Composite framework adopting rectangular tube, channel steel and round tube and functional unmanned vehicle

Abstract

The invention discloses a composite framework and functional unmanned vehicle adopting rectangular tubes, channel steel and round tubes. The composite framework and functional unmanned vehicle comprises a truss type vehicle body, a channel steel type vehicle frame, a rectangular tube type auxiliary vehicle body and a round tube type auxiliary vehicle frame. The rectangular tube type auxiliary vehicle body is arranged above the channel steel type vehicle frame; the circular tube type auxiliary frame is arranged below the channel steel type frame; and the truss type vehicle body is respectively connected with the channel steel type vehicle frame and the rectangular tube type auxiliary vehicle body and is fixed above the rectangular tube type auxiliary vehicle body. The whole vehicle does not comprise a clutch and a steering wheel, and the vehicle body and the chassis are separated, so that the vehicle can adapt to different working conditions by loading different vehicle bodies, and is a functional unmanned vehicle. In addition, the whole vehicle adopts the through channel steel frame, so that the size of the vehicle body can be enlarged, and the space for bearing goods and the bearing capacity of the vehicle body can be increased. And by using the circular tube type auxiliary frame, the size of the suspension can be reduced, so that the comfort is ensured. And the circular tube type auxiliary frame can be detached, so that later inspection and maintenance are facilitated.

Description

Technical Field

[0001] The present invention relates to the technical field of electric vehicles, and in particular to a composite structure using rectangular tubes, channel steels and round tubes and a functional unmanned vehicle. Background Art

[0002] With the continuous development of the automotive industry, the performance requirements for vehicle architecture are increasing. On the one hand, the vehicle body needs to have sufficient strength and rigidity to ensure the safety of the vehicle's occupants under various driving conditions and maintain the overall structural integrity of the vehicle. On the other hand, the performance of the vehicle frame, as the basic load-bearing structure of the vehicle, directly affects key indicators such as vehicle safety, handling, durability, and battery range. The subframe, as an important component that connects the body and suspension system, carries various key components, and transmits force and torque, also has a crucial impact on the vehicle's handling stability, driving comfort, and safety. Traditional vehicle architectures have certain limitations in achieving a balance between strength and lightweight. Therefore, the development of new and efficient vehicle architectures is of great significance.

[0003] For example, the application number is CN108146507A. The present invention discloses a truss truck body, including: a cab, a bottom frame, a vertical compartment plate and a tail flap, all of which are truss structures; wherein the bottom frame is connected to the bottom of the cab and extends backward; the vertical compartment plate is composed of three parts fixed in front and on the left and right sides of the bottom frame; the tail flap is hinged at the rear of the bottom frame; the present invention provides a truss truck body, in which the cab, bottom frame and compartment all adopt a truss structure and are connected, which has a certain load-bearing capacity and can make the distance between the compartment floor and the ground smaller, thereby facilitating manual loading and unloading of goods, and the vehicle also has good stability. However, this patent is different from the detachable structure of the body and chassis of this patent. Its chassis and body are an integrated structure, and the chassis cannot adapt to different working conditions by carrying different bodies, which greatly limits the use scenarios of the entire vehicle.

[0004] For example, the application number is CN116395033A. The present invention discloses a battery truss integrated frame and a head-to-tail symmetrical skateboard chassis, including: a skateboard chassis, a truss module, a power battery system, a transmission system, a chassis electronic control system, a head-to-tail symmetrical structure, and a battery truss integrated frame. The skateboard chassis has a head-to-tail symmetrical structure, and the front and rear of the vehicle can be used as the forward or backward direction of travel during driving. Such a design can make the present invention have better operation and can travel freely in a narrower space. In addition, the present invention has a battery truss integrated frame, that is, the battery box is welded in the middle of the truss frame as a structural component, which strengthens the structural strength of the truss frame, has stronger waterproofness, and can better ensure the safety of the battery module. However, this patent application has the following defects: the chassis frame and the subframe are connected together by welding, and the subframe cannot be disassembled, which is not conducive to the subsequent inspection, maintenance and replacement of parts.

