Commercial vehicle cab front protection structure

Abstract

The application relates to a commercial vehicle cab front protection structure and belongs to the technical field of vehicle safety protection. The protection fence comprises a head-on collision area and a side collision area, the head-on collision area is used for being connected with a front cross beam of a vehicle frame, and the side collision area is located on the two sides of the head-on collision area; a column piece is connected on the side collision area of the protection fence, one side of the column piece is provided as a fixed surface, and the other side is provided as an anti-collision reinforcing surface; a connecting assembly is connected at one end with the fixed surface and at the other end with the front cross beam of the vehicle frame. The column piece and the protection fence are connected on the front cross beam of the vehicle frame, and the head-on collision area and the side collision area of the protection fence and the anti-collision reinforcing surface of the column piece can resist impact, so that the cab can be well protected when the vehicle collides frontally or laterally.

Description

Technical Field

[0001] This application relates to the field of vehicle safety protection technology, and in particular to a front protection structure for the cab of a commercial vehicle. Background Technology

[0002] Commercial vehicles, as the main force of road transportation, undertake high-intensity tasks such as long-distance freight and engineering operations. Their cab front protection structure plays a core role in ensuring driver safety.

[0003] During long-distance transportation, driver fatigue can lead to slowed reaction times, increasing the probability of frontal collisions. As a core component of the frontal protection structure of commercial vehicles, the crash beam primarily resists low-speed collisions through its bending stiffness and energy absorption capacity. However, due to their heavy weight and long braking distance, commercial vehicles experience a violent release of kinetic energy during a collision. Traditional flat-nose cabs, with their limited energy absorption space, are prone to severe deformation, endangering the driver's survival. Summary of the Invention

[0004] This application provides a front protective structure for a commercial vehicle cab, which can solve the problem in related technologies where the cab is prone to severe deformation due to limited energy absorption space, endangering the driver's survival space.

[0005] This application provides a front protection structure for a commercial vehicle cab, comprising: a protective barrier including a frontal impact zone and a side impact zone, wherein the frontal impact zone is used to connect to the front crossbeam of the vehicle frame, and the side impact zones are located on both sides of the frontal impact zone; a column member connected to the frontal impact zone of the protective barrier, wherein one side of the column member is configured as a fixed surface and the other side is configured as an anti-collision reinforcement surface; and a connecting assembly, one end of which is connected to the fixed surface and the other end of which is connected to the front crossbeam of the vehicle frame.

[0006] In some embodiments, the connecting assembly includes: a casting having a threaded hole thereon, one end of the casting being fixed to the front crossbeam of the vehicle frame; and a connecting bolt having a through hole on the fixing surface of the column member, one end of the connecting bolt passing through the through hole and connecting to the threaded hole.

[0007] In some embodiments, the column includes two channel steels that are detachably connected, with the fixing surface formed on the web of one of the channel steels and the anti-collision reinforcement surface formed on the web of the other channel steel. The column is connected to one of the channel steels with the anti-collision reinforcement surface.

[0008] In some embodiments, at least two columns are symmetrically arranged on the frontal impact zone of the protective enclosure.

[0009] In some embodiments, the protective enclosure includes: two side frames, with the side impact zone distributed on the side frames; and multiple horizontal bars connected between the side frames, with the frontal impact zone distributed on the multiple horizontal bars.

[0010] In some embodiments, each of the side frame members includes two vertical members and one horizontal member, the horizontal member being connected between the ends of the two vertical members so that the two vertical members and the horizontal member enclose a U-shaped frame.

[0011] In some embodiments, at least two horizontal rods are provided, and the two horizontal rods are respectively connected between the vertical rods on the same side of the two side frame bodies, so that the side frame bodies and the two horizontal rods enclose a rectangular frame.

[0012] In some embodiments, the horizontal bar and the vertical bar are provided with a circular arc transition.

[0013] In some embodiments, two channel steels are interlocked and a fixing assembly is provided on the flange plates of the two channel steels, the fixing assembly being used to connect the two channel steels.

[0014] In some embodiments, the fixing assembly includes a fixing plate and fixing bolts. Bolt holes are provided on both the fixing plate and the flange of the channel steel. The bolt holes on the fixing plate and the channel steel are aligned so that the fixing bolts pass through the bolt holes to connect the fixing plate and the channel steel.

