Cab arrangement and trailer

Abstract

The application relates to a cab device and a trailer, the cab device comprising a cab body, a fairing structure, a rear suspension structure and a handrail structure. The fairing structure comprises a fairing body and a fairing support, the fairing body being covered outside the cab body, and the fairing support being connected between the fairing body and the cab body. The rear suspension structure comprises a lock support connected with the cab body. The handrail structure has a first end and a second end, the first end being connected with the fairing support, and the second end being connected with the lock support. The handrail structure has a first pipe section extending in a first direction, the first pipe section being connected between the first end and the second end. The direction from the first end to the second end intersects the first direction. The cab device provided by the application has the advantages that both ends of the handrail structure are connected on the cab body, the vibration intensity transmitted to the handrail structure is greatly reduced through secondary vibration isolation of the suspension and the rear suspension structure, and the service life of the handrail structure is greatly improved.

Description

Technical Field

[0001] This application relates to the field of trailer technology, and in particular to cab devices and trailers. Background Technology

[0002] With the booming development of the logistics and express delivery industry, tractor-trailers have been widely used. To facilitate inspection personnel boarding and working on the trailer, handrails are usually installed. Some related technologies place these handrails between the battery cage and the vehicle frame; however, these handrails generally have a short lifespan and are prone to breakage. Summary of the Invention

[0003] Based on this, a cab device and trailer that can extend the life of the handrail structure are provided to improve the problem of the handrail structure being prone to breakage.

[0004] A driver's cab device, characterized in that it comprises:

[0005] The driver's cab itself;

[0006] The fairing structure includes a fairing body and a fairing bracket. The fairing body is mounted on the cab body, and the fairing bracket is connected between the fairing body and the cab body.

[0007] The rear suspension structure includes a bolt bracket connected to the cab body; and

[0008] The handrail structure has a first end and a second end, the first end being connected to the air guide bracket and the second end being connected to the bolt bracket;

[0009] The handrail structure has a first tube segment extending along a first direction, the first tube segment being connected between the first end and the second end;

[0010] The direction from the first end to the second end intersects with the first direction.

[0011] In one embodiment, the first end is configured to have a first plane that is in contact with the surface of the fairing support;

[0012] The second end is configured to have a second plane, which is in contact with the surface of the bolt bracket.

[0013] In one embodiment, the first plane has a predetermined distance from the center line of the handrail structure;

[0014] The second plane passes through the center line of the handrail structure.

[0015] In one embodiment, the cab assembly further includes a first liner and a second liner;

[0016] The first liner is housed within the first end, and the second liner is housed within the second end.

[0017] In one embodiment, the longitudinal dimension of the first liner is greater than the longitudinal dimension of the first end;

[0018] The longitudinal dimension of the second liner is greater than the longitudinal dimension of the second end.

[0019] In one embodiment, the difference between the longitudinal dimension of the first liner and the longitudinal dimension of the first end is 40 mm to 50 mm.

[0020] The difference between the longitudinal dimension of the second liner and the longitudinal dimension of the second end is 40 mm to 50 mm.

[0021] In one embodiment, the handrail structure further includes a second pipe segment and a third pipe segment;

[0022] The second pipe segment is connected between the first end and the first pipe segment, and the third pipe segment is connected between the second end and the first pipe segment;

[0023] The second pipe segment is set at an angle to the first pipe segment, and the third pipe segment is set at an angle to the first pipe segment.

[0024] In one embodiment, the cab assembly further includes a seal;

[0025] The sealing element is located between the first end and the fairing support.

[0026] In one embodiment, the handrail structure is constructed as a single piece.

[0027] In another aspect of this application, a trailer is also provided, including the aforementioned cab device.

