Airdrop cab rear wall structure and cab adopting same

Abstract

The invention discloses an air-drop cab rear wall structure and a cab adopting the air-drop cab rear wall structure and aims to solve the problems that an existing rear wall structure is prone to damage due to air-drop impact and unreasonable in force transmission. The structure comprises a rear wall plate, an upper cross beam, a middle cross beam, a lower cross beam, an upper vertical beam group, a middle vertical beam group, a lower vertical beam group, a middle bulge-rear wall reinforcing beam and a diagonal bracing reinforcing beam group. The rear panel is made of high-strength steel and is of a wing-shaped structure. A three-level force transmission path is constructed through the beam system, and impact force is decomposed and transmitted step by step from bottom to top. And the inclined strut reinforcing beam group effectively decomposes inclined impact. The device is high in structural strength, good in reliability, capable of effectively bearing air-drop impact and easy to produce and maintain.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle body structures, and in particular to a cab rear enclosure structure suitable for airdrop conditions, and a cab using the rear enclosure structure. Background Art

[0002] Vehicles, especially special operations vehicles, require rapid deployment via airdrop in certain scenarios. During the critical landing phase of an airdrop, the vehicle's immense mass and rapid descent from high altitude generate significant impact force upon contact with the ground. For vehicles with a non-load-bearing body, this impact force first acts on the frame, then transmits through it to various parts of the cab, particularly the floor and rear panel.

[0003] The cab rear panel, directly connected to the cab floor and a crucial component of the cab shell, not only must withstand impact loads transmitted from the vehicle frame but also maintain structural integrity and strength under extreme operating conditions such as airdrop landings. Therefore, the rear panel structure must possess an excellent mechanical channel design to effectively transmit and disperse impact forces, while its material properties must also meet high strength requirements to withstand the enormous impact energy.

[0004] Prior art, such as Chinese patent CN115848080A, discloses a "man-carrying airborne vehicle" comprising a passenger compartment, flight propulsion and control systems, and ground mobility. The passenger compartment is a frame-type compartment designed to carry personnel to be airborne. This design primarily focuses on the vehicle's airborne capabilities and post-landing ground maneuverability. However, this prior art does not provide detailed structural design and mechanical optimization for critical load-bearing components, such as the rear cab enclosure, to address the impact of airdrop landings.

[0005] Specifically, some vehicle rear enclosure structures in the prior art have the following defects: 1. The rear structural design is often relatively simple. For example, an open structure is used, and there is no targeted structural optimization design for the force in the main impact direction during landing, which makes it easy to deform or even damage under impact.

[0006] 2. The impact force transmission path design is not rational, and a multi-stage attenuation mechanism is not established. During landing impact, the impact force tends to be excessively concentrated in certain weak links or connection points, forming stress concentration areas, which can cause local damage or even complete failure of the rear enclosure structure, affecting the structural integrity of the cab and the safety of occupants.

[0007] Therefore, how to design a cab rear enclosure structure that can effectively withstand the impact of airdrop landing, has high strength, high reliability, and is easy to produce and maintain is a technical problem that needs to be urgently solved in this field. Summary of the Invention

[0008] In response to the issues raised in the background art, one objective of the present invention is to provide an airdroppable cab rear panel structure. This structure, through optimized design, can effectively withstand and disperse the significant impact force during airdrop landing, thereby improving the structural strength and reliability. Another objective of the present invention is to provide a cab utilizing this airdroppable cab rear panel structure.

[0009] To achieve the above objectives, in a first aspect, the present invention provides an airdroppable cab rear enclosure structure, comprising: rear quarter panel; At least one upper crossbeam welded to the rear panel; at least one middle crossbeam welded to the rear panel and located below the upper crossbeam; At least one lower cross member welded to the rear panel and located below the middle cross member; At least one upper vertical beam group, including at least one vertical beam, connected between the upper cross beam and the middle cross beam, and welded to the rear panel; At least one middle vertical beam group, including at least one vertical beam, connected between the middle cross beam and the lower cross beam, and welded to the rear panel; At least one lower vertical beam assembly, including at least one vertical beam, connected to the lower cross beam and welded to the rear panel; At least one middle bulge-rear panel reinforcement beam, one side of which is welded to the rear panel, and the other side is welded to the lower cross beam, and together with the rear panel, forms at least one cavity structure; At least one diagonal bracing reinforcement beam group is arranged in the overlapping area of the lower cross beam and the lower vertical beam group, and is welded to the rear panel in a diagonal direction.

