Auxiliary safety device outside vehicle and vehicle

Abstract

The invention provides a vehicle external auxiliary safety device and a vehicle, the vehicle external auxiliary safety device comprises at least two first rod pieces, the length direction of the first rod pieces extends along a first direction, the at least two first rod pieces are arranged at intervals along a second direction, at least part of the first rod pieces are located on one side of a carriage, and the first rod pieces are arranged in the second direction; at least part of the first rod piece is located on one side of the oil tank, and the first rod piece is connected with at least one of the vehicle beam and the compartment bottom accessory. Wherein a first pedaling space for the target object to pedal is formed between every two adjacent first rod pieces in the second direction, and a second pedaling space for the target object to pedal is formed on one side of the top of the first rod piece located on the topmost portion in the second direction. By the adoption of the technical scheme, the problem that in the prior art, the cost of a vehicle external auxiliary safety device is high is effectively solved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle structural parts, and in particular to a vehicle external auxiliary safety device and a vehicle. Background Art

[0002] In the prior art, in addition to the front and rear bumpers, the side protection structure of the vehicle is also equipped with a side protection structure. The side protection structure of a general vehicle adopts a solution of welding aluminum profiles or casting aluminum parts, and the protection scheme design is mainly based on ensuring the strength of the structure. Although the solution of welding aluminum profiles or casting aluminum parts can meet the strength requirements, the overall structure is heavy, and there are many defects such as insufficient strength of the welding structure, complex welding process, high cost of cast aluminum parts, and easy welding defects that affect the structural strength. In the field of heavy-duty tractors, due to its high load capacity and harsher driving environment, the side guardrail structure is usually made of steel material, and the side guardrail structure is generally designed in a split style, that is, the guardrail is composed of multiple independent protection sections, and the multiple parts are connected by welding or bolts. In addition, in order to facilitate people to get on and off the vehicle, an independent step ladder is usually installed on the side of the vehicle. These step ladders usually have the function of folding and telescoping, which provides convenience for the use of the vehicle to a certain extent. The above existing solutions, on the one hand, have the defects of insufficient side protection strength and heavy weight, and on the other hand, make the vehicle structure complex, the parts arrangement is difficult and easy to interfere with each other, resulting in insufficient protection area, and there is also a waste of R&D costs, material costs and other expenses.

[0003] With respect to the above-mentioned problems in the prior art, no effective solution has been proposed yet. Summary of the invention

[0004] The main purpose of the present invention is to provide a vehicle external auxiliary safety device and a vehicle, so as to at least solve the problem of high cost of vehicle external auxiliary safety devices in the prior art.

[0005] In order to achieve the above-mentioned purpose, according to one aspect of the present invention, there is provided a vehicle external accessory safety device, comprising: a first rod member, at least two first rod members, the length direction of the first rod members extending along the first direction, at least two first rod members spaced apart along the second direction, at least part of the first rod members located on one side of the vehicle body, at least part of the first rod members located on one side of the fuel tank, the first rod members connected to at least one of the vehicle beam and the bottom accessory of the vehicle body; wherein a first pedaling space for a target object to pedal is formed between two adjacent first rod members along the second direction, and a second pedaling space for a target object to pedal is formed on the top side of the first rod member located at the topmost position along the second direction.

[0006] Furthermore, the vehicle external auxiliary safety device also includes: a second rod, the length direction of the second rod extends along the second direction, the second rod is connected to each first rod, the second rod is connected to at least one of the vehicle beam and the bottom accessory of the vehicle body, there is at least one second rod, and when there are multiple second rods, the multiple second rods are spaced apart along the first direction.

[0007] Furthermore, the vehicle external auxiliary safety device also includes a first connecting component, which includes: a connecting member, which is connected to at least one of the first rod and the second rod; a connecting seat, which is connected to the longitudinal beam of the vehicle beam and / or the cross beam of the vehicle beam; and a connecting tube, one end of the connecting tube is connected to the connecting seat, and the other end of the connecting tube is connected to the connecting member.

[0008] Furthermore, the connecting pipe includes a first pipe segment and a second pipe segment, the first pipe segment and the second pipe segment are connected, and an angle is set between the first pipe segment and the second pipe segment. An envelope space is formed inside the connecting piece, the first pipe segment is located in the envelope space, and the second pipe segment is connected to the connecting seat at one end away from the first pipe segment.

[0009] Furthermore, the vehicle bottom accessory includes a urea tank bracket, and the vehicle external auxiliary safety device also includes a second connecting component, which includes: a transition bracket, which is connected to at least one of the first rod and the second rod; and a connecting bracket, one end of which is connected to the transition bracket, and the other end of which is connected to the urea tank bracket.

[0010] Furthermore, the transition bracket includes a first transition section and a second transition section, the first transition section and the second transition section are connected, the first transition section and the second transition section are arranged with an angle between them, the first transition section is connected to at least one of the first rod and the second rod, the second transition section is connected to the connecting bracket, and the transition bracket also includes at least one first reinforcement rib, and the first reinforcement rib is connected to both the first transition section and the second transition section.

[0011] Furthermore, the first rod member is a rod member structure having a cavity inside, and at least one end of the first rod member in the length direction is connected to the end cover, and the end cover includes a sealing plate and a surrounding plate, one end of the surrounding plate is connected to the sealing plate, and the other end of the surrounding plate is extended away from the sealing plate, wherein the sealing plate blocks the opening of the cavity, and the surrounding plate extends into the interior of the cavity, and the surrounding plate is arranged to form an annular structure.