[0028] The aforementioned cab assembly and trailer, the cab assembly including at least a cab body, a fairing structure, a rear suspension structure, and a handrail structure. The cab assembly provided in this application connects the first end of the handrail structure to the fairing bracket and the second end to the locking bolt bracket, ensuring that both ends of the handrail structure are connected to the cab body. This minimizes the difference in vibration modes in the connection areas, overcoming the drawback of related technologies where the handrail needs to be connected to the frame, leading to a high risk of breakage. Furthermore, the handrail structure connected to the cab body undergoes secondary vibration isolation by the suspension and rear suspension structures, significantly reducing the vibration intensity transmitted to the handrail structure. Therefore, the risk of handrail structure breakage is greatly reduced, and the lifespan of the handrail structure is significantly extended. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of a driver's cab device according to an embodiment of this application;

[0030] Figure 2 for Figure 1 A magnified view of a portion of point A in the middle;

[0031] Figure 3 This is a schematic diagram of a handrail structure according to an embodiment of this application;

[0032] Figure 4 This is a schematic diagram of a handrail structure according to an embodiment of this application;

[0033] Figure 5 This is a schematic diagram of a handrail structure according to an embodiment of this application from another perspective;

[0034] Figure 6 This is a schematic diagram showing another perspective of the handrail structure according to an embodiment of this application;

[0035] Figure 7 This is a schematic diagram of a sealing element according to an embodiment of this application;

[0036] Figure 8 This is a cross-sectional view of a sealing element according to an embodiment of this application.

[0037] Explanation of reference numerals in the attached figures:

[0038] 100. Cab assembly; 110. Cab body; 120. Fairing structure; 121. Fairing body; 122. Fairing bracket; 130. Rear suspension structure; 131. Locking bolt bracket; 140. Handrail structure; 141. First end; 142. Second end; 140a. First pipe section; 140b. Second pipe section; 140c. Third pipe section; 150a. First liner; 150b. Second liner; 160. Seal; 161. Sealing gasket; 1611. Rubber sheet; 1612. Metal sheet; 1613. Pressure-sensitive adhesive film; x. First direction. Detailed Implementation

[0039] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0040] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, 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.

[0041] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0042] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; 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 of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0043] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0044] It should be noted that when an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. When an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementation.

[0045] Furthermore, the accompanying drawings are not drawn to a 1:1 scale, and the relative dimensions of the components are shown in the drawings only as examples and not necessarily to actual scale.

[0046] To facilitate understanding of the technical solution of this application, before proceeding with a detailed explanation, the handrail structure in the relevant technology will be described first.

[0047] As mentioned in the background section, grab handles are widely used on tractor units to facilitate inspection personnel operations. However, grab handles in related technologies are mostly mounted on the chassis and battery cage. The inconsistent vibration characteristics of the chassis and battery cage result in different vibrations at both ends of the grab handle, making it prone to breakage. The inventors attempted to mount both ends of the grab handle on the battery cage or aftermarket assembly, but due to the limited lateral sway space of the semi-trailer, the grab handle height could only be set at a low position. When using it, operators need to bend over deeply to reach the grab handle, leading to fatigue and a poor user experience. They may even directly pull on the side fairing to climb onto the vehicle, causing damage to the fairing. Furthermore, the inventors found that most grab handles in related technologies do not adequately consider the available space on the trailer, making it difficult to accommodate the longest trailers.

[0048] Based on this, the inventors improved the structure of the cab to reduce the vibration experienced by the handrails. Through repeated experiments and adjustments to the installation position of the handrails, they provided a cab device that significantly improves the lifespan of the handrails and a trailer using the cab device.

[0049] For ease of description, the accompanying drawings only show structures relevant to embodiments of this application.

[0050] Figure 1 A schematic diagram of a cab device 100 according to an embodiment of this application is shown; Figure 2 It shows Figure 1 A magnified view of a portion of point A in the middle; Figure 1 A schematic diagram of the handrail structure 140 in one embodiment of this application is shown.

