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COE driver's cab

1645 13

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CBE driver's cab

1515

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BASIC PRINCIPLES

Types of driver's cabThe type of the driver's cab is based on the intended use and the chassis arrange-ment with regard to the total length and dependent placement of the engine (➜ page 2.1).

With the CBE design, the engine is loca-ted in front of the driver's cab. This means the driver's cab floor can be kept relatively low above the frame. In the past, this type was widespread in all types of transport, but it is only used nowadays in the Euro-pean region for construction site transport and special vehicles (➜ page 2.2).

The most frequently used driver's cab is the COE driver's cab. Here, the driver's cab is located above the engine (➜ Fig.). An engine tunnel is normally used for this type. The great advantage lies in the shor-ter overall length, which benefits the body loading volume. Here, the legally specified space for the driver's cab is exploited in the best possible way.

FUNCTION

Driver's cab conceptMAN has constructed various driver's cabs that were specially conceived for each intended use:

Local transport

For local transport (goods distribution, construction site transport, etc.), short to medium-long driver's cabs without bunk options are adequate. Here, the driver has to get in and out of the vehicle frequently, which means that door handles that are convenient to reach, non-slip steps and a low height of the driver's cab floor are of great significance. The low driver's cab weight enables a high maximum payload. The relatively narrow driver's cabs impro-ve the agility of the vehicle on manoeu-vering. In order to favour a lower entrance height, the engine tunnel stretches slightly higher into the driver's cab.

Long-distance transport

Long driver's cabs with one or two bunks for the legally prescribed breaks are nor-mally used in long-distance transport. These driver's cabs are slightly narrower, which has a positive effect on the agility, the weight and not least on the costs. The entrance height is low. By selecting the corresponding roof height, there is a ge-nerous amount of storage space and a large interior volume available for one-man or two-man operation.

International long-distance transport

Wide driver's cabs with greater entrance height to favour a driver's cab floor that is as level as possible are typical of internati-onal long-distance transport. This inclu-des an interior optimised for longer stays in the driver's cab. With different roof heights (one or two-man operation), these cabs provide the greatest possible amount of storage space and maximum interior volume. MAN driver's cabs have comfortable bunks with lengths of up to 2200 mm and widths of up to 790 mm. Even large or well-built drivers will find adequate freedom of movement here and well-sprung soft padding. Alongside the classical arrangement one above the other on the rear wall, bunks in a separate sleeping berth above the actual driver's cab (top sleepers) are possible.

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BASIC PRINCIPLES

Driver's cab modulesAs a result of the different transport tasks involved, the large commercial vehicle manufacturers have a full range of driver's cab variants. These variants can be used to configure vehicles between 7.5 and over 18 t permitted total weight, tailored to each area of application.

The following section is intended to illust-rate the fundamental structure of the dri-ver's cab and range of vehicles as an ex-ample representing most commercial ve-hicle manufacturers. The driver's cab module system is implemented in this way or in a similar way.

Light local goods transport

Permitted total weight: 7.5–12 t

Required driver's cab properties: com-pact, low weight, low, best-possible entry

Entrance: usually only 1 step

Tyres: usually 17.5"

Driver's cab module:

2 bodyshell cells (short, long)

3 roof variants (flat short, flat long, high long)

1 door variant

In addition, MAN supplies a twin-com-partment cab for this tonnage (not illustra-ted).

Medium local goods transport

Permitted total weight: 14–18 t (26 t)

Required driver's cab properties: com-pact, low weight, low, best-possible entry

Entrance: usually 2–3 steps

Tyres: 19.5" or 22.5"

Driver's cab module:

Usually in this class, the driver's cabs of the light class are combined with the chassis used for medium local goods transport. The module thus corresponds to that for the light vehicles.

In additional, MAN supplies a twin-com-partment cab for this tonnage (not illustra-ted).

Due to the greater tyre dimensions and chassis heights (enhancement of load-be-aring capacity), the driver's cab is higher above the road (higher entrance).