[0012] Furthermore, a wedge-shaped portion is provided on the outer wall of the enclosure, and the wedge-shaped portion is adaptively arranged with the inner wall structure of the cavity in the first rod member. At least one second reinforcing rib is provided on the inner wall of the enclosure, and the second reinforcing rib is connected to both the sealing plate and the enclosure.

[0013] Furthermore, a slide rail is provided on the second rod, a slider is provided on at least one of the two first rods, and the first rod provided with the slider is movably arranged along the second direction relative to the other first rods, so that the size of the first pedaling space can be adjusted.

[0014] Furthermore, each first rod is connected to the second rod through a corresponding telescopic assembly, and the telescopic assembly is adjustable in length along a third direction so that the distance between each first rod and the second rod is set differently, wherein the third direction is perpendicular to both the first direction and the second direction.

[0015] In order to achieve the above objective, according to one aspect of the present invention, a vehicle is provided, including a vehicle external auxiliary safety device such as the above vehicle external auxiliary safety device.

[0016] By applying the technical solution of the present invention, the vehicle external auxiliary safety device has at least two first rods, the first rods are located on one side of the vehicle compartment, at least part of the first rods are located on one side of the fuel tank, and at the same time, the first pedaling space and the second pedaling space are formed by at least two first rods. On the one hand, the vehicle external auxiliary safety device integrates the vehicle compartment protection, fuel tank protection and pedaling functions at the same time. On the other hand, since the original pedaling ladder can be eliminated, the production cost can be reduced while achieving side protection of a larger area, shortening the production cycle. The technical solution of the present application effectively solves the problem of high cost of vehicle external auxiliary safety devices in the prior art. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The drawings constituting a part of the present application are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0018] Figure 1 It shows a schematic structural diagram of a first embodiment of a vehicle external auxiliary safety device according to the present invention;

[0019] Figure 2 It shows a schematic structural diagram of a second embodiment of a vehicle external auxiliary safety device according to the present invention;

[0020] Figure 3 A schematic structural diagram showing a third embodiment of a vehicle external auxiliary safety device according to the present invention;

[0021] Figure 4 A schematic structural diagram showing a fourth embodiment of a vehicle external auxiliary safety device according to the present invention;

[0022] Figure 5 It shows a schematic structural diagram of a fifth embodiment of a vehicle external auxiliary safety device according to the present invention;

[0023] Figure 6 A schematic structural diagram of a sixth embodiment of a vehicle external auxiliary safety device according to the present invention is shown.

[0024] The above drawings include the following reference numerals:

[0025] 1. First rod; 10. First pedaling space;

[0026] 20. second pedaling space; 21. sealing plate; 22. enclosure plate; 23. wedge-shaped portion; 24. second reinforcing rib;

[0027] 3. Second rod; 30. Urea tank bracket;

[0028] 4. Connect the bracket;

[0029] 5. transition bracket; 53. first reinforcing rib; 54. first transition section; 55. second transition section;

[0030] 6. First connecting component; 61. Connecting seat; 62. Connecting pipe; 63. Connecting piece. DETAILED DESCRIPTION

[0031] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0032] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or combinations thereof.

[0033] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the terms used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein, for example. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0034] Now, exemplary embodiments according to the present application will be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in a variety of different forms and should not be construed as being limited to the embodiments described herein. It should be understood that these embodiments are provided to make the disclosure of the present application thorough and complete, and to fully convey the concepts of these exemplary embodiments to those of ordinary skill in the art. In the accompanying drawings, for the sake of clarity, the thickness of the layers and regions may be enlarged, and the same reference numerals are used to represent the same devices, and thus their descriptions will be omitted.

[0035] Combination Figures 1 to 6 As shown, according to a specific embodiment of the present application, a vehicle external auxiliary safety device is provided.

[0036] The vehicle external auxiliary safety device includes: a first rod member 1, at least two first rod members 1, the length direction of the first rod members 1 extends along the first direction, at least two first rod members 1 are arranged at intervals along the second direction, at least part of the first rod members 1 are located on one side of the vehicle body, at least part of the first rod members 1 are located on one side of the fuel tank, and the first rod member 1 is connected to at least one of the vehicle beam and the bottom accessory of the vehicle body; wherein, a first pedaling space 10 for a target object to pedal is formed between two adjacent first rod members 1 along the second direction, and a second pedaling space 20 for a target object to pedal is formed on the top side of the first rod member 1 located at the topmost position along the second direction.

[0037] Preferably, the first direction is the length direction of the vehicle, and the second direction is the height direction of the vehicle.

[0038] Specifically, the vehicle beam includes a cross beam and a longitudinal beam, and the accessories at the bottom of the vehicle compartment include at least one of the following: a fuel tank, a gas tank, a tool box, a battery box, a water tank, a urea tank, and a spare tire box, and the above components are generally arranged at the bottom of the vehicle compartment. The fuel tank is located at the bottom of the vehicle compartment.

[0039] The target object can be a person or a vehicle boarding equipment, where the vehicle boarding equipment includes components such as a load plate, a hydraulic lifting platform, a mobile loading ramp, a maintenance tool box, straps and other cargo fixing devices.