[0010] In some optional embodiments of the present invention, the upper vertical beam assembly includes three vertical beams spaced apart along the Y direction of the upper cross beam. The upper ends of the upper vertical beam assembly are welded to the upper cross beam, and the lower ends are welded to the middle cross beam. This arrangement can more evenly distribute the forces from above and enhance the structural stability of the upper rear enclosure.

[0011] In some optional embodiments of the present invention, a center cross beam joint is further included. The center vertical beam assembly and the center cross beam joint are respectively connected to the center cross beam and the lower cross beam at both ends and welded to the rear panel. The center cross beam joint helps to enhance the connection strength and rigidity between the center vertical beam assembly and the center and lower cross beams.

[0012] In some optional embodiments of the present invention, a lower vertical beam joint is further included, through which the lower cross beam is welded to the lower vertical beam assembly; and the diagonal bracing reinforcement beam assembly is connected to the lower cross beam and the lower vertical beam assembly via the lower vertical beam joint. The lower vertical beam joint serves as a connection node, effectively integrating the connection of the lower beam system and improving connection reliability.

[0013] In some optional embodiments of the present invention, the lower vertical beam joint is welded to the connection between the lower vertical beam assembly, the lower cross beam, and the middle bulge and rear reinforcement beam. This welding method can increase the connection area, improve the connection strength and impact resistance.

[0014] In some optional embodiments of the present invention, a lower cross beam reinforcement plate assembly and sleeve are welded into the cavity formed by welding the lower vertical beam assembly and the rear quarter panel. Adding the reinforcement plate and sleeve within the cavity can significantly improve the local stiffness and crush resistance of the lower vertical beam assembly area, especially its impact resistance in the Z direction.

[0015] In some optional embodiments of the present invention, an upper cross beam joint is further included, which covers and connects the upper cross beam and the upper vertical beam group. The function of the upper cross beam joint is similar to that of the lower vertical beam joint, and is used to strengthen the connection of the upper beam system.

[0016] In some optional embodiments of the present invention, the rear panel is made of high-strength steel with a maximum strength greater than or equal to 1500 MPa, for example, up to 1700 MPa. The use of high-strength steel is essential to ensure that the rear panel structure does not suffer severe damage under severe impact.

[0017] In some optional embodiments of the present invention, the rear panel has a symmetrical airfoil-shaped structure, with a local maximum angle of 160 to 170 degrees, for example, 165 degrees. The airfoil-shaped structure has a good aerodynamic shape, which also helps to increase the local stiffness of the panel and guide the dispersion of impact forces.

[0018] In some optional embodiments of the present invention, the structure forms a three-level force transmission path: the cavity formed by the welding of the lower vertical beam group and the rear panel constitutes the first-level force transmission structure; the middle vertical beam group, the middle cross beam, the lower cross beam, and the partial connection structure of the rear panel constitute the second-level force transmission structure; the upper vertical beam group, the upper cross beam, and the partial connection structure of the rear panel constitute the third-level force transmission structure. The impact force is sequentially decomposed and transmitted from bottom to top through the first, second, and third-level force transmission structures to other load-bearing components of the vehicle body. This hierarchical force transmission path design can gradually disperse concentrated impact force, avoid damage caused by excessive local stress, and achieve the transformation of local force into overall force.

[0019] In some optional embodiments of the present invention, the diagonal bracing reinforcement beam group is used to effectively decompose the oblique impact force generated during the landing process, especially the oblique shear force, into Y-direction and Z-direction forces, thereby reducing the structure's direct resistance to the oblique shear force and ensuring that the X- and Y-direction positioning of the lower cross beam and lower vertical beam group are not easily deformed under impact.

