Truck with liftable cab

Abstract

The invention discloses a truck with a liftable cab, belongs to the technical field of trucks, and solves the problem that a driver lacks an effective emergency protection means when a truck brake fails. The anti-collision device comprises a frame, a cab shell, a lifting mechanism and an anti-collision assembly, the lifting mechanism is arranged between the frame and the cab shell and comprises a support, a sliding frame and a driving assembly, and the driving assembly is synchronously driven by double oil cylinders and is matched with a lead screw supporting rod to form an auxiliary support; the anti-collision assembly is arranged at the front end of a cab shell and comprises a fixing column, a corrugated plate, a connecting box and a buffering piece, the buffering piece is composed of elastic bodies and limiting pieces in an alternating mode, and the connecting box is provided with a corrugated plate overall stretching structure. Active lifting avoiding of the cab is achieved through the lifting mechanism, multi-stage buffering energy absorption is completed through the anti-collision assembly, double protection is formed through cooperation of the lifting mechanism and the anti-collision assembly, different driving operation requirements can be met, all structures are modularly integrated, normal driving and loading of trucks are not affected, and the device is suitable for various freight trucks.

Description

Technical Field

[0001] This invention belongs to the field of truck technology, and in particular relates to a truck with a liftable cab. Background Technology

[0002] During transportation, trucks may experience brake system malfunctions due to factors such as heavy loads and long mileage, leading to brake failure. Brake failure is an extremely dangerous situation that can easily cause serious traffic accidents, posing a significant threat to the driver's life and the safety of other vehicles and pedestrians on the road. Currently, existing truck safety measures mainly focus on improving and optimizing the braking system itself. However, even with careful design and maintenance, it is still difficult to completely prevent the extreme situation of brake failure. Once brake failure occurs, drivers often lack effective emergency measures to ensure their own safety. Summary of the Invention

[0003] The purpose of this invention is to address the aforementioned technical problems by providing a truck with a liftable cab, thereby resolving the issues raised in the background section.

[0004] In view of this, the present invention provides a truck with a liftable cab, including a frame; The cab shell is located at the front top of the vehicle frame; The lifting mechanism is located between the vehicle frame and the cab shell, and includes a support assembly, a carriage assembly and a drive assembly. The support assembly is fixedly mounted on the vehicle frame, the carriage assembly is slidably connected to the support assembly, and the drive assembly is mounted on the support assembly for driving the carriage assembly to slide. The anti-collision assembly is located on the top of the vehicle frame and at the front end of the cab shell. It includes fixed posts, corrugated plates, connecting boxes, sliding rods, buffer blocks, abutment blocks, buffer grooves, and buffer components. Two fixed posts are fixedly installed on the top front end of the vehicle frame. The corrugated plates are installed at the front ends of the two fixed posts. The connecting box is fixedly installed between the two fixed posts. The sliding rod passes through the corrugated plates, and one end of the sliding rod is fixedly connected to a buffer block. The other end is connected to an abutment block. The abutment block is slidably connected to a buffer groove opened in the connecting box. The buffer component is installed in the buffer groove.

[0005] In the above technical solution, the supporting components further include: Two straight rods are fixedly mounted at both ends of the frame; Two diagonal braces are fixedly installed at both ends of the frame; Multiple connecting rods are installed between the straight rod and the diagonal rod; The carriage assembly includes: The groove is formed on the opposite side of the two diagonal bars; The slider is slidably connected to the slide groove; The mounting bracket is fixedly installed on the outside of the slider and is fixedly connected to the cab shell; A fixing plate is fixedly installed inside the slider. The driver components include: The base plate is located at the bottom of the two diagonal braces; Mounting bracket, fixedly connected to the top of the base plate; Two lifting cylinders are symmetrically arranged on the top of the mounting base, and the output shaft of the lifting cylinder is fixedly connected to the bottom of the fixing plate.

[0006] In the above technical solution, a groove is further provided in the middle of the fixed plate, a connecting plate is fixedly provided on the mounting base, and the connecting plate passes through the groove. An extension block is fixedly connected to the inside of the inclined rod, and a support frame is fixedly connected between the extension block and the connecting plate. A drive motor is provided in the support frame, and a two-way lead screw is fixedly connected to the output end of the drive motor. A support rod is symmetrically threaded on the two-way lead screw, and the end of the support rod is set in an arc shape and abuts against the middle of the output rod of the lifting cylinder.

