Description:DESCRIPTION
Technical Field
[001] This disclosure relates generally to absorbing impact energy during a collision of a vehicle, and more particular to a vehicle with a slidable cabin which moves relative to the chassis in response to an impact acting on the cabin.

BACKGROUND
[002] Trailer cabins, also known as sleeper cabs or sleeper berths, are enclosed compartments attached to trucks or trailers primarily used for long-haul transportation. These cabins serve as mobile living quarters for truck drivers during extended trips, providing them with a place to rest, sleep, eat, and sometimes perform basic amenities. The cabins are designed with safety in mind, adhering to standards that ensure structural integrity and crashworthiness, especially considering that the driver might be spending significant hours resting within.
[003] Conventionally, the cabins are assembled with the vehicle (trailer/truck) chassis through a fixed cabin mount design. However, in a severe truck-to-truck frontal collision, the front end of the cabin may intrude inside the occupant compartment due to the fixed cabin mount with the vehicle chassis. This highly compromises survival space and may result in severe occupant injuries. Also, the front end of the cabin loses its structural integrity from the chassis due to cab mount failure.
[004] There is therefore a need for a mechanism that effectively manages the total impact energy, maintains the structural integrity of the cabin, reduces cabin intrusions, and enhances safety of the cabin occupants.

SUMMARY OF THE INVENTION
[005] In an embodiment, a vehicle with a slidable cabin is disclosed. The vehicle may include a chassis defining a front side and a rear side thereof. The vehicle may further include a cabin defining an enclosure for accommodating at least one seat. The cabin may be positioned on the top of the chassis and towards the front side of chassis. The vehicle may further include at least one front mount fixedly attached to the cabin towards a front end of the cabin, and at least one rear mount fixedly attached to the cabin towards a rear end of the cabin. The at least one front mount (106) and the at least one rear mount (108) may be coupled to each other. In response to an impact acting on the cabin from the front side of the chassis, the at least one front mount and the at least one rear mount are configured to move relative to the chassis, to thereby displace the cabin towards the rear side of the chassis.

BRIEF DESCRIPTION OF THE DRAWINGS
[006] The accompanying drawings, which are incorporated in and constitute a part of this disclosure, illustrate exemplary embodiments and, together with the description, serve to explain the disclosed principles.
[007] FIG. 1 illustrates a side view of a vehicle with a slidable cabin, in accordance with an embodiment of the present disclosure.
[008] FIGs. 2A-2B illustrate side views of the vehicle with a cabin in an un-displaced position and a displaced position, respectively, in accordance with some embodiments.
[009] FIG. 3 illustrates a perspective view of the chassis along with a left-side front mount, a right-side front mount, a left-side rear mount, and a right-side rear mount, in accordance with some embodiments.
[010] FIG. 4 illustrates a perspective view of a chassis showing the front slots and a set of rear slots, in accordance with some embodiments.
[011] FIG. 5 illustrates a partial view of a left-side longitudinal member of the chassis along with engaging members, in accordance with some embodiments.
[012] FIG. 6 illustrates a partial view of a right-side longitudinal member of the chassis along with the right-side front mount and associated one or more engaging members, in accordance with some embodiments.
[013] FIG. 7A-7C illustrate top views of longitudinal members showing friction profile associated with slots, in accordance with some embodiments.
[014] FIG. 7D illustrates a side view of a longitudinal member and a bottom surface of a mount along with associated friction profiles, in accordance with some embodiments.