[0051] Combination Figures 1 to 3As shown, an embodiment of this application provides a cab device 100, including a cab body 110, a fairing structure 120, a rear suspension structure 130, and a handrail structure 140. The fairing structure 120 includes a fairing body 121 and a fairing bracket 122. The fairing body 121 covers the cab body 110, and the fairing bracket 122 connects the fairing body 121 and the cab body 110. The rear suspension structure 130 includes a locking bracket 131 connected to the cab body 110. The handrail structure 140 has a first end 141 and a second end 142. The first end 141 is connected to the fairing bracket 122, and the second end 142 is connected to the locking bracket 131. The handrail structure 140 also has a first pipe segment 140a extending along a first direction x, which connects the first end 141 and the second end 142. The direction from the first end 141 to the second end 142 intersects with the first direction x.

[0052] The cab device 100 provided in this application connects the first end 141 of the handrail structure 140 to the fairing bracket 122 and the second end 142 to the bolt bracket 131, so that both ends of the handrail structure 140 are connected to the cab body 110. The vibration mode difference in the connection area is small, which improves the defect of handrails in related technologies that need to be connected to the frame, resulting in easy breakage. Moreover, the handrail structure 140 connected to the cab body 110 is subjected to secondary vibration isolation by the suspension and rear suspension structure 130, and the vibration intensity transmitted to the handrail structure 140 is greatly reduced. Therefore, the risk of breakage of the handrail structure 140 is greatly reduced, and the service life of the handrail structure 140 is greatly improved. In addition, the first pipe segment 140a extending along the first direction x can extend the extension length of the handrail structure 140, providing a larger gripping area for the staff to board the vehicle.

[0053] In addition, since the handrail structure 140 is installed on the rear side of the cab device 100, and both ends of the handrail structure 140 are connected to the fairing bracket 122 and the bolt bracket 131 respectively, it directly utilizes the existing mounting holes on the fairing bracket 122 and the bolt bracket 131, without the need for additional drilling or additional mounting points, thus maximizing the space for the trailer to move forward.

[0054] It should be noted that the armrest structure 140 has a tubular structure. In the embodiments of this application, the armrest structure 140 is a hollow tube. The material of the armrest structure 140 can be, for example, 45 steel, 35 steel, or aluminum tube that meets strength requirements, etc., and is not limited thereto. In some embodiments, the armrest structure 140 is constructed as a one-piece molded structure. In this way, the one-piece molded armrest structure 140 not only achieves integrated lean design, but also has a smaller profile, fewer parts, lower manufacturing and assembly costs, and a significantly shortened assembly cycle, especially greatly reducing the overall vehicle assembly time.

[0055] Figure 4 A schematic diagram of the handrail structure 140 in one embodiment of this application is shown from one perspective; Figure 5 A schematic diagram of the handrail structure 140 in one embodiment of this application is shown from another perspective; Figure 6 A schematic diagram of the handrail structure 140 in one embodiment of this application is shown from another perspective.

[0056] Combination Figures 4 to 6 As shown, and see also Figure 3 In some embodiments, the handrail structure 140 further includes a second tube segment 140b and a third tube segment 140c. The second tube segment 140b connects the first end 141 and the first tube segment 140a, and the third tube segment 140c connects the second end 142 and the first tube segment 140a. The second tube segment 140b and the third tube segment 140c are both angled relative to the first tube segment 140a. Thus, while the first tube segment 140a provides a grip area along the first direction x, the second tube segment 140b and the third tube segment 140c provide more selectable grip areas, improving the convenience of the handrail structure 140.

[0057] See Figure 2 and Figure 3 When designing the dimensions of the handrail structure 140, the longitudinal length of the second pipe section 140b can be set based on the actual left-right swing area of ​​the trailer to avoid interference between the second pipe section 140b and other components. Simultaneously, the positional relationship between the operator's arm and the fairing structure 120 can be considered. Without obstructing the arm by the fairing structure 120, and taking into account the standard human body's foot pedal position on the trailer, a comfortable gripping area can be simulated. The angle between the third pipe section 140c and the first pipe section 140a can be determined by considering the hand grip length and arm extension angle, thus improving its adaptability to different vehicle models.

