Frame anti-collision device and vehicle

Abstract

The invention provides a vehicle frame anti-collision device and a vehicle, and relates to the technical field of vehicle frames, and the vehicle frame anti-collision device comprises a connecting support used for being connected with a vehicle frame; a part of the protective beam assemblies are connected with the connecting support, the other part of the protective beam assemblies are rotatably arranged relative to the connecting support, the protective beam assemblies are located on the front side of a cab of the frame, the protective beam assemblies are provided with protective positions opposite to the cab, and the protective beam assemblies are provided with overturning positions for avoiding the cab; the problems that in the prior art, when a log transport vehicle runs in a forest, a traditional fixed anti-collision beam interferes with a cab when the cab needs to be overturned for maintenance or inspection, overturning operation is affected, and maintenance efficiency is reduced are solved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle frames, and in particular, to a vehicle frame anti-collision device and a vehicle. Background Art

[0002] The front anti-collision beam of an automobile is a key component in the automobile structure, which seriously affects the safety performance of the automobile and the survival probability of passengers in a collision accident. In order to improve the safety performance of the front anti-collision beam of the automobile, the anti-collision beam is usually fixed to the front-end body by welding and then fixed to the front-end vehicle frame by bolts to form a rigid connection. However, during a collision, due to the action of inertia, the rigidly connected anti-collision beam will generate a huge shear stress on the front-end vehicle frame with the vehicle body as a fulcrum, exacerbating the damage of the front-end vehicle frame and even causing cracking, thus threatening the safety of passengers. In the prior art, solutions such as installing a fixed anti-collision beam structure at the front end of the cab, using elastic materials on the surface or key parts of the anti-collision beam, adopting a detachable anti-collision beam design, equipping with an early warning system, and strengthening the structure of the front enclosure of the cab to improve its anti-impact ability are usually adopted, but all have certain limitations.

[0003] For the above technical problems, no effective solution has been proposed yet. Summary of the Invention

[0004] The main object of the present invention is to provide a vehicle frame anti-collision device and a vehicle to solve the problem that when a traditional fixed anti-collision beam interferes with the cab during maintenance or inspection when the cab needs to be flipped during the driving of a log truck in the forest in the prior art, affecting the flipping operation and reducing the maintenance efficiency.

[0005] To achieve the above object, according to one aspect of the present invention, a vehicle frame anti-collision device is provided. The vehicle frame anti-collision device includes: a connection bracket for connecting with the vehicle frame; a protection beam assembly, part of the protection beam assembly is connected with the connection bracket, and the other part of the protection beam assembly is rotatably arranged relative to the connection bracket. The protection beam assembly is located on the front side of the cab of the vehicle frame, and the protection beam assembly has a protection position opposite to the cab and a flipping position for avoiding the cab.

[0006] Further, when the protection beam assembly is in the flipping position, at least part of the extension direction of the protection beam assembly is set at a preset angle with respect to the extension direction of the connection bracket.

[0007] Further, the protection beam assembly includes: a fixed part connected with the connection bracket and arranged opposite to the front side of the cab of the vehicle frame; a movable part rotatably connected with the fixed part, and the movable part has a protection position and a flipping position.

[0008] Further, the fixing part includes: at least two first channel plates, one end of the movable part is rotatably connected to one end of the first channel plate, one side of each first channel plate is connected to the connecting bracket, the first channel plate is located on the front side of the cab of the vehicle frame, and the first channel plate has a receiving groove; at least two damping blocks, and the damping blocks are located in the receiving groove.

[0009] Further, the movable part includes: at least two second channel plates, one end of each second channel plate is rotatably connected to one end of each first channel plate; a beam structure, the beam structure extends along the width direction of the second channel plate, the beam structure is connected to the second channel plate, the second channel plate drives the beam structure to have a protection position and a flipping position, and both ends of the beam structure in the length direction are inclined towards the front side of the cab of the vehicle frame.

[0010] Further, the distance in the width direction of the second channel plate is greater than the distance in the width direction of the first channel plate. When the movable part is in the protection position, the second channel plate is arranged outside the first channel plate.

[0011] Further, the beam structure includes: a plurality of first connecting rods, the first connecting rods are arranged in a plurality, the first connecting rods extend along the width direction of the second channel plate, the first connecting rods are connected to the second channel plate, the plurality of first connecting rods are arranged at intervals along the length direction of the second channel plate, and both ends of each first connecting rod in the length direction are inclined towards one side of the vehicle frame; connecting beams, the connecting beams are arranged in at least two, the connecting beams are arranged along the width direction of each first connecting rod, each connecting beam is connected to one end of the plurality of first connecting rods, and the first connecting rods and the connecting beams are used to protect the bumper.