[0020] In some optional embodiments of the present invention, the lower cross beam reinforcement plate group and the sleeve are used to improve the impact resistance of the lower vertical beam group in the Z direction, which directly corresponds to the main vertical impact component during landing.

[0021] In a second aspect, the present invention provides a cab, characterized in that it includes the airdroppable cab rear enclosure structure described in any one of the first aspects.

[0022] Compared with the prior art, the present invention has the following beneficial effects: 1. Optimized Structural Design, High Strength, and Excellent Reliability: This invention utilizes a carefully designed beam system (including upper, middle, and lower crossbeams and upper, middle, and lower vertical beams) in conjunction with the rear panel. This is complemented by a central bulge-rear panel reinforcement beam, a diagonal bracing reinforcement beam assembly, various joints, and internal reinforcements (sleeves and reinforcement plates) to create a strong and stable rear panel structure. The rear panel, constructed of high-strength steel and designed in an airfoil-like configuration, further enhances overall strength and rigidity, effectively meeting the demanding requirements of airdrop landings.

[0023] 2. Reasonable mechanical transmission path planning: The present invention constructs a three-level force transmission path, which can decompose, transmit and absorb the huge impact force generated during landing step by step from bottom to top, effectively avoiding stress concentration, converting local force into force on the overall structure of the cab, and improving the impact resistance of the rear panel and even the entire cab.

[0024] 3. Effectively cope with complex impacts: To address the oblique shear impact that may occur during landing, the present invention provides a diagonal bracing reinforcement beam group, which can effectively decompose the oblique shear impact force into Y- and Z-direction forces, reducing the structure's sensitivity to complex impacts and ensuring the positioning accuracy and structural stability of the key beam system.

[0025] 4. Balance performance and cost: By analyzing the stress levels of different parts, we selectively use a combination of high-strength steel plates and ordinary stamping plates, and optimize the structural design. Under the premise of ensuring that the airdrop performance is met, we better balance the overall weight of the structure and manufacturing cost.

[0026] 5. Convenience of production and maintenance: The component connection method adopted in the present invention is mostly welding, the structure is relatively clear, and it is convenient for production and subsequent maintenance and replacement, reducing the cost of use throughout the life cycle. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the technical solutions of the embodiments disclosed in the present invention, the drawings of the embodiments will be briefly introduced below. These drawings are only used for illustrative purposes and are not intended to limit the scope of protection of the present invention.

[0028] Figure 1 It is a structural schematic diagram of an airdroppable cab rear enclosure structure of the present invention.

[0029] Figure 2 yes Figure 1 The cross-sectional schematic diagram of the rear structure along line AA is shown.

[0030] In the figure: 1. Rear panel; 2. Upper crossbeam; 3. Middle crossbeam; 4. Lower crossbeam; 5. Middle vertical beam group; 6. Upper vertical beam group; 7. Lower vertical beam group; 8. Diagonal bracing reinforcement beam group; 9. Upper crossbeam joint; 10. Middle bulge-rear panel reinforcement beam; 11. Lower vertical beam joint; 12. Sleeve; 13. Lower crossbeam reinforcement plate group; 14. Middle crossbeam joint. DETAILED DESCRIPTION

[0031] The following further describes the technical solutions (including preferred technical solutions) of the present invention through accompanying drawings and by enumerating some optional embodiments of the present invention. It should be understood that the embodiments described are merely some, and not all, of the present invention. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of the present invention without inventive effort are intended to fall within the scope of protection of the present invention.

[0032] To facilitate understanding of the structure and mechanical properties of the present invention, the coordinate directions involved in this document are first defined: unless otherwise specified, the X direction mentioned herein generally refers to the longitudinal direction of the vehicle, that is, the direction parallel to the vehicle's travel direction or perpendicular to the main plane of the rear panel; the Y direction generally refers to the lateral direction of the vehicle, that is, parallel to the width direction of the rear panel; and the Z direction generally refers to the vertical direction of the vehicle, that is, the direction parallel to the height direction of the rear panel or perpendicular to the ground.