DETAILED DESCRIPTION OF THE DRAWINGS
[015] Exemplary embodiments are described with reference to the accompanying drawings. Wherever convenient, the same reference numbers are used throughout the drawings to refer to the same or like parts. While examples and features of disclosed principles are described herein, modifications, adaptations, and other implementations are possible without departing from the spirit and scope of the disclosed embodiments. It is intended that the following detailed description be considered as exemplary only, with the true scope and spirit being indicated by the following claims. Additional illustrative embodiments are listed below.
[016] The disclosure pertains to a vehicle with a slidable cabin. During an impact, for example, during an accidental collision of the vehicle, the cabin is configured in a way that the cabin slides in the rearward direction, in response to the impact. The cabin is mounted on a chassis of the vehicle, via front and rear mounts. The front and rear mounts are engaged with the chassis via slots and engaging members. For example, in some embodiments of the present disclosure, the front and rear mounts include respective engaging members and the chassis includes longitudinal slots. The front and rear mounts slidably engage with the chassis via longitudinal slots and engaging members, to allow the front and rear mounts to be displaced relative to the chassis. During collision, the impact force pushes front and rear mounts along the longitudinal slots provided in the chassis, to thereby cause the cabin to move relative to the chassis, to be thereby displaced towards the rear side of the chassis. The impact energy is absorbed during sliding of the cabin mounts over the chassis. In some embodiments, the longitudinal slots include friction profile which are configured to absorb energy during the movement of the cabin relative to the chassis.
[017] Referring now to FIG. 1, a side view of a vehicle 100 with a slidable cabin is illustrated, in accordance with an embodiment of the present disclosure. By way of an example, the vehicle 100 may be a trailer truck or a semi-trailer truck. The vehicle 100 may include a chassis 102 which defines a front side 102A and a rear side 102B. By way of an example, the chassis 102 may be a ladder-type chassis. As such, the chassis 102 may include two longitudinal members separated by a distance and a plurality of lateral members attached to each of the two longitudinal members. It should be noted that the configuration of the chassis 102 may not be limited to the ladder-type chassis, but, may include any other type of chassis configuration as well without deviating from the scope of the present disclosure. Further, it should be noted that each of the longitudinal members of the chassis 102 may include a flat top surface.
[018] The vehicle 100 may further include a cabin 104. The cabin 104 may define an enclosure for accommodating at least one seat. For example, the enclosure of the cabin 104 may accommodate at least one seat, for example, for seating the driver and a passenger. The enclosure of the cabin 104 may further accommodate other components of the vehicle including, by not limited to, a part of the steering assembly including a steering wheel, one or more paddles including an accelerator, a brake, and a clutch paddle, a transmission lever, infotainment system, etc. The cabin may be positioned on the top of the chassis 102 and towards the front side 102A of chassis 102. In particular, the cabin 104 may be supported on the flat top surface of the longitudinal members of the chassis 102.
[019] During a collision, an impact acting on the cabin 104 from the front side 102A of the chassis 102 may lead to crashing of the cabin 104. This may lead to damaging of an outer structure of cabin 104, the various components within the cabin 104, as well as injuries to the driver and the passenger seated inside the cabin that may be even life-threatening. As will be understood, the crashing of the cabin 104 may occur due the cabin 104 being fixed relative to the chassis 102. To this end, in some embodiments of the present disclosure, in response to an impact acting on the cabin 104 from the front side 102A of the chassis 102, the cabin 104 is configured to move relative to the chassis 102, to be thereby displaced towards the rear side 102B of the chassis 102. An extent of the displacement of the cabin 104 towards the rear side 102B of the chassis 102 may be pre-determined, for example.
[020] Due to the rearward movement of the cabin 104 relative to the chassis 102, a part of the impact energy may be absorbed, that may mitigate the aspects of damage or injury. This is because, firstly, the rearward movement of the cabin 104 may provide an extra room (equivalent to the extent of the rearward movement) during the crash. Secondly, the impact of the rapid deceleration due to the sudden stop or change in speed during the collision is mitigated by the rearward movement of the cabin 104 through a friction profile. As will be understood, the rapid deceleration may propel occupants and objects within the cabin 104 forward, resulting in damage and injuries from impacts with the interior of the vehicle.
[021] Referring now to FIGs. 2A-2B, side views 200A, 200B of the vehicle 100 with the cabin in an un-displaced position and a displaced position, respectively are illustrated, in accordance with an embodiment of the present disclosure. As shown, in FIG. 2A, the cabin 104 is positioned at an original (un-displaced) position P1, i.e. before the vehicle 100 has undergone a collision. Further, as shown, in FIG. 2B, the cabin 104 is position at a displaced position P2, i.e. after the vehicle 100 has undergone a collision. As can be seen in FIG. 2B, the cabin 104 has undergone a movement towards the rear side 102B of the chassis 102 of the vehicle 100. For example, the extent of this rearward movement of the cabin 104, i.e., between the un-displaced position P1 and the displaced position P2 is a distance ‘d’. In other words, during an impact, the cabin 104 may slide rearwards by a distance ‘d’, to absorb the impact energy.