[0012] Further, the beam structure further includes: at least two second connecting rods, the at least two second connecting rods are arranged corresponding to the at least two second channel plates, a receiving space is formed between each second channel plate and the connecting beam close to the first channel plate, each second connecting rod is located in the receiving space, and the at least two second connecting rods are arranged oppositely, one end of each second connecting rod is connected to each connecting beam, and the other end of each second connecting rod is connected to each second channel plate, and each second connecting rod is used to protect the headlight.

[0013] Further, the beam structure includes: a plurality of third link rods located between at least two second channel plates, one end of each third link rod being connected to one of the second channel plates, the other end of each third link rod being connected to the other second channel plate, and the plurality of third link rods being arranged at intervals along the length direction of the second channel plate; a plurality of fourth link rods, a plurality of fourth link rods being arranged on one side of each second channel plate away from the plurality of third link rods, the length direction of each fourth link rod extending along the width direction of the second channel plate, the plurality of fourth link rods being arranged at intervals along the length direction of the second channel plate, and one end of each fourth link rod being bent toward the vehicle frame side; at least two fifth link rods, a first end of each fifth link rod being connected to an end of the plurality of fourth link rods on each second channel plate, and a second end of the fifth link rod being connected to the corresponding second channel plate.

[0014] Further, reinforcing blocks are provided inside both the first channel plate and the second channel plate. A second through hole is provided along the thickness direction of the reinforcing block. A third through hole is provided on the side wall of the first channel plate. The second through hole of the reinforcing block located inside the first channel plate is communicatively arranged with the third through hole. A first through hole is provided on the side wall of the second channel plate. The second through hole of the reinforcing block located inside the second channel plate is communicatively arranged with the first through hole.

[0015] Further, the vibration damping block includes: a first connecting plate connected to the bottom of the first channel plate; and a rubber block connected to the first connecting plate through an embedded fixing member.

[0016] Further, the connecting bracket includes: a second connecting plate connected to the vehicle frame; a first connecting protrusion arranged along the length direction of the second connecting plate; at least two second connecting protrusions, the at least two second connecting protrusions being connected to the first connecting protrusion; and reinforcing ribs located between each second connecting protrusion and the first connecting protrusion, and the reinforcing ribs being located between the connecting plate and the first connecting protrusion.

[0017] Further, the vehicle frame collision prevention device further includes: a locking member, a part of the movable portion being detachably connected to the fixed portion through the locking member. The locking member has a locking state in which a part of the movable portion is connected to the fixed portion so that the movable portion is in the protection position, and the locking member has an unlocking state in which a part of the movable portion is separated from the fixed portion so that the movable portion is in the flipping position.

[0018] According to another aspect of the present invention, a vehicle is provided. The vehicle includes a vehicle frame collision prevention device, the vehicle frame collision prevention device being the vehicle frame collision prevention device of the above embodiment, and the vehicle frame collision prevention device being located outside the front face of the vehicle.

[0019] Applying the technical solution of the present invention, by providing a rotatable protective beam assembly on the connection bracket, when the vehicle is in a normal driving state, the protective beam assembly is in a protective position opposite to the front side of the cab of the vehicle frame. In this position, the protective beam assembly directly faces various obstacles or impacts that may be encountered ahead. For example, when a log transport vehicle passes through a forest, the protective beam assembly can effectively block the direct impact of obstacles such as tree branches on the front bumper and headlights of the cab, reducing the risk of damage to these components, protecting the cab structure from external impacts, and thus improving the safety and durability of the vehicle; when the cab needs to be flipped for internal maintenance, inspection or repair, a part of the protective beam assembly is rotatably arranged relative to the connection bracket, that is, the protective beam assembly can be moved to the flipping position. In the flipping position, the protective beam assembly no longer blocks the flipping path of the cab, providing sufficient space for the flipping of the cab, avoiding physical interference between the protective beam assembly and the cab, enabling the cab to be flipped smoothly, facilitating the maintenance and inspection of key components such as the engine and transmission system, and thus solving the inconvenience caused by traditional fixed anti-collision beams during cab flipping, improving the maintainability of the vehicle, and reducing the maintenance cost and time; therefore, through the flexible conversion of the protective beam assembly between the protective position and the flipping position, it not only provides effective protection for the vehicle during driving, but also ensures the convenience of cab flipping during maintenance. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The accompanying drawings forming a part of this application are used to provide a further understanding of the present invention. The schematic 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:

[0021] Figure 1 FIG. shows a schematic structural diagram of a first embodiment of the protective position of the vehicle frame anti-collision device according to the present invention;

[0022] Figure 2 FIG. shows a schematic structural diagram of a first embodiment of the flipping position of the vehicle frame anti-collision device according to the present invention;

[0023] Figure 3 FIG. shows Figure 2 an enlarged schematic structural diagram of part A in;

[0024] Figure 4 FIG. shows a schematic structural diagram of a second embodiment of the flipping position of the vehicle frame anti-collision device according to the present invention;

[0025] Figure 5 FIG. shows a schematic structural diagram of a third embodiment of the flipping position of the vehicle frame anti-collision device according to the present invention;

[0026] Figure 6Shows a schematic structural diagram of a second embodiment of the protection position of the vehicle frame anti-collision device according to the present invention;

[0027] Figure 7 Shows a schematic structural diagram of the shock-absorbing block of the vehicle frame anti-collision device according to the present invention;

[0028] Figure 8 Shows a schematic structural diagram of the reinforcing block of the vehicle frame anti-collision device according to the present invention;

[0029] Figure 9 Shows a schematic structural diagram of a first embodiment of the connection bracket of the vehicle frame anti-collision device according to the present invention;

[0030] Figure 10 Shows a schematic structural diagram of a second embodiment of the connection bracket of the vehicle frame anti-collision device according to the present invention.