[0033] Example 1 Reference Figure 1 and Figure 2 This embodiment discloses a rear enclosure structure for an airdroppable cab. This structure is primarily used to form the rear shell of the cab of an airdroppable vehicle and withstand the primary impact load during airdrop landing.

[0034] The rear enclosure structure of the airdroppable cab includes: a rear enclosure panel 1, an upper crossbeam 2, a middle crossbeam 3, a lower crossbeam 4, a middle vertical beam group 5, an upper vertical beam group 6, a lower vertical beam group 7, a diagonal bracing reinforcement beam group 8, an upper crossbeam joint 9, a middle bulge-rear enclosure reinforcement beam 10, a lower vertical beam joint 11, a sleeve 12, a lower crossbeam reinforcement plate group 13 and a middle crossbeam joint 14.

[0035] The structure and connection relationship of each main component: Rear panel 1: The rear panel 1 is the foundational plate for the entire rear panel structure. In this embodiment, to ensure the overall strength of the rear panel, the rear panel 1 is constructed of high-strength steel, with a maximum strength of, for example, 1700 MPa. Structurally, the rear panel 1 is designed as a symmetrical airfoil structure. This structure not only offers certain aerodynamic optimization benefits but, more importantly, effectively improves the panel's local stiffness, with a maximum local angle designed to be 165°. Symmetrical vertical stiffeners (not separately labeled, but reflected in the cross-sectional variations of the airfoil structure) further enhance the overall stiffness of the rear panel 1 and optimize the oblique impact forces transmitted from the rear panel 1.

[0036] Beam system: Upper cross member 2: welded to the upper part of the rear panel 1.

[0037] Center crossbeam 3: Welded to the center of the rear panel 1, below the upper crossbeam 2. Center crossbeam 3 forms a beam system with a large radius transition, following the bend of the rear panel 1 (the turning point of the airfoil structure). This design, combined with the rear panel 1 to form a plate-beam structure, helps disperse impact forces and avoids stress concentration areas in the crossbeam caused by shear forces from oblique impacts.

[0038] Lower cross member 4: welded to the lower part of the rear panel 1, located below the middle cross member 3. The lower cross member 4 is symmetrically welded to the rear panel 1.

[0039] Vertical beam system: Upper vertical beam group 6: Figure 1 As shown, the upper vertical beam assembly 6 preferably comprises three parallel vertical beams, which are welded sequentially along the Y direction (transverse direction of the vehicle) of the upper crossbeam 2. The upper ends of the upper vertical beam assembly 6 are welded to the upper crossbeam 2, while the lower ends are welded to the middle crossbeam 3. The upper vertical beam assembly 6, the upper crossbeam 2, and the rear panel 1 together form the third-level force transmission structure of the rear panel structure. These three force transmission paths efficiently split and transmit vertical forces from below to the cab roof (not shown) or other upper load-bearing structures without causing significant deformation.

[0040] Center vertical beam group 5: Located in the center of the rear panel 1, center vertical beam group 5 is aligned in the X and Y directions with the middle beam (if there is an odd number of beams) or the center of symmetry of the upper vertical beam group 6. The ends of center vertical beam group 5 are connected to center cross beam 3 and lower cross beam 4, respectively, via center cross beam joints 14. Center vertical beam group 5 itself is also welded to the rear panel 1. Center cross beam joints 14 align with lower vertical beam group 7 and upper vertical beam group 6 in the X and Y directions. This design ensures a smooth and efficient vertical (Z-direction) force transmission path. The center vertical beam group 5, center cross beam 3, lower cross beam 4, and the relevant connection areas of the rear panel 1 constitute the rear panel's second-level force transmission structure.