EXAMPLE

Driver's cab variants for light local goods transport

Driver's cab variants for medium local goods transport

app. 1.70 m

app. 2.20 m

app. 2.30 m

app. 2.00 m

app. 1.70 m

app. 2.20 m

app. 2.50 m

app. 2.00 m

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BASIC PRINCIPLES

Heavy local goods transport (local) and regional long-distance transport (in-dustry)

Permitted total weight: as of 18 t

Required driver's cab properties: low weight, less frequent entry, increases de-mands on interior (driving and operating convenience); driver's cab floor placed lo-wer for ease of entry than in the case of pure long-distance vehicles; slightly high-er centre tunnel (results naturally from the minimum distance above the engine). The chassis of these vehicles usually corres-pond to those for international long-dis-tance transport.

Entrance: usually 3 steps (driver's cab floor height approx. 1.30 m)

Tyres: 22.5"

Driver's cab module:

2 bodyshell cells (short, long)

3 roof variants (low short, low long, high long)

1 door variant

International long-distance transport

Permitted total weight: as of 18 t

Required driver's cab properties: highest demands regarding interior (driving, ope-rating and living comfort). For this reason, driver's cab floor positioned high with mi-nimum centre tunnel height for full stan-ding height (in high-roof version) and un-hindered access to the bunk (depending on manufacturer, even a flat continuous driver's cab floor is possible; then, howe-ver, extreme entrance heights).

Entrance: usually 3–4 steps (driver's cab floor height usually between 1400 and 1500 mm)

Tyres: 22.5"

Driver's cab module:

1 bodyshell cell (long)

2 roof variants (low, high)

1 door variant

EXAMPLE

Driver's cab variants for heavy local goods transport and regional long-distance transport

Driver's cab variants for international long-distance transport

app. 1.90 m app. 2.30 m

app. 2.50 m

app. 2.30 m

app. 2.50 m

app. 2.50 m

app. 2.30 m

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Driver's cab structure with components of the MAN module system

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LEGENDD Roof moduleF Driver's cab moduleS System carrierT Door module

BASIC PRINCIPLES

Structure of the driver's cabThe structure of the driver's cab must meet the following requirements:

High inherent stability

Constructive passive safety

Lightweight construction

Corrosion protection

Company-internal aesthetics

As a rule, modern driver's cabs are built as self-supporting, all-steel bodyshell struc-tures. Full galvanisation of all metal parts ensures sustained corrosion protection (➜ Fig.).

FUNCTION

StabilityThe loads that arise during operation are applied to the cab structure via the dri-ver's cab mounting. The high level of in-herent stability of the driver's cab achie-ved by MAN as a result of the engineering design enables optimised absorption of the forces. The self-supporting construc-tion of the driver's cab bodyshell achieves this with low dead weight.

Passive safetyA high level of occupant protection can be achieved in cab-over-engine vehicles al-most without a "crumple zone" only by means of a combination of non-deforming driver's cab cell, retention systems and crash elements in the driver's cab moun-ting (➜ Fig. page 12.3).

The rigid cab structure that preserves the survival space in MAN driver's cabs has been configured in accordance with inter-national security standards by means of FEM calculations (FEM = Finite Elements Method). To preserve the survival space in the event of a crash, for example, the dri-ver's cabs in the Trucknology Generation have three all-round seat belts:

in the area of the driver's cab floor

in the area of the lower edge of the window

in the area of the roof mounting (➜ Fig. page 12.4)

Legally prescribed ECE tests for examina-tion of crash safety (➜ page 12.4) have to be run prior to the vehicle homologation. The efficiency of the implemented measu-res has been verified on the basis of a lar-ge number of real crash tests.

Lightweight constructionAs the transport capacity and economy have the highest priority in the area of commercial vehicles, weight also has to be saved in the driver's cab to increase the possible maximum payload.

On modern driver's cabs, this is achieved by means of self-supporting bodyshell structures with various sheet-metal thick-nesses, the corresponding sections and the favourable arrangement of seams and sheet-metal overlaps: "lightweight construction".