[0040] By applying the technical solution of the present invention, the vehicle external auxiliary safety device has at least two first rods 1, the first rods 1 are located on one side of the vehicle compartment, at least part of the first rods 1 are located on one side of the fuel tank, and at the same time, the first pedaling space 10 and the second pedaling space 20 are formed by at least two first rods 1. On the one hand, the vehicle external auxiliary safety device integrates the vehicle compartment protection, fuel tank protection and pedaling functions at the same time. On the other hand, since the original pedaling ladder can be eliminated, the side protection of a larger area can be achieved while reducing the production cost, shortening the production cycle. The technical solution of the present application effectively solves the problem of high cost of vehicle external auxiliary safety devices in the prior art.

[0041] The first rod 1, as a protective structure on the side of the vehicle, can provide additional protection for the fuel tank and the vehicle compartment when a side collision occurs, thereby reducing potential damage. Especially on commercial vehicles, the side protection structure is crucial to prevent pedestrians, cyclists or other vehicles from being involved in a side collision, thereby protecting the safety of people inside and outside the vehicle.

[0042] In an optional embodiment, if the first rod 1 is made of a lightweight material such as aluminum alloy, its hollow structure can be utilized to significantly reduce weight without sacrificing strength, which has a positive impact on improving the vehicle's fuel economy, reducing emissions, and improving driving performance and cargo capacity.

[0043] By adjusting the spacing between the first rods 1 and the positions of the mounting holes, a modular design can be achieved, so that the safety device can adapt to different vehicle models and chassis layouts, thereby improving assembly efficiency and facilitating maintenance and replacement.

[0044] The first rod 1 not only assumes the responsibility of safety protection, but also integrates the pedaling function, which provides convenience for the driver and passengers to get on and off the vehicle. The design of the first pedaling space 10 and the second pedaling space 20 allows the target object (i.e., person) to pedal at multiple positions, which increases flexibility and also eliminates the need for additional pedaling ladders, further reducing the manufacturing cost and weight of the vehicle.

[0045] Furthermore, this design can ensure that the vehicle meets the requirements of domestic and international side protection regulations, especially in terms of standards related to fuel tank protection and side impact safety, which helps the vehicle pass safety certification.

[0046] Integrated safety guards and kick-off features reduce clutter on the side of the vehicle, improving the exterior design of the vehicle, making it look cleaner and more professional.

[0047] Furthermore, the vehicle external auxiliary safety device also includes: a second rod 3, the length direction of the second rod 3 is extended along the second direction, the second rod 3 is connected to each first rod 1, the second rod 3 is connected to at least one of the vehicle beam and the bottom accessory of the vehicle body, and there is at least one second rod 3, wherein when there are multiple second rods 3, the multiple second rods 3 are spaced apart along the first direction.

[0048] A second rod 3 is added to the vehicle external auxiliary safety device, and its length direction extends along the second direction and connects the first rods 1, and is connected to the vehicle beam or the bottom attachment of the vehicle compartment. This design provides additional stability and structural strength, and the specific benefits are as follows:

[0049] Enhanced structural stability: The second rod 3, as a transverse connecting member, can effectively enhance the stability of the entire side protection structure. By vertically connecting with the first rod 1, a "tic-tac-toe" or "grid" structure is formed, which increases the lateral rigidity of the structure, so that it can better absorb and disperse the impact force in a side collision, protecting the safety of the vehicle and its occupants.

[0050] Improved assembly strength: The direct connection between the second rod 3 and the vehicle beam or the bottom attachment of the vehicle compartment can improve the connection strength between the entire safety device and the vehicle body, ensuring that in extreme cases, the side protection structure will not fall off the vehicle, providing continuous protection.

[0051] Supplement of modular design: When there are multiple second rods 3 and they are spaced apart along the first direction (i.e., the vehicle length direction), this design further strengthens the modular concept. The number and position of the second rods 3 can be flexibly adjusted according to the width and layout requirements of different vehicle models, so that the entire safety device can better adapt to various chassis designs.

[0052] Lightweight and cost control: Similar to the first rod 1, the second rod 3 can also be made of lightweight materials, such as aluminum alloy. Combined with its cavity structure design, it can further reduce weight. At the same time, modular design can reduce the number of parts and achieve cost control. When the second rod 3 is designed to be multiple and spaced along the first direction (i.e., the length direction of the vehicle), this design further promotes the implementation of the modular concept. The frame layout and width may be different for different models and different working conditions. By adjusting the number and spacing of the second rod 3, the side protection requirements of various vehicles can be flexibly matched. This modular design not only improves assembly efficiency and reduces production cycle, but also reduces inventory costs, because fewer types of parts mean simpler and more economical supply chain management.

[0053] Improving pedaling safety: The addition of the second rod 3 provides more support points for pedaling, especially in the length direction of the vehicle, so that the user can pedal more safely and conveniently at multiple positions, thereby improving the safety and convenience of the user getting on and off the vehicle.

[0054] Enhanced regulatory compliance: On the basis of meeting the requirements of the side protection regulations, the design of the second rod 3 can further optimize the structure to ensure that the vehicle can comply with relevant safety standards and specifications under different vehicle models and different working conditions.

[0055] Therefore, by adding the second rod 3 and connecting it with the first rod 1, not only the strength and stability of the side protection structure are increased, but also the modularity of the entire system is improved, which is of great significance for improving the overall safety performance of the vehicle and reducing maintenance costs.