[0041] Lower vertical beam assembly 7: Attached below the lower crossbeam 4, the lower vertical beam assembly 7 is welded to the rear panel 1. The lower crossbeam 4 is welded to the lower vertical beam assembly 7 via a lower vertical beam joint 11. The enclosed cavity formed by the welding of the lower vertical beam assembly 7 and the rear panel 1 serves as the first-stage force transmission structure during an airdrop impact. The impact force is initially transmitted and initially absorbed through this structure before being transferred upward to the rest of the rear panel 1.

[0042] Reinforcement and connecting parts: The center bulge-rear panel reinforcement beam 10 is a key reinforcement structure. One side of the beam features a flange welded centrally to the rear panel 1; the other side is welded to the lower cross member 4. Together, the center bulge-rear panel reinforcement beam 10, the lower cross member 4, and the rear panel 1 form two enclosed cavities. This cavity structure maximizes the moment of inertia of the section while ensuring minimal material consumption and reducing production costs, significantly enhancing the load-bearing capacity and flexural rigidity of the center bulge area.

[0043] Lower vertical beam joint 11: The lower vertical beam joint 11 is used to cover and weld the connection area between the lower vertical beam assembly 7, the lower cross beam 4, and the center bulge-rear reinforcement beam 10. It not only serves as a connection, but more importantly, it enhances the force transmission efficiency and connection strength between these main load-bearing beam systems, preventing failure of the connection point under impact.

[0044] Diagonal bracing reinforcement beam group 8: Diagonal bracing reinforcement beam group 8 is arranged diagonally and welded to the rear panel 1 at the overlap area between the lower cross member 4 and the lower vertical beam group 7. It is also connected to the lower cross member 4 and the lower vertical beam group 7 via the lower vertical beam joint 11. During a vehicle landing, the rear panel structure is not only subject to the primary vertical impact force but is also highly susceptible to diagonal impact forces, particularly diagonal shear forces. The diagonal arrangement of the diagonal bracing reinforcement beam group 8 effectively splits these diagonal impact forces into two components: the Y (lateral) and Z (vertical) directions. This not only provides strong support against diagonal shear forces, ensuring structural stability, but also ensures that the positioning of the lower cross member 4 and the lower vertical beam group 7 in the X and Y directions remains unchanged or minimally deformed under impact.

[0045] Sleeve 12 and lower beam reinforcement plate group 13: Figure 2 As shown, a lower cross member reinforcement plate assembly 13 and sleeve 12 are further welded within the cavity formed by the welding of the lower vertical beam assembly 7 and the rear panel 1. These internal reinforcements directly act on the core area of the first-level force transmission structure, primarily to enhance the impact and crush resistance of the local area of the lower vertical beam assembly 7, particularly in the Z-direction (perpendicular to impact).

[0046] Upper cross member joint 9: The upper cross member joint 9 covers and connects the upper cross member 2 and the upper vertical member group 6. Its function is similar to a reinforcement node, ensuring that the force in the upper centerline area of the rear wall can be effectively transmitted to the roof or other upper structures of the vehicle body.

[0047] Middle cross beam joint 14: As mentioned above, the middle cross beam joint 14 is used to connect the middle vertical beam group 5 with the middle cross beam 3 and the lower cross beam 4, and ensure a smooth force transmission path.

[0048] Example 2 The components in Example 1 work together to create a structure that effectively resists airdrop impacts and achieves multi-level energy attenuation. From an overall force transmission perspective, the present invention employs a three-stage force transmission path, sequentially decomposing and transmitting the impact force from bottom to top to other load-bearing components connected to the vehicle body, thereby transforming the locally concentrated impact force into an evenly distributed overall force.

[0049] First-level force transmission path: When a landing impact occurs, the impact force first acts on the bottom area of the rear panel of the cab. The cavity formed by welding the lower vertical beam group 7 and the rear panel 1 is the first-level force transmission structure of the present invention. This cavity structure is responsible for absorbing and transmitting the initial impact energy. In order to further improve the local impact resistance of the lower vertical beam group 7 in the Z direction (perpendicular to the plane of the rear panel), the lower cross beam reinforcement plate group 13 and the sleeve 12 are welded in the cavity. The provision of the lower cross beam reinforcement plate group 13 and the sleeve 12 not only enhances the structural stability of the cavity, but also effectively attenuates part of the impact energy through material deformation and energy dissipation under the impact. This design ensures that the bottom of the rear panel can withstand extremely large vertical impact loads and provides a buffer for subsequent energy transfer.