Company-internal aestheticsEvery manufacturer attempts to express the company philosophy in its design using aesthetic elements. The form of the driver's cab ensures that vehicles are dif-ferentiated from those of competitors and that they are integrated in the company's ranges of vehicles.

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TGA driver's cab with air deflection devices

FUNCTION

Aerodynamics of the driver's cabEconomy is of decisive significance in the transport business. Alongside the econo-my of the drive train, the aerodynamics play a large role in reducing the fuel con-sumption in long-distance transport with high average speeds.

With regard to the aerodynamic shape of the driver's cab, the following elements, among others, are use in the vehicle de-sign:

Large flanging radii on the front sec-tion

Front aprons pulled down low

Air deflection devices on and behind the driver's cab

Aerodynamically contoured mirrors

Closed entrance steps

Alongside the purely aerodynamic shape of the driver's cab, the aerodynamic de-sign (➜ page 18.6) has to perform other tasks:

Intensive air flow to the radiator

Optimised through-flow of the driver's cab interior

Better view towards the rear and for vehicles overtaking in wet conditions

Low intrinsic soiling

Low noise level

Air throughputThe performance capability of cooling units also depends on their air throughput. Alongside purely aesthetic considerati-ons, the design of the radiator cover on the front section of the driver's cab is de-cisive for dimensioning (required design envelope) the heat exchanger.

To achieve a pleasant interior climate, good through-ventilation is necessary. Aerodynamic air inlets and ducts for the distribution of fresh air and heated air as well as ventilation are to be taken into ac-count in the engineering design of the ca-bin (➜ page 13.1).

Air deflection devicesWhen swirled in the air, solid particles soil the outer surfaces of the driver's cab, es-pecially in combination with wet conditi-ons. On the glass and mirror surfaces, this can sometimes lead to annoying obstruc-tions of the view to the side and towards the rear, also for vehicles that are behind or are overtaking.

Air deflection devices in the area of the front flanging radii below the windows cre-ate an air flow that keeps the splash water mist away from the side surfaces and gui-des them towards the rear. Together with aerodynamic chassis panelling, grooved mats in the wheel houses effectively limit splash water mist. This greatly improves the driver's own view towards the rear and

in particular the view of vehicles that are behind or are overtaking.

The legal stipulation to reduce splash wa-ter mist by means of air deflection devices has been implemented by MAN not only constructively: the grooved mats in the wheel houses, for example, have even been included in series standard equip-ment since the introduction of the Truck-nology Generation.

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Cathodic immersion painting on the MAN driver's cab

–+

BASIC PRINCIPLES

Corrosion protectionWith regard to the long useful life of com-mercial vehicles, it is also important to adequately protect the driver's cab against material wear due to corrosion.

Important measures for corrosion protec-tion are:

Full galvanisation of all steel parts of the driver's cab bodyshell structure

Effective through-ventilation

Zinc-phosphate coating

Cathodic immersion painting

Seam sealing at abutting edges and overlaps

Reinforced undersealing (tectyl)

Body-cavity protection

Thorough coating of all edges and cavities

Partial powder coating (high level of paint hardness) on add-on parts e.g. steel bumpers

Use of inner wing panels made of PP

Specific use of components made of resilient, recyclable plastics at exposed points (front opening, corner parts, bumpers ➜ Fig.)

FUNCTION

Cathodic immersion paintingBesides enhancing the visual appearance, the vehicle paintwork has above all the task of protecting the driver's cab surface against external influences, above all against aggressive substances in water and in the air. It forms a continuous pro-tective film that is light-resistant, hard and elastic at the same time.

To enable the greatest possible leak tight-ness of the primer, the cathodic immersi-on process (cataphoresis) is used. Here, the entire driver's cab body is immersed in an electrolyte (liquid with electrically char-ged particles) (➜ Fig.). The particles of the electrolyte are floating paint particles with a positive charge. Due to their positive charge, they form the anode (positive ter-minal). The immersed body is negatively charged – it forms the cathode (negative terminal).

As a result of the voltage applied between the cathode and anode, the paint particles flow to the body and firmly attach them-selves. The operation runs until the last bare patch has been covered with paint. The positive hydrogen ions that arise du-ring the electrolysis prevent oxidation du-ring the coating process.