[0015] The beneficial effects of the technical solutions provided in this application include:

[0016] This application provides a front protective structure for a commercial vehicle cab. One end of the structure is connected to a fixed surface, and the other end is connected to the front crossbeam of the vehicle frame via a connecting component. This effectively connects the pillars and protective barriers to the front crossbeam of the vehicle frame. The frontal and side impact zones of the protective barriers, as well as the anti-collision reinforcement surfaces of the pillars, can resist impacts. When the vehicle experiences a frontal or side collision, it effectively protects the cab, buffers and absorbs part of the impact, reduces the likelihood of severe deformation of the cab, and provides a survival space for the driver. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1This is a schematic diagram of the overall structure provided for an embodiment of this application;

[0019] Figure 2 A cross-sectional view provided for illustrating the connecting components in an embodiment of this application;

[0020] Figure 3 A top view diagram illustrating the column members provided in an embodiment of this application;

[0021] In the diagram: 1. Protective fencing; 10. Side frame; 100. Vertical bar; 101. Horizontal bar; 11. Horizontal bar; 2. Frontal impact zone; 3. Side impact zone; 4. Front crossbeam of the vehicle frame; 5. Column; 50. Fixed surface; 51. Anti-collision reinforcement surface; 52. Channel steel; 60. Casting; 61. Connecting bolt; 62. Threaded hole; 70. Fixing plate; 71. Fixing bolt; 72. Bolt hole. Detailed Implementation

[0022] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0023] This application provides a front protective structure for a commercial vehicle cab, which can solve the problem in related technologies where the cab is prone to severe deformation due to limited energy absorption space, endangering the driver's survival space.

[0024] See Figures 1 to 3 As shown in the figure, this application embodiment provides a front protection structure for a commercial vehicle cab, including a protective barrier 1, pillars 5, and connecting components. The protective barrier 1 includes a frontal impact zone 2 and a side impact zone 3. The frontal impact zone 2 is connected to the front crossbeam 4 of the vehicle frame, and the side impact zones 3 are located on both sides of the frontal impact zone 2. The pillars 5 are connected to the side impact zones 3 of the protective barrier 1, with one side of the pillar 5 configured as a fixed surface 50 and the other side configured as a crash-resistant reinforcing surface 51. One end of the connecting component is connected to the fixed surface 50, and the other end is connected to the front crossbeam 4 of the vehicle frame.

[0025] In use, one end of the connecting component is connected to the fixing surface 50 of the column 5, and the other end is connected to the front crossbeam 4 of the frame, thus effectively mounting the column 5 together with the protective barrier 1 onto the front crossbeam 4 of the frame. The protective barrier 1 is divided into a frontal impact zone 2 and a side impact zone 3. This partitioned design can specifically deal with impacts from different directions. That is, when a vehicle collision occurs, the frontal impact zone 2 mainly bears the impact force from the front of the vehicle, while the side impact zone 3 focuses on dealing with the impact force from the side, so that the protective structure can more effectively disperse and absorb impact energy from different directions, improving the safety of the cab in a collision accident.

[0026] Furthermore, the frontal impact zone 2 is connected to the front crossbeam 4 of the vehicle frame, providing a stable supporting foundation for the entire protective barrier 1. This ensures that the protective barrier 1 remains stable during vehicle movement and will not loosen or shift due to bumps or vibrations, thus guaranteeing its proper protective function in the event of a collision. The pillar 5 connects to the frontal impact zone 2 of the protective barrier 1, increasing the structural strength of the frontal impact zone 2. In the event of a side collision, the pillar 5 can withstand and disperse the impact force, reducing deformation of the frontal impact zone 2, protecting the interior space of the driver's compartment, and reducing the risk of injury to the driver and passengers. The combined effect of the protective barrier 1 and the pillar 5 effectively transmits and disperses the impact force, enabling the entire protective structure to work collaboratively during a collision, jointly bearing the impact force, improving the protective effect, providing more reliable safety for the driver and passengers, and reducing the risk of personal injury in collision accidents.

[0027] In this application, the connecting assembly includes a casting 60 and a connecting bolt 61. The casting 60 has a threaded hole 62, and one end of the casting 60 is fixed to the front crossbeam 4 of the frame. The fixing surface 50 of the column member 5 has a through hole, through which one end of the connecting bolt 61 is passed and connected to the threaded hole 62. The column member 5 is effectively fixed to the front crossbeam 4 of the frame by bolt connection, which is convenient to install and has a reliable structure. Moreover, the bolt connection can be easily disassembled, so that when the column member 5 is not connected, the casting 60 can also be connected to other components, which is very practical.

[0028] Specifically, the column member 5 includes two channel steels 52, which are detachably connected. A fixing surface 50 is formed on the web of one of the channel steels 52, and an anti-collision reinforcing surface 51 is formed on the web of the other channel steel 52. The column member 5 is connected to the channel steel 52 with the anti-collision reinforcing surface 51. The methods for disassembling the two channel steels 52 include, but are not limited to, interlocking the two channel steels 52 and providing fixing components on the flanges of the two channel steels 52. The fixing components are used to connect the two channel steels 52.