[022] Referring once again to FIG. 1, the vehicle 100 may include at least one front mount 106 fixedly attached to the cabin 104 towards a front end 104A of the cabin 104. The at least one front mount 106 may be movably engaged with the chassis 102. As such, the at least one front mount 106 may be configured to move relative to the chassis 102, to thereby displace the cabin 104 towards the rear side 102B of the chassis 102. In some embodiments (as illustrated in and explained via FIG. 3 in the subsequent sections), the at least one front mount 106 may include a pair of front mounts – a left-side front mount and a right-side front mount. The vehicle 100 may further include at least one rear mount 108 fixedly attached to the cabin 104 towards a rear end 104B of the cabin 104. The at least one rear mount 108 may be movably engaged with the chassis 102. The at least one rear mount 108 may be configured to move relative to the chassis 102, to thereby displace the cabin 104 towards the rear side 102B of the chassis 102. In some embodiments (as illustrated in and explained via FIG. 3), the at least one rear mount 108 may include a pair of rear mounts – a left-side rear mount and a right-side rear mount.
[023] In some embodiments, the at least one front mount 106 and the at least one rear mount 108 may be coupled to each other, such that, in response to an impact acting on the cabin 104 from the front side of the chassis 102, the at least one front mount 106 and the at least one rear mount 108 are configured to move relative to the chassis 102, to be thereby displace the cabin 104 towards the rear side 102B of the chassis 102. To this end, the vehicle 100 may include at least one connecting member 110 coupled to each of the at least one front mount 106 and the at least one rear mount 108, to thereby couple the at least one front mount 106 with the at least one rear mount 108.
[024] Referring now to FIG. 3, a perspective view of the chassis 102 along with a left-side front mount 106A, a right-side front mount 106B, a left-side rear mount 108A, and a right-side rear mount 108B is illustrated, in accordance with some embodiments of the present disclosure. The chassis 102 may include a left-side longitudinal member 302A and a right-side longitudinal member 302B. As mentioned above, the left-side front mount 106A and the right-side front mount 106B (also, collectively referred to as front mounts 106) may be fixedly attached to the cabin 104 (not shown in FIG. 3) towards the front end 104A of the cabin 104. Further, the left-side front mount 106A and the right-side front mount 106B may be movably engaged with the chassis 102, i.e. configured to move relative to the chassis 102. To this end, the vehicle 100 may include at least one front slot associated with the chassis 102, such that the at least one front slot extends linearly along a length of the chassis 102. In particular, as shown in FIG. 3, the left-side longitudinal member 302A may define a front slot 304A, and the right-side longitudinal member 302B may define a front slot 304B. Further, as is illustrated in and explained via FIGs. 5-6, each of the left-side front mount 106A and the right-side front mount 106B may include an associated front engaging member which may be configured to engage with the front slots 304A, 304B, respectively. By way of engaging of the front engaging member with the front slots 304A, 304B, the left-side front mount 106A and the right-side front mount 106B are enabled to move relative to the chassis 102.
[025] In some embodiments, the at least one front mount may be configured to enable rotation of the cabin 104 about an axis associated with the at least one front mount. In particular, the left-side front mount 106A and the right-side front mount 106B may be configured to enable rotation of the cabin 104 about an axis X-X’ associated with the left-side front mount 106A and the right-side front mount 106B. As will be appreciated by those skilled in the art, the rotation of the cabin 104 about the axis X-X’ may allow the cabin 104 to be positioned in an open (tilted) position and a closed (straight) position. The open position may be required during servicing of the cabin 104 and the vehicle 100. To this end, each of the left-side front mount 106A and the right-side front mount 106B may include pivots, such that the front end 104A of the cabin 104 may be rotatably coupled with the left-side front mount 106A and the right-side front mount 106B, about the pivots.
[026] As mentioned above, the left-side rear mount 108A and the right-side rear mount 108B (also, referred collectively to as rear mounts 108) may be fixedly attached to the cabin 104 (not shown in FIG. 3) towards the rear end 104B of the cabin 104. The left-side rear mount 108A and the right-side rear mount 108B may be movably engaged with the chassis 102, i.e. configured to move relative to the chassis 102. To this end, the vehicle 100 may include at least one rear slot associated with the chassis 102, such that the at least one rear slot extends linearly along the length of the chassis 102. In particular, as shown in FIG. 3, the left-side longitudinal member 302A may define a set of rear slots 306A, and the right-side longitudinal member 302B may define a set of rear slots 306B. Similar to the left-side front mount 106A and the right-side front mount 106B, each of the left-side rear mount 108A and the right-side rear mount 108B may include an associated rear engaging member which may be configured to engage with the sets of rear slots 306A, 306B, respectively. By way of engaging of the rear engaging member with the sets of rear slots 306A, 306B, the left-side rear mount 108A and the right-side rear mount 108B are enabled to move relative to the chassis 102.