[0005] For example, the application number is CN110329353B. The present invention discloses a truss-type body frame and a vehicle, which relates to the field of vehicle technology. The truss-type body frame includes a body frame, a mounting seat, and a mounting structure for mounting the mounting seat on the body frame. The body frame includes a first upper tube beam extending along the length of the vehicle and arranged above the wheel, and a lower tube beam arranged on the inner side of the wheel. The mounting structure is arranged on the body frame and is used to mount a shock absorber. It includes a front bracket and a rear bracket arranged along the length of the vehicle. The front bracket and the rear bracket are both 7-shaped, one end of which is connected to the first upper tube beam and the other end is connected to the lower tube beam. The mounting seat is arranged in the accommodation space defined by the front bracket and the rear bracket for mounting the shock absorber. Since the upper tube beam and the lower tube beam are respectively provided on the inner side above the wheel, and then the upper tube beam and the lower tube beam are connected by two 7-shaped brackets, it is ensured that the mounting seat has sufficient strength to withstand the load, so as to fix the shock absorber to the body frame. However, this patent is different from the present patent in that it uses a tubular subframe. Its chassis frame is a single structure and does not use a subframe, resulting in a larger suspension size and affecting comfort.

[0006] For example, the application number is: CN112793669A. The present invention discloses a truss-type electric vehicle body structure, including a truss-type body-in-white and a body covering fixed on the truss-type body-in-white, characterized in that: the truss-type body-in-white is surrounded by a top cover frame, a lower body frame, a left side frame and a right side frame arranged symmetrically on the left and right, and a front side frame and a rear side frame arranged symmetrically front and back; the top cover frame, the lower body frame, the left side frame, the right side frame, the front side frame and the rear side frame all have their own closed-loop structures. The entire vehicle is made of aluminum alloy profiles connected to each other, and with carbon fiber composite material outer covering parts, the formed body structure has excellent lightweight performance. The body is welded together by six frames, which optimizes the welding process of the whole vehicle. A large number of closed-loop structures are designed between the aluminum profiles to ensure the bending stiffness and torsional stiffness targets of the whole vehicle. The longitudinal and lateral load transfer paths are reasonable, which improves the crash resistance of the vehicle body. However, this patent is different from the present patent in that it uses L-shaped plates to fix adjacent modules. Its body is welded together by six frames, and the frames are in direct contact with each other, resulting in stress concentration. The truss body is prone to deformation and cannot guarantee the vehicle's driving safety.

[0007] For example, the present invention, with application number CN110027620B, discloses a front subframe assembly for an automobile. The front subframe upper plate and the front subframe lower plate together form a rectangular box structure. Two opposed front mounting brackets are connected to the front portion of the front subframe upper plate. The front mounting brackets include a vertical tube and a right-angled bend tube. The vertical tube and the right-angled bend tube are integrally connected, and the cross-sections of the vertical tube and the right-angled bend tube gradually transition from circular to elliptical. An upper mounting seat is provided on the right-angled bend tube. The vertical tube is wrapped with a composite bushing welded to the lower and upper fixing holes, and the vertical tube is welded to the composite bushing. Compared to the prior art, the present invention has a sealed rectangular box structure. While reducing noise, the present invention improves the connection between the rectangular box and the front mounting brackets to achieve a secure connection between the front subframe assembly and the vehicle body, reduce vibration of the front subframe assembly, and enhance the rigidity between the rectangular box and the front mounting brackets. However, this patent is different from the truss structure of this patent. It uses a sheet metal structure, which has high mold costs and is difficult to form. It also has high requirements for the connection of the body structure, affecting the utilization of the chassis space. Summary of the Invention

