Cab front wall structure for engineering machinery

Abstract

The invention relates to the technical field of engineering machinery, and discloses a cab front wall structure for engineering machinery, which comprises a floor, a front wall inner plate, a front wall outer plate and a reinforcing beam, the front wall inner plate is welded on one side of the floor facing a vehicle head, the reinforcing beam is arranged on one side of the floor facing the vehicle head, and the front wall inner plate and the front wall outer plate are adhered by structural adhesive. The front wall inner plate and the front wall outer plate are connected in a welded mode, the welding position is located at the bottom of the front wall outer plate, a buffering and damping assembly is arranged between the reinforcing beam and the front wall outer plate, and the buffering and damping assembly comprises a fixing main base arranged on the reinforcing beam, a fixing branch base fixedly arranged on the front wall outer plate and a middle support located between the fixing main base and the fixing branch base. The two fixing branch seats are located on the main face and the side face of the front wall outer plate respectively, telescopic rods are arranged between the middle support and the fixing branch seats in a hinged mode, the two telescopic rods are correspondingly arranged, and a buffering component is arranged between the fixing main seat and the middle support.

Description

Technical Field

[0001] This invention relates to the field of engineering machinery, and more specifically to a front cab structure for engineering machinery. Background Technology

[0002] The front bulkhead structure of the cab for construction machinery is a core component of the cab assembly, integrating safety, functionality, ergonomics, and aesthetics. (See attached document.) Figure 1 , attached Figure 1 This is a schematic diagram of the existing cab front structure, including floor a, front outer panel b, and front reinforcing beam c. The front outer panel b and floor a are welded together, which results in exposed weld marks and affects the appearance.

[0003] In addition, safety protection is the primary function of the cab front structure. Since the floor a, the outer front panel b, and the front reinforcing beam c that make up the cab front structure are rigidly connected, in the event of a forward collision or foreign object impact, it absorbs energy through structural deformation to ensure the driver's survival space. In other words, it does not have a buffering and shock absorption effect. Therefore, its safety protection performance is relatively poor and needs further improvement.

[0004] Based on the above problems, the present invention proposes a front cab structure for engineering machinery. Summary of the Invention

[0005] To address the problems mentioned in the background above, the present invention provides a front cab structure for engineering machinery.

[0006] To achieve the above-mentioned technical objectives, the technical solution adopted by the present invention is as follows.

[0007] A cab front structure for engineering machinery includes a floor, an inner front panel, an outer front panel, and a reinforcing beam. The inner front panel is welded to the side of the floor facing the front of the vehicle, and the reinforcing beam is also located on the side of the floor facing the front of the vehicle. The inner front panel and the outer front panel are bonded together with structural adhesive, and the inner front panel and the outer front panel are welded together with the welding position located at the bottom of the outer front panel. A shock-absorbing and damping assembly is installed between the reinforcing beam and the outer front panel.

[0008] As a further improvement and optimization of the present invention, multiple shock-absorbing components are provided and distributed according to the actual shape of the cab.

[0009] As a further improvement and optimization of the present invention, the buffer and shock absorption assembly includes a fixed main seat fixedly mounted on the reinforcing beam, a fixed sub-seat fixedly mounted on the outer panel of the front bulkhead, and an intermediate support located between the fixed main seat and the fixed sub-seat. A telescopic rod is hinged between the intermediate support and the fixed sub-seat, and a buffer component is provided between the fixed main seat and the intermediate support.

[0010] As a further improvement and optimization of the present invention, two fixed seats are provided and are respectively located on the main surface and side surface of the front outer panel. The main surface of the front outer panel refers to the surface of the front outer panel facing the driver, and the side surface of the front outer panel refers to the surface of the front outer panel located on the driver's side. There are two telescopic poles.

[0011] As a further improvement and optimization of the present invention, the telescopic rod includes an outer sleeve and an inner slide rod. The closed end of the outer sleeve is hinged to a fixed sub-seat ball. The open end of the outer sleeve is provided with an internal step. A sliding plug is sleeved inside the outer sleeve. One end of the inner slide rod is connected to the sliding plug, and the other end passes through the internal step and is hinged to the intermediate support. A travel spring is sleeved on the outside of the inner slide rod between the sliding plug and the internal step.