[0050] The design of the center bulge-rear panel reinforcement beam 10 is also closely related to the first-level force transmission path. One side of the center bulge-rear panel reinforcement beam 10 is welded to the rear panel 1 in the center, and the other side is welded to the lower crossbeam 4, together forming an independent cavity. This cavity structure maximizes its cross-sectional area while meeting the requirements of lightweight and production costs, significantly enhancing the load-bearing capacity of the center bulge area. This cavity forms a synergistic effect with the lower vertical beam group 7, jointly absorbing and transmitting the impact energy at the initial stage of landing. In addition, the lower vertical beam joint 11 also plays a key role in this stage. It covers and welds the lower vertical beam group 7, the lower crossbeam 4 and the center bulge-rear panel reinforcement beam 10. This covering connection method effectively strengthens the force strength between the supporting beam system, ensuring that the impact force can be smoothly transmitted from the lower vertical beam group 7 and the center bulge-rear panel reinforcement beam 10 to the lower crossbeam 4.

[0051] Second level force transmission path: After the impact energy has been attenuated and transmitted through the first stage, the remaining impact force will be further transmitted to the upper structure through the lower vertical beam group 7. The middle vertical beam group 5 and the middle cross beam joint 14 are connected to the middle cross beam 3 and the lower cross beam 4 at both ends, and are welded to the rear panel 1. The lower cross beam 4 is symmetrically welded on the rear panel 1 and welded to the lower vertical beam group 7 through the lower vertical beam joint 11. The lower vertical beam group 7, the middle vertical beam group 5 and the middle cross beam 3 together constitute the second-level force transmission structure. The middle vertical beam group 5 is centrally arranged and symmetrical with the upper vertical beam group 6 in the X and Y directions, while the middle cross beam joint 14 is aligned with the lower vertical beam group 7 and the upper vertical beam group 6 in the X and Y directions. This alignment design ensures the vertical force transmission efficiency. Through this multi-point connection and symmetrical layout, the second-level force transmission path can further decompose and transmit the impact force from the bottom, dispersing it to a larger range of structures, avoiding local stress concentration, and improving the impact resistance of the middle part of the rear panel.

[0052] Oblique shear force decomposition mechanism: During landing, in addition to the vertical impact force, the rear panel is also very susceptible to diagonal shear force. In order to effectively deal with the diagonal shear force, the present invention welds a diagonal bracing reinforcement beam group 8 in the overlap area between the lower cross beam 4 and the lower vertical beam group 7, that is, in the diagonal direction on the rear panel 1. The diagonal bracing reinforcement beam group 8 connects the lower cross beam 4 and the lower vertical beam group 7 through the lower vertical beam joint 11. This diagonally arranged diagonal bracing reinforcement beam group 8 can effectively decompose the diagonal shear force into Y-direction (horizontal direction) and Z-direction (vertical direction) components. By converting the shear force into axial force, the negative impact of the diagonal shear force on the structure is significantly reduced, and the deformation of the structure under shear is effectively avoided. At the same time, this design also ensures that the positioning of the lower cross beam 4 and the lower vertical beam group 7 in the X and Y directions is not deformed, ensuring the overall stability of the structure.

[0053] The third level force transmission path: The upper vertical beam group 6 welds three parallel vertical beams in the Y direction of the upper cross beam 2 in sequence. The upper cross beam 2 is welded to the rear panel 1. The lower end of the upper vertical beam group 6 is welded to the middle cross beam 3 in sequence. The upper vertical beam group 6, the upper cross beam 2 and the rear panel 1 together form a third-level force transmission structure. This structure can efficiently further split the impact force transmitted from the second-level force transmission path, and ultimately transmit it to the cab roof and other load-bearing components connected to the vehicle body without causing deformation of the roof. The upper cross beam joint 9 covers the upper cross beam 2 and the upper vertical beam group 6, further ensuring that the force on the center line of the rear panel can be smoothly and efficiently transmitted to the roof, thereby achieving force uniformity throughout the cab.