[0008] The purpose of the present invention is to provide a composite structure using rectangular tubes, channel steel and round tubes and a functional unmanned vehicle to solve the problems raised in the above-mentioned background technology. Traditional functional cars require drivers to operate and repeat the same driving steps all the time, which not only wastes manpower costs, but also does not guarantee the safety of the driver. The introduction of unmanned driving technology can solve such problems very well. When designing and processing traditional chassis and body trusses, an integrated direct welding structure is mostly used. Not only is the application scenario of the chassis relatively single, but it is also inconvenient for assembly and subsequent inspection and maintenance. In addition, the traditional chassis frame and body truss are directly welded and fixed, the suspension size is large, which affects comfort, and there is a stress concentration phenomenon. It cannot be guaranteed that the deformation of the body truss is within the allowable range, which leads to safety problems during driving.

[0009] The purpose of the present invention can be achieved through the following technical solutions:

[0010] A composite structure and functional unmanned vehicle using rectangular tubes, channel steel and round tubes comprises a truss body (1), a channel steel frame (2), a rectangular tube sub-body (3) and a round tube sub-frame (4). The truss body (1) is composed of four parts: a front frame (101), a rear frame (102), a side frame (103) and a roof frame (104). Rectangular tube vertical beams are installed at both ends of the front frame (101) and the rear frame (102) and distributed at the four corners of the truss body (1). The main truss frame is a frame body formed by interconnecting a plurality of longitudinal, transverse and oblique truss rods constructed of high-strength rectangular tubes. The longitudinal truss rods are arranged along the length of the vehicle body, providing the main load-bearing path of the vehicle body and bearing the tension and pressure from the front and rear directions of the vehicle; the transverse truss rods are perpendicular to the longitudinal rods, enhancing the lateral stability and torsional resistance of the vehicle body; and the oblique truss rods play a role in strengthening and dispersing stress, thereby optimizing the stress distribution of the overall structure. The rods are connected by welding or special connection structures to ensure that the connection nodes have sufficient strength and reliability.

[0011] The channel steel frame (2) includes a front bumper (201), a rear bumper (202), a left channel steel (203), a right channel steel (204), a front side reinforcing cross beam (205), a rear side reinforcing cross beam (206), and an L-shaped plate (207). The front bumper (201) and the rear bumper (202) are arranged and installed at the front and rear ends of the vehicle. The main frame of the frame is constructed using specially made high-strength channel steel. These channel steels are carefully designed and optimized in terms of cross-sectional shape, size and material properties. The left channel steel (203) and the right channel steel (204) are channel steels arranged along the longitudinal direction of the vehicle. As the main longitudinal load-bearing beams, they have sufficient bending and torsion resistance and can effectively bear various forces from the front and rear directions during the vehicle's driving process, such as the inertia force generated during acceleration and braking. The front bumper (201), rear bumper (202), front side reinforcement beam (205), and rear side reinforcement beam (206) are transversely connected channel steels, which can ensure the lateral stability of the frame and enable the frame to evenly distribute and transmit lateral loads, for example, to maintain straight driving when the vehicle turns or is subjected to lateral wind loads. At the connection parts of the channel steels, advanced welding processes such as laser welding or stir friction welding are used, combined with specially designed connection reinforcement plates to enhance the strength and reliability of the connection nodes and prevent premature failure caused by stress concentration at the nodes. In addition, the internal space of the main load-bearing channel steel is rationally arranged with reinforcement ribs and partition structures. The reinforcement ribs are distributed along the length direction of the channel steel or at specific angles, effectively improving the bending stiffness of the channel steel; the partitions divide the internal space of the channel steel into multiple small chambers, further enhancing its torsional resistance. The reinforcement ribs and partitions can also be used to fix some electrical appliances, such as cooling water pumps. At the same time, the design of this internal reinforcement structure can also significantly improve the overall strength and space utilization of the frame without significantly increasing the weight of the frame. Finally, using channel steel as the raw material for the frame allows the pipelines and lines of the electrical and hydraulic systems to be arranged in an orderly manner inside the channel steel. This not only saves the space occupied by the wiring harness and pipelines in the entire vehicle, but also fully protects the wiring harness and pipelines from interference from external mechanical structures and water.

