A robust type of cab for an engineering vehicle

Abstract

The application discloses a firm engineering vehicle cab and belongs to the technical field of engineering vehicle cabs. The firm engineering vehicle cab comprises a cab frame, auxiliary supports are arranged at both sides of the cab frame, a plurality of buffer mechanisms are arranged between the cab frame and the auxiliary supports, a reinforcing pipe is arranged at the bottom of the inner wall of the cab frame, a plurality of force relief mechanisms are arranged on the reinforcing pipe, the front ends of the plurality of force relief mechanisms are extended to the front end of the cab frame, the cab frame comprises a plurality of vertical columns and a plurality of horizontal rods, first sliding grooves are formed in the outer sides of the vertical columns, first sliding blocks are slidingly installed in the first sliding grooves, and the buffer mechanism comprises a supporting column which is slidingly installed in the horizontal rod. The application effectively solves the problem that the buffer time is relatively short when an accident occurs, the kinetic energy absorbed in the elastic-plastic deformation is relatively limited, and the collision process can cause great harm to the driver.

Description

Technical Field

[0001] This invention relates to the field of engineering vehicle cab technology, and more particularly to a robust engineering vehicle cab. Background Technology

[0002] Engineering vehicles are modern construction equipment, widely used in transportation, building construction, mining, agriculture, forestry, water conservancy, and national defense due to their versatility and variety of applications. However, their operating conditions are harsh and complex, leading to frequent rollover accidents that can endanger lives and cause economic losses to users.

[0003] When a construction vehicle rolls over, the collision process can be divided into primary and secondary collisions. The primary collision refers to the collision between the vehicle and the ground environment, while the secondary collision refers to the collision between the driver and the internal components of the cab. The secondary collision is the direct cause of injury to the human body in the cab. However, the severity of the secondary collision is largely determined by the primary collision. However, the buffer time during a rollover accident is relatively short, resulting in relatively limited kinetic energy absorbed during elastic-plastic deformation, which means that the collision process can still cause great harm to the driver. Summary of the Invention

[0004] The purpose of this invention is to solve the problem that the existing design has a short buffer time in the event of an accident, resulting in relatively limited kinetic energy absorption during elastic-plastic deformation, which causes great harm to the driver during the collision process.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] A robust engineering vehicle cab includes a cab frame, auxiliary supports are provided at the doors on both sides of the cab frame, multiple buffer mechanisms are provided between the cab frame and the auxiliary supports, a reinforcing tube is provided at the bottom of the inner wall of the cab frame, and multiple stress relief mechanisms are provided on the reinforcing tube, with the front ends of the multiple stress relief mechanisms extending to the front end of the cab frame.

[0007] The cab frame includes multiple uprights and multiple crossbars. Each upright has a first sliding groove on its outer side, and a first slider is slidably installed inside each first sliding groove.

[0008] The buffer mechanism includes a support column slidably mounted inside a crossbar. A second groove is formed at the bottom of the support column, and a second slider is slidably mounted inside the second groove. A first spring is fixedly connected to one end of the second slider near the cab frame, and the other end of the first spring is fixedly connected to the inner wall of the second groove. A connecting rod is fixedly connected to the bottom of the second slider. The end of the connecting rod away from the second slider is rotatably mounted on an auxiliary bracket. A rotating seat is rotatably mounted on the connecting rod, and a support rod is rotatably mounted on the rotating seat. The end of the support rod away from the rotating seat is rotatably mounted on a first slider, and the bottom of the first slider is fixedly connected to... There is a second spring, the bottom of which is fixedly connected to the bottom of the inner wall of the first slide groove. When the side of the vehicle is hit, the auxiliary bracket is deformed by the impact, pushing the support column to move inward along the crossbar to dissipate the force. At the same time, the second slider moves along the direction of the second slide groove. The movement of the second slider causes the connecting rod to rotate along the end that is rotatably mounted on the auxiliary bracket. The rotation of the connecting rod pushes the support rod on the rotating seat and the first slider on the support rod to slide downward along the first slide groove for buffering. The connecting rod not only acts as the first structure to absorb kinetic energy, but also strengthens the column when the connecting rod is impacted and comes into contact with the column, thus preventing the direct deformation of the cab frame from causing secondary injury to the driver and passengers.