[027] Further, in some embodiments, the at least one rear mount may include a latch (not shown in FIG. 3) configured to detachably engage with the rear end 104B of the cabin 104, to thereby constrain the rotation of the cabin relative to the at least one front mount. In particular, at least one of the left-side rear mount 108A and the right-side rear mount 108B may include the latch, such that the cabin 104 can be locked with the left-side rear mount 108A and the right-side rear mount 108B when the cabin 104 is positioned in the closed position.
[028] FIG. 4 illustrates a perspective view of the chassis 102 showing the front slots 304A, 304B and the set of rear slots 306A, 306B, in accordance with some embodiments. As mentioned above, the chassis 102 may include the left-side longitudinal member 302A and the right-side longitudinal member 302B. The left-side longitudinal member 302A may define the front slot 304A, and the right-side longitudinal member 302B may define the front slot 304B. Further, the left-side longitudinal member 302A may define the set of rear slots 306A, and the right-side longitudinal member 302B may define the set of rear slots 306B. In some example embodiments, as shown in FIG. 4, the set of rear slots 306A may include three slots and set of rear slots 306B may include three slots. In some example embodiments, as shown in FIG. 4, the set of rear slots 306B may include one slot (of the three slots) on the top face, and two slots on a side face of each of the left-side longitudinal member 302A and the right-side longitudinal member 302B.
[029] FIG. 5 illustrates a partial view 500 of the left-side longitudinal member 302A of the chassis 102 along with engaging members, in accordance with some embodiments. As shown in FIG. 5, the left-side longitudinal member 302A defines a first front slot 502A (corresponding to the front slot 304A) and a second front slot 502B. The first front slot 502A and the second front slot 502B may extend linearly along the length of the chassis 102. As mentioned, each of the left-side front mount 106A and the right-side front mount 106B may include one or more associated front engaging members 504. For example, as shown in FIG. 5, front engaging members 504 may be configured to engage with the first front slot 502A and the second front slot 502B.
[030] In some embodiment, as shown in FIG. 5, each of the one or more associated front engaging members 504 may be a bolt-like member having a head 504A and a stem 504B. The head 504A of the engaging member 504 may be configured to be fitted to the cabin 104. The stem 504B of the engaging member 504 may be configured to slide in and engage with the slot (for example, the first front slot 502A and the second front slot 502B). Therefore, a width (e.g. diameter) of the stem 504B of the engaging member 504 may be sized so as to engage with a width of the slot. By way of engaging of the engaging member 504 with the first front slot 502A and the second front slot 502B, the left-side front mount 106A may be enabled to move relative to the chassis 102.
[031] It should be noted that similar to the right-side longitudinal member 302B of the chassis 102 may defines a first front slot and a second front slot, such that the first front slot and the second front slot may extend linearly along the length of the chassis 102. Further, the right-side front mount 106B may include one or more associated front engaging members, that may be configured to engage with the first front slot and the second front slot of the right-side longitudinal member 302B. By way of engaging of the engaging member with the first front slot and the second front slot, the right-side front mount 106B may be enabled to move relative to the chassis 102.
[032] FIG. 6 illustrates a partial view 600 of the right-side longitudinal member 302B of the chassis 102 along with right-side front mount 106B and associated one or more engaging members 504, in accordance with some embodiments. As shown in FIG. 6, the right-side longitudinal member 302B defines a front slot 602 (corresponding to the front slot 304B). The front slot 602 may extend linearly along the length of the left-side longitudinal member 302A of the chassis 102. The right-side front mount 106B may include one or more front engaging members 504. In other words, the right-side front mount 106B may be engaged with the front slot 602 of the right-side longitudinal member 302B, via the one or more associated front engaging members 504. By way of engaging of the engaging member 504 with the front slot 602, the right-side front mount 106B may be enabled to move relative to the chassis 102.
[033] Referring once again to FIG. 3, it should be noted that the left-side rear mount 108A and the right-side rear mount 108B may be engaged with the left-side longitudinal member 302A and the right-side longitudinal member 302B of the chassis 102, via the associated slots, in the same way as the left-side front mount 106A and the right-side front mount 106B are engaged with the left-side longitudinal member 302A and the right-side longitudinal member 302B. As such, the left-side rear mount 108A may be engaged with the left-side longitudinal member 302A via the set of rear slots 306A (i.e. three slots) and the associated one or more engaging members. Further, the right-side rear mount 108B may be engaged with the right-side longitudinal member 302B via the set of rear slots 306B (i.e. three slots) and the associated one or more engaging members.