[0007] In the above technical solution, the buffer further includes: Multiple elastomers are arranged inside the buffer groove; Multiple limiting members are disposed between two adjacent elastic bodies. The two sides of the limiting members are positioned with the two adjacent elastic bodies through concave and convex structures. The edges of the limiting members slide in contact with the inner wall of the buffer groove. The limiting members have a first elastic cavity. The limiting members provide a buffering effect with an elastic modulus different from that of the elastic body through the first elastic cavity. By utilizing the volume change of the first elastic cavity, further energy absorption is achieved when the elastic body is close to the ultimate compression state, thereby enhancing the buffering performance of the buffer.

[0008] In the above technical solution, the limiting member is further composed of two partitions, each partition including a protrusion to one side and a support portion located at the outer edge of the protrusion. The support portions of the two partitions that make up a limiting member are pressed together, and the protrusion is embedded in the elastic body.

[0009] In the above technical solution, the elastic body further includes a second elastic cavity inside, the thickness of which gradually increases from near the outer edge of the elastic body to the middle, and an annular groove is provided in the middle of the elastic body, with the limiting member embedded in the annular groove. The thickness of the elastic body gradually increases from the outer edge to the annular groove.

[0010] In the above technical solution, a wear-resistant ring is further provided on the inner wall of the buffer groove, and the wear-resistant ring slides in conjunction with the limiting component.

[0011] In the above technical solution, further, the connecting box has several through holes, and two T-shaped plates are movably sleeved at the upper and lower ends of the holes respectively. A spring is provided between the two T-shaped plates, and a mounting plate is connected to the ends of the two T-shaped plates that are far apart from each other. A clamping plate is fixedly connected to the end face of the mounting plate, and a clamping groove is provided on the side of the clamping plate. The clamping groove is movably sleeved with the corrugated plate, and connecting bolts are installed between the clamping plate and the upper and lower ends of the corrugated plate.

[0012] In the above technical solution, further, a mounting rod is fixedly connected to one side of the fixed column. The mounting rod passes through the corrugated plate and is threaded with a first nut and a second nut, respectively, and the first nut and the second nut are located on both sides of the corrugated plate.

[0013] In the above technical solution, furthermore, several horizontal bars are connected between the two straight bars, and reinforcing bars are staggered between adjacent horizontal bars.

[0014] The beneficial effects of this invention are as follows: 1. The lifting mechanism adopts a dual-cylinder synchronous drive and a lead screw support rod for auxiliary support, combined with the inclined bar slide guide, to achieve smooth inclined lifting of the cab, which can not only adapt to different driving operation needs, but also quickly avoid situations in case of emergencies and reserve escape space.

[0015] 2. The anti-collision components form a three-stage energy absorption system. The corrugated plate first deforms upon contact and then stretches as a whole. The buffer component absorbs energy differently through the elastic cavity of the elastomer and the limiting component, maximizing the absorption of impact energy and weakening the force transmission to the cab.

[0016] 3. The lifting mechanism and anti-collision components work together to achieve dual protection of active avoidance and passive energy absorption, making up for the shortcomings of trucks relying solely on brake protection. Moreover, the modular integration of each structure does not affect the normal driving and loading of the truck, and has strong adaptability. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the structure of the present invention; Figure 2 This is a schematic diagram of the lifting mechanism structure of the present invention; Figure 3 This is a schematic diagram of the lifting mechanism of the present invention from another perspective; Figure 4 This is a schematic diagram of the drive component structure of the present invention; Figure 5 This is a schematic diagram of the support rod structure of the present invention; Figure 6 This is a schematic diagram of the anti-collision component structure of the present invention; Figure 7 This is an exploded view of the anti-collision component of the present invention; Figure 8 This is a cross-sectional view of the anti-collision component structure of the present invention; Figure 9 This is a schematic diagram of the buffer structure of the present invention; Figure 10 This is the present invention. Figure 9 A magnified view of a section at point A in the middle; The markings in the diagram represent: 1. Chassis; 2. Cab shell; 3. Fixing column; 4. Corrugated plate; 5. Connecting box; 6. Slide rod; 7. Buffer block; 8. Abutment block; 9. Buffer groove; 10. Straight rod; 11. Diagonal rod; 12. Connecting rod; 13. Slide groove; 14. Sliding block; 15. Mounting bracket; 16. Fixing plate; 17. Base plate; 18. Mounting seat; 19. Lifting cylinder; 20. Groove; 21. Connecting plate; 22. Extension block; 23. Support frame; 4. Double-acting lead screw; 25. Support rod; 26. Elastic body; 27. Limiting component; 28. First elastic cavity; 29. ​​Support part; 30. Protrusion; 31. Second elastic cavity; 32. Annular groove; 33. Wear-resistant ring; 34. Crossbar; 35. Reinforcing rod; 36. Sleeve hole; 37. T-shaped plate; 38. Spring; 39. Mounting plate; 40. Clamping plate; 41. Clamping groove; 42. Connecting bolt; 43. Mounting rod; 44. First nut; 45. Second nut. Detailed Implementation

[0018] The technical solutions of the embodiments of this application will be clearly described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application are within the scope of protection of this application.

