WO2009086904A1 - Tête de châssis pour un châssis de camion - Google Patents

Tête de châssis pour un châssis de camion Download PDF

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Publication number
WO2009086904A1
WO2009086904A1 PCT/EP2008/010974 EP2008010974W WO2009086904A1 WO 2009086904 A1 WO2009086904 A1 WO 2009086904A1 EP 2008010974 W EP2008010974 W EP 2008010974W WO 2009086904 A1 WO2009086904 A1 WO 2009086904A1
Authority
WO
WIPO (PCT)
Prior art keywords
frame
head
vehicle frame
truck
vehicle
Prior art date
Application number
PCT/EP2008/010974
Other languages
German (de)
English (en)
Inventor
Norbert BÜRGER
Christian Ebinger
Ralf Malek
Harald Mandel
Wilhelm Stocklausner
Peter Zapp
Original Assignee
Daimler 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 Daimler Ag filed Critical Daimler Ag
Publication of WO2009086904A1 publication Critical patent/WO2009086904A1/fr

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
    • B62D33/063—Drivers' cabs movable from one position into at least one other position, e.g. tiltable, pivotable about a vertical axis, displaceable from one side of the vehicle to the other
    • B62D33/067—Drivers' cabs movable from one position into at least one other position, e.g. tiltable, pivotable about a vertical axis, displaceable from one side of the vehicle to the other tiltable
    • 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
    • B62D21/02—Understructures, i.e. chassis frame on which a vehicle body may be mounted comprising longitudinally or transversely arranged frame members
    • 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 frame head for a vehicle frame of a truck specified in the preamble of claim 1. Art.
  • Such a frame head for example, can already be seen from EP 0 972 700 A2 as known and comprises two lateral frame elements, which are fastened to a respectively associated frame longitudinal member of the vehicle frame and on which a respective bearing block of a cab suspension is supported.
  • the bearing blocks of the stabilizer rocker are fixed and / or trained that they are deliberately yielding and / or deformable in the frontal grip ,
  • Object of the present invention is therefore to provide a frame head of the type mentioned, which is universally applicable.
  • the frame elements In order to create a frame head, which can be universally used to provide a targeted deformation, it is inventively provided that the frame elements have respective deformation regions which are deformable in an accidental force application to reduce accident energy.
  • the bearing blocks themselves yielding or deformable but the supporting frame members, which in turn are arranged in extension of the respective frame side members of the vehicle frame.
  • the frame head according to the invention it is possible with the frame head according to the invention to be able to provide a corresponding deformation with absorption of accident energy in the region of the frame head, which is independent of the question as to whether, for example, a cab bearing is provided in the form of standard bearings with rubber dampers, or an airbag or steel suspension.
  • the frame head in particular in a head-on collision of the truck on a higher-positioned obstacle, as for example, the bed of another truck represents optimal security is created, so that the connection between the vehicle frame or frame head and cab also at considerable force is maintained, with a corresponding deformation takes place with reduction of accident energy in the frame members of the frame head.
  • the deformation regions are formed in a further embodiment of the invention preferably by a weakening, in particular a recess or the like, within the respective frame member. In this way, the deformation areas are to be provided and their deformation or energy absorption capacity adjusted by dimensioning the recess or the like accordingly.
  • deformation regions are arranged in front of a fastening region of the respective frame element on the associated frame longitudinal member. As a result, no structural changes are required on the actual vehicle frame or on the frame side member.
  • an underrun protection device is provided, which is supported separately from the frame head on the vehicle frame.
  • a corresponding deformation with reduction of impact energy takes place in that the correspondingly provided crash boxes reduce energy while shortening the length, while the support of the crash boxes towards the rear should remain as stable as possible to the vehicle frame.
  • Fig. 1 is a fragmentary perspective view of a frame head of a two
  • Frame longitudinal member comprehensive vehicle frame of a truck which comprises two lateral frame members which are fixed to the respective associated frame side member and which carry a respective bearing block of a cab suspension, wherein the frame members have the respective deformation areas, which are deformable under an accidental force application to reduce accident energy;
  • Fig. 2 is a partial side view of the front end of
  • Vehicle frame and on the frame head wherein in particular the specific configuration of the deformation areas formed by respective recesses within the frame members can be seen;
  • Fig. 3 is a schematic side view and a schematic plan view of the arranged at the front end of the vehicle frame frame head according to Figures 1 and 2, in particular respective force paths can be seen about which impact accident forces in a head-on collision of the motor vehicle with a higher or a lower obstacle are indicated.