EXAMPLE

MAN has strict manufacturing regulations for the corrosion protection of driver's ca-bs:

first of all, the finished driver's cab body-shell is cleaned. In the second work step, it is degreased and zinc-phosphate coa-ted. The layer thickness is 1 µm (0.001 mm).

Then the driver's cab bodyshell is dip-pri-me coated: the interior with 10–15 µm, the exterior with 15–20 µm layer thickness.

The next step is to seal the spot-welded connections, flanges, joins and edges.

Then, irregularities in the primer are balan-ced out with filler (interior 20–30 µm, exte-rior 25–35 µm thick).

The layer thickness of the paint finish is 20–30 µm on the interior, 30–40 µm on the exterior(➜ Fig. page 4.7).

In view of the quality of the galvanisation and/or paintwork for the blank compon-ents, no body-cavity protection is re-quired. Inner wing panels made of PP are used nowadays instead of PVC underse-aling.

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EXAMPLE

1 Driver's cab bodyshell2 Zinc phosphate coating3 Immersion painting (primer)4 Sealing spot-welded connections, flanges, joins and edges5 Filler6 Paint finish

Corrosion protection on the MAN driver's cab

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Air suspension on the TGA driver's cab

3

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5

LEGEND1 Front driver's cab mounting (tilt hin-

ges)2 Rear driver's cab mounting3 Crash elements (for defined move-

ment towards the rear)4 Level control sensor5 Air-spring-shock-absorber unit

BASIC PRINCIPLES

Driver's cab mountingOn cab-over-engine vehicles, which are the vehicles most frequently used, the dri-ver's cab mounting assumes two main tasks:

Vibration insulation against road sur-face influences and vibrations of the drive train

Tilting the driver's cab for mainte-nance and repair work

The driver's cab is a vibrating mass. A spring-shock-absorber system is required for the driver's cab mounting to effectively relieve the load on the driver caused by hard road surface bumps and continuous vibrations (➜ page 3.9).

The frequency range of vibration that is pleasant for the driver lies at 1–4 Hz. To achieve this, a damped, soft suspension is required. However, the cabin must not become unstable due to a mounting that is too soft (rolling and pitching ➜ page 18.1).

FUNCTION

Four-point mountingModern driver's cabs are supported on a four-point mounting. The simple four-point mounting has rubber/steel elements for the two front mounting points (simulta-neously tilt hinges) and two suspension struts at the rear (spring-shock-absorber units). If suspension struts are also used at the front, the vibration characteristics of the driver's cab are improved, as short im-pacts are better absorbed.

Also in the case of driver's cab mountings, air suspension is regarded as the most comfortable option. At the same, there is the possibility here to modify the level of the driver's cab depending on the load (occupants, luggage, etc.). Air springs are used on the rear mounting or a full air sus-pension driver's cab mounting (➜ Fig.).

The majority of MAN commercial vehicles nowadays are delivered with a full air sus-pension driver's cab mounting; this is al-ready series standard equipment for all long driver's cabs.

New crash elements at the mounting points permit a defined movement of the driver's cab towards the rear in the event of a frontal collision (➜ Fig. page 12.3). This is an additional contribution made by MAN to passive safety (➜ page 12.2).

Level controlMAN driver's cabs with full air suspension driver's cab mountings are equipped with level control that resets the horizontal po-sition of the driver's cab e.g. in the case of one-man operation or uneven loads. The required air pressure in each air bellows is controlled by a level control valve that is part of every air-spring-shock-absorber unit and is operated by means of a corre-sponding linkage depending on the dri-ver's cab position in relation to the vehicle frame.

The air-spring-shock-absorber modules CALM (Cabin Air Levelling Module) made by ZF Sachs and Wabco already contain an integrated level control valve. The elimi-nation of the external level control valve as well as the corresponding adjustment and securing components simplifies assembly and reduces the problem of space in the cabin.