[0056] The addition of the second rod 3 not only enhances the stability of the structure, but also provides the vehicle with additional functions, such as an increase in pedaling support points. For the driver and passengers, the multi-point pedaling design improves the safety and convenience of getting on and off the vehicle, especially at night or in bad weather conditions, where stable pedaling points can reduce the risk of slipping and falling. In addition, the second rod 3 can also integrate other functions, such as LED lighting, warning lights or reflective strips, to further improve the nighttime visibility and safety of the vehicle.

[0057] Furthermore, the vehicle external auxiliary safety device also includes a first connecting component 6, which includes: a connecting member 63, the connecting member 63 is connected to at least one of the first rod 1 and the second rod 3; a connecting seat 61, the connecting seat 61 is connected to the longitudinal beam of the vehicle beam and / or the cross beam of the vehicle beam; a connecting pipe 62, one end of the connecting pipe 62 is connected to the connecting seat 61, and the other end of the connecting pipe 62 is connected to the connecting member 63.

[0058] As one of the core components of the first connecting assembly 6, the connecting member 63 is used to directly connect at least one of the first rod 1 and the second rod 3, or to connect both of them at the same time. This design takes into account the effects of forces of different types and directions, ensuring a firm connection between the side protection structure and the vehicle body, and maintaining the integrity of the structure even in high-speed driving or collision. The connecting member 63 is usually made of high-strength materials, such as high-strength steel or alloy, to withstand lateral impact and vehicle vibration. Its design may include a variety of connection methods, such as bolt connection, welding or clamping, to facilitate on-site assembly and maintenance.

[0059] The connecting seat 61 is another key component in the first connecting assembly 6. Its function is to firmly connect the entire side protection structure with the longitudinal beam and / or cross beam of the vehicle beam. The design of the connecting seat 61 needs to take into account the effects of various forces during the vehicle's driving process, including but not limited to lateral force, longitudinal force and torsional force, to ensure the stability and reliability of the connection. In terms of material selection, the connecting seat 61 is usually made by forging or casting process to obtain excellent mechanical properties and fatigue resistance. Its connection method may include bolting, welding or special connection technology to adapt to different types of vehicle beam structures.

[0060] The connecting pipe 62 is used as a transition and connection tool, one end of which is connected to the connecting seat 61 and the other end is connected to the connecting piece 63. The design of the connecting pipe 62 is flexible and can adopt a cavity structure, which not only ensures sufficient strength but also achieves lightness. Its L-shaped or U-shaped design can effectively adapt to the complex spatial relationship between the side protection structure and the vehicle body, ensuring the optimization of the connection path. The connecting pipe 62 may also include a thickened or reinforced rib design to increase its bending and torsion resistance, ensuring that the connecting pipe 62 will not deform or break when the vehicle is subjected to lateral force.

[0061] The design of the first connecting assembly 6 ensures a stable mechanical connection between the vehicle's external auxiliary safety device and the vehicle body, which is essential for improving the safety of the vehicle in a side collision. The coordinated work of the connecting piece 63, the connecting seat 61 and the connecting pipe 62 not only realizes the modular assembly of the side protection structure, but also ensures the versatility and flexibility under different vehicle models and chassis layouts.

[0062] The first connection assembly 6 simplifies the assembly process through standardized connecting parts and connecting seats, reduces the time and difficulty of on-site assembly, and improves production efficiency.

[0063] The modular connection design allows the fault point to be quickly located when minor damage occurs. Only the corresponding connection components need to be replaced, without the need to dismantle the entire side protection structure on a large scale, reducing maintenance costs and time.

[0064] By optimizing the material, structure and connection method of the connection component, the first connection component 6 can withstand higher loads, ensuring that in extreme cases, the side protection structure is still firmly fixed to the vehicle, providing continuous protection for the occupants and the vehicle.

[0065] The cavity structure design of the connecting pipe 62 and the efficient material use of the connecting piece 63 help to control the overall weight and reduce material costs. At the same time, the modular design reduces the types of parts in the production process, simplifies supply chain management, and reduces the total cost.

[0066] In summary, the design of the first connecting component 6 is the cornerstone of the stable connection between the vehicle's external auxiliary safety device and the vehicle body. It not only improves the functionality and safety of the side protection structure, but also optimizes the assembly and maintenance process. It reflects the comprehensive consideration of safety, efficiency and cost control in modern vehicle engineering, and is an important innovation in vehicle side protection technology.

[0067] Furthermore, the connecting pipe 62 includes a first pipe segment and a second pipe segment, the first pipe segment and the second pipe segment are connected, and an angle is set between the first pipe segment and the second pipe segment. An envelope space is formed inside the connecting piece 63, the first pipe segment is located in the envelope space, and the end of the second pipe segment away from the first pipe segment is connected to the connecting seat 61.

[0068] The connecting pipe 62 is composed of a first pipe section and a second pipe section. The angle between the two sections is designed to solve the problem of complex external structure and space limitation of the vehicle. This design allows the connecting pipe 62 to connect the side protection structure and the vehicle beam in an L-shape or other angles, effectively utilizing the space on the side of the vehicle. At the same time, the angle setting also increases the rigidity of the structure and reduces the possibility of deformation under lateral and longitudinal loads. The first pipe section is connected to the first rod 1 or the second rod 3 of the side protection structure, while the second pipe section is connected to the connecting seat 61 of the vehicle beam. This connection method ensures that the force transmission path is optimized and improves the efficiency of the entire connection structure.

