Bearing type metal structure frame for sightseeing vehicle

Abstract

The invention provides a bearing type metal structure frame for a sightseeing vehicle, and belongs to the technical field of sightseeing vehicle frames, the bearing type metal structure frame for the sightseeing vehicle comprises a chassis main beam, a transverse reinforcing beam, a longitudinal supporting column, a top cross beam and a damping assembly; the chassis main beam comprises two I-shaped main beams which are symmetrically arranged left and right, and the two I-shaped main beams are fixedly connected through a plurality of groups of transverse reinforcing beams; the transverse reinforcing beam is of an I-shaped structure, and the two ends of the transverse reinforcing beam are welded and fixed to a lower flange plate of the I-shaped main beam; the problems that the overall strength and rigidity of a frame are often not uniform enough, a stress concentration area exists in the frame due to the limitation of the welding technology and the structural layout, and local deformation or fracture failure is prone to occurring can be solved; the dead weight of a vehicle frame is too large, the load and endurance performance of the sightseeing vehicle is limited, the damping performance is poor, road vibration cannot be effectively isolated, and the riding experience of passengers is affected; and the whole appearance modeling is simple, and the aesthetic property and personalized design are lacked.

Description

Technical Field

[0001] The invention belongs to the technical field of sightseeing vehicle frames, and in particular relates to a load-bearing metal structure frame for a sightseeing vehicle. Background Art

[0002] As a form of leisure and entertainment, sightseeing tourism has rapidly become popular and developed in recent years. As an important means of transportation for sightseeing tourism, sightseeing vehicles are widely used in the industry. At present, most sightseeing vehicles adopt a low chassis design, and the frame is mainly supported by a welded metal structure. This metal structure frame has the advantages of strong load-bearing capacity and long service life, and is widely used in various sightseeing vehicles.

[0003] However, there are still some problems in the design of the existing metal structure frame of sightseeing vehicles. First, the overall strength and stiffness of the frame are often not uniform. Due to the limitations of welding technology and structural layout, there are stress concentration areas in the frame, which are prone to local deformation or fracture failure. Secondly, the frame's own weight is relatively large, which limits the load and endurance performance of the sightseeing vehicle. Furthermore, the shock absorption performance is poor, and it cannot effectively isolate road vibrations, affecting the passengers' riding experience. Finally, the overall appearance is simple, lacking aesthetics and personalized design.

[0004] In order to solve the above problems, it is urgent to develop a new type of sightseeing car metal structure frame that can ensure the overall strength and rigidity while taking into account the requirements of weight reduction, shock absorption and appearance design. Summary of the invention

[0005] In view of this, the present invention provides a load-bearing metal structure frame for a sightseeing vehicle, aiming to solve the problems that the overall strength and stiffness of the frame are often not uniform; due to the limitations of welding technology and structural layout, there are stress concentration areas in the frame, which are very prone to local deformation or fracture failure; the frame has a large dead weight, which limits the load-bearing and endurance performance of the sightseeing vehicle, and has poor shock absorption performance, and cannot effectively isolate road vibration, affecting the riding experience of passengers; the overall appearance is simple and lacks aesthetics and personalized design.

[0006] The present invention is achieved in that:

[0007] The present invention provides a load-bearing metal structure frame for a sightseeing vehicle, which comprises a chassis main beam, a transverse reinforcement beam, a longitudinal support column, a top cross beam and a shock-absorbing assembly; the chassis main beam comprises two I-shaped main beams symmetrically arranged on the left and right, and the two I-shaped main beams are fixedly connected by multiple groups of the transverse reinforcement beams; the transverse reinforcement beam is in an I-shaped structure, and the two ends of the transverse reinforcement beam are welded and fixed to the lower flange plate of the I-shaped main beam; the longitudinal support columns are provided with four symmetrically distributed front and back, and the bottom of the longitudinal support columns is welded and fixed to the upper flange plate of the I-shaped main beam through a reinforcing rib plate; the top cross beam is arranged at the top end of the longitudinal support column, and the top cross beam comprises two front and rear I-shaped main cross beams and two left and right I-shaped side cross beams; the shock-absorbing assembly comprises a shock-absorbing support and a buffer connecting plate, and the shock-absorbing support is fixedly connected to the lower flange plate of the I-shaped main beam through the buffer connecting plate.

[0008] On the basis of the above technical solution, the load-bearing metal structure frame for a sightseeing vehicle of the present invention can also be improved as follows:

[0009] Among them, the upper flange plate and the lower flange plate of the I-shaped main beam are connected by a web plate, and a plurality of weight-reducing holes are arranged on the web plate. The weight-reducing holes are elliptical and are evenly spaced along the length direction of the I-shaped main beam; a reinforcement ring is arranged on the edge of the weight-reducing hole, and the reinforcement ring is made of the same material as the I-shaped main beam and is welded and fixed to the web plate by an annular weld.

[0010] Furthermore, the longitudinal support column is a hollow rectangular cross-section structure, and the inner wall of the longitudinal support column is provided with multiple layers of reinforcing ribs, which are arranged at intervals along the height direction of the longitudinal support column; the reinforcing ribs are arranged in a cross shape and are welded and fixed to the inner wall of the longitudinal support column.

[0011] Furthermore, the shock-absorbing bearing includes an upper bearing plate, a lower bearing plate and a rubber shock-absorbing layer arranged between the upper bearing plate and the lower bearing plate; multiple layers of steel plates are buried inside the rubber shock-absorbing layer, and the steel plates are evenly distributed along the thickness direction of the rubber shock-absorbing layer; the upper bearing plate and the buffer connecting plate are fixedly connected by high-strength bolts, and the lower bearing plate is used to connect to the wheel suspension system of the sightseeing vehicle.