[0019] In the description of this application, it should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. For ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following drawings denote similar items, and therefore, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.

[0020] It should be noted that the terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and are not limited in number; for example, a first object can be one or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0021] It should be noted that in the description of this application, the directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this application. The directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

[0022] It should be noted that, in this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. Furthermore, it should be noted that the scope of the methods and apparatuses in the embodiments of this application is not limited to performing functions in the order shown or discussed, but may also include performing functions substantially simultaneously or in the reverse order, depending on the functions involved. For example, the described methods may be performed in a different order than described, and various steps may be added, omitted, or combined. Additionally, features described with reference to certain examples may be combined in other examples.

[0023] The truck with a liftable cab includes a frame 1, which serves as the load-bearing foundation for the entire vehicle and provides stable mounting support for all functional components. The cab shell 2 is located at the top front of the frame 1, forming the driver's operating space. A lifting mechanism is provided between the cab shell 2 and the frame 1 to achieve the smooth and oblique lifting of the cab shell 2. A collision protection component is installed at the top of the frame 1 and at the front of the cab shell 2, serving as the first safety barrier in front of the cab. In the event of a collision, it absorbs the impact energy in stages. At the same time, the lifting mechanism can actively adjust the position of the cab before a collision to increase the avoidance distance and reduce the risk of the impact force being transmitted to the cab.

[0024] The lifting mechanism includes a support component, a carriage component, and a drive component. The three components form a coordinated transmission and support system, which not only enables precise and stable lifting of the cab shell 2, but also prevents the drive components from becoming unstable through the auxiliary support structure. At the same time, it can be controlled manually and automatically through the vehicle system, and can respond quickly in case of emergencies such as brake failure to complete the lifting and lowering of the cab to avoid obstacles.

[0025] The support assembly is fixedly mounted on the frame 1, providing a mounting base and structural rigidity for the carriage assembly and drive assembly. It includes two straight rods 10, two diagonal rods 11, and multiple connecting rods 12. The two straight rods 10 are symmetrically fixed at both ends of the frame 1, and the two diagonal rods 11 are also symmetrically fixed at both ends of the frame 1 and are arranged at an upward inclination. The connecting rods 12 are evenly connected between the straight rods 10 and the diagonal rods 11, forming a frame-like integral structure between the straight rods and the diagonal rods, avoiding deformation of a single rod under stress. At the same time, several crossbars 34 are connected between the two straight rods 10, and reinforcing rods 35 are staggered between adjacent crossbars 34. The crossbars and reinforcing rods form a mesh reinforcement structure between the straight rods, further improving the overall deformation resistance of the support assembly, ensuring that the structure remains stable during the lifting and lowering of the cab, and providing a reliable foundation for subsequent sliding and drive coordination.

[0026] The straight rod 10 and diagonal rod 11 are fixedly connected to the frame 1 using a full welding process. Reinforcing ribs are added at the connection between the connecting rod 12 and the straight rod 10 and diagonal rod 11 to prevent the connection from loosening or breaking due to long-term stress.

[0027] The carriage assembly is slidably connected to the inclined rod 11 of the support assembly. It is the core component that transmits driving force and drives the cab shell 2 to rise and fall. It includes a slide groove 13, a slider 14, a mounting bracket 15, and a fixing plate 16. The slide groove 13 is opened on the opposite side of the two inclined rods 11 along the inclined direction of the inclined rod 11. The slider 14 slides precisely with the slide groove 13. Wear-resistant bushings are provided on both sides of the slider 14, and the bushings are tightly fitted with the inner wall of the slide groove 13, which reduces sliding friction and avoids wear caused by direct rigid friction between the slider and the slide groove, thus extending the service life. The mounting bracket 15 is fixed on the outside of the slider 14 and is rigidly fixedly connected to the cab shell 2 to realize the linkage between the slider and the cab shell. The fixing plate 16 is fixed on the inside of the slider 14 and is used to connect to the output end of the drive assembly to transmit the lifting driving force.