[0009] Preferably, the top of the cab frame is provided with a reinforced roof window, and the inner ring of the reinforced roof window is welded integrally with the cab frame.

[0010] Preferably, the two buffer mechanisms are slidably mounted on both ends of a crossbar, and the crossbar is fixedly connected to the top of the inner wall of the cab frame.

[0011] Preferably, the pressure relief mechanism includes a base, which is fixedly connected to the reinforcing tube. A pressure relief component and two slide rails are fixedly connected to the top of the base. An inclined reinforcing support plate is fixedly connected to one end of the pressure relief component, and two extension arms are fixedly connected to the other end of the pressure relief component. A pressure relief beam is fixedly connected to the end of the two extension arms away from the pressure relief component. The two extension arms are slidably mounted on the two slide rails respectively.

[0012] Preferably, fixing blocks are fixedly connected to both sides of the base, and two connecting components are fixedly connected between the fixing blocks and the stress relief beam.

[0013] Preferably, the stress relief assembly includes a fixed plate, on one side of which multiple shock absorbers are fixedly connected, and the ends of the shock absorbers away from the fixed plate are all fixedly connected to a connecting plate, on which a connecting block is fixedly connected.

[0014] Preferably, the connecting assembly includes a first hinge seat and a support arm. The first hinge seat is fixedly connected to the connecting block, and push rods are rotatably mounted on both ends of the first hinge seat. The support arm is fixedly connected to the stress relief beam. Support arms are rotatably mounted on both ends of the second hinge seat, and two push rods are rotatably mounted on the two support arms respectively. When the front of the vehicle is hit, the stress relief beam first bears the force and absorbs part of the kinetic energy. When the collision force is too large, the two support arms are damaged, and the support arms absorb part of the kinetic energy. Then, the stress relief assembly dissipates the force. Through the two-layer stress relief and energy absorption setting, the direct deformation of the cab frame caused by the kinetic energy of a single collision can be reduced to the greatest extent, the injury to the human body in the cab caused by a secondary collision can be reduced, and the overall body strength of the cab frame can be improved.

[0015] Compared with the prior art, the present invention provides a robust engineering vehicle cab with the following advantages:

[0016] 1. This invention, through the cab frame, auxiliary support, and buffer mechanism, when the vehicle is hit from the side, the auxiliary support is deformed by the impact, pushing the support column to move inward along the crossbar to dissipate the force. At the same time, the second slider moves along the direction of the second slide groove. The movement of the second slider causes the connecting rod to rotate along the end rotatably mounted on the auxiliary support. The rotation of the connecting rod pushes the support rod on the rotating seat and the first slider on the support rod to slide downward along the first slide groove for buffering. The connecting rod not only acts as the first structure to absorb kinetic energy, but also strengthens the column when the connecting rod is impacted and comes into contact with the column, thus preventing the direct deformation of the cab frame from causing secondary injury to the driver and passengers.

[0017] 2. By setting up a force-dissipating mechanism and reinforcing tube, when the front of the vehicle is hit, the force-dissipating beam first absorbs the force and absorbs part of the kinetic energy. When the impact force is too large, the two support arms are damaged and absorb part of the kinetic energy. Then, the force is dissipated through the force-dissipating component. Through the two-layer force-dissipating and energy-absorbing setup, the direct deformation of the cab frame caused by the kinetic energy of a single collision can be reduced to the greatest extent, the injury to the human body in the cab caused by a secondary collision can be reduced, and the overall body strength of the cab frame can be improved. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall structure of a robust engineering vehicle cab proposed in this invention;

[0019] Figure 2 This is a schematic diagram of the overall side view structure of a robust engineering vehicle cab proposed in this invention;

[0020] Figure 3 This is a cross-sectional schematic diagram of the column and buffer mechanism of a robust engineering vehicle cab proposed in this invention.

[0021] Figure 4 The present invention proposes Figure 3 A magnified view of the structure at point A in the middle;

[0022] Figure 5 This is a schematic diagram of the overall side cross-sectional structure of a robust engineering vehicle cab proposed in this invention;

[0023] Figure 6 This is a schematic diagram of a stress relief mechanism for a robust engineering vehicle cab proposed in this invention.

[0024] Figure 7 This is a schematic diagram of the stress relief component and connecting component structure of a robust engineering vehicle cab proposed in this invention.