[0012] As a further improvement and optimization of the present invention, the buffer component includes a main shell and a secondary shell. The closed end of the main shell is connected to the fixed main seat, and the open end is provided with an internal step II. The closed end of the secondary shell is connected to the intermediate support. The open end of the secondary shell passes through the internal step II and is coaxially provided with a slip ring. The slip ring and the main shell form a sealed sliding guide fit. The end of the slip ring extends coaxially with a collar. The collar and the main shell form a sealed sliding guide fit. A main piston is provided inside the collar. A buffer spring is provided between the main piston and the closed end of the main shell.

[0013] As a further improvement and optimization of the present invention, the closed end of the split cylinder shell is provided with an air hole, and a split piston is sleeved inside the split cylinder shell.

[0014] As a further improvement and optimization of the present invention, the end face of the slip ring is provided with a connecting hole, and the main piston is provided with a connecting channel for realizing the connection between the connecting hole and the sub-cylinder shell. The inner wall of the built-in step two is provided with side hole two and side hole four through it, and the inner wall of the main shell is provided with side hole one and side hole three near its closed end through it. A side connecting pipe is provided between side hole one and side hole two, and a one-way valve is provided on side connecting pipe one. The one-way valve is used to allow the liquid medium in side connecting pipe one to flow unidirectionally from side hole one to side hole two. A second side connecting pipe is installed between side hole three and side hole four, and a control valve is installed on the second side connecting pipe.

[0015] As a further improvement and optimization of the present invention, initially, the control valve is closed, the slip ring contacts the built-in step two, the sub-piston contacts the main piston, and the main cylinder shell, side connecting pipe one, and side connecting pipe two are filled with liquid medium.

[0016] Compared with the prior art, the beneficial effects of this invention are as follows: 1. In this solution, the front bulkhead is divided into an inner front bulkhead panel and an outer front bulkhead panel. The inner front bulkhead panel is welded to the side of the floor facing the front of the vehicle. The inner front bulkhead panel and the outer front bulkhead panel are bonded together with structural adhesive. At the same time, the inner front bulkhead panel and the outer front bulkhead panel are also welded together, and the welding position is located at the bottom of the outer front bulkhead panel. Since the welding position is on a non-visual surface, it does not affect the appearance.

[0017] II. Another key aspect of this case lies in the buffer and shock-absorbing assembly installed between the reinforcing beam and the outer front panel, which can improve the safety performance of the front structure. Its technical advantages are: Technical effect 1: There are two fixed seats located on the main surface and side surface of the front outer panel, respectively, and two telescopic rods are installed accordingly. Therefore, if the main surface of the front outer panel is hit, the corresponding fixed seat will move inward, while the telescopic rod corresponding to the side surface of the front outer panel will extend, preventing the side surface of the front outer panel from being pulled inward and dented, thus preventing the collision damage from expanding and causing injury to the driver from another direction, and vice versa. Technical Effect 2: When the outer panel is impacted, the intermediate support will be driven to move backward through the corresponding fixed sub-seat and telescopic rod. The intermediate support, along with the sub-cylinder shell and the main piston, will move backward together. The buffer spring will be compressed to buffer and dampen the impact. At the same time, the backward movement of the main piston will drive the liquid medium in the main cylinder shell to flow into the sub-cylinder shell in sequence through side hole one, side connecting pipe one, one-way valve, side hole two, connecting hole, and connecting channel. The sub-piston will be pushed and moved by the liquid medium flowing into the sub-cylinder shell, and the air in the sub-cylinder shell will be discharged through the air hole. In other words, when this structure is subjected to a collision, it can buffer and reduce the impact by using the buffer spring and the flow resistance of the liquid medium, thereby further improving the safety performance of the front structure. Furthermore, during the cushioning and shock absorption process, after the buffer spring is compressed, the accumulated elastic force of the buffer spring cannot be released due to the presence of the liquid medium and the closure of the control valve. Therefore, it will not bounce back or vibrate continuously after the collision, thus achieving rapid and smooth stability and preventing the driver from suffering additional injuries after the collision, resulting in better safety protection performance. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the existing front structure; Figure 2 This is a schematic diagram of Embodiment 1 of the present invention; Figure 3 This is an exploded view of Embodiment 1 of the present invention; Figure 4 This is a schematic diagram of Embodiment 2 of the present invention; Figure 5 This is a schematic diagram of the structure of the shock absorption and damping assembly; Figure 6 Overall cross-section of the shock absorption assembly Figure 1 ; Figure 7 Overall cross-section of the shock absorption assembly Figure 2 ; Figure 8 Partial cross-section of the shock absorber assembly Figure 1 ; Figure 9 Partial cross-section of the shock absorber assembly Figure 2 .