[0028] The cooperation between the slide and the slider provides precise oblique guidance for the lifting and lowering of the cab shell, avoiding problems such as left and right deviation and swaying during the lifting and lowering process. At the same time, the slider 14, the mounting bracket 15, and the fixing plate 16 are formed by integrated casting process, which has strong overall structure, can effectively distribute the force, avoid component damage caused by stress concentration, and ensure the stress stability of the sliding component.

[0029] The drive assembly is located at the bottom of the two inclined rods 11, providing power for the lifting of the cab. It is also equipped with an auxiliary support structure to prevent the drive components from becoming unstable under load. It includes a base plate 17, a mounting seat 18, and two lifting cylinders 19. The base plate 17 is mounted on the bottom of the two inclined rods 11 to form a horizontal mounting platform. The mounting seat 18 is fixed to the top of the base plate 17. The two lifting cylinders 19 are symmetrically arranged on the top of the mounting seat 18, and their output shafts are fixedly connected to the bottom of the fixed plate 16.

[0030] The two lifting cylinders 19 adopt a synchronous control module and a dual-circuit hydraulic system. The oil inlet and outlet speed of the two cylinders are precisely controlled by an electro-hydraulic proportional valve to ensure that the extension and retraction of the two cylinders are completely synchronized. This avoids the cab shell 2 from tilting, jamming, or being damaged by uneven load due to inconsistent cylinder movements. At the same time, the hydraulic system is equipped with an overflow valve and a pressure sensor. When the hydraulic pressure exceeds the preset threshold, the overflow valve automatically releases pressure, and the pressure sensor feeds back the pressure data to the vehicle system in real time to prevent cylinder overload damage and improve the safety and reliability of the drive components.

[0031] Furthermore, to address the issue of the lifting cylinder output rod easily bending and becoming unstable under the weight of the cab, a groove 20 is provided in the middle of the fixing plate 16. A connecting plate 21 is fixedly installed on the mounting base 18. The connecting plate 21 passes through the groove 20 and does not interfere with the sliding of the fixing plate. An extension block 22 is fixedly connected to the inner side of the diagonal rod 11. A support frame 23 is fixedly connected between the extension block 22 and the connecting plate 21. The support frame 23 provides installation support for the drive motor and the bidirectional lead screw. The output end of the drive motor inside the support frame 23 is fixedly connected to the bidirectional lead screw 24. Two support rods 25 are symmetrically threaded on the bidirectional lead screw 24. The ends of the support rods 25 are rounded and abut against the middle of the output rod of the lifting cylinder 19.

[0032] After the lifting cylinder drives the cab shell to the designated position, the drive motor starts and drives the double-acting screw to rotate, causing the two support rods to move towards each other along the double-acting screw until their arc-shaped ends are tightly abutted against the middle of the lifting cylinder output rod, providing radial support for the output rod and effectively preventing the output rod from bending or becoming unstable due to the weight of the cab. The cooperation between the arc-shaped ends and the output rod reduces the contact friction and avoids interference with the extension and retraction of the output rod. The fixed cooperation between the connecting plate and the support frame ensures the stability of the auxiliary support structure itself and improves the overall reliability of the lifting mechanism.

[0033] The bidirectional lead screw 24 adopts a trapezoidal thread structure and has a self-locking function. When the support rod 25 abuts against the output rod, even if the drive motor is de-energized, the support rod can maintain its current support position, avoiding support failure due to motor failure and ensuring the reliability of the auxiliary support structure when de-energized.

[0034] The lifting mechanism is electrically connected to the truck's infotainment system. The system is equipped with detection devices including speed sensors, distance sensors, hydraulic pressure sensors, and a control module. When the truck experiences brake failure, the driver can manually control the extension and retraction of the lifting cylinders via controls in the cab, enabling rapid oblique lifting and lowering of the cab shell. This increases the clearance between the cab and obstacles, reducing the risk of direct collision energy transfer to the cab. Simultaneously, when the system's detection devices detect a collision hazard, such as when the distance to an obstacle is less than a safe threshold or when hydraulic system pressure is abnormal, the control module is automatically triggered to drive the lifting cylinders, automatically raising and lowering the cab shell. This provides active protection for the driver and passengers, and the oblique lifting of the cab provides more survival space for the driver in the event of a collision, facilitating escape. The lifting mechanism's emergency response time is less than 0.5 seconds, meeting the rapid response needs for emergencies such as brake failure. Furthermore, the system has a self-diagnostic function; when problems such as abnormal cylinder synchronization or sensor malfunction occur, it promptly issues alarm signals and records fault information, facilitating future maintenance and preventing emergency function failure due to mechanism malfunction.