[0058] See Figures 4 to 6 In some embodiments, the first end 141 is configured to have a first plane, which is in contact with the surface of the fairing support 122. The second end 142 is configured to have a second plane, which is in contact with the surface of the locking bolt support 131. Thus, the first plane makes the connection between the handrail structure 140 and the fairing support 122 more secure, and the second plane makes the connection between the handrail structure 140 and the locking bolt support 131 more secure. The first end 141 and the second end 142 can be flattened to have either the first or second plane.

[0059] Continue reading Figures 4 to 6Furthermore, there is a preset distance between the first plane and the centerline of the handrail structure 140, and the second plane passes through the centerline of the handrail structure 140. It can be understood that the preset distance between the first plane and the centerline means that the first plane is in the form of an offset axis. When the first end 141 is installed on the fairing bracket 122, it is necessary to reduce the interference of the handrail structure 140 on the cab body 110. In the embodiment of this application, the preset distance is also the radius of the handrail structure 140, so that the first plane and the outer surface of the handrail structure 140 are on the same horizontal plane, preventing the handrail structure 140 from interfering with the rear side of the cab body 110. The second plane passes through the centerline, meaning that the second end 142 can be constructed as a symmetrical structure with its center of symmetry being the centerline, thereby ensuring smooth assembly with the locking bolt bracket 131. It should also be noted that, considering the existence of errors, the inventors have provided oblong holes in the first end 141 and the second end 142 to ensure smooth assembly through fine adjustments.

[0060] See Figure 6 During the research, the inventors discovered that when workers need to inspect devices on the roof of a trailer, such as the top fairing, they may step on the handrail to reach higher positions. To improve the strength of the handrail structure 140, in some embodiments, the cab device 100 further includes a first liner 150a and a second liner 150b. The first liner 150a is housed within a first end 141, and the second liner 150b is housed within a second end 142. This improves the structural strength of the first end 141 and the second end 142. In particular, when the first end 141 and the second end 142 are constructed as flattened ends, the strength requirements at both ends of the handrail structure 140 can be met by means of the first liner 150a and the second liner 150b.

[0061] In some specific embodiments, the longitudinal dimension of the first liner 150a is greater than the longitudinal dimension of the first end 141, and the longitudinal dimension of the second liner 150b is greater than the longitudinal dimension of the second end 142, thereby further improving the strength of the connection transition between the flattened end and other pipe sections. In the embodiments of this application, the difference between the longitudinal dimension of the first liner 150a and the longitudinal dimension of the first end 141 is 40 mm to 50 mm. The difference between the longitudinal dimension of the second liner 150b and the longitudinal dimension of the second end 142 is 40 mm to 50 mm. It can be understood that the difference between the longitudinal dimension of the first liner 150a and the longitudinal dimension of the first end 141 can be 40 mm, 45 mm, or 50 mm. The difference between the longitudinal dimension of the second liner 150b and the longitudinal dimension of the second end 142 can be 40 mm, 45 mm, or 50 mm. Exemplarily, the material of the first liner 150a and the second liner 150b can be 45 steel or 35 steel.

[0062] Figure 7A schematic diagram of a seal 160 according to an embodiment of this application is shown; Figure 8 A cross-sectional view of a seal 160 according to an embodiment of this application is shown.