[034] In some embodiments, at least one of the front slots 304A, 304B and the set of rear slots 306A, 306B may define a friction profile that may be configured to absorb energy during the movement of the at least one rear mount relative to the chassis 102. Some example friction profiles are shown in FIGs. 7A-7D.
[035] Referring to FIG. 7A-7C, top views of the longitudinal members 700A, 700B, 700C (corresponding to the longitudinal members 302A, 302B) are illustrated, in accordance with some embodiments. As shown in FIGs. 7A-7C, the longitudinal members 700A, 700B, 700C define a slot 702A, 702B, 702C, respectively, each defining an associated friction profile. The friction profile may be configured to create a friction to the movement of the engaging members (i.e. engaging members 504), during the movement of the cabin 104 relative to the chassis 102. As shown in FIGs. 7A-7C, in some embodiments, the friction profile in each of the slots 702A, 702B, 702C may be configured to resist movement of the engaging members below a predefined impact threshold value acting on the cabin 104. As such, when the impact acting on the cabin is greater than the impact threshold value, the friction profile may no longer be able to resist the movement of the engaging members within the slots 702A, 702B, 702C, and therefore the cabin 104 may start sliding relative to the chassis 102. As will understood, the resistance to the movement of the engaging members within the slots 702A, 702B, 702C may cause dissipation (i.e. absorption) of the impact energy, which may mitigate the damage caused by the impact. In some example implementations, the friction profile may be for one-time use, and the movement of the engaging members relative to the slots may permanently alter the friction profile of the slots 702A, 702B, 702C.
[036] Referring to FIG. 7D, a side view 700D of a longitudinal member 704 (corresponding to the longitudinal member 302A, 302B) and a bottom surface 706 of a mount (corresponding to one of the front mounts 106 and the rear mounts 108) is illustrated, in accordance with some embodiments. In the embodiment as illustrated in FIG. 7D, the longitudinal member 704 may include a friction profile 704A. Further, the bottom surface 706 of the mount may include a friction profile 706A. For example, the friction profile 704A of the longitudinal member 704 and the friction profile 706A of the bottom surface 706 may be configured in a serrated profile, as shown in FIG. 7D. The friction profile 706A and the friction profile 706B may contact each other and therefore may resist the movement of the bottom surface 706 of the mount relative to the longitudinal member 704. Further, the friction profile 706A and the friction profile 706B may resist the said movement below a predefined impact threshold value acting on the cabin 104. When the impact acting on the cabin 104 is greater than the impact threshold value, the cabin 104 may start sliding relative to the chassis 102.
[037] Referring once again to FIG. 3, in some embodiments, as mentioned above, the vehicle 100 may further include the at least one connecting member 110 coupled to each of the at least one front mount 106 and the at least one rear mount 108, to thereby couple the at least one front mount 106 with the at least one rear mount 108. For example, as shown in FIG. 3, the vehicle 100 may further include the connecting member 110 coupled to each of the at least one front mount 106 and the at least one rear mount 108, to thereby couple the at least one front mount 106 with the at least one rear mount 108. As shown in FIG. 3, the vehicle 100 may include the connecting member 110 which may be coupled to the right-side front mount 106B and the right-side rear mount 108B, to thereby couple the right-side front mount 106B to the right-side rear mount 108B. By coupling the right-side front mount 106B to the right-side rear mount 108B, the connecting member 110 may cause the right-side front mount 106B and the right-side rear mount 108B to move in tandem. This in-tandem movement enables distribution of the impact energy among the right-side front mount 106B and the right-side rear mount 108B, thereby ensuring better absorption of the impact energy. Further, in some embodiments, the vehicle 100 may include another connecting member (not shown in FIG. 3) which may be coupled to the left-side front mount 106A and the left-side rear mount 108A, to thereby couple the left-side front mount 106A to the left-side rear mount 108A.
[038] It is intended that the disclosure and examples be considered as exemplary only, with a true scope and spirit of disclosed embodiments being indicated by the following claims.
, Claims:I/We claim:
1. A vehicle (100) with a slidable cabin (104), the vehicle (100) comprising:
a chassis (102) defining a front side (102A) and a rear side (102B) thereof;
a cabin (104) defining an enclosure for accommodating at least one seat, the cabin (104) being positioned on the top of the chassis (102) and towards the front side (102A) of the chassis (102);
at least one front mount (106) fixedly attached to the cabin (104) towards a front end (104A) of the cabin (104); and
at least one rear mount (108) fixedly attached to the cabin (104) towards a rear end (104B) of the cabin (104),
wherein the at least one front mount (106) and the at least one rear mount (108) are coupled to each other, and
wherein, in response to an impact acting on the cabin (104) from the front side of the chassis (102), the at least one front mount (106) and the at least one rear mount (108) are configured to move relative to the chassis (102), to thereby displace the cabin (104) towards the rear side (102B) of the chassis (102).