[0035] The frame-type support components, combined with the mesh reinforcement structure of crossbars and reinforcing bars, provide sufficient structural rigidity and resistance to deformation. Precise guidance from the slide rails and sliders, combined with wear-resistant bushings, ensures the smoothness and durability of the cab's lifting and lowering. The synchronous drive system of the dual lifting cylinders solves the problem of consistent action, while the inclusion of an overflow valve and pressure sensor enhances the safety of the hydraulic system. The auxiliary support structure of the two-way lead screw and support rod, with its self-locking function, effectively solves the instability problem of the lifting cylinder output rod. The combination of manual and automatic dual-control emergency response allows the cab to quickly lift and lower to avoid sudden situations such as brake failure, providing active protection for the driver. Simultaneously, the lifting mechanism can adapt to the operating needs of drivers of different heights, improving driving comfort.

[0036] The anti-collision component is located at the front end of the cab shell 2 and is the core energy-absorbing structure when the truck's brakes fail and a collision occurs. It includes a fixed column 3, a corrugated plate 4, a connecting box 5, a sliding rod 6, a buffer block 7, abutment block 8, a buffer groove 9, and a buffer element. Each component is linked in turn, and combined with the overall tension structure of the corrugated plate, it achieves a multi-layer buffering effect, absorbs the impact energy to the maximum extent, weakens the impact force transmitted to the cab shell, and works in synergy with the avoidance function of the lifting mechanism to further improve the safety protection effect.

[0037] Two symmetrically fixed posts 3 are fixed to the top front end of the frame 1, providing vertical support for the anti-collision components. The fixed posts 3 are fixed to the frame 1 using a double fixing method of bolt fastening and bottom reinforcement plate welding to prevent the fixed posts from loosening or falling off during a collision. The corrugated plate 4 is installed at the front end of the two fixed posts 3, serving as the first collision contact structure of the anti-collision components. Its corrugated structure has good elastic deformation energy absorption characteristics and can initially absorb impact energy through its own deformation. The connecting box 5 is fixed between the two fixed posts 3, and its interior has a buffer groove 9 opened in the horizontal direction to provide a space for the buffer and a sliding guide. The slide rod 6 A sliding sleeve is installed at the connection between the sliding rod 6 and the corrugated plate 4, horizontally mounted on the corrugated plate 4, to prevent the sliding rod from directly rubbing against the corrugated plate and causing jamming during collision. One end of the sliding rod extends out of the corrugated plate and is fixedly connected to the buffer block 7, which is made of elastic material and can initially disperse the collision force and directly bear the collision force. The other end extends into the connecting box and is connected to the abutment block 8. The abutment block 8 and the buffer groove 9 slide precisely together. The buffer is set in the buffer groove 9 and abuts against the abutment block 8 to realize the step-by-step transmission of the impact force. A mounting rod 43 is fixedly connected to one side of the fixed column 3. The mounting rod 43 passes through the corrugated plate 4 and is threaded with a first nut 44 and a second nut 45, which are respectively located on both sides of the corrugated plate 4. The double nut locking structure realizes the detachable fixation of the corrugated plate 4, which not only ensures the firmness of the corrugated plate installation, but also facilitates later maintenance and replacement. At the same time, the installation tension of the corrugated plate can be finely adjusted by adjusting the position of the nuts to ensure its stable elastic deformation performance.

[0038] When a truck's brakes fail and a collision occurs, the impact force first acts on the buffer block 7. The buffer block then transfers the impact force to the sliding rod 6. The sliding rod pushes the corrugated plate 4 to undergo elastic deformation, initially absorbing the impact energy and achieving primary contact buffering. Simultaneously, the sliding rod causes the abutment block 8 to slide horizontally within the buffer groove 9, transferring the remaining impact force to the buffer component, preventing the impact force from directly acting on the cab shell and effectively reducing the impact on the cab. The sliding rod 6 is made of solid round steel with a surface hardening treatment to improve its bending and impact resistance, preventing deformation of the sliding rod during a collision that could lead to buffer failure.