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FUNCTION

Tilting mechanismHydraulic tilting mechanisms are used to tilt the driver's cab. For safety reasons, the tilting mechanism is located on the side facing away from traffic. A wide tilt angle of more than 65°, as is usual on the new MAN driver's cabs of the Trucknology Ge-neration, makes it easier to carry out maintenance and repair work on the engi-ne (➜ Fig. above).

In a manner similar to a hydraulic jack, the operator has to operate the tilting pump on the side below the cabin with a lever. An electric tilting pump is also available as an optional extra.

As a rule, the driver's cab is automatically disengaged on tilting and engaged on lo-wering it. Incorrect engagement and lo-cking is indicated to the driver by a war-ning lamp in the cockpit.

Components of the driver's cab tilting me-chanism are (➜ Fig. below):

1 Hexagon bolt for operating lever of tilting pump

2 Hydraulic collecting lines3 Hydraulic line for disengaging the

rear driver's cab mountings4 Hydraulic tilting cylinder

EXAMPLE

Driver's cab tilting mechanism

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Entrance on the TGA-XXL driver's cab Operating module in the driver's door

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LEGEND1 Joystick for mirror position2 Mirror preselection left/right3 Mirror preselection4 Mirror heating5 2. Mirror position6 Window lifter7 Unlocking passenger's door

BASIC PRINCIPLES

Entrance to the driver's cabFor reasons related to accident prevention and the sequence of movements, the high entrance frequently found in commercial vehicle driver's cabs requires ergonomic solutions (➜ page 4.12) in the engineering design phase.

For commercial vehicles in short-haul and local goods transport in particular, where the driver frequently gets in and out, the following aspects should be taken into ac-count in engineering design:

Door handles that are convenient to reach with favourable opening direc-tion

Adequately large opening angles

Non-slip, wide steps

Lighting for the steps

Adequately low height of the lowest step

Spacing of the steps as even as pos-sible

Hand-rail type handles on both sides, where possible

Low height of the driver's cab floor above the road surface

FUNCTION

Door and entranceThe door handles should be fitted in an adequately low position and, where pos-sible, they should open downwards.

Wide door opening angles of virtually 90° allow the driver to enter the cab without twisting his or her spine.

On the outside, the doors frequently cover the top steps of the entrance. This not only favours the aerodynamics but also protects the steps against soiling and against icing over in winter. Especially in wet weather and in construction site transport with heavy soiling, non-slip steps are essential to prevent slipping and injuries.

Lighting makes it easier to climb into and out of the driver's cab in darkness. Low step heights make it easier to get in and out. The safest grip on climbing into and out of the cabin is only provided by hand-rails fitted on both sides.

To get to the driver's seat, it is normally necessary to twist your body. This move-ment can made easier if there is a fast lo-wering facility for the seat as well as an ar-ticulated steering wheel.

Inside the doors, there are a number of add-on parts that make it easier to drive in the commercial vehicle and increase dri-ving comfort. The door add-on parts in-clude the side windows with manual or

motorised drive systems as well as the door lock mechanism (optional: central lo-cking system) and structural reinforce-ments.

Handles, armrests and also storage com-partments for required utensils are inte-grated in the inner door panels. Further-more, outlets at the side windows fre-quently ensure a clear view during poor weather conditions (➜ page 13.1).

The driver's door of the Trucknology Ge-neration contains a new kind of control module in the area of the armrest. It com-bines the operating elements for electrical adjustment of all mirrors and the mirror heating with those of the automatic win-dow lifters and the central locking system (➜ Fig.).

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Interior of the TGA-XXL driver's cab

BASIC PRINCIPLES

Interior conceptMAN driver's cabs provide the greatest possible comfort with a high level of func-tionality. The interplay of the entire interior design, the atmosphere and equipment makes a major contribution to the well-being of the driver and to preserving his or her performance capability – the basis for the highest level of active safety.