[0012] The first connection method (7) is characterized in that the channel steel frame (2) is installed below the truss body (1), and the side surfaces of the rectangular tube vertical beams at the four corners of the truss body (1) are welded to the two ends of the front bumper (201) and the rear bumper (202) in the channel steel frame (2). At the welding nodes, local thickening or embedding of high-strength connecting bushings is adopted to enhance the bearing capacity of the nodes, reduce stress concentration at the nodes, and improve the durability of the entire body.

[0013] The rectangular tube type auxiliary body (3) comprises a front frame (301), a rear frame (302) and an abdominal frame (303). The front frame (301) and the rear frame (302) are welded to the two ends of the floor beam of the abdominal frame (303). The shock absorber (501) is installed in the square frames on both sides of the front frame (301) and the rear frame (302). The low-voltage battery (502), the DC-DC converter (503), the VCU vehicle controller (504) and the transmission system (505) are placed in the cavity of the rear frame (302). The power battery (506) is placed in the cavity of the abdominal frame (303).

[0014] The second connection method (8) is characterized in that the rectangular tube sub-body (3) is installed below the truss body (1), and the two are connected by welding one end of the rectangular tube cross beams on both sides of the front frame (301) and the rear frame (302) in the rectangular tube sub-body (3) to the side of the rectangular tube vertical beams of the front frame (101), the rear frame (102), and the side frame (103) in the truss body (1).

[0015] The third connection method (9) is characterized in that the rectangular tube type auxiliary body (3) is installed above the channel steel frame (2), and the front frame (301) and the rear frame (302) in the rectangular tube type auxiliary body (3) are fixed by welding the rectangular tube type vertical beam and the rectangular tube type horizontal beam to the two sides of the L-shaped plate (207) in the channel steel frame (2), wherein the L-shaped plate (207) is fixed to the wing surface and the belly surface of the front bumper (201), the rear bumper (202), the left channel steel (203), and the right channel steel (204) in the channel steel frame (2) by rivets.

[0016] The circular tubular subframe (4) includes a left lower arm fixing tube (401), a right lower arm fixing tube (402), a U-shaped bend tube (403), and a reinforcement tube (404). The left lower arm fixing tube (401) and the right lower arm fixing tube (402) are welded to both ends of the U-shaped bend tube (403), and the reinforcement tube (404) is welded between the left lower arm fixing tube (401) and the right lower arm fixing tube (402). They are all made of circular tubes made of high-strength alloy steel. Among them, the left lower arm fixing tube (401) and the right lower arm fixing tube (402) are longitudinally arranged main load-bearing circular tubes, extending along the front-to-rear direction of the vehicle, and bear the main longitudinal force transmission task, such as the force generated during acceleration and braking. The U-shaped bend tube (403) and the reinforcement tube (404) are transversely connected circular tubes, and their function is to ensure the lateral stability of the subframe and effectively resist the lateral force generated by the vehicle under working conditions such as turning and lateral impact. In key load-bearing areas of the main load-bearing circular tube, such as near the connection points with the L-shaped plate and the lower arm mounting lugs, locally thickened tubes or nested reinforced sleeves are used to enhance load-bearing capacity and durability in these areas. Furthermore, to achieve the subframe's lightweighting goal, the circular tubes in non-critical load-bearing areas adopt a hollow variable-section design. This means that while maintaining structural strength, the overall weight is reduced by rationally adjusting the tube's wall thickness and inner diameter. Furthermore, dedicated mounting brackets and locating holes are designed on the subframe for mounting accessories such as the motor, transmission, and steering system. The mounting brackets are either integrally molded or welded to the main load-bearing circular tube to ensure sufficient strength and stability. The shape, size, and angle of the mounting brackets can be customized and adjusted to suit the installation requirements of different accessories, facilitating precise installation and positioning. They also effectively isolate the vibration and noise generated by the accessories during operation, enhancing vehicle comfort.