[0039] The connecting box 5 has several through holes 36. Two T-shaped plates 37 are movably fitted at the upper and lower ends of the through holes 36 respectively. A spring 38 is provided between the two T-shaped plates 37. The ends of the two T-shaped plates 37 that are far apart from each other are connected to mounting plates 39. A clamping plate 40 is fixedly connected to the end face of the mounting plate 39. A clamping groove 41 is provided on the side of the clamping plate 40. The clamping groove 41 is movably fitted with the corrugated plate 4. Connecting bolts 42 are installed between the clamping plate 40 and the upper and lower ends of the corrugated plate 4. When the corrugated plate 4 is partially impacted, the sliding rod 6 pushes the abutment block 8 to move. At the same time, the pressure change in the connecting box 5 will act on the T-shaped plate 37 through the sleeve hole 36, causing the T-shaped plate to drive the spring 38 to stretch or compress. Then, through the mounting plate 39, the clamping plate 40 is driven to move outward. The clamping plate 40 cooperates with the corrugated plate 4 through the clamping groove 41, pulling the entire corrugated plate to stretch and deform synchronously up and down. This avoids the problem that only the impact point deforms and the deformation at the far end is small when there is a local impact. It makes full use of the overall deformation capacity of the corrugated plate to expand the energy absorption area, improve the energy absorption efficiency, and reduce the risk of corrugated plate breakage caused by local stress concentration.

[0040] The connecting bolt 42 adopts an anti-loosening bolt structure to ensure the firmness of the connection between the clamping plate 40 and the corrugated plate 4, avoid detachment or relative slippage during the collision, and ensure the synchronization of the overall tensile deformation; the elastic modulus of the spring 38 matches the elastic deformation characteristics of the corrugated plate 4 to ensure smooth linkage during the transmission of collision force, further improving the buffering effect.

[0041] The buffer component is the core energy-absorbing component of the anti-collision assembly. It is set in the buffer groove 9 and includes multiple elastic bodies 26 and multiple limiting members 27. The multiple elastic bodies 26 are arranged sequentially along the length of the buffer groove, and the limiting members 27 are set between two adjacent elastic bodies 26. This not only realizes the positioning and separation of the elastic bodies, but also works with the elastic bodies to achieve multi-level elastic energy absorption. In addition, the inner wall of the buffer groove 9 is provided with a wear-resistant ring 33. The wear-resistant ring 33 slides with the limiting member 27 to reduce the sliding friction between the limiting member and the inner wall of the buffer groove, avoid friction jamming that affects the buffering effect, and at the same time improve the service life of the component.

[0042] The limiting member 27 is composed of two partitions. Each partition includes a protrusion 30 that protrudes to one side and a support 29 located on the outer edge of the protrusion 30. The support 29s of the two partitions that make up the limiting member 27 are closely fitted together and fixed with bolts to ensure the structural stability after assembly. The protrusion 30 faces outward and is embedded in the elastic body 26. The two sides of the limiting member 27 are positioned with the two adjacent elastic bodies 26 through a concave-convex structure. This concave-convex structure makes the connection between the limiting member and the elastic body tighter, preventing misalignment or displacement during impact and ensuring the continuity of buffer energy absorption. The limiting member 27 has a first elastic cavity 28 inside, which can absorb energy through the volume change of its own cavity and can provide a buffering effect with an elastic modulus different from that of the elastic body.

[0043] The elastic body 26 has a second elastic cavity 31 inside. The thickness of the second elastic cavity 31 gradually increases from the outer edge near the outer edge of the elastic body 26 to the middle. The elastic body 26 has an annular groove 32 in the middle. The limiting member 27 is embedded in the annular groove 32. The thickness of the elastic body gradually increases from the outer edge to the annular groove 32. This structural design allows the deformation of the elastic body to be gradually transmitted from the outer edge to the middle, making the deformation more uniform and avoiding local stress concentration that could lead to damage to the elastic body. The elastic body can absorb impact energy through its own material deformation and the volume contraction of the second elastic cavity.

[0044] The elastomer 26 is made of fatigue-resistant rubber material, which can withstand elastic recovery after multiple impacts and avoid permanent deformation after a single impact, thus preventing a decrease in buffering performance. The protruding part 30 of the limiting member 27 is provided with anti-slip texture, which fits tightly with the recessed part of the elastomer 26, further improving positioning stability. At the same time, the spacing between adjacent elastomers 26 is adapted to the thickness of the limiting member 27, ensuring that the compression deformation of the elastomer can be fully transferred to the limiting member during the impact, thus avoiding energy absorption discontinuity.

