Anti-collision structure support for heavy vehicle cab

Abstract

The utility model relates to heavy -duty vehicle cab is with anti -collision structure support, including two groups of symmetrical setting support assembly, each group support assembly includes support body, bearing seat and anti -collision structure, bearing seat installs in the inboard of support body, the end of axle body penetrates support body outside, anti -collision structure is located the outside of support body, including limiting piece and setting in easy collision area's contact movable part, contact movable part includes buffer block, the utility model can support body adopt multiple stamping sheet metal tailor -welded structure, cooperate the reinforcing effect of stamping sheet metal support three, compared with traditional casting or simple welding support, the strength distribution is more even, and the deformation resistance is stronger, can effectively bear the weight of cab and the acting force in the process of driving, guarantee the support stability of cab, can multistage absorption collision impact force, significantly reduce the damage of collision to support and cab.

Description

Technical Field

[0001] This utility model relates to the field of heavy-duty vehicle component technology, and in particular to an anti-collision structure support for the cab of a heavy-duty vehicle. Background Technology

[0002] In the field of heavy-duty vehicles, the cab support is a key component connecting the cab and the frame, undertaking functions such as support and force transmission.

[0003] In the existing technology, the left and right supports of the cab of heavy-duty vehicles are mostly manufactured by casting or simple steel plate welding. The strength distribution of the simple welded support structure is uneven, and there is a lack of targeted anti-collision design. There is also no effective buffer protection structure on the outside of the support. When the vehicle encounters a side collision, scrape, or comes into contact with an obstacle while driving, the collision force is directly applied to the connection between the support body and the cab, which can easily lead to support damage, cab displacement, and even threaten the safety of the driver and passengers. Utility Model Content

[0004] This utility model addresses the shortcomings of existing technologies by providing a collision-resistant structural support for the cab of heavy-duty vehicles. The specific technical solution is as follows: A collision avoidance structure support for a heavy-duty vehicle cab includes two sets of symmetrically arranged support assemblies. Each set of support assemblies includes a support body, a bearing housing, and a collision avoidance structure. The bearing housing is installed on the inner side of the support body, and the two bearing housings are connected by a shaft. The end of the shaft extends through the outer side of the support body. The collision avoidance structure is located on the outer side of the support body and includes a limiting member and a contact movable member disposed in the collision-prone area. The contact movable member includes a buffer block, and the buffer block protrudes from the outer side of the support body at least once on the outer side of the collision-prone area. The buffer block is movably connected to the shaft and can rotate radially toward the shaft. The limiting member is installed on the support body and is located on the movement path of the buffer block in the event of a collision, so as to receive the collision force.

[0005] The support body is formed by welding multiple stamped sheet metal pieces to create a support surface and an mounting surface. It includes a stamped sheet metal support one forming the support surface and a stamped sheet metal support two forming the mounting surface. A stamped sheet metal support three is connected between the stamped sheet metal support one and the stamped sheet metal support two. The stamped sheet metal support one, the stamped sheet metal support two, and the stamped sheet metal support three are welded together.

[0006] The buffer block has a round hole and an elliptical through hole. A nut block is installed on the outer side of the stamped sheet metal support. A bolt is threaded onto the nut block. A limiting washer is provided on the outer circumferential side of the bolt. The buffer block is located between the limiting washer and the nut block. The bolt passes through the elliptical through hole.

[0007] The limiting component includes a fixed frame installed on the outer side of the stamping sheet metal support, and a threaded rod is threadedly connected to the fixed frame. The end of the threaded rod near the buffer block has a rubber buffer block.

[0008] The buffer block has a double-layer composite structure, with the outer layer made of carbon fiber reinforced plastic and the inner layer having an embedded shape memory alloy skeleton.

[0009] The beneficial effects of this utility model are: 1. High structural strength and good stability: The support body adopts a multi-piece stamped sheet metal welded structure, which, together with the reinforcement of the stamped sheet metal support three, has a more uniform strength distribution and stronger resistance to deformation compared with traditional casting or simple welding supports. It can effectively bear the weight of the cab and the forces during driving, ensuring the support stability of the cab.