[0017] The fourth connection method (10) is characterized in that the circular tubular subframe (4) is arranged and installed below the channel steel frame (2), and the tail ends of the left lower swing arm fixing tube (401), the right lower swing arm fixing tube (402), and the U-shaped bent tube (403) in the circular tubular subframe (4) are welded to the bottom surface of the L-shaped plate (207) in the channel steel frame (2), wherein the L-shaped plate (207) is fixed to the wing surface and the belly surface of the left channel steel (203) and the right channel steel (204) in the channel steel frame (2) by bolts, thereby realizing a detachable chassis assembly.

[0018] In summary, the present invention has the following advantages:

[0019] 1. The truss-type body and rectangular tube-type auxiliary body in the present invention are a symmetrical mesh truss structure similar to a bird's nest as a whole, which can achieve higher strength with less material, reduce costs and increase economic benefits.

[0020] 2. The chassis and body of the present invention are designed to be completely separated and independent of each other; different body types can be added to the chassis to apply the present invention to different environments, thereby increasing the scope of application of the present invention.

[0021] 3. The use of a circular tubular subframe can reduce the size of the suspension and ensure comfort.

[0022] 4. The circular tubular subframe is a detachable subframe, which is convenient for assembly and subsequent inspection and maintenance.

[0023] 5. The use of a truss-type body and a through-type longitudinal beam can increase the size of the vehicle body, which is beneficial to increasing the space for carrying cargo and the carrying capacity of the vehicle body.

[0024] 6. The truss body, rectangular tube sub-body and circular tube sub-frame are welded on the L-shaped plate, and the L-shaped plate is then riveted or screwed to the channel steel to avoid direct contact and effectively reduce body deformation.

[0025] 7. This skateboard chassis does not include a clutch or steering wheel; the vehicle is controlled via a remote control. In a car accident, the driver is often the most seriously injured. By breaking the limitation of traditional passenger cars where the driver must be at the wheel, this can effectively reduce casualties in car accidents.

[0026] 8. In the present invention, by modularizing the vehicle components, the entire module with the problem can be replaced when the vehicle has a problem. The replaced module can be taken back for repair and kept as a spare, ensuring the user's car experience.

[0027] The above content is a further detailed description of the present invention in combination with specific preferred embodiments. It cannot be considered that the specific embodiments of the present invention are limited to these. For ordinary technicians in the technical field to which the present invention belongs, they can make several simple deductions or substitutions without departing from the concept of the present invention, which should be regarded as belonging to the scope of protection of the present invention determined by the submitted claims. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The present invention will be further described below with reference to the accompanying drawings.

[0029] Figure 1 It is a schematic diagram of the entire vehicle structure of the vehicle of the present invention;

[0030] Figure 2 It is a schematic diagram of the overall structure of the truss-type vehicle body of the present invention;

[0031] Figure 3 It is a schematic diagram of the overall structure of the channel steel frame of the present invention;

[0032] Figure 4This is a schematic diagram of the overall structure of the rectangular tube auxiliary vehicle body of the present invention;

[0033] Figure 5 is a top view of the rectangular tube auxiliary vehicle body of the present invention;

[0034] Figure 6 It is a schematic diagram of the overall structure of the shock absorber mounting sheet metal of the present invention;

[0035] Figure 7 This is a schematic diagram of the overall structure of the brake motor mounting sheet metal of the present invention;

[0036] Figure 8 It is a schematic diagram of the overall structure of the circular tubular subframe of the present invention;

[0037] Figure 9 This is a schematic diagram of the overall structure of the steering motor mounting sheet metal of the present invention;

[0038] Figure 10 It is a schematic diagram of the overall structure of the lower arm mounting eye and the lateral stabilizer bar mounting base of the present invention.