[0019] The labels in the attached diagram are: 100. Floor; 101. Inner front panel; 102. Outer front panel; 103. Reinforcing beam; 200. Buffer and shock absorption assembly; 201. Fixed main seat; 202. Intermediate support; 203. Fixed sub-seat; 204. Telescopic rod; 2041. Outer sleeve; 2042. Inner slide rod; 2043. Sliding plug; 2044. Stroke spring; 205. Main cylinder shell; 2051. Side hole one; 2052. Side hole two; 2053. Side hole three; 2054. Side hole four; 206. Main piston; 207. Buffer spring; 208. Sub-cylinder shell; 2081. Slip ring; 2082. Collar ring; 2083. Connecting hole; 2084. Air hole; 209. Sub-piston; 210. Side connecting pipe one; 211. Check valve; 212. Side connecting pipe two; 213. Control valve. Detailed Implementation

[0020] To further illustrate the technical means and effects of the present invention in achieving its intended purpose, the following detailed description of the specific implementation methods, structures, features, and effects of the present invention, in conjunction with the accompanying drawings and preferred embodiments, is provided below.

[0021] Example 1 Reference Figure 2 and Figure 3 A cab front structure for engineering machinery includes a floor 100, an inner front panel 101, an outer front panel 102, and a reinforcing beam 103. The inner front panel 101 is welded to the side of the floor 100 facing the front of the vehicle, and the reinforcing beam 103 is also located on the side of the floor 100 facing the front of the vehicle, serving to increase structural strength. The inner front panel 101 and the outer front panel 102 are bonded together with structural adhesive. The inner front panel 101 and the outer front panel 102 are also welded together, with the weld located at the bottom of the outer front panel 102. The welding method is resistance spot welding. Since the welding location is on a non-exterior surface, it does not affect the appearance.

[0022] Example 2 Reference Figure 4A buffer and shock absorption assembly 200 is provided between the reinforcing beam 103 and the front outer panel 102 to further absorb collision energy and improve safety protection performance in the event of a collision. Preferably, multiple buffer and shock absorption assemblies 200 are provided and distributed according to the actual shape of the cab, which will not be described in detail.

[0023] Reference Figures 5-9 The shock absorption assembly 200 includes a fixed main seat 201 fixedly mounted on the reinforcing beam 103, a fixed sub-seat 203 fixedly mounted on the front outer panel 102, and an intermediate support 202 located between the fixed main seat 201 and the fixed sub-seat 203. There are two fixed sub-seats 203, which are located on the main surface and the side surface of the front outer panel 102, respectively. The main surface refers to the surface of the front outer panel 102 facing the driver, and the side surface refers to the surface of the front outer panel 102 located on the driver's side. The reason for this arrangement is that in the event of a collision, the collision point may occur at any position on the front outer panel 102. Therefore, comprehensive protection is required. The details of comprehensive protection will be described later.