Above all long-distance transport requires that the driver spend long hours behind the steering wheel and the transport is ex-pected to be extremely reliable. Driving comfort and the functional and ergonomic design of the driver's workplace are the most important requirements here. The perfect overview through the large wind-screen and side windows, especially in the TGA-XXL driver's cab, ensure an en-hanced feel – similar driving a coach. It provides optimised freedom of movement in the entire interior and a wide range of easily accessible, varied storage compart-ments for personal effects. The low height of the engine tunnel creates generous sense of space.

For resting and spending the night in the MAN driver's cab, comfortable and large-area bunks as well as effective air-condi-tioning and heating systems for the statio-nary vehicle ensure resting and sleeping comfort that meets most requirements.

FUNCTION

DashboardBesides the collision safety provided by soft, deforming material on the dash-board, MAN pays particular attention to the clear layout and reachability of the in-struments and operating elements.

PedalsClutch, accelerator and brake pedals that are easy to move and convenient to reach are available as standing or hanging versi-ons. At MAN, however, only hanging pe-dals are used.

Visibility conditionsThe side windows and windscreen enable an optimised view. An additional window behind the door enables an oblique view towards the rear for tight-angled entran-ces and thus improves active safety. Lar-ge and clearly visible exterior mirrors ensure the best possible all-round view.

So that the driver retains an overview in any weather, the high-pressure washing system for the head lights as well as was-hing nozzles arranged on the wiper arms enable optimised and convenient clea-ning, even while the vehicle is being dri-ven.

The sun blinds on the inside of the wind-screen consist of high-quality textile mate-rial. They provide the driver with effective and simple glare protection in direct sun-light or other strong light sources. Unused

blinds are concealed unassumingly be-hind the panelling, where they are protec-ted against dirt and damage.

The side glare protection is available for all MAN driver's cabs and can also be retro-fitted without difficulty. When folded out, it does not restrict freedom of movement on entering and leaving the vehicle.

In addition, all-round tinted windows and an exterior sun visor in front of the wind-screen are available as optional extras for MAN driver's cabs.

Light and soundThe versatile interior lighting with separate reading light for the driver and passenger guarantee a high level of comfort. A red nightlight generates non-dazzling lighting during darkness, additionally enhancing the fitness-related safety of the driver (➜ page 12.1).

The radio and loudspeakers ensure the best possible sound and create a ple-asant atmosphere.

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Driver's field of vision in the cockpit Steering wheel adjustment on the TGA

BASIC PRINCIPLES

ErgonomicsThe expression "ergonomics" refers to an area of work sciences that deals with the performance capability of working people, attempting to adapt the technology used to human beings. All sensory perceptions and sequences of movement that are ne-cessary for the work to be done are taken into account in this adaptation.

The ergonomic aspects for engineering design in vehicle construction include:

Force required for sequences of movement

Force required against acceleration of own body mass

Static body postures

Reach and position of operating ele-ments

Visual recognisability and assignment of operating elements

Haptic surfaces and shapes (sense of touch)

Visual registration of the environment (visibility conditions)

Acoustic registration of the environ-ment (registration of signals and noi-ses)

FUNCTION

CockpitThe most important features of an ergo-nomic cockpit include operating elements that are easy to reach and clearly legible instruments as well as control displays. Touching pleasant surfaces and shapes enhances the impression of comfort.

Driver's viewA safe view of all events in the environ-ment of the vehicle is also part of the ergo-nomics of the driver's seating position (➜ Fig.). Good visibility conditions are to be ensured at a stage as early as engineering design by eliminating or reducing covering elements (beams, pillars, ribs, etc.) and during operation by keeping the window surfaces free using powerful ventilation and heating systems (➜ page 13.1).

OperationOperating the steering wheel and pedals requires strength. Relief provided by po-wer steering support or a corresponding mechanical configuration requires a com-promise here, as adequately sensitive feedback is required to drive the vehicle safely. A driver's workplace set up in line with individual body requirements also in-cludes a safe steering wheel adjustment that is easy to operate (➜ Fig.).

Driver's seat / Co-driver's seatModern seats permit adaptation to virtual-ly any build of driver. With what is mainly a

static body posture while driving, the so-called "comfort angle" should be assu-med and preserved. This is the range of angles for body joints that is pleasant for human beings.