[0031] Among them, the above-mentioned drawings include the following reference numerals:

[0032] 10. Connection bracket; 11. Second connecting plate; 12. First connecting protrusion; 13. Second connecting protrusion; 14. Reinforcing rib;

[0033] 20. Protection beam assembly;

[0034] 21. Fixed part; 211. First channel-shaped plate; 212. Shock-absorbing block; 2121. First connecting plate; 2122. Rubber block; 213. Reinforcing block; 2131. Second through hole;

[0035] 22. Movable part; 221. First through hole; 222. Second channel-shaped plate; 223. Beam structure; 2231. First connecting rod; 2232. Connecting beam; 2233. Second connecting rod; 2234. Third connecting rod; 2235. Fourth connecting rod; 2236. Fifth connecting rod;

[0036] 30. Locking part. Detailed implementation manners

[0037] It should be noted that, without conflict, the embodiments in the present application and the features in the embodiments can be combined with each other. The present invention will be described in detail below with reference to the drawings and in conjunction with the embodiments.

[0038] It should be noted that the terms used herein are only for describing specific implementation manners and are not intended to limit the exemplary implementation manners 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 "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0039] It should be noted that the terms "first", "second", etc. in the description, claims and above-mentioned drawings of this application are used to distinguish similar objects, and do not necessarily describe a specific order or sequence. It should be understood that such terms can be interchanged under appropriate circumstances, so that the embodiments of the present application described here can be implemented in an order other than those illustrated or described here. In addition, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device comprising a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0040] Now, exemplary embodiments according to the present application will be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many different forms and should not be construed as being limited only to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of the present application is thorough and complete, and the concept of these exemplary embodiments is fully conveyed to those of ordinary skill in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and thus their description will be omitted.

[0041] Combined with Figures 1 to 10 As shown, according to a specific embodiment of the present invention, a vehicle frame anti-collision device is provided.

[0042] Specifically, as Figure 1 shown, the vehicle frame anti-collision device includes: a connection bracket 10 for connecting with the vehicle frame; a protection beam assembly 20, a part of the protection beam assembly 20 is connected to the connection bracket 10, and another part of the protection beam assembly 20 is rotatably arranged relative to the connection bracket 10. The protection beam assembly 20 is located on the front side of the cab of the vehicle frame, and the protection beam assembly 20 has a protection position opposite to the cab, and the protection beam assembly 20 has a flipping position for avoiding the cab.

[0043] In this embodiment, by providing a rotatable protective beam assembly 20 on the connection bracket 10, when the vehicle is in a normal driving state, the protective beam assembly 20 is in a protective position opposite to the front side of the cab of the vehicle frame. In this position, the protective beam assembly 20 directly faces various obstacles or impacts that may be encountered ahead. For example, when a log transport vehicle passes through a forest, the protective beam assembly 20 can effectively block the direct impact of obstacles such as tree branches on the front bumper and headlights of the cab, reducing the risk of damage to these components and protecting the cab structure from external impacts, thereby improving the safety and durability of the vehicle; when the cab needs to be flipped for internal maintenance, inspection or repair, a part of the protective beam assembly 20 is rotatably arranged relative to the connection bracket 10, that is, the protective beam assembly 20 can be moved to the flipped position. In the flipped position, the protective beam assembly 20 no longer blocks the flipping path of the cab, providing sufficient space for the flipping of the cab, avoiding physical interference between the protective beam assembly 20 and the cab, enabling the cab to be flipped smoothly, facilitating the maintenance and inspection of key components such as the engine and transmission system, thus solving the inconvenience caused by traditional fixed anti-collision beams during cab flipping, improving the maintainability of the vehicle, and reducing maintenance costs and time; therefore, through the flexible conversion of the protective beam assembly 20 between the protective position and the flipped position, it not only provides effective protection for the vehicle during driving but also ensures the convenience of cab flipping during maintenance.

[0044] As Figure 2 , Figure 3 , Figure 4 shown, when the protective beam assembly 20 is in the flipped position, at least part of the extension direction of the protective beam assembly 20 is set at a preset angle with respect to the extension direction of the connection bracket 10.