[0024] A telescopic rod 204 is hinged between the intermediate support 202 and the fixed sub-support 203. Further, refer to... Figure 8 The telescopic rod 204 includes an outer sleeve 2041 and an inner slide rod 2042. The closed end of the outer sleeve 2041 is ball-jointed with the fixed sub-seat 203. The open end of the outer sleeve 2041 is provided with an internal step. A sliding plug 2043 is sleeved inside the outer sleeve 2041. One end of the inner slide rod 2042 is connected to the sliding plug 2043, and the other end passes through the internal step and is hinged to the intermediate support 202. A travel spring 2044 is sleeved on the outside of the inner slide rod 2042, located between the sliding plug 2043 and the internal step. Its technical advantage is that if the main surface of the front outer panel 102 is hit, the corresponding fixed sub-seat 203 moves inward, while the telescopic rod 204 corresponding to the side of the front outer panel 102 extends, avoiding pulling the side of the front outer panel 102 inward and preventing the collision damage from expanding and causing injury to the driver from another direction, and vice versa.

[0025] A buffer component is provided between the fixed main seat 201 and the intermediate support 202.

[0026] Reference Figure 6 , Figure 8 and Figure 9 The buffer component includes a main shell 205 and a secondary shell 208.

[0027] The closed end of the main shell 205 is connected to the fixed main seat 201, and the open end is provided with an internal step 2.

[0028] The closed end of the sub-shell 208 is connected to the intermediate support 202 and is provided with an air hole 2084. The open end of the sub-shell 208 passes through the built-in step two and is coaxially provided with a slip ring 2081. The slip ring 2081 and the main shell 205 form a sealed sliding guide fit. The end of the slip ring 2081 extends coaxially with a collar 2082. The collar 2082 also forms a sealed sliding guide fit with the main shell 205. The main piston 206 is provided inside the collar 2082. A buffer spring 207 is provided between the main piston 206 and the closed end of the main shell 205.

[0029] A piston 209 is installed inside the inner sleeve of the split cylinder shell 208.

[0030] The end face of the slip ring 2081 is provided with a connecting hole 2083, and the main piston 206 is provided with a connecting channel for connecting the connecting hole 2083 and the sub-cylinder shell 208.

[0031] The inner wall of the built-in step 2 is provided with side hole 2052 and side hole 4 2054, and the inner wall of the main shell 205 is provided with side hole 1 2051 and side hole 3 2053 near its closed end.

[0032] A side connecting pipe 210 is provided between side hole 1 2051 and side hole 2 2052, and a one-way valve 211 is provided on side connecting pipe 1 210. The one-way valve 211 is used to allow the liquid medium in side connecting pipe 1 210 to flow unidirectionally from side hole 1 2051 to side hole 2052.

[0033] A side connecting pipe 212 is provided between side hole 3 2053 and side hole 4 2054. A control valve 213 is provided on the side connecting pipe 212 to control whether the liquid medium can flow through the side connecting pipe 212.

[0034] Both the check valve 211 and the control valve 213 can be implemented using existing technologies, so they will not be described in detail.

[0035] Initially, slip ring 2081 is in contact with the built-in step two, and sub-piston 209 is in contact with main piston 206. The main cylinder shell 205, side connecting pipe one 210 and side connecting pipe two 212 are fully loaded with liquid medium, which can be hydraulic oil.

[0036] Initially, control valve 213 is closed.

[0037] Working principle of Example 2: When the outer panel 102 is impacted, the intermediate support 202 will be driven to move backward through the corresponding fixed sub-seat 203 and telescopic rod 204. The intermediate support 202, along with the sub-cylinder shell 208 and the main piston 206, will move backward together, and the buffer spring 207 will be compressed to buffer and dampen the impact. At the same time, the backward movement of the main piston 206 will drive the liquid medium in the main cylinder shell 205 to flow into the sub-cylinder shell 208 in sequence through the side hole 2051, the side connecting pipe 210, the one-way valve 211, the side hole 2052, the connecting hole 2083, and the connecting channel. The sub-piston 209 is pushed by the liquid medium flowing into the sub-cylinder shell 208 and moves. The air in the sub-cylinder shell 208 is discharged through the air hole 2084. In other words, when this case is subjected to a collision, the buffer spring 207 and the flow resistance of the liquid medium can achieve the buffering and shock absorption of the collision, further improving the safety protection performance of the front structure. Furthermore, during the cushioning and shock absorption process, after the buffer spring 207 is compressed, due to the presence of the liquid medium, the elastic force stored in the buffer spring 207 cannot be released. Therefore, it will not bounce back or vibrate continuously after the collision, thus achieving rapid and smooth stability and preventing the driver from suffering additional injuries after the collision, resulting in better safety protection performance.