[0069] The connector 63 is designed with an envelope space inside, a detail that takes into account the convenience of fixing and assembling the connecting pipe 62. The first pipe section is located in the envelope space, which not only protects the connecting pipe 62 from external damage, but also ensures accurate alignment and tight connection between the pipe section and the connector, thereby improving the stability and reliability of the connection. The design of the envelope space may include a groove that matches the shape of the first pipe section, as well as a threaded hole or a slot for fastening. Through these designs, the connector 63 can firmly fix the first pipe section inside it, forming a strong connection point.

[0070] By placing the first pipe section in the envelope space of the connector 63 and directly connecting the second pipe section to the connector seat 61, the assembly process of the first connector assembly 6 becomes simpler and faster. This design allows the side protection structure to be easily installed and removed without damaging other parts of the vehicle, thereby providing great convenience for on-site assembly and subsequent maintenance. In addition, if any part of the connector pipe 62 is damaged, only the part can be replaced without removing the entire side protection structure, reducing maintenance costs and time.

[0071] The first pipe section and the second pipe section are usually made of high-strength and lightweight materials, such as aluminum alloy or stainless steel, to balance the structural strength and the vehicle lightweight requirements. The connection method of the connecting pipe 62, such as welding or bolting, needs to be carefully selected according to the material properties and connection requirements. For example, for aluminum alloy pipe sections, friction welding or laser welding may provide a more reliable connection, while for stainless steel, bolting may be more preferred to avoid potential changes in material properties during welding.

[0072] The design of the specific angle and envelope space of the connecting tube 62 needs to be optimized through engineering analysis and simulation software to ensure the strength and stability of the connection point under various working conditions. In addition, the length, diameter and wall thickness of the connecting tube 62 also need to be carefully calculated to achieve the best weight and strength ratio. In vehicle collision tests and durability tests, these design details will directly affect the performance of the side protection structure, as well as the overall safety and driving experience of the vehicle.

[0073] When designing the connecting pipe 62 and its components, relevant vehicle design standards and safety regulations must be strictly followed. The setting of angles, the selection of materials, and the connection method must ensure that the side protection structure can meet the requirements of the collision test, especially in terms of side collision safety performance. In addition, the design of the connecting pipe 62 should also take into account the aesthetics and aerodynamics of the vehicle to avoid negative impacts on the appearance and driving efficiency of the vehicle.

[0074] In summary, the specific design of the connecting pipe 62, including the angle between the first pipe section and the second pipe section and the envelope space of the connecting piece 63, not only optimizes the connection between the side protection structure and the vehicle body, but also improves the strength, stability and maintenance convenience of the entire connecting assembly.

[0075] Furthermore, the vehicle bottom accessory includes a urea tank bracket 30, and the vehicle external auxiliary safety device also includes a second connecting component, which includes: a transition bracket 5, which is connected to at least one of the first rod 1 and the second rod 3; a connecting bracket 4, one end of the connecting bracket 4 is connected to the transition bracket 5, and the other end of the connecting bracket 4 is connected to the urea tank bracket 30.

[0076] like Figure 2 As shown, the transition bracket 5 includes a first transition section 54 and a second transition section 55, the first transition section 54 and the second transition section 55 are connected, and the first transition section 54 and the second transition section 55 are arranged at an angle, the first transition section 54 is connected to at least one of the first rod 1 and the second rod 3, and the second transition section 55 is connected to the connecting bracket 4, and the transition bracket 5 also includes at least one first reinforcing rib 53, and the first reinforcing rib 53 is connected to both the first transition section 54 and the second transition section 55.

[0077] Optionally, the first transition section 54 and the second transition section 55 are vertically arranged, and the surface of the first transition section 54 is tightly fitted to at least one of the first rod 1 and the second rod 3 .

[0078] Optionally, there are multiple first reinforcing ribs 53, and the multiple first reinforcing ribs 53 are arranged at intervals along the height direction.

[0079] Optionally, the height of the first reinforcing rib 53 is gradually reduced from the first transition section 54 to the second transition section 55 .

[0080] The first reinforcing rib 53 is preferably a triangular reinforcing rib.

[0081] The width of the first transition section 54 is smaller than that of the second transition section 55 , and the two have the same height. The width of the first transition section 54 is equal to the width of the second rod.

[0082] Furthermore, the first rod member 1 is a rod member structure having a cavity inside, and at least one end of the first rod member 1 in the length direction is connected to the end cover, and the end cover includes a sealing plate 21 and a surrounding plate 22, one end of the surrounding plate 22 is connected to the sealing plate 21, and the other end of the surrounding plate 22 is extended away from the sealing plate 21, wherein the sealing plate 21 blocks the opening of the cavity, and the surrounding plate 22 extends into the interior of the cavity, and the surrounding plate 22 is arranged to form an annular structure.

[0083] The first rod 1 of the cavity design uses the shape of the material rather than its density to enhance its physical properties. This structure can provide sufficient rigidity and bending resistance while significantly reducing the use of materials, thereby reducing the overall weight. In vehicle design, structural lightweighting is crucial to improving fuel efficiency, reducing emissions, and improving handling and driving economy. The use of lightweight and high-strength materials such as aluminum alloys can further optimize this effect.