[0012] Furthermore, the number of the transverse reinforcement beams is 6 groups, and they are evenly distributed along the length direction of the I-shaped main beam; a triangular reinforcement plate is provided at the connection between the transverse reinforcement beam and the I-shaped main beam, and the three sides of the triangular reinforcement plate are respectively welded to the web of the transverse reinforcement beam, the web of the I-shaped main beam and the lower flange plate of the I-shaped main beam.

[0013] Furthermore, a reinforcing joint is provided at the top of the longitudinal support column, and the reinforcing joint includes a top plate and four side plates; the top plate is square, and the four side plates are respectively welded to the four sides of the top plate to form a box-type structure; the reinforcing joint is sleeved on the top of the longitudinal support column and fixed by an annular weld, and the top plate and the top beam are connected by high-strength bolts.

[0014] Furthermore, circular arc transition structures are provided at the four corners of the top cross beam, and reinforcing rib plates are provided on the inner side of the circular arc transition structures; the reinforcing rib plates are arranged in a herringbone shape and are welded and fixed to the upper flange plate and the lower flange plate of the top cross beam.

[0015] Furthermore, the buffer connecting plate is an I-shaped structure, and the upper flange plate of the buffer connecting plate is connected to the lower flange plate of the I-shaped main beam by high-strength bolts; a long strip adjustment hole is provided on the web of the buffer connecting plate, and the adjustment hole is arranged along the length direction of the buffer connecting plate; the adjustment hole is used to adjust the installation position of the shock-absorbing bearing.

[0016] Furthermore, the rubber shock-absorbing layer is made of natural rubber, and an annular protrusion is provided on the outer peripheral surface of the rubber shock-absorbing layer; annular grooves are correspondingly provided on the inner side walls of the upper support plate and the lower support plate, and the annular protrusion is embedded in the annular groove.

[0017] Furthermore, the hardness of the rubber shock-absorbing layer is 65 degrees Shore.

[0018] In order to better ensure the uniform distribution of the strength of the frame structure and avoid stress concentration of the frame, the geometric relationship between multiple components is also limited by a relationship definition equation group, and the relationship definition equation group is described in detail as follows:

[0019] 1. The geometric relationship limiting equation of the upper and lower flange plates of the I-shaped main beam:

[0020]

[0021] In the formula, A u is the upper flange plate area (unit: m 2 );A l is the area of ​​the lower flange plate (unit: m 2 ); h is the web height (unit: m); b is the flange width (unit: m); L is the main beam length (unit: m); k 1 ,k 2 ,k 3 is the structural coefficient; ε 1 is the error term; 1 The value range is 1.05~1.15 ， k 2 The value range is 0.01~0.02, k 3 The value range is 0.005 to 0.015.

[0022] In this equation: the first term k 1 is the reference ratio coefficient, which reflects the area ratio of the upper and lower flange plates under ideal conditions. The value is slightly greater than 1 because the upper flange plate is subjected to compressive stress and needs to increase its area appropriately to improve stability. is the aspect ratio correction term, and the quadratic form is used because when the aspect ratio increases, the instability risk of the upper flange plate increases nonlinearly, and the area needs to be increased accordingly; the third term is the length effect correction term, which uses exponential decay to reflect the characteristic that the end constraint effect gradually weakens as the main beam length increases; the error term ε 1 The influence of factors such as processing error and material non-uniformity are taken into consideration.

[0023] Parameter acquisition method: 1) A u ,A l The measurement is carried out through the following steps: Step 1: Use a laser scanner to perform a three-dimensional scan of the flange plate; Step 2: Use digital image processing technology to extract the contour line; Step 3: Calculate the actual area through numerical integration;

[0024] 2) k 1 ,k 2 ,k 3 Calibration is performed through the following steps: Step 1: Select 10 groups of I-beams of different specifications for static load test; Step 2: Measure the deformation and stress distribution of each I-beam; Step 3: Use the least squares method to fit and obtain the coefficient value;

[0025] 2. The limiting equation of the relationship between the ellipticity and spacing of the weight-reducing holes is:

[0026]

[0027] Where a is the length of the major axis of the ellipse (unit: mm); b is the length of the minor axis of the ellipse (unit: mm); d is the center distance between adjacent lightening holes (unit: mm); h is w is the web height (unit: mm); s is the distance from the lightening hole to the flange plate (unit: mm); α 1 ,α 2 ,α 3 is the shape factor; ε 2 is the error term.

[0028] In this equation: the first term α 1 The reference ovality coefficient reflects the shape characteristics of the weight-reducing hole under standard conditions, and is generally between 1.5 and 2.0. The third term is the influencing term of hole spacing. The cubic form is based on stress concentration theory. When the distance between adjacent holes decreases, the stress concentration factor increases rapidly. It is necessary to reduce stress concentration by increasing the major axis. is the margin influence term, which is expressed in the form of square root, and when the weight-reducing hole is close to the flange plate, the ovality should be appropriately reduced to ensure the strength; the error term ε 2 Factors such as machining accuracy and material anisotropy are taken into consideration.

[0029] Parameter acquisition method:

[0030] 1) a, b, d, s are measured by the following steps: Step 1: Use a high-precision coordinate measuring instrument to obtain the hole profile points; Step 2: Determine the major and minor axes by least squares ellipse fitting; Step 3: Use a digital caliper to measure the spacing parameters;

[0031] 2) α 1 ,α 2 ,α 3 It is determined by the following steps: Step 1: Establish a finite element model for parametric analysis; Step 2: Conduct fatigue tests to verify the calculation results; Step 3: Use the response surface method to optimize the coefficient values.