[0038] After the collision, the cab needs to be repaired. During the repair, the shock absorber assembly 200 needs to be reset. At this time, the control valve 213 is opened, and the buffer spring 207 releases its spring, causing the main piston 206 to move. The main piston 206 moves together with the sub-cylinder shell 208. During this process, the liquid medium in the sub-cylinder shell 208 is drawn back into the main cylinder shell 205 through the connecting channel, connecting hole 2083, side hole four 2054, side connecting pipe two 212, control valve 213, and side hole three 2053 under the action of negative pressure suction. The sub-piston 209 moves closer to the main piston 206 until the buffer spring 207 releases its elastic force, and the shock absorber assembly 200 is reset.

[0039] In summary: 1. In this solution, the front bulkhead is divided into an inner front bulkhead panel and an outer front bulkhead panel. The inner front bulkhead panel is welded to the side of the floor facing the front of the vehicle. The inner front bulkhead panel and the outer front bulkhead panel are bonded together with structural adhesive. At the same time, the inner front bulkhead panel and the outer front bulkhead panel are also welded together, and the welding position is located at the bottom of the outer front bulkhead panel. Since the welding position is on a non-visual surface, it does not affect the appearance.

[0040] II. Another key aspect of this case lies in the buffer and shock-absorbing assembly installed between the reinforcing beam and the outer front panel, which can improve the safety performance of the front structure. Its technical advantages are: Technical effect 1: There are two fixed seats located on the main surface and side surface of the front outer panel, respectively, and two telescopic rods are installed accordingly. Therefore, if the main surface of the front outer panel is hit, the corresponding fixed seat will move inward, while the telescopic rod corresponding to the side surface of the front outer panel will extend, preventing the side surface of the front outer panel from being pulled inward and dented, thus preventing the collision damage from expanding and causing injury to the driver from another direction, and vice versa. Technical Effect 2: When the outer panel is impacted, the intermediate support will be driven to move backward through the corresponding fixed sub-seat and telescopic rod. The intermediate support, along with the sub-cylinder shell and the main piston, will move backward together. The buffer spring will be compressed to buffer and dampen the impact. At the same time, the backward movement of the main piston will drive the liquid medium in the main cylinder shell to flow into the sub-cylinder shell in sequence through side hole one, side connecting pipe one, one-way valve, side hole two, connecting hole, and connecting channel. The sub-piston will be pushed and moved by the liquid medium flowing into the sub-cylinder shell, and the air in the sub-cylinder shell will be discharged through the air hole. In other words, when this structure is subjected to a collision, it can buffer and reduce the impact by using the buffer spring and the flow resistance of the liquid medium, thereby further improving the safety performance of the front structure. Furthermore, during the cushioning and shock absorption process, after the buffer spring is compressed, the accumulated elastic force of the buffer spring cannot be released due to the presence of the liquid medium and the closure of the control valve. Therefore, it will not bounce back or vibrate continuously after the collision, thus achieving rapid and smooth stability and preventing the driver from suffering additional injuries after the collision, resulting in better safety protection performance.

[0041] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Although the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the present invention. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the scope of the present invention.

Claims

1. A cab front structure for engineering machinery, characterized in that, It includes a floor (100), a front inner panel (101), a front outer panel (102), and a reinforcing beam (103). The front inner panel (101) is welded to the side of the floor (100) facing the front of the vehicle, and the reinforcing beam (103) is set on the side of the floor (100) facing the front of the vehicle. The front inner panel (101) and the front outer panel (102) are bonded with structural adhesive. The front inner panel (101) and the front outer panel (102) are welded together and the welding position is located at the bottom of the front outer panel (102). A buffer and shock absorption assembly (200) is provided between the reinforcing beam (103) and the front outer panel (102).