  • FIGS. 1 and 2 the front end of a vehicle frame 10 of a truck, which comprises two longitudinal frame members 12 extending in the vehicle longitudinal direction, which are connected to a ladder frame via a plurality of cross members which are not presently visible, can be seen in a sectional side view.
  • a frame head 14 is arranged, which in particular comprises two lateral frame members 16, which are interconnected at their front end via a cross member 18.
  • the frame elements 16 comprise a respective fastening region 20 which overlaps the respective associated front end of the corresponding frame longitudinal member 12, so that the respective frame longitudinal member 12 can be connected to the respective frame element 16 via a plurality of screw connections.
  • FIG. 1 and 2 respective bearing blocks 22 a cab bearing 24 can be seen, at the upper ends of a respective arm 26 of a stabilizer rocker 28 are mounted.
  • the stabilizer rocker 28 is supported via a respective spring and damper unit 30 down to the frame head 14.
  • a peculiarity of the present frame head 14 consists in the fact that the two frame elements 16 have a respective deformation region 32, which is deformable under accidental force application, which is indicated in Fig. 2 by the arrow F, with reduction of accident energy.
  • Such a load can occur in particular when the truck strikes the front of a higher obstacle such as a bed, a box body, a trough or the like of a truck.
  • the force is introduced - as indicated by the arrow F - above the vehicle frame 10, so that in conventional trucks could run the risk that the cab is applied accordingly and is moved relative to the vehicle frame 10 to the rear, that in consequence Relative movement between the cab and the vehicle frame 10, the cab bearing very high stress and unwanted tearing of the cab could not be excluded.
  • such a force application leads to a torque input into the frame elements 16 in the respective deformation region 32, which causes a targeted compliance - with absorption of impact energy - of the respective frame member 16.
  • a flexibility or a deformation capacity is specifically created so that the cab suspension 24 is not overstressed or even the cab is torn off.
  • the respective bearing block 22 acts as a moment lever which initiates the force acting on the cab mount 24 or the driver's cab correspondingly into the associated frame element 16 and into the corresponding deformation area 32.
  • This torque introduction is symbolically indicated by the arrow M. In other words, the introduction of the force F or the introduction of the moment M by the respective rigid bearing blocks 22 takes place.
  • the deformation regions 22 in the present case are formed by weakenings in the form of recesses 34 of the respective frame element 22, the recesses 34 being provided in an upper region of the respective frame element 16.
  • the deformation region 32 or the recess 34 in the concrete is arranged directly in front of the fastening region 20 of the frame element 16 on the frame longitudinal member 12 .
  • Fig. 3 finally, in a schematic side view and a schematic plan view of the frame head 14 shown in Figures 1 and 2, wherein in addition to the force F, which arises upon impact of the truck on a higher obstacle, another force with the arrows f is indicated.
  • the force f can act on the truck when it makes a head-on collision with a passenger car or other lower obstacle.
  • an underride protection device 38 is provided, which is supported on the vehicle frame 10 via a front spring block 40.
  • the front spring block 40 is formed by the respective frame side member 12 associated side parts 42, which each have two struts 44, 46, which are interconnected on the upper side and secured in this area directly on the associated frame rail 12 of the vehicle frame 10.
  • the Vorderfederbock 40 and the underrun protection device 38 is not supported on the frame head 14, but directly on the vehicle frame 10.
  • respective crash boxes 48 which are arranged below the frame elements 16, are supported on the front spring bracket, at the front ends of which a cross member 50 is fastened, which extends load-distributing in the vehicle transverse direction.
  • the peculiarity of the present underrun protection device lies in the fact that with a corresponding accident-induced application of force with the force f energy is consumed by the respective collapse in crash boxes 48 with shortening of length.
  • the struts 44 and 46 or the entire front spring block 40 of the underrun protection device 38 is designed so that it remains substantially intact and is stably supported on the vehicle frame 10. In other words, the load path of the underrun protection device 38 remains completely intact even in the event of a considerable impact, although the respective deformation regions 32 or recesses 34 are provided within the associated frame element 16.
  • the load path is also entered, via which the corresponding forces are transmitted when the motor vehicle encounters a higher obstacle.
  • the load path runs through the respective bearing block 22 and the respective frame element 16 to the respective deformation region 32, which is then deformed accordingly with energy absorption.