[0032] 3. Strengthen the geometric center deviation of the joint limit equation:

[0033]

[0034] In the formula, (x t ,y t ) is the geometric center coordinate of the top plate; (x c ,y c ) is the center coordinate of the support column end; l, w are the length and width of the top plate respectively (unit: mm); δ is the allowable deviation rate, which shall not exceed 0.02.

[0035] In this equation: the numerator (x t -x c ,y t -y c ) represents the center deviation between the top plate and the support column; the denominator (l, w) plays a normalization role, making the deviations of joints of different sizes comparable; the square and square root operations convert the deviations into Euclidean distances, which are more in line with engineering practice;

[0036] The setting of the limit value δ is based on the assembly accuracy requirement, and 0.02 is taken into account the processing and installation errors.

[0037] Parameter acquisition method:

[0038] 1) The center coordinates are measured by the following steps: Step 1: Divide the grid on the top plate and the end surface of the support column; Step 2: Obtain the feature points using a three-coordinate measuring instrument; Step 3: Fit the geometric center using the least squares method;

[0039] 2) l, w are determined by the following steps: Step 1: establish a measurement reference surface; Step 2: use a vernier caliper to measure multiple points; Step 3: take the average value as the final size.

[0040] 4. The intersection angle between the longitudinal support column and the transverse reinforcement beam is limited by the equation:

[0041]

[0042] Where θ is the crossing angle (unit: degree); h 1 is the height of the support column (unit: m); l 1 is the length of the reinforcement beam (unit: m); P is the design load (unit: N); E is the elastic modulus (unit: GPa); I is the section inertia moment (unit: m 4 );β 1 ,β 2 ,γ is the correction coefficient;ε 3 is the error term.

[0043] In this equation: the reference value 90° represents the ideal orthogonal state; the first term is the geometric dimension influence item, which reflects the influence of component size on angle; the second item is the load deformation term, which reflects the angle change caused by elastic deformation under load; coefficient β 1 ,β 2 The coefficient γ is used to balance the influence of height and length. The coefficient γ is used to adjust the load sensitivity.

[0044] Parameter acquisition method:

[0045] 1)h 1 ,l 1 Obtained by actual measurement; 2) P is determined by the following steps: Step 1: Install strain gauges to measure strain; Step 2: Convert stress according to Hooke's law; Step 3: Integrate and calculate equivalent load;

[0046] 3) β 1 ,β 2 ,γ is calibrated through the following steps: Step 1: perform static loading test; Step 2: measure the angle change; Step 3: use genetic algorithm to optimize the coefficient.

[0047] 5. The coaxiality limiting equation of the upper and lower bearing plates of the shock-absorbing bearing is:

[0048]

[0049] In the formula, (x u ,y u ) is the center coordinate of the upper support plate; (x l ,y l ) is the center coordinate of the lower support plate; D1 ,D 2 are the diameters of the upper and lower support plates respectively (unit: mm); μ is the coaxiality coefficient, and its value shall not exceed 0.01.

[0050] In this equation: the left term calculates the actual deviation of the center point; the right term (D 1 +D 2 ) takes into account the influence of the bearing size on the allowable deviation; the coefficient μ is used to control the strictness of the deviation, and the smaller the value, the stricter the requirement; this equation ensures the coaxiality of the shock-absorbing bearing during operation and reduces eccentric wear.

[0051] Parameter acquisition method:

[0052] 1) The center coordinates are measured by the following steps: Step 1: Use an alignment instrument to align the reference surface; Step 2: Use a dial indicator to measure the radial runout; Step 3: Calculate the center coordinates by the least squares method;

[0053] 2) D 1 ,D 2 Measure by the following steps: Step 1: Use an inside micrometer to measure the inside diameter; Step 2: Use an outside micrometer to measure the outside diameter; Step 3: Take the arithmetic mean.

[0054] 2. Chassis main beam structure design

[0055] The chassis main beam of the frame adopts two I-shaped steel beams arranged symmetrically on the left and right. The two I-shaped main beams are fixedly connected by multiple sets of transverse reinforcement beams. The transverse reinforcement beam adopts an I-shaped structure, and the two ends are welded to the lower flange plate of the I-shaped main beam. This structural design can not only improve the overall strength of the main beam, but also effectively disperse stress concentration and enhance the bearing capacity of the entire frame.

[0056] 3. Weight reduction hole design

[0057] In order to reduce the weight of the frame, a number of elliptical weight-reducing holes are provided on the web of the I-shaped main beam. These weight-reducing holes are evenly spaced along the length of the main beam, and reinforcement rings are provided on the edges. According to formula (2):

[0058]

[0059] Among them, a is the length of the major axis of the ellipse, b is the length of the minor axis of the ellipse, d is the center distance between adjacent weight-reducing holes, and h is w is the web height, s is the distance from the lightening hole to the flange plate, α 1 ,α 2 ,α 3 is the shape factor, ε 2 This formula defines the relationship between the ellipticity of the weight-reducing hole and the hole distance and edge distance, ensuring the rationality and reliability of the shape of the weight-reducing hole.

[0060] 4. Longitudinal support column design

[0061] The longitudinal support column adopts a hollow rectangular cross-section structure, and the inner wall is provided with multiple layers of reinforcing ribs. This design can not only improve the overall strength of the support column, but also effectively improve the torsion resistance of the column through the cross-arrangement of the ribs. According to formula (4):

[0062]

[0063] Where θ is the intersection angle between the support column and the transverse reinforcement beam, h 1 is the support column height, I 1 is the length of the reinforcement beam, P is the design load, E is the elastic modulus, I is the section inertia moment, β 1 ,β 2 ,γ is the correction coefficient,ε 3 This formula ensures the ideal intersection angle between the support column and the reinforcing beam, avoiding stress concentration.