2. The cab front structure for engineering machinery according to claim 1, characterized in that, Multiple shock absorber components (200) are provided and distributed according to the actual shape of the cab.

3. The cab front structure for engineering machinery according to claim 1, characterized in that, The buffer and shock absorption assembly (200) includes a fixed main seat (201) fixedly mounted on the reinforcing beam (103), a fixed sub-seat (203) fixedly mounted on the front outer panel (102), and an intermediate support (202) located between the fixed main seat (201) and the fixed sub-seat (203). A telescopic rod (204) is hinged between the intermediate support (202) and the fixed sub-seat (203), and a buffer component is provided between the fixed main seat (201) and the intermediate support (202).

4. The cab front structure for engineering machinery according to claim 3, characterized in that, There are two fixed seats (203) located on the main surface and side surface of the front outer panel (102), respectively. The main surface of the front outer panel (102) refers to the side of the front outer panel (102) facing the driver, and the side surface of the front outer panel (102) refers to the side of the front outer panel (102) located on the driver's side. There are two telescopic poles (204).

5. The cab front structure for engineering machinery according to claim 4, characterized in that, The telescopic rod (204) includes an outer sleeve (2041) and an inner slide rod (2042). The closed end of the outer sleeve (2041) is ball-hinged with the fixed sub-seat (203). The open end of the outer sleeve (2041) is provided with an inner step. A sliding plug (2043) is fitted inside the outer sleeve (2041). One end of the inner slide rod (2042) is connected to the sliding plug (2043), and the other end passes through the inner step and is hinged to the intermediate support (202). A travel spring (2044) is fitted outside the inner slide rod (2042) between the sliding plug (2043) and the inner step.

6. The cab front structure for engineering machinery according to claim 4, characterized in that, The buffer component includes a main shell (205) and a secondary shell (208). The closed end of the main shell (205) is connected to the fixed main seat (201), and the open end is provided with an internal step II. The closed end of the secondary shell (208) is connected to the intermediate support (202). The open end of the secondary shell (208) passes through the internal step II and is coaxially provided with a slip ring (2081). The slip ring (2081) and the main shell (205) form a sealed sliding guide fit. The end of the slip ring (2081) extends coaxially with a collar (2082). The collar (2082) and the main shell (205) form a sealed sliding guide fit. A main piston (206) is provided inside the collar (2082). A buffer spring (207) is provided between the main piston (206) and the closed end of the main shell (205).

7. The cab front structure for engineering machinery according to claim 6, characterized in that, The closed end of the sub-shell (208) is provided with an air hole (2084), and the sub-piston (209) is sleeved inside the sub-shell (208).

8. The cab front structure for engineering machinery according to claim 6, characterized in that, The end face of the slip ring (2081) is provided with a connecting hole (2083), and the main piston (206) is provided with a connecting channel for communicating between the connecting hole (2083) and the sub-cylinder shell (208); The inner wall of the built-in step two is provided with side hole two (2052) and side hole four (2054), and the inner wall of the main cylinder shell (205) is provided with side hole one (2051) and side hole three (2053) near its closed end. A side connecting pipe (210) is provided between side hole one (2051) and side hole two (2052), and a one-way valve (211) is provided on side connecting pipe one (210). The one-way valve (211) is used to allow the liquid medium in side connecting pipe one (210) to flow unidirectionally from side hole one (2051) to side hole two (2052); A side connecting pipe 2 (212) is provided between side hole 3 (2053) and side hole 4 (2054), and a control valve (213) is provided on side connecting pipe 2 (212).

9. The cab front structure for engineering machinery according to claim 8, characterized in that, Initially, the control valve (213) is closed, the slip ring (2081) is in contact with the built-in step two, the sub-piston (209) is in contact with the main piston (206), and the main cylinder shell (205), the side connecting pipe one (210), and the side connecting pipe two (212) are filled with liquid medium.

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