or stamped sheet metal bent parts, which are then welded together.
22. The utility vehicle according to Claim 21, characterized in that each of the two bearing brackets (142, 143), which is positioned on the support frame (18) of the assembly support (17) and is used for the rear cab mounting, is implemented to also function simultaneously as a connection element for the two support columns (173, 174; 175, 176) positioned on each side of the support frame (18) at the front and rear and is connected to these support columns like a stiffening strut and/or wall through welding.
23. The utility vehicle according to Claim 22, characterized in that each of the two bearing brackets (142, 143) simultaneously also forms a support frame foot provided on each side of the support frame (18) and has a floor plate (177, 178) on the bottom for this purpose, on which the support columns (173, 174i 175, 176) of the support frame (18) stand on each side at the front and rear, and which form a support plateau, using which the support frame (18) is either screwed directly onto a longitudinal member rear part (9) or is removably attached via screw connections which penetrate flush holes to a bracket (179, 180) which is screwed or welded onto the longitudinal member rear part (9) .
24. The utility vehicle according to one of Claims 17 to 23, characterized in that different vehicle assemblies and parts such as radiator, pressurized air cylinders and further parts of the pressurized air system, air intake line sections, exhaust line - 37 sections, and the like are indirectly attached in the support frame (18) of the assembly support (17)
25. The utility vehicle according to Claim 17, characterized in that the floor (116) of the low entry cab (8) is implemented as flat in its front region (116/1) and is positioned parallel to the road surface, is implemented as stepped in its adjoining middle region to form a platform for attaching the driver and passenger seats, this platform being formed at the front by a floor section (116/2) which is vertical or slanted slightly to the rear on top and encloses an angle of approximately 120 with the front floor region (116/1), and on top by a floor section (116/3) running parallel to the road surface, which a rear floor region (116/4) adjoins diagonally and slanting steeply upward.
26. The utility vehicle according to Claim 25, characterized in that the rear floor region (116/4) is curved per se, its lower relatively short flat section (116/41) enclosing an angle of approximately 140 with the upper floor section (116/3) in the platform region and the upper section (116/42) adjoining the lower section (116/41) being steeper and enclosing an angle of approximately 155 with the lower section (116/41).
27. The utility vehicle according to one of Claims 25 and 26, characterized in that the floor supports (130, 131) follow the predefined form of the cab floor (116) in a way tailored thereto and have a U-profile or hat profile in cross-section.
28. The utility vehicle according to Claim 27, characterized in that the floor supports (130, 131) - seen in a top view - run parallel to one another in front sections (130/1, 131/1) at a distance which is smaller than that of the two frame longitudinal members (3, 4), are then raised diagonally parallel to one another at their sections (130/2, 131/2) below the floor section (116/2), then lead outward, transversely to the travel direction, at sections (130/3, 131/3) adjoining the sections (130/1, 131/2) and traversing the longitudinal member front parts (11), and then lead further up to the rear end of the floor (116) at sections (130/4, 131/4), which run parallel to one another and to the vehicle longitudinal axis.
29. The utility vehicle according to one of Claims 27 and 28, characterized in that the floor supports (130, 131) are supplemented at various points by welded-on brackets (130/5, 131/5) having hat or angled profiles, which have the contact surface for a connection flange that enlarges the cab floor (116), to which the cab floor (116) is attached using screw connections or by welding.
30. The utility vehicle according to one of Claims 25 through 29, characterized in that the rear floor region (116/4) of the cab floor (116) is raised by a dimension of the magnitude of approximately 500 to 700 mm up to a height above the upper edge of the rear longitudinal member regions (9).