[0084] The end cap closes the opening of the cavity of the first rod 1 through the sealing plate 21, ensuring the integrity of the internal structure, preventing pollutants and moisture from entering, and extending the service life of the rod. The enclosure 22 extends into the cavity to form an annular structure. This design increases the contact area between the end cap and the rod. Through the enveloping effect of the enclosure 22, the mechanical connection between the end cap and the first rod 1 is further strengthened, ensuring the strength and stability of the connection.

[0085] By matching the end cap with the cavity structure of the first rod 1, a modular design concept is realized. The standardized design of the end cap allows it to be connected to the first rod 1 of different lengths and diameters, so that the side protection structure can be flexibly adapted to a variety of vehicle models and chassis layouts, improving assembly efficiency and design versatility. In addition, the standardized end cap design also helps reduce manufacturing costs and the complexity of supply chain management.

[0086] The special design of the end caps, including the R3 rounded corners and other regulatory features, ensures that the side protection structure not only meets the requirements in terms of physical performance, but also complies with the safety regulations of various countries. For example, the R3 rounded corners can reduce the damage to pedestrians or cyclists in a collision, which is a mandatory safety feature in many regional regulations.

[0087] The first rod 1 of the cavity structure and the firmly connected end cap work together to form a side protection system that can absorb impact force while maintaining structural integrity. In the event of a side collision, this design can effectively protect the vehicle tank and passenger compartment, reduce injuries, and meet strict collision safety test requirements.

[0088] The end cap 22 is interference fit with the inner cavity of the first rod 1, which simplifies the assembly process, does not require complicated welding or additional fasteners, and reduces assembly cost and time. In addition, the sealing effect of the sealing plate 21 also simplifies subsequent maintenance and inspection work, reducing maintenance costs during the vehicle life cycle.

[0089] The neat design of the end cap and the close fit with the first rod 1 not only improve the appearance of the side of the vehicle, but also help optimize the aerodynamic performance. The protruding parts on the side of the vehicle are reduced, the air resistance and noise are reduced, and the driving efficiency and comfort of the vehicle are improved.

[0090] The combination of the end cap and the first rod 1 can also integrate other functions, such as signal lights, lighting or warning signs, to further enhance the safety and functionality of the vehicle without adding additional external components, thus maintaining the simplicity and beauty of the vehicle side.

[0091] Furthermore, a wedge-shaped portion 23 is provided on the outer wall of the enclosure 22, and the wedge-shaped portion 23 is adaptively arranged with the inner wall structure of the cavity in the first rod 1. At least one second reinforcing rib 24 is provided on the inner wall of the enclosure 22, and the second reinforcing rib 24 is connected to both the sealing plate 21 and the enclosure 22.

[0092] Furthermore, a slide rail is provided on the second rod 3, and a slider is provided on at least one of the two first rods 1. The first rod 1 provided with the slider is movably arranged along the second direction relative to the other first rods 1, so that the size of the first pedaling space 10 can be adjusted.

[0093] Furthermore, each first rod member 1 is connected to the second rod member 3 through a corresponding telescopic assembly, and the telescopic assembly is adjustable in length along the third direction so that the distance between each first rod member 1 and the second rod member 3 is set differently, wherein the third direction is perpendicular to both the first direction and the second direction.

[0094] The core of the telescopic assembly is that it can be designed to be adjustable in length along the third direction (i.e., the vertical direction of the vehicle). This design is achieved by including multiple sleeves (such as an outer sleeve and an inner sleeve), wherein the inner sleeve can be telescopically installed inside the outer sleeve. By adjusting the telescopic length of the inner sleeve relative to the outer sleeve, the vertical distance between the first rod 1 and the second rod 3 can be flexibly adjusted, thereby adapting to the chassis height of different vehicles and the installation requirements of the side protection structure.

[0095] The adjustment mechanism of the telescopic assembly can be implemented in a variety of ways to ensure the accuracy and safety of the adjustment process:

[0096] Manual adjustment: Designed with an easy-to-operate handle or knob, the driver or maintenance personnel can manually adjust the length of the telescopic component. This design is simple and direct and is suitable for scenarios where frequent adjustment is not required.

[0097] Electric adjustment: Equipped with an electric motor and control unit, the length of the telescopic component can be adjusted through the vehicle system or a dedicated remote control, which improves the convenience and accuracy of adjustment and is suitable for applications that require dynamic adjustment or remote control.

[0098] Pneumatic or hydraulic adjustment: Use air pressure or hydraulic system to adjust the length of the telescopic component. This adjustment method can provide a smoother extension and retraction process and is suitable for adjustment scenarios that require high precision and stability, such as automatically adjusting the height of the side guard structure when the vehicle load changes.

[0099] In order to ensure that the telescopic assembly can remain stable and safe during vehicle driving and collision, the design needs to consider the following key points: Locking mechanism: Whether manual, electric or pneumatic / hydraulic adjustment is used, the telescopic assembly should be equipped with a reliable locking mechanism, such as a locking nut, electromagnetic lock or hydraulic lock, to prevent accidental extension or loosening due to vibration or impact during driving.

[0100] Limit device: Set physical or electronic limiters to prevent the telescopic component from over-expanding or contracting, ensure that it works within a safe range, and avoid damage to the side protection structure or the vehicle body.

[0101] The sleeve is manufactured using high-strength materials and precision processing technology to ensure the structural strength and rigidity of the telescopic assembly when subjected to lateral forces and to prevent deformation or damage of the sleeve.