[0064] 5. Shock-absorbing support design

[0065] The shock-absorbing support consists of an upper support plate, a lower support plate and a rubber shock-absorbing layer arranged between the two. Multiple layers of steel plates are buried inside the rubber shock-absorbing layer to increase its rigidity and bearing capacity. The upper support plate is fixed to the buffer connecting plate by high-strength bolts, and the lower support plate is used to connect to the wheel suspension system. According to formula (5):

[0066]

[0067] Among them, (x u ,y u ) is the center coordinate of the upper support plate, (x l ,y l ) is the center coordinate of the lower support plate, D 1 ,D 2 are the diameters of the upper and lower bearing plates, respectively, and μ is the coaxiality coefficient, which is not greater than 0.01. This formula ensures the coaxiality of the upper and lower bearing plates of the shock-absorbing bearing and reduces eccentric wear. The hardness of the rubber shock-absorbing layer is 65 degrees Shore, which can provide a good vibration reduction effect.

[0068] 6. Top beam design

[0069] The top crossbeam is composed of two I-shaped main crossbeams at the front and rear and two I-shaped side crossbeams at the left and right. There are arc transition structures at the four corners and herringbone reinforcement plates on the inside to further improve the overall strength and rigidity of the crossbeam. A reinforced joint is provided at the top of the longitudinal support column, including a square top plate and four side plates, which are connected to the top crossbeam by high-strength bolts. According to formula (3):

[0070]

[0071] Among them, (x t ,y t ) is the geometric center coordinate of the top plate, (x c ,y c ) is the center coordinate of the support column end, l and w are the length and width of the top plate respectively, and δ is the allowable deviation rate, which is not greater than 0.02. This formula ensures the alignment between the reinforced joint and the support column, and improves the structural stability of the entire frame.

[0072] 6. Optimization of I-shaped main beam size

[0073] According to formula (1):

[0074]

[0075] In the formula, A u is the upper flange plate area (unit: m 2 );A l is the area of ​​the lower flange plate (unit: m 2 ); h is the web height (unit: m); b is the flange width (unit: m); L is the main beam length (unit: m); k 1 ,k 2 ,k 3 is the structural coefficient; ε 1 is the error term; 1 The value range is 1.05~1.15 ， k 2 The value range is 0.01~0.02, k 3 The value range is 0.005 to 0.015.

[0076] Compared with the prior art, the beneficial effect of the load-bearing metal structure frame for sightseeing vehicles provided by the present invention is as follows: the present invention proposes a load-bearing metal structure frame for sightseeing vehicles, which fully considers the coordinated optimization of various performance factors in design. First, a combined structure of an I-shaped main beam and a transverse reinforcement beam is adopted, and the size ratio of the upper and lower flange plates is optimized to ensure that the stress distribution of the main beam is more uniform when bearing external loads, thereby avoiding local failure caused by stress concentration. At the same time, a plurality of elliptical weight-reducing holes are arranged on the web of the main beam, which greatly reduces the deadweight of the frame while ensuring strength. In addition, a longitudinal support column with a hollow rectangular cross-section is adopted, and a reinforcement rib is arranged inside, which not only improves the overall stiffness, but also enhances the torsion resistance.

[0077] In terms of shock absorption performance, the present invention sets a shock-absorbing support assembly at the bottom of the frame. The assembly consists of upper and lower support plates and a rubber shock-absorbing layer in the middle. By optimizing the coaxiality of the support and the hardness of the shock-absorbing layer, it can effectively isolate road vibration and greatly improve the riding experience of passengers.

[0078] In terms of appearance design, the present invention adopts a combination of an I-shaped main beam and a side beam in the top crossbeam, and has arc transition structures at the four corners, with a built-in herringbone reinforcement plate, making the overall shape more coordinated and beautiful. At the same time, the top crossbeam is connected to the reinforcement joint by high-strength bolts, the appearance is simple and generous, and it is easy to disassemble and repair.

[0079] In summary, the load-bearing metal structure frame for sightseeing vehicles proposed in the present invention not only ensures the overall mechanical properties, but also greatly improves key indicators such as weight reduction, vibration reduction and appearance design, and has significant innovation and practical value compared to the existing technology. It can solve the problems that the overall strength and stiffness of the frame are often not uniform. Due to the limitations of welding technology and structural layout, there are stress concentration areas in the frame, which are prone to local deformation or fracture failure; the frame has a large deadweight, which limits the load and endurance performance of the sightseeing vehicle, and the shock absorption performance is poor, and it cannot effectively isolate road vibration, affecting the passengers' riding experience; the overall appearance is simple, lacking aesthetics and personalized design. BRIEF DESCRIPTION OF THE DRAWINGS

[0080] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative labor.

[0081] Figure 1 This is a schematic diagram of a load-bearing metal structure frame for a sightseeing vehicle;

[0082] Figure 2 It is a schematic diagram of the connection structure between the longitudinal support column and the top crossbeam;

[0083] Figure 3 It is a cross-sectional view of the buffer connecting plate;

[0084] Figure 4 It is a top view schematic diagram of the distribution of each shock-absorbing support;

[0085] In the accompanying drawings, the components represented by the reference numerals are listed as follows:

[0086] 1. Chassis main beam; 11. Left I-shaped main beam; 12. Right I-shaped main beam; 2. Horizontal reinforcement beam; 3. Longitudinal support column; 31. Front left support column; 32. Rear left support column; 33. Front right support column; 34. Rear right support column; 4. Top crossbeam; 41. Front I-shaped main crossbeam; 42. Rear I-shaped main crossbeam; 43. Left I-shaped side crossbeam; 44. Right I-shaped side crossbeam; 5. Shock-absorbing assembly; 51. Shock-absorbing support; 511. Rear right shock-absorbing support; 512. Rear left shock-absorbing support; 513. Front left shock-absorbing support; 514. Front right shock-absorbing support; 52. Buffer connecting plate; 6. Weight reduction hole; 7. Strengthening ribs. DETAILED DESCRIPTION

[0087] In order to make the purpose, technical solution and advantages of the embodiments of the present invention more clear, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention.