[0025] Drawing number explanation: 1. Cab frame; 101. Column; 1011. First slide groove; 1012. First slider; 102. Crossbar; 2. Auxiliary bracket; 3. Buffer mechanism; 301. Support column; 302. Second slide groove; 303. Second slider; 304. Connecting rod; 305. First spring; 306. Rotating seat; 307. Support rod; 308. Second spring; 4. Reinforcing tube; 5. Force relief mechanism; 501 502. Base; 5023. Pressure relief assembly; 5024. Fixing plate; 5025. Buffer damper; 5026. Connecting plate; 507. Support plate; 508. Extension arm; 509. Slide rail; 5000. Fixing block; 5001. Pressure relief beam; 501. Connecting assembly; 5020. First hinge seat; 5020. Push rod; 5030. Second hinge seat; 5040. Support arm; 505. Connecting block; 6. Reinforced roof window. Detailed Implementation

[0026] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0027] Example 1:

[0028] Please see Figure 1-3 A robust engineering vehicle cab includes a cab frame 1, which comprises multiple uprights 101 and multiple crossbars 102. A reinforced roof window 6 is provided on the top of the cab frame 1, and the inner ring of the reinforced roof window 6 is welded integrally with the cab frame 1. A first sliding groove 1011 is provided on the outer side of each upright 101, and a first slider 1012 is slidably installed inside each first sliding groove 1011. Auxiliary supports 2 are provided at the doors on both sides of the cab frame 1. Multiple buffer mechanisms 3 are provided between the cab frame 1 and the auxiliary supports 2. In the event of a rollover or side collision, the occupants in the driver's seat and the passenger seat can be protected to a certain extent, avoiding secondary injuries to the driver and passengers caused by direct deformation of the cab frame 1.

[0029] The buffer mechanism 3 includes a support column 301, which is slidably installed inside the crossbar 102. A second groove 302 is formed at the bottom of the support column 301, and a second slider 303 is slidably installed inside the second groove 302. A first spring 305 is fixedly connected to one end of the second slider 303 near the cab frame 1, and the other end of the first spring 305 is fixedly connected to the inner wall of the second groove 302. A connecting rod 304 is fixedly connected to the bottom of the second slider 303, and the end of the connecting rod 304 away from the second slider 303 is rotatably mounted on an auxiliary bracket 2. A rotating seat 306 is rotatably mounted on the connecting rod 304, and a support rod 307 is rotatably mounted on the rotating seat 306. The support rod 307 is rotatably mounted on the first slider 1012 at the end away from the rotating seat 306. The bottom of the first slider 1012 is fixedly connected to the second spring 308. The bottom of the second spring 308 is fixedly connected to the bottom of the inner wall of the first slide groove 1011. The two buffer mechanisms 3 are slidably mounted on both ends of a crossbar 102. The crossbar 102 is fixedly connected to the top of the inner wall of the cab frame 1. A reinforcing tube 4 is provided at the bottom of the inner wall of the cab frame 1. Multiple force relief mechanisms 5 are provided on the reinforcing tube 4. The front ends of the multiple force relief mechanisms 5 extend to the front end of the cab frame 1. The force relief mechanisms 5 can be installed on the reinforcing tube 4 through the threaded ring, which is convenient for replacement after a collision.

[0030] When the vehicle is hit from the side, the auxiliary bracket 2 is deformed by the impact, pushing the support column 301 to move inward along the crossbar 102 to dissipate the force. At the same time, the second slider 303 moves along the direction of the second slide groove 302. The movement of the second slider 303 causes the connecting rod 304 to rotate along the end rotatably mounted on the auxiliary bracket 2. The rotation of the connecting rod 304 pushes the support rod 307 on the rotating seat 306 and the first slider 1012 on the support rod 307 to slide downward along the first slide groove 1011 for buffering. The connecting rod 304 not only acts as the first structure to absorb kinetic energy, but also strengthens the column 101 when it is impacted and comes into contact with it, thus preventing the direct deformation of the cab frame 1 from causing secondary injury to the driver and passengers.