[0010] 2. Excellent collision protection: Buffer blocks are installed in the collision-prone areas of the support body. The buffer blocks protrude from the outside of the support body and are the first to contact the impact force during a collision, avoiding direct impact between the support body and the cab. The buffer blocks adopt a composite structure with a carbon fiber reinforced plastic outer layer and a shape memory alloy skeleton inner layer, which has both high strength and elastic recovery. Combined with the elastic energy absorption of the rubber buffer blocks, it can absorb the impact force of the collision in multiple stages, significantly reducing the damage to the support and the cab.

[0011] 3. The buffer block can rotate radially around the shaft and can be slightly translated through the elliptical through hole. During a collision, it can adaptively adjust the force angle according to the impact direction to make the collision force evenly distributed. The distance between the rubber buffer blocks can be adjusted by rotating the threaded rod to adapt to the collision protection requirements under different working conditions, which is more flexible and can be easily disassembled and replaced.

[0012] 4. Long service life and convenient maintenance: The shape memory alloy skeleton of the buffer block can return to its original shape after a collision, and the carbon fiber reinforced plastic outer layer is wear-resistant and anti-aging, extending the service life of the anti-collision structure; each component adopts a modular design, and bolts, threaded rods, etc. can be disassembled and replaced. When the buffer block or rubber buffer block is damaged, there is no need to replace the entire support, reducing maintenance costs.

[0013] 5. Lightweight design and high practicality: The application of stamped sheet metal welding structure and carbon fiber reinforced plastic material reduces the overall weight of the support while ensuring strength, which is in line with the development trend of lightweight heavy-duty vehicles; the overall structure is compact and easy to install, and can be adapted to the cab installation requirements of various heavy-duty vehicles, making it highly practical. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2This is a schematic diagram of the structure of the partial removal of the buffer block in this utility model; Figure 3 This is a schematic diagram of the buffer block in this utility model.

[0015] Reference numerals in the attached drawings: 1. Shaft body; 2. Bearing housing; 3. Support body; 31. Stamped sheet metal support one; 32. Stamped sheet metal support two; 33. Stamped sheet metal support three; 4. Buffer block; 400. Round hole; 401. Elliptical through hole; 41. Bolt; 42. Limiting washer; 43. Fixing frame; 44. Threaded rod; 45. Rubber buffer block; 46. Nut block. Detailed Implementation

[0016] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present utility model and are not intended to limit the present utility model.

[0017] Example Please refer to Figures 1-3 This utility model provides a collision-resistant structural support for the cab of a heavy-duty vehicle, comprising two sets of support assemblies arranged symmetrically facing each other. Each support assembly consists of a support body 3, a bearing seat 2, and a collision-resistant structure, as detailed below: Specifically, the support body, as the core supporting component, is formed by welding multiple stamped sheet metal pieces. Compared with traditional casting or simple welding structures, it has the advantages of uniform strength distribution, light weight, and high forming precision.

[0018] The support body 3 includes a stamped sheet metal support 1 31, a stamped sheet metal support 2 32, and a stamped sheet metal support 33. The stamped sheet metal support 1 31 is a vertically arranged flat plate structure that forms the main support surface of the support body 3 and is used to install the bearing housing 2 and the anti-collision structure. The stamped sheet metal support 2 32 is a horizontally arranged flat plate structure that forms the mounting surface of the support body 3 and is used to fix it to the frame or cab. The stamped sheet metal support 33 is a triangular or trapezoidal sheet metal part, connected between stamped sheet metal support 1 31 and stamped sheet metal support 2 32, serving as a reinforcing rib to further enhance the structural strength and deformation resistance of the support body 3. Stamped sheet metal support 1 31, stamped sheet metal support 2 32, and stamped sheet metal support 33 are fixedly connected by a full welding process, with uniform and continuous welds to ensure the overall structural stability.

[0019] The bearing housing 2 is a cylindrical hollow structure made of high-strength cast iron. It is fixedly installed in the middle of the inner side of the stamped sheet metal support 31. Its axis is set horizontally and a rolling bearing is installed inside to reduce the friction when the shaft 1 rotates. The bearing housings 2 of the two support assemblies are coaxially corresponding. The shaft 1 is a cylindrical metal shaft that is installed through the rolling bearings in the two bearing housings 2. The two ends of the shaft 1 extend to the outer side of the two support bodies 3 respectively. The shaft 1 and the bearing housing 2 cooperate to achieve flexible rotation and at the same time serve to connect the two support assemblies and transmit lateral forces.