[0045] When the abutment block 8 transmits the impact force to the buffer, it first pushes the elastic body 26 near the abutment block to compress and deform. The elastic body absorbs the impact energy through its own material deformation and the volume contraction of the second elastic cavity 31, achieving the first level of elastic energy absorption. As the impact force increases, the elastic body gradually approaches the limit compression state. At this time, the limiting member 27 begins to bear the impact force, and the first elastic cavity 28 inside it undergoes a volume change, further absorbing the impact energy, achieving the second level of elastic energy absorption. Moreover, since the elastic modulus of the limiting member and the elastic body are different, it can continue to play an energy absorption role when the elastic body reaches its energy absorption limit, avoiding buffer failure. At the same time, the adjacent elastic bodies and limiting members successively bear the impact force and absorb energy, forming a multi-level elastic buffer energy absorption effect until the impact energy is completely absorbed or weakened to a safe range, ultimately greatly reducing the impact force transmitted to the cab shell.

[0046] The beneficial effects of the various components of the anti-collision assembly are as follows: A stepped buffer is formed by the primary contact deformation energy absorption of the corrugated plate, the secondary deformation energy absorption of the overall stretching, and the tertiary elastic energy absorption of the buffer component. This achieves layered and step-by-step absorption of impact energy, effectively weakening the impact force transmitted to the cab shell. The concave-convex positioning of the limiting component and the elastomer, along with the anti-slip texture design, ensures the continuity of the buffering process and avoids buffer failure caused by component misalignment. The wear-resistant ring reduces sliding friction, improving the smoothness of the buffering and extending the service life of the components. The differentiated buffering of the first and second elastic chambers further absorbs energy when the elastomer approaches its limit compression, preventing buffer failure. This, combined with the obstacle avoidance function of the lifting mechanism, provides dual protection for the driver's life, compensating for the shortcomings of existing trucks that rely solely on the braking system for protection.

[0047] The lifting cab truck of the present invention has its lifting mechanism and anti-collision components modularly integrated on the frame 1. The two are rationally arranged, do not interfere with each other, and form a synergistic protection effect. In the event of a sudden situation such as brake failure, the vehicle system can first trigger the lifting mechanism to raise and lower the cab shell 2 at an angle, increasing the avoidance distance from obstacles in front and reducing the probability and intensity of collision. If a collision is unavoidable, the anti-collision components absorb the impact energy step by step, weakening the impact force transmitted to the cab. The synergistic cooperation of the two improves the safety protection performance of the truck.

[0048] Meanwhile, the dual-cylinder synchronous drive and auxiliary support structure of the lifting mechanism, including synchronous control and self-locking functions, ensures the stability and reliability of the cab lifting, adapting to the operating needs of drivers of different heights and improving driving comfort. The multi-level buffer structure design of the anti-collision components, including corrugated plate reinforcement, slide bar quenching treatment, elastomer fatigue-resistant design, and overall tensile structure, achieves efficient absorption of impact energy. Moreover, all components adopt conventional mechanical structures, making assembly and maintenance convenient. Without affecting the normal driving and loading functions of the truck, it achieves a dual improvement in driving comfort and safety protection, making it suitable for the modification and assembly of various freight trucks and having broad application prospects.

[0049] The embodiments of this application have been described above with reference to the accompanying drawings. Unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other. This application is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of this application without departing from the spirit and scope of the claims, and all of these forms are within the protection scope of this application.

Claims

1. A truck with a liftable cab, characterized in that, include: Frame (1); The cab shell (2) is located at the top front end of the frame (1); The lifting mechanism is located between the vehicle frame (1) and the cab shell (2), and includes a support assembly, a carriage assembly and a drive assembly. The support assembly is fixedly mounted on the vehicle frame (1), the carriage assembly is slidably connected to the support assembly, and the drive assembly is mounted on the support assembly for driving the carriage assembly to slide. The anti-collision assembly is set on the top of the frame (1) and located at the front end of the cab shell (2). It includes a fixed column (3), a corrugated plate (4), a connecting box (5), a sliding rod (6), a buffer block (7), an abutment block (8), a buffer groove (9), and a buffer component. Two fixed columns (3) are fixedly set on the top of the front end of the frame (1). The corrugated plate (4) is installed at the front end of the two fixed columns (3). The connecting box (5) is fixedly set between the two fixed columns (3). The sliding rod (6) passes through the corrugated plate (4), and one end of it is fixedly connected to the buffer block (7). The other end is connected to the abutment block (8). The abutment block (8) is slidably connected to the buffer groove (9) opened in the connecting box (5). The buffer component is set in the buffer groove (9).