[0088] like Figure 1-3 As shown, it is a first embodiment of a load-bearing metal structure frame for a sightseeing vehicle provided by the present invention. In this embodiment, it includes a chassis main beam 1, a transverse reinforcement beam 2, a longitudinal support column 3, a top crossbeam 4 and a shock-absorbing assembly 5; the chassis main beam 1 includes two I-shaped main beams symmetrically arranged on the left and right, and the two I-shaped main beams are fixedly connected by multiple groups of transverse reinforcement beams 2; the transverse reinforcement beam 2 is an I-shaped structure, and the two ends of the transverse reinforcement beam 2 are welded and fixed to the lower flange plate of the I-shaped main beam; four longitudinal support columns 3 are symmetrically distributed front and back, and the bottom of the longitudinal support column 3 is welded and fixed to the upper flange plate of the I-shaped main beam through a reinforcing rib plate; the top crossbeam 4 is arranged at the top of the longitudinal support column 3, and the top crossbeam 4 includes two front and rear I-shaped main crossbeams and two left and right I-shaped side crossbeams; the shock-absorbing assembly 5 includes a shock-absorbing support 51 and a buffer connecting plate 52, and the shock-absorbing support 51 is fixedly connected to the lower flange plate of the I-shaped main beam through the buffer connecting plate 52.

[0089] Among them, in the above technical scheme, the upper flange plate and the lower flange plate of the I-shaped main beam are connected by a web plate, and a plurality of weight-reducing holes 6 are arranged on the web plate. The weight-reducing holes 6 are elliptical and are evenly spaced along the length direction of the I-shaped main beam. A reinforcement ring is arranged on the edge of the weight-reducing hole 6. The reinforcement ring is made of the same material as the I-shaped main beam and is welded and fixed to the web plate by an annular weld.

[0090] Furthermore, in the above technical solution, the longitudinal support column 3 is a hollow rectangular cross-section structure, and the inner wall of the longitudinal support column 3 is provided with multiple layers of reinforcing ribs 7, and the reinforcing ribs 7 are arranged at intervals along the height direction of the longitudinal support column 3; the reinforcing ribs 7 are arranged in a cross shape and are welded and fixed to the inner wall of the longitudinal support column 3.

[0091] Furthermore, in the above technical solution, the shock-absorbing bearing 51 includes an upper bearing plate, a lower bearing plate and a rubber shock-absorbing layer arranged between the upper bearing plate and the lower bearing plate; multiple layers of steel plates are buried inside the rubber shock-absorbing layer, and the steel plates are evenly distributed along the thickness direction of the rubber shock-absorbing layer; the upper bearing plate and the buffer connecting plate 52 are fixedly connected by high-strength bolts, and the lower bearing plate is used to connect to the wheel suspension system of the sightseeing vehicle.

[0092] Furthermore, in the above technical solution, the number of transverse reinforcement beams 2 is 6 groups, and they are evenly distributed along the length direction of the I-shaped main beam; a triangular reinforcement plate is provided at the connection between the transverse reinforcement beam 2 and the I-shaped main beam, and the three sides of the triangular reinforcement plate are respectively welded to the web of the transverse reinforcement beam 2, the web of the I-shaped main beam and the lower flange plate of the I-shaped main beam.

[0093] Furthermore, in the above technical solution, a reinforcing joint is provided at the top of the longitudinal support column 3, and the reinforcing joint includes a top plate and four side plates; the top plate is square, and the four side plates are respectively welded to the four sides of the top plate to form a box-type structure; the reinforcing joint is sleeved on the top of the longitudinal support column 3 and fixed by an annular weld, and the top plate and the top crossbeam 4 are connected by high-strength bolts.

[0094] Furthermore, in the above technical solution, arc transition structures are provided at the four corners of the top cross beam 4, and reinforcing ribs are provided on the inner side of the arc transition structure; the reinforcing ribs are arranged in a herringbone shape and are welded and fixed to the upper flange plate and the lower flange plate of the top cross beam 4.

[0095] Furthermore, in the above technical solution, the buffer connecting plate 52 is an I-shaped structure, and the upper flange plate of the buffer connecting plate 52 is connected to the lower flange plate of the I-shaped main beam by high-strength bolts; a long strip adjustment hole is provided on the web of the buffer connecting plate 52, and the adjustment hole is arranged along the length direction of the buffer connecting plate 52; the adjustment hole is used to adjust the installation position of the shock-absorbing support 51.

[0096] Furthermore, in the above technical solution, the rubber shock-absorbing layer is made of natural rubber, and an annular protrusion is provided on the outer peripheral surface of the rubber shock-absorbing layer; annular grooves are correspondingly provided on the inner side walls of the upper support plate and the lower support plate, and the annular protrusion is embedded in the annular groove.

[0097] Furthermore, in the above technical solution, the hardness value of the rubber shock-absorbing layer is 65 degrees Shore.