[0063] like Figure 7 and Figure 8 As shown, and in combination Figure 2 Through in-depth research, the inventors discovered that when installing the handrail structure 140, the pressure of screwing in the screws is difficult to control, especially when fixing the first end 141 to the fairing bracket 122. The screws may apply excessive pressure to the back panel of the cab body 110, causing deformation or even penetration. When the screws penetrate the back panel of the cab body 110, damp air may enter, leading to significant moisture damage. Therefore, in some embodiments, the cab device 100 also includes a sealing element 160. The sealing element 160 is located between the first end 141 and the fairing bracket 122. Thus, the sealing of the cab device 100 is improved by the sealing element 160, enhancing the moisture resistance and pressure resistance of the cab body 110. In the embodiments of this application, sealing elements 160 are provided on both the front and rear mating surfaces of the handrail structure 140 to improve its sealing effect.

[0064] In some specific embodiments, the seal 160 consists of a spring washer and two sealing gaskets 161. Taking the installation of the seal 160 onto the fairing bracket 122 as an example, firstly, one sealing gasket 161 is adhered to the mounting hole on the fairing bracket 122, and simultaneously, the other sealing gasket 161 is adhered to the spring washer. The screw to be screwed in is then inserted into the mounting hole. After aligning the handrail structure 140 so that the screws at both ends can be screwed in, the screw at the locking bracket 131 is tightened first, and then the screw with the adhered sealing gasket 161 is screwed in, thus completing the fixation of the handrail structure 140.

[0065] like Figure 8 As shown, the sealing gasket 161 further comprises two rubber sheets 1611, one metal sheet 1612, and two pressure-sensitive adhesive films 1613. Specifically, a rubber sheet 1611 is pressed onto each side of the metal sheet 1612, and a pressure-sensitive adhesive film 1613 is attached to the exposed surface of each rubber sheet 1611. During manufacturing, the layers must not separate, and defects such as air bubbles, delamination, or pores that affect the moisture-proof and pressure-resistant properties of the sealing gasket 161 are not allowed. To ensure reliable adhesion of the sealing gasket 161, the adhesive strength must be no less than 3 N / cm. Release paper is also affixed to both sides of the sealing gasket 161. When it is necessary to mate with other surfaces, the pressure-sensitive adhesive film 1613 can be exposed by peeling off the release paper, thus facilitating adhesion. For example, the rubber sheet 1611 can be made of nitrile rubber, and the metal sheet 1612 can be a 45mm ultra-thin steel sheet. The outer contour of the sealing gasket 161 is approximately annular.

[0066] To coordinate with the local deformation at the back panel of the cab body 110, the inventors of this application set the thickness of the sealing gasket 161 to 1.3 mm to 1.5 mm. For example, the thickness of the metal sheet 1612 can be 0.3 mm and the thickness of the rubber sheet 1611 can be 0.5 mm to 0.6 mm.

[0067] In another aspect of this application, a trailer is also provided, including the aforementioned cab assembly 100. By using the aforementioned cab assembly 100, the forward movement space of the trailer is freed up, and with the aid of the handrail structure 140, the operator can more easily inspect the upper parts of the trailer.

[0068] Combination Figures 1 to 8 As shown, the cab device 100 and trailer provided in this application embodiment connect the first end 141 of the handrail structure 140 to the fairing bracket 122 and the second end 142 to the bolt bracket 131, so that both ends of the handrail structure 140 are connected to the cab body 110. The vibration mode difference in the connection area is small, which improves the defect of the handrail in the related technology that is easily broken due to the need for the handrail to be connected to the frame. Moreover, the vibration intensity transmitted to the handrail structure 140 connected to the cab body 110 is greatly reduced after secondary vibration isolation by the suspension and the rear suspension structure 130. Therefore, the risk of breakage of the handrail structure 140 is greatly reduced, and the service life of the handrail structure 140 is greatly improved. In addition, the first pipe segment 140a extending along the first direction x can also extend the extension length of the handrail structure 140, providing a larger area for workers to hold onto when boarding the vehicle. In addition, since the handrail structure 140 is installed on the rear side of the cab device 100, and both ends of the handrail structure 140 are connected to the fairing bracket 122 and the bolt bracket 131 respectively, it directly utilizes the existing mounting holes on the fairing bracket 122 and the bolt bracket 131, without the need for additional drilling or additional mounting points, thus maximizing the space for the trailer to move forward.