[0045] Specifically, the preset angle is α, where 85° ≤ α ≤ 95°. Such a setting makes it possible to effectively reduce the interference in space between the protective beam assembly 20 and the connection bracket 10 when the protective beam assembly 20 is flipped, providing the necessary space for the flipping of the cab and making the maintenance and inspection operations more convenient.

[0046] In one embodiment, when the protective beam assembly 20 is in the flipped position, at least part of the extension direction of the protective beam assembly 20 is set at 90° with respect to the extension direction of the connection bracket 10.

[0047] Furthermore, the protective beam assembly 20 includes: a fixed part 21, the fixed part 21 is connected to the connection bracket 10, and the fixed part 21 is arranged opposite to the front side of the cab of the vehicle frame; a movable part 22, the movable part 22 is rotatably connected to the fixed part 21, and the movable part 22 has a protective position and a flipped position.

[0048] Specifically, the rotatable connection between the movable part 22 and the fixed part 21 enables the protective beam assembly to switch between the protection position and the flipping position, which not only ensures the front protection of the vehicle during normal driving but also provides high flexibility when needed, facilitating the flipping operation of the cab.

[0049] Further, the fixed part 21 includes: at least two first channel plates 211. One end of the movable part 22 is rotatably connected to one end of the first channel plate 211. One side of each first channel plate 211 is connected to the connection bracket 10. The first channel plates 211 are located on the front side of the cab of the vehicle frame, and the first channel plates 211 have receiving grooves; at least two damping blocks 212, and the damping blocks 212 are located in the receiving grooves.

[0050] Specifically, the rotatable connection design between the first channel plate 211 and the movable part 22 allows the movable part 22 to flexibly switch between the protection position and the flipping position. This not only provides effective protection during driving but also ensures that the flipping operation of the cab is not restricted, improving the convenience and efficiency of maintenance. The embedding of the damping blocks 212 can effectively absorb vibration energy when the vehicle encounters uneven roads or other collisions, reduce the impact feeling transmitted to the cab, and improve the ride comfort. In addition, the damping blocks can also help control the noise during vehicle operation and enhance the driving experience.

[0051] Further, the movable part 22 includes: at least two second channel plates 222. One end of each second channel plate 222 is rotatably connected to one end of each first channel plate 211; a beam structure 223, and the beam structure 223 extends along the width direction of the second channel plate 222. The beam structure 223 is connected to the second channel plate 222. The second channel plate 222 drives the beam structure 223 to have a protection position and a flipping position, and both ends of the beam structure 223 in the length direction are inclined towards the front side of the cab of the vehicle frame.

[0052] Specifically, the rotatable connection between the second channel plate 222 and the first channel plate 211 enables the movable part 22 to freely flip to the protection position and the flipping position. This design ensures that the protective beam assembly can be flipped quickly and easily when needed, providing sufficient space for the maintenance or inspection of the cab, and reducing the complexity and time of operation. The setting of the beam structure 223 and the inclination of its both ends towards the front side of the cab of the vehicle frame can provide more effective front protection. Especially when the vehicle has a frontal or oblique collision, the inclined beam structure can better disperse and absorb the collision energy, reducing the direct impact on the cab.

[0053] Further, the distance in the width direction of the second channel plate 222 is greater than the distance in the width direction of the first channel plate 211. When the movable part 22 is in the protection position, the second channel plate 222 is arranged outside the first channel plate 211.

[0054] Specifically, since the second channel plate 222 is separated from the first channel plate 211 when in the flipped position, such a design reduces mechanical interference during flipping, making the flipping operation of the movable part 22 smoother and facilitating the maintenance and inspection of the cab.

[0055] Furthermore, the beam structure 223 includes: a first connecting rod 2231, a plurality of first connecting rods 2231 are provided, the first connecting rods 2231 extend along the width direction of the second channel plate 222, the first connecting rods 2231 are connected to the second channel plate 222, and the plurality of first connecting rods 2231 are spaced along the length direction of the second channel plate 222; both ends of each first connecting rod 2231 in the length direction are inclined towards one side of the vehicle frame; a connecting beam 2232, at least two connecting beams 2232 are provided, the connecting beams 2232 are arranged along the width direction of each first connecting rod 2231, each connecting beam 2232 is connected to one end of the plurality of first connecting rods 2231, and the first connecting rods 2231 and the connecting beam 2232 are used for protecting the bumper.

[0056] Specifically, the plurality of first connecting rods 2231 extend along the width direction of the second channel plate 222 and are spaced apart. This structure can more evenly cover the front part of the vehicle and provide comprehensive protection. Both ends of the first connecting rod 2231 are inclined towards one side of the vehicle frame, which helps to disperse the impact force during a collision, improve the energy absorption efficiency, and reduce direct harm to the cab and occupants. The combination of the first connecting rods 2231 and the connecting beam 2232 forms an interlaced support network, increasing the structural stability and rigidity of the entire protective beam assembly. This design can resist greater external forces, maintain the integrity and durability of the structure, and maintain its protective function even in high-intensity collisions. The first connecting rods 2231 and the connecting beam 2232 act together to protect the bumper. Their layout and inclined setting can more effectively protect the bumper area of the vehicle, reduce damage to the bumper during a collision, and lower the maintenance cost.