[0098] Embodiment 1: Shape, structure and material design of load-bearing metal structure frame for sightseeing vehicle

[0099] This embodiment mainly introduces the shape, structure and material design of the load-bearing metal structure frame for the sightseeing vehicle of the present invention.

[0100] 1. Chassis main beam 1 design

[0101] The chassis main beam 1 uses two I-shaped steel beams that are symmetrically arranged on the left and right. The dimensions of each I-shaped main beam are shown in Table 1:

[0102] Table 1 Dimensional parameters of I-shaped main beam

[0103] Parameter name Parameter Value Upper flange plate thickness 12mm Bottom flange thickness 10mm Web thickness 8mm Flange plate width 150mm Web height 300mm Main beam length 5000mm

[0104] The I-shaped main beam is made of Q345B high-strength structural steel material, which has excellent strength, rigidity and welding performance.

[0105] 2. Design of transverse reinforcement beam 2

[0106] The two I-shaped main beams are fixedly connected by 6 sets of I-shaped transverse reinforcement beams 2. The dimensions of each set of transverse reinforcement beams 2 are shown in Table 2:

[0107] Table 2 Dimensional parameters of transverse reinforcement beam 2

[0108]

[0109]

[0110] The transverse reinforcement beam 2 is also made of Q345B high-strength steel, and its two ends are respectively welded and fixed to the lower flange plate of the I-shaped main beam. This I-shaped reinforcement beam structure can not only improve the overall rigidity, but also effectively share the stress of the main beam.

[0111] 3. Design of longitudinal support column 3

[0112] The frame has a total of 4 longitudinal support columns 3, which are symmetrically distributed front and back. The structural dimensions of each support column are shown in Table 3:

[0113] Table 3 Dimensional parameters of longitudinal support column 3

[0114]

[0115]

[0116] The longitudinal support column 3 is made of Q345B high-strength steel pipe, and the inner wall is provided with 10 layers of cross-arranged reinforcing ribs 7, which not only improves the bending strength of the overall column, but also enhances its torsional performance.

[0117] 4. Top beam 4 design

[0118] The top crossbeam 4 is composed of two front and rear I-shaped main crossbeams and two left and right I-shaped side crossbeams, and its size parameters are shown in Table 4:

[0119] Table 4 Dimensional parameters of top crossbeam 4

[0120] Parameter name Main beam Side beam Upper flange plate thickness 12mm 10mm Bottom flange thickness 10mm 10mm Web thickness 8mm 8mm Flange plate width 150mm 120mm Web height 300mm 200mm Liang Chang 2500mm 1800mm

[0121] The top crossbeam 4 is made of Q345B high-strength steel, with arc transition structures at the four corners and herringbone reinforcing ribs inside, which not only improves the overall rigidity but also gives it a more coordinated and beautiful appearance.

[0122] 5. Design of shock-absorbing support 51

[0123] The shock-absorbing support 51 is composed of upper and lower support plates and a rubber shock-absorbing layer in the middle. Its main dimensional parameters are shown in Table 5:

[0124] Table 5 Dimensional parameters of shock-absorbing support 51

[0125] Parameter name Parameter Value Upper support plate diameter 300mm Diameter of lower support plate 280mm Rubber layer thickness 60mm Steel plate layers 5th floor Steel plate thickness 4mm

[0126] The upper bearing plate is made of Q345B steel plate, and the lower bearing plate is made of Q235B steel plate. The rubber shock-absorbing layer is made of natural rubber material with a hardness of 65 degrees Shore, which can effectively isolate road vibration. The setting of the internal steel plate not only increases the bearing capacity of the shock-absorbing layer, but also helps to improve the coaxiality.

[0127] Through the careful design of the shape, structure and material of each component of the load-bearing metal structure frame for sightseeing vehicles, not only the performance requirements such as overall strength, rigidity and weight reduction are met, but also the product is given a more coordinated and beautiful appearance, providing a solid and reliable load-bearing platform for the sightseeing vehicle.

[0128] Embodiment 2: Relationship between components of load-bearing metal structure frame for sightseeing vehicle

[0129] This embodiment mainly introduces the relationship between the various components of the load-bearing metal structure frame for the sightseeing vehicle of the present invention to ensure the reliability and safety of the entire frame structure.

[0130] 1. Dimensional relationship between the upper and lower flange plates of the I-shaped main beam

[0131] According to formula (1):

[0132]

[0133] Among them, A u is the upper flange plate area (unit: m 2 ),A l is the area of ​​the lower flange plate (unit: m 2 ), h is the web height (unit: m), b is the flange width (unit: m), L is the main beam length (unit: m), k 1 ,k 2 ,k 3 is the structural coefficient, ε 1 is the error term.

[0134] Through measurement, in this embodiment, the specific parameters of the I-shaped main beam are as follows:

[0135] A u =0.018m 2 ;

[0136] A l =0.015m 2 ;

[0137] h = 0.3m;

[0138] b = 0.15m;

[0139] L = 5m;

[0140] Substituting into formula (1), we can obtain:

[0141]

[0142] This shows that under the premise of ensuring overall strength and stability, the cross-sectional area of ​​the upper flange plate is slightly larger than that of the lower flange plate. 1 ,k 2 ,k 3 The values ​​of are 1.08, 0.015, 0.01, and the error term ε 1 is 0.02.

[0143] Through the above-mentioned dimensional optimization, not only can the stress be distributed more evenly on the main beam, but the overall frame weight can also be reduced to a certain extent, thereby improving energy utilization efficiency.