[0054] Material selection and structure optimization: In order to ensure the overall strength and impact resistance of the rear panel, the material of the rear panel 1 is preferably high-strength steel, with a maximum strength of up to 1700MPa. This material has excellent toughness and strength when subjected to huge impact loads. In terms of structural design, the rear panel 1 adopts a symmetrical airfoil structure, which can effectively improve the local stiffness, and its local maximum angle can reach 165°. This airfoil design, combined with symmetrical vertical reinforcement ribs, further improves the overall stiffness of the rear panel and optimizes the path of transmitting oblique impact force from the rear panel, making it more reasonably dispersed. The middle cross beam 3 forms a large radius transition beam system according to the bend of the rear panel 1. This large radius transition plate beam structure can effectively avoid the stress concentration area when the oblique impact shears the cross beam, further enhancing the structure's damage resistance.

[0055] Through such a three-level force transmission path design, the impact force is decomposed, transmitted and absorbed in sequence from bottom to top, avoiding excessive stress concentration at a single weak point, thereby achieving the goal of converting local concentrated force into overall dispersed force, and greatly improving the impact resistance and survivability of the rear structure.

[0056] At the same time, the design of the diagonal bracing reinforcement beam group 8 plays a key role in addressing the complex forces acting during landing, particularly oblique impacts. It cleverly transforms the oblique shear impact force, which is difficult to directly resist, into more easily withstanding Y- and Z-direction forces, enhancing the rear enclosure structure's adaptability to complex operating conditions.

[0057] The rear panel itself, constructed from 1700MPa high-strength steel and featuring a symmetrical airfoil design (maximum angle of 165°), provides a foundation for the overall structural strength and rigidity. The airfoil enhances the panel's bending stiffness, while symmetrical vertical ribs (formed naturally from the airfoil profile) optimize the panel's response to oblique impacts.

[0058] The rear panel structure of the present invention primarily utilizes a plate-beam combination. Using topological optimization, the force transmission path is planned, beams with low contribution to the load are eliminated, and key load-bearing components are strengthened. The rear panel's outer panels utilize an airfoil-shaped structure, and key crossbeams (such as the center crossbeam 3) utilize a large-radius transition beam system to form an efficient plate-beam combination structure that fits snugly within the outer panels. This design effectively prevents localized stress concentration at the joints caused by oblique impact forces.

[0059] Example 3 This embodiment discloses a cab that utilizes the airdroppable cab rear panel structure described in Example 1. Other cab components, such as the front panel, side panels, roof, and floor, can utilize existing, proven technologies or be designed based on specific needs. Because the rear panel structure possesses the advantages described in the preceding embodiments, the overall cab utilizing this rear panel structure significantly enhances impact resistance, structural integrity, and occupant safety during airdrop landings.

[0060] For example, when a cab equipped with the rear enclosure structure of the present invention is airdropped and landed, the impact force from the bottom of the vehicle will first act on the lower part of the rear enclosure, that is, the first-level force transmission structure. The lower vertical beam group 7 and the reinforcements 13 and 12 inside it will bear the brunt of the impact, absorbing and transmitting the impact. If there is an oblique impact component, the diagonal support reinforcement beam group 8 will decompose it. Subsequently, the force is transmitted upward to the second-level force transmission structure, and components such as the middle bulge-rear enclosure reinforcement beam 10 further enhance the resistance. Finally, the remaining force is transmitted to the third-level force transmission structure and dispersed to the cab roof and other parts of the vehicle body through the upper cross beam 2 and the upper vertical beam group 6. The entire process achieves effective management and dispersion of force and protects the overall structure of the cab.