[0102] The sleeves and connectors of the telescopic assembly should be treated with anti-corrosion and weather-resistant treatments, such as surface coating, spraying or special material selection, to ensure good performance and service life under various harsh environmental conditions.

[0103] In an optional embodiment, the side protection structure includes a first rod, an end cover, a second rod, a front connecting bracket, a transition bracket and a rear connecting bracket. The first rod is an aluminum profile cross beam, and the cross section is an aluminum profile cavity structure, which can achieve a significant weight reduction; the end cover is an ABS injection molded part, including an outer end, an inner end, a wedge-shaped portion and a reinforcing rib; the outer end is used to fit with the first rod, and the non-fitting surface is provided with an R3 fillet to meet regulatory requirements; the inner end is a rectangular cavity structure, which is the main support structure; the wedge-shaped portion is used to cooperate with the internal cavity of the first rod for easy assembly, and a certain interference is set to ensure reliable connection; the reinforcing rib is a triangular angle plate, which plays a structural reinforcement role. The cross section of the second rod is an aluminum profile cavity structure, which is light in weight, and is provided with mounting holes for fixing the transition bracket and the rear connecting bracket, and is also provided with avoidance holes for reserving space for convenient bolt fixing; by setting the X-direction spacing value between different second rods and the Z-direction spacing of different mounting holes on the same second rod, the connection of the connecting brackets arranged in different chassis can be matched to achieve modular design. The front connecting bracket is a flat plate structure, including an upper mounting hole, a lower mounting hole and a weight-reducing hole; the upper mounting hole is used to fix the urea tank bracket, the lower mounting hole is used to fix the transition bracket, and the weight-reducing hole is used to reduce weight to achieve lightweight. The transition bracket is an L-shaped bracket and a flat plate welded structure, which is provided with a mounting hole for connecting and fixing with the lower mounting hole of the front connecting bracket, and is also provided with a mounting hole for connecting and fixing with the mounting hole on the second rod member through a bolt assembly, and is also provided with a reinforcing rib for structural reinforcement. The rear connecting bracket is a pipe beam welding assembly structure, including a base, a connecting pipe and a U-shaped pipe; the base is a forging with good process performance, and is provided with a mounting hole on one end, which is connected and fixed with the longitudinal beam through a bolt assembly, and the other end is welded and fixed with the connecting pipe by a friction welding process to achieve a reliable connection; the connecting pipe is a cavity structure, L-shaped, and plays a transition connection role, which is used to connect the base and the U-shaped plate; one end of the U-shaped plate is covered and welded to the connecting pipe, and the other end is provided with a mounting hole for connecting and fixing with the mounting hole on the second rod member.

[0104] The assembly process of the side protection structure is as follows: (1) The front connecting bracket and the transition bracket are integrally connected and fixed to the urea tank bracket, and the rear connecting bracket is fixed to the longitudinal beam of the frame, and the whole is composed of an assembly subassembly. (2) The first rod, the end cover and the second rod are assembled together to form an assembly subassembly. (3) The assembly subassembly is assembled with the assembly subassembly, and the connecting bolts are fixed from the outside through the avoidance hole. The overall connection is reliable and easy to disassemble and assemble.

[0105] The first rod can realize the pedaling function at any position and can replace the original pedaling ladder structure.

[0106] In order to achieve the above objective, according to one aspect of the present invention, a vehicle is provided, including a vehicle external auxiliary safety device such as the above vehicle external auxiliary safety device.

[0107] From the above description, it can be seen that the above embodiments of the present invention achieve the following technical effects:

[0108] The technical solution of this application solves the problems of low reliability, heavy weight, complex assembly and high cost of the side protection structure, and improves the safety and economy of the tractor. By adopting crossbars, end covers, vertical bars and connecting brackets with specific structures, the stability and reliability of the overall structure are enhanced to ensure that the vehicle and fuel tank can be effectively protected in the event of a side collision; the crossbars and vertical bars with aluminum profile cavity structures and ABS injection molded end covers are used to reduce the total weight of the side protection structure; by adjusting the X-direction spacing value between the vertical bars and the Z-direction spacing of the mounting holes on the same vertical bar, the design can flexibly match different chassis layouts to achieve modular assembly; the pedaling function is integrated into the side protection crossbar, replacing the original dedicated pedaling ladder, realizing functional integration and further reducing costs.

[0109] This solution significantly reduces weight by using a crossbar made of an aluminum profile crossbeam and a vertical bar with a cavity structure. At the same time, the weight-reducing hole design of the front connecting bracket further reduces the weight of the overall structure, which helps to improve the vehicle's fuel economy and driving performance. The wedge-shaped design of the end cover cooperates with the internal cavity of the crossbar, and a certain interference fit ensures a tight connection and structural stability between the two. The base of the rear connecting bracket is made of forged parts and connected to the connecting pipe by friction welding, which ensures the reliability and durability of the connection. By adjusting the spacing between different vertical bars and the spacing between different mounting holes on the same vertical bar, the side protection structure can adapt to connecting brackets with different chassis arrangements, realizing a modular design and improving assembly efficiency and versatility. The crossbar can realize the pedaling function at any position, which not only simplifies the structure of the vehicle side, but also reduces costs.