[0144] 2. Relationship between the size and spacing of weight-reducing holes 6

[0145] According to formula (2):

[0146]

[0147] Among them, a is the length of the major axis of the ellipse (unit: mm), b is the length of the minor axis of the ellipse (unit: mm), d is the center distance of adjacent weight-reducing holes 6 (unit: mm), h w is the web height (unit: mm), s is the distance from the lightening hole 6 to the flange plate (unit: mm), α 1 ,α 2 ,α 3 is the shape factor, ε 2 is the error term.

[0148] After measurement, in this embodiment, the relevant parameters are as follows: a = 120 mm; b = 80 mm; d = 300 mm; h w =300mm; s = 60mm;

[0149] Substituting into formula (2), we can calculate:

[0150]

[0151] This shows that through reasonable design, the length-to-short axis ratio of the weight-reducing hole 6 can be kept between 1.5 and 2.0, which can effectively reduce the deadweight of the frame without causing serious stress concentration. 1 ,α 2 ,α 3 The values ​​of are 1.7, 0.015, 0.08, and the error term ε 2 is 0.05.

[0152] 3. Strengthen the control of joint center deviation

[0153] According to formula (3):

[0154]

[0155] Among them, (x t ,y t ) is the geometric center coordinate of the top plate, (x c ,y c ) is the center coordinate of the support column end, l, w are the length and width of the top plate respectively (unit: mm), δ is the allowable deviation rate, and the value is not greater than 0.02.

[0156] After actual measurement, in this embodiment, the specific parameters are as follows:

[0157] x t =1250mm;

[0158] y t =1200mm;

[0159] x c =1248mm;

[0160] y c =1198mm;

[0161] l = 1400mm;

[0162] w = 1300 mm;

[0163] δ = 0.015;

[0164] Substituting into formula (3), we can calculate:

[0165]

[0166] This shows that the deviation between the geometric center of the reinforced joint and the center of the support column end is less than 0.015, which meets the requirements of assembly accuracy and is conducive to ensuring the stability of the entire frame structure.

[0167] 4. The intersection angle between the support column and the reinforcement beam

[0168] According to formula (4):

[0169]

[0170] Where θ is the crossing angle (unit: degree), h 1 is the height of the support column (unit: m), l 1 is the length of the reinforcement beam (unit: m), P is the design load (unit: N), E is the elastic modulus (unit: GPa), I is the section inertia moment (unit: m4), β 1 ,β 2 ,γ is the correction coefficient,ε 3 is the error term.

[0171] After measurement and calculation, in this embodiment:

[0172] h 1 =1.8m;

[0173] l 1 =1.5m;

[0174] P = 1.2 × 10 5 N;

[0175] E=206GPa;

[0176] I = 2.7 × 10 -5 m 4 ;

[0177] β 1 =0.8,β 2 =0.7,γ=0.6;

[0178] ε 3 =0.5°;

[0179] Substituting into formula (4), we can calculate:

[0180] θ=90°±arctan(0.72+0.017)+0.5°=90.3°;

[0181] This shows that through optimized design, the intersection angle between the support column and the reinforcing beam is close to 90 degrees, which avoids stress concentration and is beneficial to improving the stability of the entire frame structure.

[0182] 5. Coaxiality of the upper and lower support plates of the shock-absorbing support 51

[0183] According to formula (5):

[0184]

[0185] Among them, (x u ,y u ) is the center coordinate of the upper support plate, (x l ,y l ) is the center coordinate of the lower support plate, D 1 ,D 2 are the diameters of the upper and lower support plates respectively (unit: mm), μ is the coaxiality coefficient, and its value shall not exceed 0.01.

[0186] After measurement, in this embodiment: u =150mm;y u =150mm; x l =151mm;y l =149mm; D 1 =300mm; D 2 =280mm; μ = 0.008;

[0187] Substituting into formula (5), we can calculate:

[0188]

[0189] This indicates that the center deviation of the upper and lower support plates of the shock-absorbing support 51 is less than 4.6 mm, which meets the coaxiality requirement, is beneficial to reducing eccentric wear and improving the service life of the shock-absorbing system.

[0190] Specifically, the principle of the present invention is: the core technical principle of the load-bearing metal structure frame for the sightseeing vehicle of the present invention is as follows:

[0191] 1. Structural optimization design

[0192] The main beam of the frame adopts an I-shaped cross section, and the formula (1) The size ratio of the upper and lower flange plates can be optimized to make the stress distribution more uniform. Among them, the upper flange plate area A_u is slightly larger than the lower flange plate area A_l because the upper flange is subjected to compressive stress and the cross-sectional area needs to be appropriately increased to improve stability. At the same time, by adjusting geometric parameters such as the web height h, flange plate width b and main beam length L, the stress distribution can be further balanced to avoid stress concentration.

[0193] 2. Weight reduction design

[0194] A plurality of elliptical weight-reducing holes 6 are arranged on the web of the main beam. According to formula (2) The ratio of the major axis to the minor axis of the hole a / b can be optimized to minimize stress concentration. The influence of parameters such as the hole spacing d and the distance s from the hole to the flange plate are taken into account. This weight-reducing design significantly reduces the weight of the frame while ensuring overall strength.

[0195] 3. Anti-torsion design

[0196] The longitudinal support column 3 adopts a hollow rectangular cross-section, and multiple layers of reinforcing ribs 7 are arranged inside. This design not only improves the overall column rigidity, but also effectively enhances the torsional performance of the column through the cross-arrangement of the ribs. According to formula (4) , which can ensure that the support column and the beam maintain an ideal orthogonal angle to avoid stress concentration.

[0197] 4. Vibration reduction design

[0198] A shock-absorbing support 51 assembly is set at the bottom of the frame, which consists of an upper and lower support plate and a rubber shock-absorbing layer in the middle. According to formula (5) It can ensure the coaxiality of the upper and lower bearing plates and reduce eccentric wear. At the same time, the hardness of the rubber shock-absorbing layer has been optimized to effectively isolate road vibration and greatly improve passenger comfort.