[0029] When the pillar 5 is damaged during long-term use, or when part of its structure is damaged due to a collision, it is not necessary to replace the entire pillar 5; only the damaged channel steel 52 needs to be removed and replaced. This greatly reduces maintenance costs and time, and improves vehicle maintenance efficiency. Furthermore, the detachable connection makes the assembly of the pillar 5 more flexible. Different specifications and materials of channel steel 52 can be selected and combined according to different vehicle models, usage needs, or protection requirements to adapt to various complex situations, improving the versatility and adaptability of the pillar 5. The fixing surface 50 focuses on the connection with connecting components and other parts, ensuring that the pillar 5 can be stably fixed to the protective barrier 1; the anti-collision reinforcement surface 51 focuses on absorbing and dispersing impact forces, improving the impact resistance of the pillar 5. In the event of a vehicle collision, the anti-collision reinforcement surface 51 can better absorb and disperse impact forces, reducing deformation and damage to the pillar 5, thereby protecting the safety of the driver's cab and passengers.

[0030] In this application, the fixing assembly includes a fixing plate 70 and fixing bolts 71. Bolt holes 72 are provided on the flanges of both the fixing plate 70 and the channel steel 52. The bolt holes 72 on the fixing plate 70 and the channel steel 52 are aligned so that the fixing bolts 71 pass through the bolt holes 72 to connect the fixing plate 70 and the channel steel 52. The cooperation between the fixing bolts 71 and the fixing plate 70 connects the two channel steels 52. The connection method is simple, the structure is reliable, and it is very convenient to assemble and disassemble.

[0031] In this application, at least two additional pillars 5 are symmetrically arranged on the frontal impact zone 2 of the protective barrier 1. These two or more symmetrically arranged pillars 5, connected to the frontal impact zone 2 of the protective barrier 1, form a more robust structural system. During vehicle operation, especially when facing bumps, vibrations, and potential collisions caused by complex road conditions, these pillars 5 can share the load, effectively improving the rigidity of the entire protective structure, reducing deformation of the protective barrier 1, and ensuring the integrity of the front structure of the cab. When the vehicle is subjected to a frontal impact, the impact force is concentrated in the frontal impact zone 2. The symmetrically arranged pillars 5 can distribute the impact force more evenly to the front crossbeam 4 of the frame and other related components, avoiding excessive local stress that could lead to structural damage. This stress dispersion mechanism helps extend the service life of the protective structure and reduces the risk of overall structural failure due to localized damage.

[0032] In this application, the protective enclosure 1 includes side frame bodies 10 and horizontal bars 11. There are two side frame bodies 10, with side impact zones 3 distributed on them. Each side frame body 10 also includes two vertical bars 100 and one horizontal bar 101. The horizontal bar 101 connects the ends of the two vertical bars 100, forming a U-shaped frame. There are multiple horizontal bars 11, with at least two. These horizontal bars 11 connect the side frame bodies 10, with the frontal impact zone 2 distributed on the multiple horizontal bars 11. Specifically, two horizontal bars 11 are connected to the vertical bars 100 on the same side of the two side frame bodies 10, forming a rectangular frame with the side frame bodies 10 and the two horizontal bars 11.

[0033] The side frame 10 is formed by two vertical bars 100 and one horizontal bar 101, creating a U-shaped structure. This U-shaped design allows the side impact zone 3 to distribute the impact force across the entire frame structure during a side collision, thanks to the combined action of the vertical bars 100 and the horizontal bar 101. Furthermore, the rounded transition between the horizontal bar 101 and the vertical bars 100 prevents stress concentration near the corners, which can lead to excessive localized stress. The rounded transition distributes stress over a larger area, resulting in a more uniform stress distribution. Additionally, it avoids sharp edges between the horizontal bar 101 and the vertical bar 100, which could cause secondary injuries such as scratches and punctures during a collision. The rounded transition eliminates these sharp edges, making the surface of the protective barrier 1 smoother and reducing the risk of injury to personnel during a collision. Especially in side collisions, the rounded transition structure reduces scratches and impact injuries to occupants.

[0034] This application further connects two horizontal bars 11 to the vertical bars 100 on the same side of the two side frame bodies 10, forming a rectangular frame structure. This design increases the structural strength and rigidity of the frontal impact zone 2. In the event of a frontal collision, the horizontal bars 11 can withstand and disperse the impact force, reducing frontal deformation and providing more reliable protection for the cab. At the same time, the rectangular frame structure also helps to evenly transfer the impact force to other components such as the front crossbeam 4 of the frame, improving the overall impact resistance of the front of the vehicle.