[0031] Example 2:

[0032] Please see Figure 3-7 The difference from Example 1 is that:

[0033] The pressure relief mechanism 5 includes a base 501, which is fixedly connected to the reinforcing tube 4. A pressure relief component 502 and two slide rails 505 are fixedly connected to the top of the base 501. An inclined reinforcing support plate 503 is fixedly connected to one end of the pressure relief component 502. The inclined support plate 503 can support the pressure relief component 502 and reduce kinetic energy in the event of a collision. Two extension arms 504 are fixedly connected to the other end of the pressure relief component 502. A pressure relief beam 507 is fixedly connected to the end of the two extension arms 504 away from the pressure relief component 502. The pressure relief beam 507 is hollow. The two extension arms 504 are slidably mounted on the two slide rails 505 respectively. Fixing blocks 506 are fixedly connected to both sides of the base 501. Two connecting components 508 are fixedly connected between the fixing blocks 506 and the pressure relief beam 507.

[0034] The stress relief assembly 502 includes a fixed plate 5021. Multiple buffer dampers 5022 are fixedly connected to one side of the fixed plate 5021. A connecting plate 5023 is fixedly connected to the end of the buffer dampers 5022 away from the fixed plate 5021. A connecting block 509 is fixedly connected to the connecting plate 5023.

[0035] The connecting assembly 508 includes a first hinge seat 5081 and a support arm 5084. The first hinge seat 5081 is fixedly connected to the connecting block 509. Push rods 5082 are rotatably mounted on both ends of the first hinge seat 5081. The support arm 5084 is fixedly connected to the stress relief beam 507. The second hinge seat 5083 has support arms 5084 rotatably mounted on both ends. The two push rods 5082 are rotatably mounted on the two support arms 5084 respectively.

[0036] When the front of the vehicle is hit, the stress relief beam 507 first absorbs some of the kinetic energy. Then, the stress relief beam 507 pushes the second hinge seat 5083, which in turn pushes the two support arms 5084. When the impact force is too large, the two support arms 5084 are damaged. The support arms 5084 absorb some of the kinetic energy. At this time, the support arms 5084 push the push rod 5082 and the first hinge seat 5081 on the push rod 5082. The first hinge seat 5081 pushes the connecting plate 5023. At the same time, the extension arm 504 is pushed, causing the extension arm 504 to push the connecting plate 5023 along the slide rail 505. The stress is then relieved by the stress relief assembly 502. Through the two-layer stress relief and energy absorption, the direct deformation of the cab frame 1 caused by the kinetic energy of a single collision can be reduced to the greatest extent, thus mitigating the injury to the human body in the cab caused by a secondary collision and improving the overall body strength of the cab frame 1.

[0037] Working principle:

[0038] When the vehicle is hit from the side, the auxiliary bracket 2 is deformed by the impact, pushing the support column 301 to move inward along the crossbar 102 to dissipate the force. At the same time, the second slider 303 moves along the direction of the second slide groove 302. The movement of the second slider 303 causes the connecting rod 304 to rotate along the end rotatably mounted on the auxiliary bracket 2. The rotation of the connecting rod 304 pushes the support rod 307 on the rotating seat 306 and the first slider 1012 on the support rod 307 to slide downward along the first slide groove 1011 for buffering. The connecting rod 304 not only acts as the first structure to absorb kinetic energy, but also strengthens the column 101 when it is impacted and comes into contact with it. When the front of the vehicle is hit, the force-dissipating beam 507 is the first to be subjected to force and... After absorbing some kinetic energy, the stress relief beam 507 pushes the second hinge seat 5083, which in turn pushes the two support arms 5084. When the collision force is too large, the two support arms 5084 are destroyed. The support arms 5084 absorb some kinetic energy and then push the push rod 5082 and the first hinge seat 5081 on the push rod 5082. The first hinge seat 5081 pushes the connecting plate 5023, and at the same time, the extension arm 504 is pushed, causing the extension arm 504 to push the connecting plate 5023 along the slide rail 505. The stress is then relieved by the stress relief assembly 502. Through the two-layer stress relief and energy absorption setup, the direct deformation of the cab frame 1 caused by a single collision can be minimized.

[0039] The above description is merely a preferred embodiment of the present invention. The scope of protection of the present invention is not limited to the above embodiments. All technical solutions falling within the scope of the present invention's concept are within the scope of protection of the present invention. It should be noted that for those skilled in the art, any improvements and modifications made without departing from the principles of the present invention should also be considered within the scope of protection of this template.