[0069] When designing the dimensions of the handrail structure 140, the actual left and right swinging area of ​​the trailer was taken into account, and the positional relationship between the worker's arm and the fairing structure 120 was taken into account. Under the premise of avoiding the arm being blocked by the fairing structure 120, the comfortable area for the hand to hold was simulated after a standard human body climbs onto the foot pedal of the trailer. The specific dimensions of the handrail structure 140 and the angle between the tube segments were determined by taking into account the length of the hand grip and the extension angle of the arm, so as to improve its adaptability to different vehicle models.

[0070] By utilizing the first plane of the first end 141 and the second plane of the second end 142, the connection between the handrail structure 140 and the fairing bracket 122 and the bolt bracket 131 can be made more reliable. By setting the first plane as an offset axis, when the first end 141 is installed on the fairing bracket 122, the interference of the handrail structure 140 with the cab body 110 can be reduced, so that the handrail structure 140 will not interfere with the rear side of the cab body 110. The cab device 100 also includes a first liner 150a and a second liner 150b respectively disposed at the first end 141 and the second end 142, which meet the strength requirements at both ends of the handrail structure 140. When installing the handrail structure 140, considering that the screws may put excessive pressure on the back panel of the cab body 110, causing it to deform or even penetrate the back panel of the cab body 110, resulting in damp air entering the cab body 110 and causing it to be greatly affected by moisture, the cab device 100 also includes a sealing element 160 located between the first end 141 and the fairing bracket 122, which improves the sealing problem of the cab device 100.

[0071] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0072] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A driver's cab device, characterized in that, include: The driver's cab itself; The fairing structure includes a fairing body and a fairing bracket. The fairing body is mounted on the cab body, and the fairing bracket is connected between the fairing body and the cab body. The rear suspension structure includes a bolt bracket connected to the cab body; as well as The handrail structure has a first end and a second end, the first end being connected to the air guide bracket and the second end being connected to the bolt bracket; The handrail structure has a first tube segment extending along a first direction, the first tube segment being connected between the first end and the second end; The direction from the first end to the second end intersects with the first direction; The first end is constructed to have a first plane, and there is a preset distance between the first plane and the center line of the handrail structure, so that the first plane is configured as an offset axis, and the first plane and the outer surface of the handrail structure are on the same horizontal plane. The first plane is in contact with the surface of the fairing support; The second end is configured to have a second plane, which is in contact with the surface of the bolt bracket; The second plane passes through the center line of the handrail structure.

2. The cab device according to claim 1, characterized in that, The cab assembly also includes a first liner and a second liner; The first liner is housed within the first end, and the second liner is housed within the second end.

3. The cab device according to claim 2, characterized in that, The longitudinal dimension of the first liner is greater than the longitudinal dimension of the first end; The longitudinal dimension of the second liner is greater than the longitudinal dimension of the second end.

4. The cab device according to claim 3, characterized in that, The difference between the longitudinal dimension of the first liner and the longitudinal dimension of the first end is 40 mm to 50 mm; The difference between the longitudinal dimension of the second liner and the longitudinal dimension of the second end is 40 mm to 50 mm.

5. The cab device according to claim 1, characterized in that, The handrail structure also includes a second pipe section and a third pipe section; The second pipe segment is connected between the first end and the first pipe segment, and the third pipe segment is connected between the second end and the first pipe segment; The second pipe segment is set at an angle to the first pipe segment, and the third pipe segment is set at an angle to the first pipe segment.

6. The cab device according to claim 1, characterized in that, The cab equipment also includes seals; The sealing element is located between the first end and the fairing support.

7. The cab device according to claim 1, characterized in that, The handrail structure is a one-piece molded structure.

8. A trailer, characterized in that, Includes the cab device as described in any one of claims 1-7.

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