[0035] The implementation principle of this application embodiment is as follows: one end of the connecting bolt 61 is passed through the through hole and connected to the threaded hole 62. The column member 5 is effectively fixed to the front crossbeam 4 of the vehicle frame through bolt connection, thereby effectively installing the column member 5 together with the protective barrier 1 on the front crossbeam 4 of the vehicle frame. When a vehicle collision occurs, the frontal impact zone 2 mainly bears the impact force from the front of the vehicle, while the side impact zone 3 focuses on dealing with the impact force from the side. The column member 5 set in the frontal impact zone 2 is composed of channel steel 52, of which the fixing surface 50 of one channel steel 52 focuses on connection, ensuring that the column member 5 can be stably fixed to the protective barrier 1. The anti-collision reinforcement surface 51 focuses on bearing and dispersing the impact force, improving the impact resistance of the column member 5. When a vehicle collision occurs, the anti-collision reinforcement surface 51 can better bear and disperse the impact force, reducing the deformation and damage of the column member 5, thereby protecting the safety of the driver's cab and passengers.

[0036] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0037] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0038] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A commercial vehicle cab front protection structure, characterized by, It includes: The protective enclosure (1) includes a frontal impact zone (2) and a side impact zone (3), wherein the frontal impact zone (2) is used to connect to the front crossbeam (4) of the vehicle frame, and the side impact zone (3) is located on both sides of the frontal impact zone (2); The column (5) is connected to the frontal impact zone (2) of the protective enclosure (1), and one side of the column (5) is set as a fixed surface (50) and the other side is set as an anti-collision reinforcement surface (51). The connecting component has one end connected to the fixed surface (50) and the other end connected to the front crossbeam (4) of the frame.

2. The commercial vehicle cab front protective structure as described in claim 1, characterized in that: The connection component includes: A casting (60) having a threaded hole (62) thereon, one end of the casting (60) being fixed to the front crossbeam (4) of the frame; The connecting bolt (61) has a through hole on the fixing surface (50) of the column (5), and one end of the connecting bolt (61) passes through the through hole and is connected in the threaded hole (62).

3. The commercial vehicle cab front protection structure as described in claim 2, characterized in that: The column (5) includes two channel steels (52), which are detachably connected. The fixing surface (50) is formed on the web of one of the channel steels (52), and the anti-collision reinforcing surface (51) is formed on the web of the other channel steel (52). The column (5) is connected to one of the channel steels (52) with the anti-collision reinforcing surface (51).

4. The commercial vehicle cab front protection structure as described in claim 3, characterized in that: At least two of the columns (5) are symmetrically arranged on the frontal impact zone (2) of the protective enclosure (1).

5. The commercial vehicle cab front protective structure as described in claim 4, characterized in that: The protective fence (1) includes: The side frame body (10) is provided in two, and the side impact zone (3) is distributed on the side frame body (10); A horizontal bar (11) is provided, which is provided with multiple horizontal bars (11) connected between the side frame bodies (10), and the frontal impact zone (2) is distributed on the multiple horizontal bars (11).

6. The commercial vehicle cab front protective structure as described in claim 5, characterized in that: Each of the side frame bodies (10) includes two vertical bars (100) and one horizontal bar (101), the horizontal bar (101) being connected between the ends of the two vertical bars (100) so that the two vertical bars (100) and the horizontal bar (101) enclose a U-shaped frame body.

7. The commercial vehicle cab front protection structure as described in claim 6, characterized in that: At least two horizontal rods (11) are provided, and the two horizontal rods (11) are respectively connected between the vertical rods (100) on the same side of the two side frame bodies (10), so that the side frame bodies (10) and the two horizontal rods (11) form a rectangular frame.

8. The commercial vehicle cab front protective structure as described in claim 6, characterized in that: The horizontal bar (101) and the vertical bar (100) are provided with a rounded transition.

9. The commercial vehicle cab front protective structure as described in claim 3, characterized in that: Two channel steels (52) are interlocked and a fixing component is provided on the flange plate of the two channel steels (52) for connecting the two channel steels (52).

10. The commercial vehicle cab front protective structure as described in claim 9, characterized in that: The fixing assembly includes a fixing plate (70) and a fixing bolt (71). The fixing plate (70) and the flange of the channel steel (52) are provided with bolt holes (72). The bolt holes (72) on the fixing plate (70) and the channel steel (52) are aligned so that the fixing bolt (71) passes through the bolt hole (72) to connect the fixing plate (70) and the channel steel (52).

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