[0040] In the description of this invention, it should be understood that the terms "upper," "lower," "left," and "right," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or a specific orientational structure and operation. Therefore, they should not be construed as limitations on the invention. Furthermore, "first" and "second" are only for descriptive purposes and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "multiple" means two or more.

[0041] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," etc., 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; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0042] The foregoing has provided a detailed description of one embodiment of the present invention, but this description is merely a preferred embodiment and should not be construed as limiting the scope of the invention. All equivalent variations and modifications made within the scope of the claims of this invention should still fall within the patent coverage of this invention.

Claims

1. A robust engineering vehicle cab, characterized in that, Includes a cab frame (1), with auxiliary supports (2) provided at the doors on both sides of the cab frame (1), and multiple buffer mechanisms (3) provided between the cab frame (1) and the auxiliary supports (2). A reinforcing tube (4) is provided at the bottom of the inner wall of the cab frame (1), and multiple stress relief mechanisms (5) are provided on the reinforcing tube (4). The front ends of the multiple stress relief mechanisms (5) extend to the front end of the cab frame (1). The cab frame (1) includes multiple uprights (101) and multiple crossbars (102). Each upright (101) has a first groove (1011) on its outer side, and each first slider (1012) is slidably installed inside the first groove (1011). The buffer mechanism (3) includes a support column (301), which is slidably installed inside the crossbar (102). A second groove (302) is provided at the bottom of the support column (301), and a second slider (303) is slidably installed inside the second groove (302). A first spring (305) is fixedly connected to one end of the second slider (303) near the cab frame (1), and the other end of the first spring (305) is fixedly connected to the inner wall of the second groove (302). A connecting rod (3) is fixedly connected to the bottom of the second slider (303). 04), the end of the connecting rod (304) away from the second slider (303) is rotatably mounted on the auxiliary bracket (2), a rotating seat (306) is rotatably mounted on the connecting rod (304), a support rod (307) is rotatably mounted on the rotating seat (306), the end of the support rod (307) away from the rotating seat (306) is rotatably mounted on the first slider (1012), a second spring (308) is fixedly connected to the bottom of the first slider (1012), and the bottom of the second spring (308) is fixedly connected to the bottom of the inner wall of the first slide groove (1011).

2. The robust engineering vehicle cab according to claim 1, characterized in that: The cab frame (1) is provided with a reinforced roof window (6) on top, and the inner ring of the reinforced roof window (6) is welded to the cab frame (1).

3. The robust engineering vehicle cab according to claim 1, characterized in that: Both sides of the buffer mechanism (3) are slidably installed at both ends of a crossbar (102), and the crossbar (102) is fixedly connected to the top of the inner wall of the cab frame (1).

4. The robust engineering vehicle cab according to claim 1, characterized in that: The pressure relief mechanism (5) includes a base (501), which is fixedly connected to the reinforcing tube (4). A pressure relief component (502) and two slide rails (505) are fixedly connected to the top of the base (501). An inclined reinforcing support plate (503) is fixedly connected to one end of the pressure relief component (502), and two extension arms (504) are fixedly connected to the other end of the pressure relief component (502). A pressure relief beam (507) is fixedly connected to the end of the two extension arms (504) away from the pressure relief component (502). The two extension arms (504) are slidably mounted on the two slide rails (505).

5. A robust engineering vehicle cab according to claim 4, characterized in that: The base (501) is fixedly connected to two sides of a fixing block (506), and two connecting components (508) are fixedly connected between the fixing block (506) and the stress relief beam (507).

6. The robust engineering vehicle cab according to claim 4, characterized in that: The stress relief assembly (502) includes a fixed plate (5021), on one side of the fixed plate (5021) a plurality of buffer dampers (5022) are fixedly connected, and the ends of the buffer dampers (5022) away from the fixed plate (5021) are all fixedly connected to a connecting plate (5023), and a connecting block (509) is fixedly connected to the connecting plate (5023).

7. A robust engineering vehicle cab according to claim 5, characterized in that: The connecting assembly (508) includes a first hinge seat (5081) and a support arm (5084). The first hinge seat (5081) is fixedly connected to the connecting block (509). Push rods (5082) are rotatably mounted on both ends of the first hinge seat (5081). The support arm (5084) is fixedly connected to the stress relief beam (507). Support arms (5084) are rotatably mounted on both ends of the second hinge seat (5083). The two push rods (5082) are rotatably mounted on the two support arms (5084) respectively.

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