2. A truck with a liftable cab according to claim 1, characterized in that, The support components include: Two straight rods (10) are fixedly installed at both ends of the frame (1); Two diagonal braces (11) are fixedly installed at both ends of the frame (1); Multiple connecting rods (12) are arranged between the straight rod (10) and the diagonal rod (11); The carriage assembly includes: The groove (13) is opened on the opposite side of the two diagonal bars (11); The slider (14) is slidably connected to the groove (13); Mounting bracket (15) is fixedly installed on the outside of slider (14) and fixedly connected to cab shell (2); A fixing plate (16) is fixedly installed inside the slider (14); The driver components include: The base plate (17) is set at the bottom of the two diagonal bars (11); Mounting base (18) is fixedly connected to the top of base plate (17); Two lifting cylinders (19) are symmetrically arranged on the top of the mounting base (18), and the output shaft of the lifting cylinder (19) is fixedly connected to the bottom of the fixing plate (16).

3. A truck with a liftable cab according to claim 2, characterized in that, The fixed plate (16) has a groove (20) in the middle. A connecting plate (21) is fixedly installed on the mounting base (18) and the connecting plate (21) passes through the groove (20). An extension block (22) is fixedly connected to the inside of the inclined rod (11). A support frame (23) is fixedly connected between the extension block (22) and the connecting plate (21). A drive motor is installed inside the support frame (23). A two-way screw (24) is fixedly connected to the output end of the drive motor. A support rod (25) is symmetrically threaded on the two-way screw (24). The end of the support rod (25) is arc-shaped and abuts against the middle of the output rod of the lifting cylinder (19).

4. A truck with a liftable cab according to claim 1, characterized in that, The buffer includes: Multiple elastomers (26) are disposed within the buffer groove (9); Multiple limiting members (27) are disposed between two adjacent elastic bodies (26). The two sides of the limiting member (27) are respectively positioned with the two adjacent elastic bodies (26) through concave and convex structures. The edge of the limiting member (27) slides with the inner wall of the buffer groove (9). The limiting member (27) has a first elastic cavity (28). The limiting member (27) provides a buffering effect different from the elastic modulus of the elastic body through the first elastic cavity (28). By utilizing the volume change of the first elastic cavity (28), further energy absorption is achieved when the elastic body is close to the ultimate compression state, thereby enhancing the buffering performance of the buffer.

5. A truck with a liftable cab according to claim 4, characterized in that, The limiting member (27) consists of two partitions, each partition including a protrusion (30) to one side and a support (29) located on the outer edge of the protrusion (30). The support (29) of the two partitions that make up a limiting member (27) are pressed together, and the protrusion (30) is embedded in the elastic body (26).

6. A truck with a liftable cab according to claim 5, characterized in that, The elastic body (26) has a second elastic cavity (31) inside. The thickness of the second elastic cavity (31) gradually increases from the outer edge of the elastic body (26) to the middle. The elastic body (26) has an annular groove (32) in the middle. The limiting member (27) is embedded in the annular groove (32). The thickness of the elastic body gradually increases from the outer edge to the annular groove (32).

7. A truck with a liftable cab according to claim 6, characterized in that, The inner wall of the buffer groove (9) is provided with a wear-resistant ring (33), and the wear-resistant ring (33) slides in conjunction with the limiting member (27).

8. A truck with a liftable cab according to claim 1, characterized in that, The connecting box (5) has several through holes (36). Two T-shaped plates (37) are movably sleeved at the upper and lower ends of the holes (36). A spring (38) is provided between the two T-shaped plates (37). The ends of the two T-shaped plates (37) that are far apart from each other are connected to mounting plates (39). A clamping plate (40) is fixedly connected to the end face of the mounting plate (39). A clamping groove (41) is provided on the side of the clamping plate (40). The clamping groove (41) is movably sleeved with the corrugated plate (4). A connecting bolt (42) is installed between the clamping plate (40) and the upper and lower ends of the corrugated plate (4).

9. A truck with a liftable cab according to claim 1, characterized in that, A mounting rod (43) is fixedly connected to one side of the fixed column (3). The mounting rod (43) passes through the corrugated plate (4). A first nut (44) and a second nut (45) are threaded onto the mounting rod (43), and the first nut (44) and the second nut (45) are located on both sides of the corrugated plate (4).

10. A truck with a liftable cab according to claim 2, characterized in that, Several horizontal bars (34) are connected between two straight bars (10), and reinforcing bars (35) are staggered between two adjacent horizontal bars (34).

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