The seat adjustments of seats normally used today, frequently also with air-sprung seat, provide all the necessary ad-justment options. Good lateral support against transversal acceleration make ve-hicle operation easier. Retention systems increase safety (➜ page 12.6).

Comfort seatA comprehensively equipped comfort seat is available for the Trucknology Ge-neration. The air-sprung suspended seat with integrated 3-point seat belt provides the usual adjustment options and a pneu-matic lumbar support as well as the pos-sibility to adapt the side contours and shoulders (➜ Fig. page 4.13, A). The low level of play of the seat mechanism redu-ces wear and extends the service life. A moving height limit stop prevents the seat from shooting up to the highest seat posi-tion when the driver stands up.

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FUNCTION

Comfort seat setting options (➜ A):

1 Integrated three-point seat belt sys-tem

2 Armrest adjustment3 Backrest adjustment4 Shoulder adjustment 6 x 2 = 12°5 Lumbar support and side contour

adjustment (IPS = Integrated Pneu-matic System)

6 Height adjustment 8 x 12.5 = 100 mm

7 Shock absorber adjustment8 Fast lowering facility 9 Horizontal adjustment 180 mm;

Additional path towards the rear:Driver's seat 100 mm,Passenger's seat 150 mm

10 Horizontal suspension11 Seat cushion depth adjustment

6 x 10 = 60 mm12 Inclination adjustment –4°/+12°

Climatised seatThe first fully climatised driver's seat avai-lable for trucks provides a pleasant seating climate in all temperature conditi-ons. The integrated seat heating genera-tes cosy warmth in winter. At high sum-mer temperatures, are barely perceptible, temperature-controlled air flow cools and dries the contact surfaces to the seat cus-hion and backrest. A temperature sensor in the seat cushion and a correspondingly configured control unit monitor adherence to the comfort range between 30 and 33 °C in the contact area. For example, a climatised seat heated by the sun reaches a pleasant contact temperature after about 5 minutes (➜ B–F).

Co-driver's resting seatThe co-driver's resting seat with its high level of seating comfort ensures a relaxed stay in the driver's cab during non-driving time. The seat cushion, backrest and arm-rests have soft upholstery and can be mo-ved by means of a quick adjustment faci-lity to a resting or lying position. The height-adjustable neck cushion supports the comfortable position of the head. The additional shift path towards the rear cre-ates generous legroom in the resting posi-tion (➜ G–I).

EXAMPLE

Comfort, climatised and resting seats for MAN driver's cabs

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FUNCTION

Shelves and storage compartmentsThe comprehensive storage concept for MAN driver's cabs provides countless possibilities for the driver and passenger to safely accommodate all the small but important things that need to be reached frequently and conveniently while the ve-hicle is being driven (➜ C–E). The bottle holders can hold European standard bott-les of up to 1.5 litres. There are more sto-rage compartments between the seats, in the rear wall or under the bunks and in the dashboard as well as above the wind-screen.

The driver and possibly also passengers in the long-distance transport truck have to be able to store a great deal of luggage and personal equipment in a way that is tidy and safe. The luggage storage system in the MAN long-distance driver's cab provides a great many possibilities here. For example, the large-volume driver's cab has three additional closed storage compartments above the windscreen; these are lit inside and can be fitted with locks on request (➜ A–B).

Cooler box or refrigeratorUnder the bunk is either a removable sto-rage box or a cooler box (both are optional extras), perfectly integrated in the storage concept of MAN driver's cabs. The cooler box has effective thermal insulation and is also available on request as a refrigerator that is supplied by the vehicle electrical system (➜ F). The bottles can be reached conveniently in a separate compartment without having to pull out the cooler box (➜ G).

Storage compartmentsWith the lower bunk folded up, a large sto-rage compartment can be reached be-hind the driver's seat; this can even ac-commodate a crate of bottles (➜ H). This storage compartment is also accessible from the outside via a hatch beside the driver's door (➜ I). On the opposite side of the vehicle is a storage compartment e.g. for tools and cleaning materials, where the fire extinguisher, first-aid kit, warning lamp and jack are integrated. In order to pre-vent disruptive smells in the driver's cab, this can only be reached from the outside. Both storage compartments are lit.