[0057] Furthermore, the beam structure 223 further includes: a second connecting rod 2233, at least two second connecting rods 2233 are provided, the at least two second connecting rods 2233 are correspondingly arranged with the at least two second channel plates 222, each second channel plate 222 and the connecting beam 2232 close to the first channel plate 211 form an accommodating space, each second connecting rod 2233 is located in the accommodating space, and the at least two second connecting rods 2233 are arranged oppositely, one end of each second connecting rod 2233 is connected to each connecting beam 2232, and the other end of each second connecting rod 2233 is connected to each second channel plate 222, and each second connecting rod 2233 is used for protecting the headlight.

[0058] Specifically, the design of the second link 2233 is specifically for the protection of the headlight. The accommodation space formed with the second channel plate 222 provides a customized protection environment for the headlight, which can effectively prevent branches or other obstacles from directly hitting the headlight and reduce the risk of headlight damage.

[0059] As Figure 5 , Figure 6 shown, in another embodiment, the beam structure 223 includes: a plurality of third links 2234, the plurality of third links 2234 are located between at least two second channel plates 222, one end of each third link 2234 is connected to one of the second channel plates 222, and the other end of each third link 2234 is connected to another second channel plate 222. The plurality of third links 2234 are arranged at intervals along the length direction of the second channel plate 222; a plurality of fourth links 2235, a plurality of fourth links 2235 are arranged on one side of each second channel plate 222 away from the plurality of third links 2234. The length direction of each fourth link 2235 extends along the width direction of the second channel plate 222. The plurality of fourth links 2235 are arranged at intervals along the length direction of the second channel plate 222, and one end of each fourth link 2235 is bent towards the frame side; at least two fifth links 2236, the first end of each fifth link 2236 is connected to the end of the plurality of fourth links 2235 on each second channel plate 222, and the second end of the fifth link 2236 is connected to the corresponding second channel plate 222.

[0060] Wherein, the first section of the fifth link 2236 is arranged along the length direction of the second channel plate 222, the second section of the fifth link 2236 is arranged along the width direction of the second channel plate 222, the third section of the fifth link 2236 is gradually arranged closer to the second channel plate 222 and connected to the second channel plate 222. Each fifth link 2236 and the fourth link 2235 enclose a protection space for the bumper and the headlight.

[0061] As Figure 8 shown, reinforcing blocks 213 are provided in both the first channel plate 211 and the second channel plate 222. A second through hole 2131 is provided along the thickness direction of the reinforcing block 213. A third through hole is provided on the side wall of the first channel plate 211. The second through hole 2131 of the reinforcing block 213 located in the first channel plate 211 is communicatively arranged with the third through hole. A first through hole 221 is provided on the side wall of the second channel plate 222. The second through hole 2131 of the reinforcing block 213 located in the second channel plate 222 is communicatively arranged with the first through hole 221.

[0062] Specifically, one end of the first channel plate 211 is rotatably connected to the second channel plate 222 through a pin shaft passing through the third through hole and the second through hole. The second channel plate 222 is detachably connected to the other end of the first channel plate 211 through a screw or bolt passing through the first through hole 221 and the second through hole 2131.

[0063] Specifically, the reinforcing block 213 is made of forged steel and is used to reinforce the structure of the trough-shaped plate. The rounded corner structure provided on the reinforcing block 213 can prevent interference between the movable part 22 and the fixed part 21 when the movable part 22 flips.

[0064] As Figure 7 shown, the damping block 212 includes: a first connecting plate 2121, and the first connecting plate 2121 is connected to the bottom of the first trough-shaped plate 211; a rubber block 2122, and the rubber block 2122 is connected to the first connecting plate 2121 through an embedded fixing member.

[0065] Specifically, the damping block 212 includes a rubber block 2122, an embedded fixing member, a first connecting plate 2121 and screws. The rubber block 2122 and the embedded fixing member are connected by vulcanization. The inner part of the embedded member is provided with an internal thread structure. The first connecting plate 2121 is connected to the embedded fixing member through screws to realize reliable connection of the rubber block 2122. The damping block 212 can relieve the impact and vibration of the protection beam assembly 20 when the vehicle is running.

[0066] In other embodiments, the connection manner between the rubber block 2122 and the first connecting plate 2121 is not limited to this, and can also be vulcanization connection or adhesive bonding.

[0067] In other embodiments, the rubber is injection-molded into a mold with the first connecting plate 2121 in a molten state, and forms an integral body after cooling.