[0020] The anti-collision structure is located on the outside of the support body 3, in the collision-prone area (point F in the figure), and includes limiting parts and contact moving parts, which are used to buffer the collision force and prevent the support body 3 and the cab from directly bearing the impact.

[0021] The core of the contacting moving part is the buffer block 4. The buffer block 4 is a block-shaped structure that is movably connected to the end of the shaft 1 and can rotate radially around the shaft 1. At least one part of it protrudes from the outside of the support body 3 on the outer side of the easily impacted area, ensuring that it makes priority contact with the buffer block 4 during a collision. The buffer block 4 adopts a double-layer composite structure. The outer layer is made of carbon fiber reinforced plastic, which has the characteristics of high strength, wear resistance, and lightweight, and can withstand the direct impact of external collisions. The inner layer is embedded with a shape memory alloy skeleton. Shape memory alloy has excellent elastic recovery properties and can quickly restore its original shape after a collision, ensuring the reusability of the buffer block 4. Furthermore, the shape memory alloy skeleton is preferably made of Ti-Ni (titanium-nickel) type shape memory alloy, specifically Ti-50.8at% Ni (titanium-nickel atomic ratio of about 1:1). It has a significant shape memory effect. Within the range of -50℃ to 150℃ (covering the extreme ambient temperature of heavy-duty vehicle driving), after plastic deformation caused by a collision, it can restore its original shape without additional heating, simply through its own elastic potential energy or ambient temperature, ensuring that the buffer block quickly resets after a collision without affecting the subsequent protective effect.

[0022] The buffer block 4 has a circular hole 400 and an elliptical through hole 401. The circular hole 400 is located in the middle of the buffer block 4 and is clearance-fitted with the end of the shaft 1. The end of the shaft 1 passes through the circular hole 400 to realize the rotational connection between the buffer block 4 and the shaft 1. The elliptical through hole 401 is set along the length of the buffer block 4 and is used to cooperate with the bolt 41 to realize the limiting and adjustment of the buffer block 4.

[0023] The limiting components include a bolt 41, a limiting washer 42, a fixing frame 43, a threaded rod 44, a rubber buffer block 45, and a nut block 46. The nut block 46 is fixed to the outside of the stamped sheet metal support 31 by welding, and has a threaded hole inside; the bolt 41 passes through the elliptical through hole 401 on the buffer block 4 and is threadedly connected to the threaded hole of the nut block 46 to achieve initial fixation of the buffer block 4; The limiting washer 42 is fixedly sleeved on the outside of the bolt 41 and located on the side of the buffer block 4 away from the nut block 46. The diameter of the limiting washer 42 is larger than the minor axis diameter of the elliptical through hole 401. It is used to limit the displacement of the buffer block 4 in the axial direction of the shaft 1, while not affecting the small movement of the buffer block 4 along the length direction of the elliptical through hole 401 and the rotation around the shaft 1. The fixed frame 43 is a U-shaped frame structure, which is welded to the outside of the stamped sheet metal support 31 and located on the movement path of the buffer block 4 when it collides. It is used to install the threaded rod 44. The threaded rod 44 is horizontally threaded to the middle of the fixed frame 43, with one end facing the buffer block 4 and the other end extending to the outside of the fixed frame 43 for easy rotation and position adjustment. The rubber buffer block 45 is glued to the end of the threaded rod 44 near the buffer block 4. The rubber material has good elasticity and energy absorption effect and is used to contact the buffer block 4 during the collision to absorb the impact force. The distance between the rubber buffer block 45 and the buffer block 4 can be adjusted by rotating the threaded rod 44 to adapt to the protection requirements of different impact intensities.

[0024] Furthermore, stamped sheet metal support 1 31, stamped sheet metal support 2 32, and stamped sheet metal support 33 are fully welded together to form a complete support body 3. The three components work together to form a stable support structure and installation structure. The bearing housing 2 is fixedly installed on the inner side of stamped sheet metal support 1 31 by bolts. The shaft 1 passes through the rolling bearings inside the two oppositely arranged bearing housings 2 and extends to the outer side of the support body 3 at both ends, realizing the coaxial connection of the two sets of support assemblies. The buffer block 4 is clearance-fitted with the end of the shaft 1 through the central circular hole 400, realizing radial rotation around the shaft 1. The bolt 41 passes through the elliptical through hole 401 and is threadedly connected to the nut block 46. The limiting washer 42 is sleeved on the bolt 41 and fits against the surface of the buffer block 4, forming the axial limiting and movement constraint of the buffer block 4. The fixed frame 43 is welded to the outside of the stamped sheet metal support 31. The threaded rod 44 is threadedly connected to the fixed frame 43. The rubber buffer block 45 is fixed to the end of the threaded rod 44, forming a secondary buffer and limiting structure during collision.