On request, an additional safe box can be fitted in all driver's cabs.

EXAMPLE

Shelves and storage compartments

A B

C

D

GF

IH

E

4.15

4

DR

IVE

R'S

CA

B

x

FUNCTION

Onboard kitchenFor one-man operation, an onboard kit-chen with large storage cabinets can also be installed in the long-distance driver's cab in place of the upper bunk. Its storage compartments have electrical connec-tions and are suitable not only for all com-mon kitchen appliances but also for other electrical devices such as portable PC components that can be connected to the vehicle electrical system (➜ A–C).

Folding tableIdeal for snack breaks is a practical folding table which is attached to the cooler box (or refrigerator) as an optional extra. When the table folded down, there is unobstruc-ted access to the cooler box (refrigerator) (➜ D–H).

TV and videoDuring longer stays in the cab, the long-distance driver can also watch television. The 12(24)-Volt connection for the power supply in the instrument panel as well as the aerial and video connection in the cen-tre compartment of the luggage compart-ment are prepared for TV operation. A te-levision can be placed on an additional ta-ble (➜ I). When not in use, the TV can be stored in the centre storage compart-ment. There is a side compartment in the luggage compartment for a video recor-der.

EXAMPLE

Interior design for breaks in work and for recreation

A B

C

D GF

IH

E

4.16

4

DR

IVE

R'S

CA

B

4.4.

4Res

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a

x

Bunks in the TGA driver's cab XXL Top sleeper cabin

FUNCTION

BunksExact driving times and precise non-dri-ving phases are defined by law. This means that bunks are necessary in long-distance transport. In the meantime, it is usually the case that only one person is on the road, which means it is likely that the trend towards equipping the cabin with only one bunk will continue. Depending on the version, bunks provide the opportunity for longer sleeping periods or short rests.

MAN driver's cabs have comfortable bunks with lengths of up to 2200 mm and widths of up to 790 mm. Even large or well-built drivers will find adequate free-dom of movement here and well-sprung soft padding. Retention systems to pre-vent objects and persons from falling out are prescribed for bunks (➜ Fig.).

The bunk arrangement in the vehicle vari-es depending on the manufacturer. Alongside the classical arrangement one above the other on the rear wall, bunks above the driver's seat or in a separate sleeping berth above the actual driver's cab (top sleepers) are possible (➜ Fig.).

To block out light, the series standard equipment includes an all-round curtain at the front of the windows and a curtain made of light-proof material across the front of the bunks.

Operating convenienceThe reading light is located on the head section of the lower bunk. As series stan-dard, a clock with alarm is also fitted.

The control panel on the centre console beside the driver's seat (➜ Fig. page 4.11) can be reached from the lower bunk. This means that important functions, e.g. elec-trical window lifters, the electrical sliding sunroof, the central locking system and the auxiliary heating, can be operated from the lower bunk.

An infrared remote control for the radio is available as an option.

Noise insulationInsulation against the noise of the drive train, wind noise and the rolling noise of the tyres while the vehicle is being driven is very important in order to preserve the driver's ability to concentrate and his or her performance capability.

However, disturbances during non-driving phases should also be at as low a level as possible. Insulating the driver's cab against ambient noise is part of the overall ergonomic design of the driver's cab.

Auxiliary heatingThe driver's cab auxiliary heating is com-fort-related and environmentally compa-tible solution for longer breaks with the en-gine switched off and as night-time hea-ting. The independent vehicle heating

available for all MAN driver's cabs can be configured as an air heating system (➜ page 13.6), a water heating system (➜ page 13.7) or as a combined air-water he-ating system.

Automatic air-conditioning systemAn automatic independent air-conditio-ning system is also available for vehicles of the Trucknology Generation (➜ page 13.4). This enables climate control of the interior during breaks and for 8 hours du-ring the night with the engine switched off, providing the highest level of comfort to ensure relaxation in non-driving times.