2. The vehicle (100) as claimed in claim 1, wherein the at least one front mount (106) is movably engaged with the chassis (102).

3. The vehicle (100) as claimed in claim 2 comprising at least one front slot (304) associated with the chassis (102), wherein the at least one front slot (304) extends linearly along a length of the chassis (102),
wherein the at least one front mount (106) is engaged with the at least one front slot (304) associated with the chassis (102) via at least one front engaging member (504), to allow the at least one front mount (106) to move relative to the chassis (102).

4. The vehicle (100) as claimed in claim 3, wherein the at least one front slot (304) defines a friction profile configured to absorb energy during the movement of the at least one front mount (106) relative to the chassis (102).

5. The vehicle (100) as claimed in claim 2, wherein the at least one rear mount (108) is movably engaged with the chassis (102).

6. The vehicle (100) as claimed in claim 5 comprising at least one rear slot (306) associated with the chassis (102), wherein the at least one rear slot (306) extends linearly along a length of the chassis (102),
wherein the at least one rear mount (108) is engaged with the at least one rear slot (306) associated with the chassis (102) via at least one rear engaging member (504), to allow the at least one rear mount (108) to move relative to the chassis (102).

7. The vehicle (100) as claimed in claim 6, wherein the at least one rear slot (306) defines a friction profile configured to absorb energy during the movement of the at least one rear mount (108) relative to the chassis (102).

8. The vehicle (100) as claimed in claim 5 comprising:
at least one connecting member (110) coupled to each of the at least one front mount (106) and the at least one rear mount (108), to thereby couple the at least one front mount (106) with the at least one rear mount (108).

9. The vehicle (100) as claimed in claim 3, wherein the at least one front mount (106) is configured to enable rotation of the cabin (104) about an axis (X-X’) associated with the at least one front mount (106).

10. The vehicle (100) as claimed in claim 6, wherein the at least one rear mount (108) comprises a latch configured to detachably engage with the rear end (104B) of the cabin (104), to thereby constrain the rotation of the cabin (104) relative to the at least one front mount (106).