[0068] Further, the connection bracket 10 includes: a second connecting plate 11, and the second connecting plate 11 is connected to the vehicle frame; a first connecting protrusion 12, and the first connecting protrusion 12 is arranged along the length direction of the second connecting plate 11; a second connecting protrusion 13, and the second connecting protrusion 13 is provided with at least two, and at least two second connecting protrusions 13 are connected to the first connecting protrusion 12; a reinforcing rib 14, and the reinforcing rib 14 is located between each second connecting protrusion 13 and the first connecting protrusion 12, and the reinforcing rib 14 is located between the connecting plate 11 and the first connecting protrusion 12.

[0069] Specifically, the connection bracket 10 is made of high-strength and tough ductile cast iron. The first connecting protrusion 12 is a plate-like structure, the second connecting protrusion 13 is a columnar structure, and the second connecting protrusion 13 is used to fix the protection beam assembly 20. The second connecting plate 11 is connected to the vehicle frame, and the second connecting protrusion 13 and the second connecting plate 11 are connected through the first connecting protrusion 12; the reinforcing rib 14 is used to strengthen the structure and further ensure the safety and reliability of the connection structure of the protection beam assembly 20.

[0070] In one embodiment, as Figure 9 shown, the reinforcing rib 14 between the second connecting protrusion 13 and the second connecting plate 11 is a triangular plate-like structure.

[0071] In another embodiment, as Figure 10 shown, the reinforcing rib 14 between the second connecting protrusion 13 and the second connecting plate 11 is a curved plate-like structure.

[0072] Furthermore, the vehicle frame anti-collision device further includes: a locking member 30, a part of the movable portion 22 is detachably connected to the fixed portion 21 through the locking member 30, the locking member 30 has a locking state in which a part of the movable portion 22 is connected to the fixed portion 21 so that the movable portion 22 is in the protection position, and the locking member 30 has an unlocking state in which a part of the movable portion 22 is separated from the fixed portion 21 so that the movable portion 22 is in the flipping position.

[0073] Specifically, in the locking state, the locking member 30 ensures that the movable portion 22 is firmly fixed in the protection position, providing comprehensive safety protection for the vehicle. The unlocking state allows the movable portion 22 to flip from the protection position to the flipping position, which not only reduces interference with the flipping operation of the cab but also facilitates inspection and maintenance of the front part of the vehicle. The locking member 30 enables the operator to quickly switch between the locking and unlocking states without using complex tools or performing long-term disassembly and assembly, improving the response speed during vehicle maintenance and in emergency situations.

[0074] In this embodiment, the locking member is set as one of a bolt, a stud, and a screw.

[0075] In other embodiments, the locking member can also be set as a buckle, a locking pin, a magnetic locking member, a quick release mechanism, etc.

[0076] According to another aspect of the present invention, a vehicle is provided. The vehicle includes a vehicle frame anti-collision device, and the vehicle frame anti-collision device is the vehicle frame anti-collision device of the above embodiment. The vehicle frame anti-collision device is located outside the front face of the vehicle.

[0077] The vehicle frame anti-collision device includes: a connection bracket 10 for connecting with the vehicle frame; a protection beam assembly 20, a part of the protection beam assembly 20 is connected to the connection bracket 10, and another part of the protection beam assembly 20 is rotatably arranged relative to the connection bracket 10. The protection beam assembly 20 is located in front of the cab of the vehicle frame, and the protection beam assembly 20 has a protection position opposite to the cab, and the protection beam assembly 20 has a flipping position for avoiding the cab.

[0078] In this embodiment, by providing a rotatable protective beam assembly 20 on the connecting bracket 10, when the vehicle is in a normal driving state, the protective beam assembly 20 is in a protective position opposite to the front side of the cab of the vehicle frame. In this position, the protective beam assembly 20 directly faces various obstacles or impacts that may be encountered ahead. For example, when a log transport vehicle passes through a forest, the protective beam assembly 20 can effectively block the direct impact of obstacles such as tree branches on the front bumper and headlights of the cab, reducing the risk of damage to these components, protecting the cab structure from external impacts, and thus improving the safety and durability of the vehicle; when the cab needs to be flipped for internal maintenance, inspection or repair, a part of the protective beam assembly 20 is rotatably provided relative to the connecting bracket 10, that is, the protective beam assembly 20 can be moved to the flipping position. In the flipping position, the protective beam assembly 20 no longer blocks the flipping path of the cab, providing sufficient space for the flipping of the cab, avoiding physical interference between the protective beam assembly 20 and the cab, enabling the cab to be flipped smoothly, facilitating the maintenance and inspection of key components such as the engine and transmission system, and thus solving the inconvenience caused by traditional fixed anti-collision beams during cab flipping, improving the maintainability of the vehicle, and reducing maintenance costs and time; therefore, through the flexible conversion of the protective beam assembly 20 between the protective position and the flipping position, it not only provides effective protection for the vehicle during driving, but also ensures the convenience of cab flipping during maintenance.