[0061] To sum up, the airdroppable cab rear panel structure and cab thereof provided by the present invention effectively solve the problems in the prior art such as the rear panel structure being easily damaged under airdrop impact and the unreasonable force transmission path through optimized structural design, reasonable mechanical transmission path planning and reinforcement of key parts. It significantly improves the strength, reliability and impact resistance of the rear panel structure, which is of great significance for improving the battlefield survivability and mission execution efficiency of airdrop vehicles.

[0062] It will be easily understood by those skilled in the art that the above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, combinations, replacements, improvements, etc. made within the spirit and principles of the present invention are included in the scope of protection of the present invention.

Claims

1. A droppable cab rear enclosure structure, characterized in that: include: rear quarter panel; an upper crossbeam, welded to the rear panel; a middle crossbeam, welded to the rear panel and located below the upper crossbeam; A lower cross member, welded to the rear panel and located below the middle cross member; an upper vertical beam assembly, comprising at least one vertical beam, connected between the upper cross beam and the middle cross beam, and welded to the rear panel; a middle vertical beam assembly, comprising at least one vertical beam, connected between the middle cross beam and the lower cross beam, and welded to the rear panel; A lower vertical beam assembly, comprising at least one vertical beam, connected to the lower cross beam and welded to the rear panel; A middle bulge-rear panel reinforcement beam, one side of which is welded to the rear panel, and the other side is welded to the lower cross beam, and together with the rear panel, forms at least one cavity structure; The diagonal bracing reinforcement beam group is arranged in the overlapping area of the lower cross beam and the lower vertical beam group, and is welded to the rear panel in a diagonal direction.

2. The airdroppable cab rear enclosure structure according to claim 1, characterized in that: The upper vertical beam group includes three vertical beams spaced apart along the Y direction of the upper cross beam. The upper end of the upper vertical beam group is welded to the upper cross beam, and the lower end is welded to the middle cross beam.

3. The airdroppable cab rear enclosure structure according to claim 1 or 2, characterized in that: It also includes a middle cross beam joint, and the two ends of the middle vertical beam group and the middle cross beam joint are respectively connected to the middle cross beam and the lower cross beam, and are welded to the rear panel.

4. The airdroppable cab rear enclosure structure according to claim 1, characterized in that: It also includes a lower vertical beam joint, through which the lower cross beam is welded to the lower vertical beam group; the diagonal bracing reinforcement beam group is connected to the lower cross beam and the lower vertical beam group through the lower vertical beam joint.

5. The airdroppable cab rear enclosure structure according to claim 4, characterized in that: The lower vertical beam joint is covered and welded to the connection between the lower vertical beam group, the lower cross beam and the middle bulge-rear reinforcement beam.

6. The airdroppable cab rear enclosure structure according to claim 1, characterized in that: A lower cross beam reinforcement plate group and a sleeve are welded into a cavity formed by welding the lower vertical beam group and the rear panel.

7. The airdroppable cab rear enclosure structure according to claim 1 or 2, characterized in that: It also includes an upper cross beam joint, which covers and connects the upper cross beam and the upper vertical beam group.

8. The airdroppable cab rear enclosure structure according to claim 1, characterized in that: The rear panel is made of high-strength steel material with a maximum strength greater than or equal to 1500 MPa; the structure of the rear panel is a symmetrical airfoil structure with a local maximum angle of 160 to 170 degrees.

9. The airdroppable cab rear enclosure structure according to claim 1, characterized in that: The structure forms a three-level force transmission path: the cavity formed by welding the lower vertical beam group and the rear panel constitutes the first-level force transmission structure; the middle vertical beam group, the middle cross beam, the lower cross beam and the partial connection structure of the rear panel constitute the second-level force transmission structure; the upper vertical beam group, the upper cross beam and the partial connection structure of the rear panel constitute the third-level force transmission structure; the impact force is decomposed and transmitted from bottom to top through the first-level, second-level and third-level force transmission structures in sequence.

10. A cab, characterized in that: It comprises the airdroppable cab rear enclosure structure as described in any one of claims 1 to 9.

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