[0110] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used here to describe the spatial positional relationship between a device or feature and other devices or features as shown in the figure. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figure. For example, if the device in the accompanying drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0111] In addition to the above, it should be noted that "one embodiment", "another embodiment", "embodiment", etc. mentioned in this specification refer to the specific features, structures or characteristics described in conjunction with the embodiment included in at least one embodiment generally described in this application. The same expression appearing in multiple places in the specification does not necessarily refer to the same embodiment. Further, when describing a specific feature, structure or characteristic in conjunction with any embodiment, it is claimed that the realization of such feature, structure or characteristic in conjunction with other embodiments also falls within the scope of the present invention.

[0112] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0113] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A vehicle external auxiliary safety device, characterized in that: include: A first rod (1), the first rod (1) being at least two in number, the length direction of the first rod (1) extending along a first direction, at least two of the first rods (1) being spaced apart along a second direction, at least part of the first rod (1) being located on one side of the vehicle body, at least part of the first rod (1) being located on one side of the fuel tank, and the first rod (1) being connected to at least one of a vehicle beam and a vehicle body bottom attachment; A first pedaling space (10) for a target object to pedal is formed between two adjacent first rods (1) along the second direction, and a second pedaling space (20) for a target object to pedal is formed on one side of the top of the first rod (1) located at the topmost position along the second direction.

2. The vehicle external auxiliary safety device according to claim 1, characterized in that: The vehicle external auxiliary safety device also includes: A second rod (3), the length direction of the second rod (3) extending along the second direction, the second rod (3) connected to each of the first rods (1), the second rod (3) connected to at least one of the vehicle beam and the vehicle bottom attachment, the second rod (3) is at least one, wherein when the second rod (3) is multiple, the multiple second rods (3) are spaced apart along the first direction.

3. The vehicle external auxiliary safety device according to claim 2, characterized in that: The vehicle external auxiliary safety device further comprises a first connecting component (6), wherein the first connecting component (6) comprises: A connecting member (63), the connecting member (63) being connected to at least one of the first rod member (1) and the second rod member (3); A connecting seat (61), the connecting seat (61) being connected to the longitudinal beam of the vehicle beam and / or the transverse beam of the vehicle beam; A connecting pipe (62), one end of which is connected to the connecting seat (61), and the other end of which is connected to the connecting piece (63).

4. The vehicle external auxiliary safety device according to claim 3, characterized in that: The connecting pipe (62) comprises a first pipe section and a second pipe section, the first pipe section and the second pipe section are connected, an angle is set between the first pipe section and the second pipe section, an envelope space is formed inside the connecting piece (63), the first pipe section is located in the envelope space, and the second pipe section is connected to the connecting seat (61) at one end away from the first pipe section.

5. The vehicle external auxiliary safety device according to claim 2, characterized in that: The vehicle bottom accessory comprises a urea tank bracket (30), and the vehicle external auxiliary safety device further comprises a second connecting component, wherein the second connecting component comprises: A transition bracket (5), the transition bracket (5) being connected to at least one of the first rod (1) and the second rod (3); A connecting bracket (4), one end of the connecting bracket (4) is connected to the transition bracket (5), and the other end of the connecting bracket (4) is connected to the urea tank bracket (30).

6. The vehicle external auxiliary safety device according to claim 5, characterized in that: The transition bracket (5) comprises a first transition section (54) and a second transition section (55), the first transition section (54) and the second transition section (55) are connected, the first transition section (54) and the second transition section (55) are arranged at an angle, the first transition section (54) is connected to at least one of the first rod (1) and the second rod (3), the second transition section (55) is connected to the connecting bracket (4), and the transition bracket (5) further comprises at least one first reinforcing rib (53), the first reinforcing rib (53) is connected to both the first transition section (54) and the second transition section (55).

7. The vehicle external auxiliary safety device according to claim 1, characterized in that: The first rod (1) is a rod structure having a cavity inside. At least one end of the first rod (1) in the length direction is connected to an end cover. The end cover comprises a sealing plate (21) and a surrounding plate (22). One end of the surrounding plate (22) is connected to the sealing plate (21), and the other end of the surrounding plate (22) is extended away from the sealing plate (21). The sealing plate (21) blocks the opening of the cavity, and the surrounding plate (22) extends into the interior of the cavity. The surrounding plate (22) is arranged to form an annular structure.

8. The vehicle external auxiliary safety device according to claim 7, characterized in that: A wedge-shaped portion (23) is provided on the outer wall of the enclosure (22), and the wedge-shaped portion (23) is adaptively arranged with the inner wall structure of the cavity in the first rod (1). At least one second reinforcing rib (24) is provided on the inner wall of the enclosure (22), and the second reinforcing rib (24) is connected to both the sealing plate (21) and the enclosure (22).

9. The vehicle external auxiliary safety device according to claim 2, characterized in that: The second rod (3) is provided with a slide rail, and at least one of the two first rods (1) is provided with a slider. The first rod (1) provided with the slider is movably arranged along the second direction relative to the other first rods (1), so that the size of the first pedaling space (10) can be adjusted.

10. The vehicle external auxiliary safety device according to claim 2, characterized in that: Each of the first rods (1) is connected to the second rod (3) via a corresponding telescopic assembly, and the length of the telescopic assembly along a third direction is adjustable so that the distance between each of the first rods (1) and the second rod (3) is set differently, wherein the third direction is perpendicular to both the first direction and the second direction.

11. A vehicle, comprising an external auxiliary safety device of the vehicle, characterized in that: The vehicle external auxiliary safety device is the vehicle external auxiliary safety device according to any one of claims 1 to 10.

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