[0199] 5. Design

[0200] The top crossbeam 4 is a combination of an I-shaped main beam and a side crossbeam, with arc transition structures at the four corners and built-in herringbone reinforcement ribs. This design not only improves the overall rigidity of the crossbeam, but also gives the frame a more coordinated and beautiful appearance. At the same time, the top crossbeam 4 is connected to the longitudinal support column 3 through a reinforced joint, the structure is simple and elegant, and it is easy to disassemble and repair later.

Claims

1. A load-bearing metal structure frame for a sightseeing vehicle, characterized in that: It includes a chassis main beam, a transverse reinforcement beam, a longitudinal support column, a top crossbeam and a shock-absorbing assembly; the chassis main beam includes two I-shaped main beams symmetrically arranged on the left and right, and the two I-shaped main beams are fixedly connected by multiple groups of the transverse reinforcement beams; the transverse reinforcement beam is an I-shaped structure, and the two ends of the transverse reinforcement beam are welded and fixed to the lower flange plate of the I-shaped main beam; the longitudinal support columns are provided with four symmetrically distributed front and back, and the bottom of the longitudinal support column is welded and fixed to the upper flange plate of the I-shaped main beam through a reinforcing rib plate; the top crossbeam is arranged at the top of the longitudinal support column, and the top crossbeam includes two front and rear I-shaped main crossbeams and two left and right I-shaped side crossbeams; the shock-absorbing assembly includes a shock-absorbing support and a buffer connecting plate, and the shock-absorbing support is fixedly connected to the lower flange plate of the I-shaped main beam through the buffer connecting plate.

2. The load-bearing metal structure frame for a sightseeing vehicle according to claim 1, characterized in that: The upper flange plate and the lower flange plate of the I-shaped main beam are connected by a web plate, and a plurality of weight-reducing holes are arranged on the web plate. The weight-reducing holes are elliptical and are evenly spaced along the length direction of the I-shaped main beam. A reinforcement ring is arranged on the edge of the weight-reducing hole. The reinforcement ring is made of the same material as the I-shaped main beam and is welded and fixed to the web plate by an annular weld.

3. The load-bearing metal structure frame for a sightseeing vehicle according to claim 2, characterized in that: The longitudinal support column is a hollow rectangular cross-section structure, and the inner wall of the longitudinal support column is provided with multiple layers of reinforcing ribs, which are arranged at intervals along the height direction of the longitudinal support column; the reinforcing ribs are arranged in a cross-intersection and are welded and fixed to the inner wall of the longitudinal support column.

4. The load-bearing metal structure frame for a sightseeing vehicle according to claim 3, characterized in that: The shock-absorbing bearing includes an upper bearing plate, a lower bearing plate and a rubber shock-absorbing layer arranged between the upper bearing plate and the lower bearing plate; multiple layers of steel plates are buried inside the rubber shock-absorbing layer, and the steel plates are evenly distributed along the thickness direction of the rubber shock-absorbing layer; the upper bearing plate is fixedly connected to the buffer connecting plate by high-strength bolts, and the lower bearing plate is used to connect to the wheel suspension system of the sightseeing vehicle.

5. The load-bearing metal structure frame for sightseeing vehicles according to claim 4, characterized in that: The number of the transverse reinforcement beams is 6 groups, and they are evenly distributed along the length direction of the I-shaped main beam; a triangular reinforcement plate is provided at the connection between the transverse reinforcement beam and the I-shaped main beam, and the three sides of the triangular reinforcement plate are respectively welded to the web of the transverse reinforcement beam, the web of the I-shaped main beam and the lower flange plate of the I-shaped main beam.

6. The load-bearing metal structure frame for a sightseeing vehicle according to claim 5, characterized in that: A reinforcing joint is provided at the top of the longitudinal support column, and the reinforcing joint includes a top plate and four side plates; the top plate is square, and the four side plates are respectively welded to the four sides of the top plate to form a box-type structure; the reinforcing joint is sleeved on the top of the longitudinal support column and fixed by an annular weld, and the top plate and the top beam are connected by high-strength bolts.

7. The load-bearing metal structure frame for a sightseeing vehicle according to claim 6, characterized in that: Arc transition structures are provided at the four corners of the top cross beam, and reinforcing rib plates are provided on the inner side of the arc transition structures; the reinforcing rib plates are arranged in a herringbone shape and are welded and fixed to the upper flange plate and the lower flange plate of the top cross beam.

8. The load-bearing metal structure frame for sightseeing vehicles according to claim 7, characterized in that: The buffer connecting plate is an I-shaped structure, and the upper flange plate of the buffer connecting plate is connected to the lower flange plate of the I-shaped main beam by high-strength bolts; the web of the buffer connecting plate is provided with a long strip adjustment hole, and the adjustment hole is arranged along the length direction of the buffer connecting plate; the adjustment hole is used to adjust the installation position of the shock-absorbing bearing.

9. The load-bearing metal structure frame for a sightseeing vehicle according to claim 8, characterized in that: The rubber shock-absorbing layer is made of natural rubber, and an annular protrusion is arranged on the outer peripheral surface of the rubber shock-absorbing layer; annular grooves are correspondingly arranged on the inner side walls of the upper support plate and the lower support plate, and the annular protrusion is embedded in the annular groove.

10. The load-bearing metal structure frame for sightseeing vehicles according to claim 9, characterized in that: The hardness value of the rubber shock-absorbing layer is 65 degrees Shore.

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