Landscapes

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

Abstract

L'invention concerne une tête de châssis pour un châssis de camion (10), comportant deux éléments latéraux de châssis (16) qui peuvent être fixés sur un longeron associé respectif (12) du châssis (10) et qui soutiennent chacun un support respectif (22) d'un dispositif d'ancrage (24) de la cabine de conduite. Les éléments de châssis (16) présentent des zones de déformation respectives (32) qui, lors de l'application d'une force due à un accident, peuvent se déformer en absorbant l'énergie de collision.
PCT/EP2008/010974 2008-01-08 2008-12-20 Tête de châssis pour un châssis de camion WO2009086904A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200810003488 DE102008003488A1 (de) 2008-01-08 2008-01-08 Rahmenkopf für einen Fahrzeugrahmen eines Lastkraftwagens
DE102008003488.6 2008-01-08

Publications (1)

Publication Number Publication Date
WO2009086904A1 true WO2009086904A1 (fr) 2009-07-16

Family

ID=39510085

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2008/010974 WO2009086904A1 (fr) 2008-01-08 2008-12-20 Tête de châssis pour un châssis de camion

Country Status (2)

Country Link
DE (1) DE102008003488A1 (fr)
WO (1) WO2009086904A1 (fr)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL2004346C2 (nl) * 2010-03-05 2011-09-06 Daf Trucks Nv Chassiskop voor een chassis van een truck.
DE102011108322B4 (de) * 2011-07-22 2021-12-09 Aebi Schmidt Deutschland Gmbh Anbindung eines Anbauelements an einem Nutzfahrzeugrahmen
EP2879199A1 (fr) 2013-09-10 2015-06-03 Flextronics International Kft. Dispositif d'emmagasinage d'énergie
DE102015000966A1 (de) * 2015-01-27 2015-07-02 Daimler Ag Lagerungsanordnung für ein Fahrerhaus eines Lastkraftwagens
DE102017102744A1 (de) * 2017-02-13 2018-08-16 Voith Patent Gmbh Kollisionsschutzsystem für Nutzfahrzeuge
TR201717177A2 (tr) 2017-11-03 2019-05-21 Ford Otomotiv Sanayi As Bi̇r kabi̇n komplesi̇
TR201719698A2 (tr) * 2017-12-06 2019-06-21 Ford Otomotiv Sanayi As Bi̇r kabi̇n komplesi̇
DE102020110189A1 (de) 2020-04-14 2021-10-14 Man Truck & Bus Se Vorrichtung zum Energieabbau bei einer crashbedingten Energieeinwirkung auf ein Nutzfahrzeug
IT202200008069A1 (it) * 2022-04-22 2023-10-22 Iveco Defence Vehicles S P A Telaio migliorato per un veicolo pesante

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH10316013A (ja) * 1997-05-21 1998-12-02 Hino Motors Ltd トラックのシャシフレーム構造
DE102005018828B3 (de) * 2005-04-22 2006-08-03 Daimlerchrysler Ag Vordere Rahmenkonstruktion eines Lastkraftwagens mit Kollisionsschutz
DE102005018830B3 (de) * 2005-04-22 2006-08-03 Daimlerchrysler Ag Rahmenkonstruktion zur Aufnahme eines schwenkbar gelagerten Fahrerhauses eines Lastkraftwagens

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19831329B4 (de) 1998-07-13 2019-04-11 Man Truck & Bus Ag Vordere Lagerung eines kippbaren Fahrerhauses eines Lastkraftwagens

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH10316013A (ja) * 1997-05-21 1998-12-02 Hino Motors Ltd トラックのシャシフレーム構造
DE102005018828B3 (de) * 2005-04-22 2006-08-03 Daimlerchrysler Ag Vordere Rahmenkonstruktion eines Lastkraftwagens mit Kollisionsschutz
DE102005018830B3 (de) * 2005-04-22 2006-08-03 Daimlerchrysler Ag Rahmenkonstruktion zur Aufnahme eines schwenkbar gelagerten Fahrerhauses eines Lastkraftwagens

Also Published As

Publication number Publication date
DE102008003488A1 (de) 2008-07-17

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