[0079] From the above description, it can be seen that the above embodiments of the present invention achieve the following technical effects:

[0080] (1). The addition of the protective beam assembly in this solution and its design structure can effectively prevent the direct impact of obstacles such as tree branches on the front bumper and headlights of the vehicle cab, significantly reducing the risk of damage when the vehicle is driving in a forest environment, and improving the durability and safety of the vehicle.

[0081] (2) Through the rotatable protective beam assembly, when the cab needs to be flipped for maintenance or inspection, the movable part can be easily flipped, avoiding interference with the cab, facilitating daily maintenance and repair, and reducing maintenance costs and time.

[0082] (3). The connecting bracket is made of high-strength and tough ductile iron material, enhancing the structural strength of the connection point. At the same time, the provided reinforcing ribs further improve the stability of the bracket, ensuring the firm connection of the anti-collision beam under various road conditions, and enhancing the safety and reliability of the overall structure.

[0083] (4). The use of rubber shock-absorbing blocks effectively absorbs and alleviates the vibration of the front anti-collision beam when encountering impacts, protecting the internal structure and electronic equipment of the cab from damage, and at the same time improving the comfort of the driver and the driving stability of the vehicle.

[0084] (5) The beam structure is designed to conform to the shape of the front cab, which not only provides effective protection but also maintains the aesthetic appearance of the vehicle, reflecting the details and humanized considerations of the design.

[0085] For ease of description, spatial relative terms such as "above", "over", "on the upper surface", "upper" etc. may be used herein to describe the spatial positional relationship of one device or feature to another device or feature as shown in the figures. It should be understood that the spatial relative terms are intended to encompass different orientations in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is inverted, a device described as "above" or "over" another device or structure will then be positioned "below" or "under" the other device or structure. Thus, the exemplary term "above" can include both orientations of "above" and "below". The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the corresponding explanations for the spatial relative descriptions used herein will be made accordingly.

[0086] In addition to the above, it should also be noted that when referring to "one embodiment", "another embodiment", "embodiment" etc. in this specification, it means that the specific features, structures or characteristics described in connection with that embodiment are 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 connection with any one embodiment, it is intended that the implementation of such feature, structure or characteristic in combination with other embodiments also falls within the scope of the present invention.

[0087] In the above embodiments, the descriptions of the respective embodiments have their own emphases. For parts not detailed in a certain embodiment, reference may be made to the relevant descriptions of other embodiments.

[0088] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and changes. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A frame anti-collision device, characterized in that: include: A connecting bracket (10), wherein the connecting bracket (10) is used to be connected to a vehicle frame; A protection beam assembly (20), part of which is connected to the connecting bracket (10), and another part of which is rotatably arranged relative to the connecting bracket (10), the protection beam assembly (20) is located in front of a cab of the vehicle frame, and the protection beam assembly (20) has a protection position arranged relative to the cab, and the protection beam assembly (20) has a flipping position for avoiding the cab.

2. The frame anti-collision device according to claim 1, characterized in that: When the protection beam assembly (20) is located at the flipping position, the extension direction of at least part of the protection beam assembly (20) is arranged at a preset angle to the extension direction of the connecting bracket (10).

3. The frame anti-collision device according to claim 1 or 2, characterized in that: The protection beam assembly (20) comprises: A fixing portion (21), the fixing portion (21) being connected to the connecting bracket (10), and the fixing portion (21) being arranged opposite to the front side of the cab of the vehicle frame; A movable part (22), the movable part (22) is rotatably connected to the fixed part (21), and the movable part (22) has the protection position and the flipping position.

4. The frame anti-collision device according to claim 3, characterized in that: The fixing portion (21) comprises: at least two first grooved plates (211), one end of the movable portion (22) being rotatably connected to one end of the first grooved plates (211), one side of each of the first grooved plates (211) being connected to the connecting bracket (10), the first grooved plates (211) being located at the front side of the cab of the vehicle frame, and the first grooved plates (211) having a receiving groove; At least two vibration-damping blocks (212), wherein the vibration-damping blocks (212) are located in the accommodating groove.

5. The vehicle frame anti-collision device according to claim 4, characterized in that: The movable part (22) comprises: at least two second grooved plates (222), one end of each of the second grooved plates (222) being rotatably connected to one end of each of the first grooved plates (211); A beam structure (223), wherein the beam structure (223) is extended along the width direction of the second groove plate (222), the beam structure (223) is connected to the second groove plate (222), the second groove plate (222) drives the beam structure (223) to have the protection position and the flipping position, and the two ends of the beam structure (223) in the length direction are inclined toward the front side of the cab of the frame.

6. The vehicle frame anti-collision device according to claim 5, characterized in that: The distance in the width direction of the second grooved plate (222) is greater than the distance in the width direction of the first grooved plate (211); when the movable portion (22) is located at the protective position, the second grooved plate (222) is arranged outside the first grooved plate (211).