[0025] Working principle 1. Daily support state: The support body 3 is fixedly connected to the frame or cab through the stamped sheet metal support 32. The shaft 1 connects two sets of opposite support assemblies. The bearing seat 2 ensures the flexible rotation of the shaft 1. The overall structure bears the weight of the cab and transmits the normal force during driving. The buffer block 4 is in the initial position and does not affect the normal support function of the support.

[0026] 2. Collision Protection Process: When a vehicle encounters a side collision, scrape, or contact with an obstacle during operation, the collision force first acts on the buffer block 4 protruding from the outside of the support body 3. Under the action of the collision force, the buffer block 4 rotates radially around the shaft body 1 and moves slightly along the length of the elliptical through hole 401 to adjust the force angle and distribute the collision force evenly. The carbon fiber reinforced plastic outer layer of the buffer block 4 resists direct impact, while the inner shape memory alloy skeleton absorbs part of the impact force and generates elastic deformation. At the same time, the buffer block 4 moves towards the rubber buffer block 45 and finally contacts the rubber buffer block 45. The rubber buffer block 45 further deforms elastically to absorb the remaining collision energy, achieving multi-level buffer energy absorption.

[0027] 3. Post-collision recovery: After the collision, the shape memory alloy skeleton returns to its original shape, causing the buffer block 4 to return to its initial position; if the collision force is large and causes the rubber buffer block 45 to shift, the distance between it and the buffer block 4 can be readjusted by rotating the threaded rod 44 to ensure the subsequent protection effect.

[0028] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A collision-resistant structural support for the cab of a heavy-duty vehicle, characterized in that, It includes two sets of support assemblies arranged symmetrically facing each other. Each set of support assemblies includes a support body (3), a bearing seat (2) and an anti-collision structure. The bearing seat (2) is installed on the inner side of the support body (3). The two bearing seats (2) are installed together by a shaft (1). The end of the shaft (1) passes through the outer side of the support body (3). The anti-collision structure is located on the outside of the support body (3) and includes a limiting member and a contact movable member set in the collision-prone area. The contact movable member includes a buffer block (4). The buffer block (4) has at least one protrusion on the outside of the support body (3) on the outside of the collision-prone area. The buffer block (4) is movably connected to the shaft (1) and can rotate radially in the shaft (1). The limiting member is installed on the support body (3) and is located on the movement path when a collision occurs on one side of the buffer block (4) to receive the collision force.

2. The anti-collision structure support for the cab of a heavy-duty vehicle according to claim 1, characterized in that: The support body (3) is formed by welding multiple pieces of stamped sheet metal to form a support surface and an installation surface, including a stamped sheet metal support one (31) forming the support surface and a stamped sheet metal support two (32) forming the installation surface. A stamped sheet metal support three (33) is connected between the stamped sheet metal support one (31) and the stamped sheet metal support two (32). The stamped sheet metal support one (31), the stamped sheet metal support two (32) and the stamped sheet metal support three (33) are welded together.

3. The anti-collision structure support for the cab of a heavy-duty vehicle according to claim 2, characterized in that: The buffer block (4) has a round hole (400) and an elliptical through hole (401). A nut block (46) is installed on the outside of the stamping sheet metal support (31). A bolt (41) is threaded onto the nut block (46). A limiting washer (42) is circumferentially located on the outside of the bolt (41). The buffer block (4) is located between the limiting washer (42) and the nut block (46). The bolt (41) passes through the elliptical through hole (401).

4. The anti-collision structure support for the cab of a heavy-duty vehicle according to claim 3, characterized in that: The limiting component includes a fixed frame (43) installed on the outside of the stamping sheet metal support (31), and a threaded rod (44) is threadedly connected to the fixed frame (43). The threaded rod (44) has a rubber buffer block (45) at one end near the buffer block (4).

5. The anti-collision structure support for the cab of a heavy-duty vehicle according to claim 1, characterized in that: The buffer block (4) has a double-layer composite structure, with the outer layer made of carbon fiber reinforced plastic and the inner layer having an embedded shape memory alloy skeleton.

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