7. The vehicle frame anti-collision device according to claim 5, characterized in that: The beam structure (223) comprises: A first connecting rod (2231), wherein the first connecting rod (2231) is provided in plurality, the first connecting rod (2231) is extended along the width direction of the second grooved plate (222), the first connecting rod (2231) is connected to the second grooved plate (222), the plurality of first connecting rods (2231) are arranged at intervals along the length direction of the second grooved plate (222), and both ends of the length direction of each first connecting rod (2231) are inclined toward one side of the frame; A connecting beam (2232), wherein at least two of the connecting beams (2232) are provided, and the connecting beams (2232) are provided along the width direction of each of the first connecting rods (2231), and each of the connecting beams (2232) is connected to one end of a plurality of the first connecting rods (2231), and the first connecting rods (2231) and the connecting beams (2232) are used for protecting the bumper.

8. The vehicle frame anti-collision device according to claim 7, characterized in that: The beam structure (223) further comprises: The second connecting rod (2233) is provided in at least two pieces, at least two of the second connecting rods (2233) are provided corresponding to at least two of the second grooved plates (222), each of the second grooved plates (222) and the connecting beam (2232) provided close to the first grooved plate (211) forms a receiving space, each of the second connecting rods (2233) is located in the receiving space, and at least two of the second connecting rods (2233) are provided opposite to each other, one end of each of the second connecting rods (2233) is connected to each of the connecting beams (2232), and the other end of each of the second connecting rods (2233) is connected to each of the second grooved plates (222), and each of the second connecting rods (2233) is used to protect the headlights.

9. The vehicle frame anti-collision device according to claim 5, characterized in that: The beam structure (223) comprises: A plurality of third connecting rods (2234), wherein the plurality of third connecting rods (2234) are located between at least two of the second grooved plates (222), one end of each of the third connecting rods (2234) is connected to one of the second grooved plates (222), and the other end of each of the third connecting rods (2234) is connected to another of the second grooved plates (222), and the plurality of third connecting rods (2234) are arranged at intervals along the length direction of the second grooved plates (222); A plurality of fourth connecting rods (2235), each of the second grooved plates (222) being provided with a plurality of fourth connecting rods (2235) on one side away from the plurality of third connecting rods (2234), the length direction of each of the fourth connecting rods (2235) extending along the width direction of the second grooved plate (222), the plurality of fourth connecting rods (2235) being arranged at intervals along the length direction of the second grooved plate (222), and one end of each of the fourth connecting rods (2235) being bent toward one side of the vehicle frame; At least two fifth connecting rods (2236), the first end of each of the fifth connecting rods (2236) is connected to the ends of the plurality of fourth connecting rods (2235) on each of the second groove plates (222), and the second end of the fifth connecting rod (2236) is connected to the corresponding second groove plate (222).

10. The vehicle frame anti-collision device according to claim 5, characterized in that: A reinforcing block (213) is provided in both the first groove plate (211) and the second groove plate (222), a second through hole (2131) is provided along the thickness direction of the reinforcing block (213), a third through hole is provided on the side wall of the first groove plate (211), the second through hole (2131) of the reinforcing block (213) located in the first groove plate (211) is arranged to communicate with the third through hole, a first through hole (221) is provided on the side wall of the second groove plate (222), the second through hole (2131) of the reinforcing block (213) located in the second groove plate (222) is arranged to communicate with the first through hole (221).

11. The vehicle frame anti-collision device according to claim 4, characterized in that: The vibration damping block (212) comprises: A first connecting plate (2121), the first connecting plate (2121) being connected to the bottom of the first grooved plate (211); A rubber block (2122), wherein the rubber block (2122) is connected to the first connecting plate (2121) via an embedded fixing member.

12. The vehicle frame anti-collision device according to claim 1, characterized in that: The connecting bracket (10) comprises: A second connecting plate (11), the second connecting plate (11) being connected to the vehicle frame; A first connecting protrusion (12), wherein the first connecting protrusion (12) is arranged along the length direction of the second connecting plate (11); A second connecting protrusion (13), wherein the second connecting protrusion (13) is provided in a number of at least two, and at least two of the second connecting protrusions (13) are connected to the first connecting protrusion (12); A reinforcing rib (14), wherein the reinforcing rib (14) is located between each of the second connecting protrusions (13) and the first connecting protrusion (12), and the reinforcing rib (14) is located between the connecting plate (11) and the first connecting protrusion (12).

13. The vehicle frame anti-collision device according to claim 3, characterized in that: The frame anti-collision device also includes: A locking member (30), part of the movable part (22) is detachably connected to the fixed part (21) through the locking member (30), the locking member (30) having a locking state in which part of the movable part (22) is connected to the fixed part (21) so that the movable part (22) is located at the protective position, and the locking member (30) has an unlocking state in which part of the movable part (22) is separated from the fixed part (21) so that the movable part (22) is located at the flipping position.

14. A vehicle, characterized in that: The vehicle comprises a frame anti-collision device, which is the frame anti-collision device according to any one of claims 1 to 13, and is located on the outer side of the front face of the vehicle.

Images