[0039] The technical features represented by the accompanying figures are shown in Table 1.

[0040] DETAILED DESCRIPTION

[0041] The following is a clear and complete description of the technical solutions in the embodiments of the present invention, in conjunction with the accompanying drawings. It is obvious that the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0042] Example 1

[0043] See also Figure 1 and Figure 2 As shown, the present invention is a composite automobile structure, comprising a truss-type vehicle body (1), a channel-type vehicle frame (2), a rectangular tube-type auxiliary vehicle body (3), and a circular tube-type auxiliary vehicle frame (4);

[0044] The truss-type vehicle body (1) is a front-to-back symmetrical structure, including a front frame (101), a rear frame (102), a side frame (103), and a roof frame (104). The specific implementation method is as follows: the vehicle body is divided into four parts: the front, rear, side, and roof. Each part is welded by three types of materials: rectangular tubes, channel steels, and angle steels, and the last four parts are welded together to form the truss-type vehicle body (1). The front frame (101) is composed of two vertical beams with arcs as the basic structure, and then the two are fixed together by welding at both ends of the cross beam. Secondly, the arc structure is used to extend the front face outward for a distance, which facilitates the welding of the front face and the front and rear skins of the roof. A rectangular trimming piece is used as a reinforcement part between the arc structure and the vertical beam, which greatly improves the welding strength of the vehicle body. The side frame (103) is composed of a plurality of square steels of different lengths and bent sheet metal parts, wherein the bent sheet metal parts are in the shape of an arc wrapped around the tire. This structure can reduce the weight of the vehicle body. In order to further improve the stability and increase the strength of the vehicle body, square steels are welded at the two ends of the diagonal line on the lower side of the glass and door mounting beams to divide the rectangular space into two triangles. The roof frame (104) is composed of four longitudinal beams placed in two layers. The two longitudinal beams on the same side are welded and fixed by multiple arc-shaped square steels. The skins on both sides of the roof are welded here. A smaller supporting longitudinal beam is welded on the inner side of the two longitudinal beams on the top layer. Multiple supporting cross beams are welded between the two supporting longitudinal beams to place the roof glass and strengthen the frame strength. In addition, according to the overall size and performance requirements of the vehicle body design, high-strength rectangular tubes are accurately cut and processed, and the length, diameter, wall thickness and surface roughness of the rods are strictly controlled to ensure that they meet the design standards. After the main truss frame is assembled, it is subjected to overall heat treatment and surface treatment to eliminate welding residual stress and improve the corrosion resistance of the rods.

[0045] Example 2

[0046] See also Figure 3As shown, the channel steel frame (2) comprises a front bumper (201), a rear bumper (202), a left channel steel (203), a right channel steel (204), a front reinforcing crossbeam (205), a rear reinforcing crossbeam (206), and an L-shaped plate (207); a specific implementation method thereof is as follows: the left channel steel (203) and the right channel steel (204) are placed flush with the front bumper (201) and the rear bumper (202), a triangular sheet metal part is placed between the two, and the two are fixed by bolts; the two ends of the front reinforcing crossbeam (205) and the rear reinforcing crossbeam (206) are respectively inserted into the left channel steel (203) and the right channel steel (204), a special-shaped sheet metal part is placed between the two, and the two are fixed by bolts. In addition, the front bumper (201) and the rear bumper (202) are respectively welded with two L-shaped plates (207) fixed on the upper wing surface and the belly surface; the left channel steel (203) and the right channel steel (204) are respectively welded with seven L-shaped plates (207) fixed on the upper wing surface and the belly surface, and are respectively welded with two L-shaped plates (207) fixed on the lower wing surface and the belly surface; the front side reinforcement beam (205) and the rear side reinforcement beam (206) are respectively welded with two L-shaped plates (207) fixed on the lower wing surface and the belly surface. The L-shaped plates are used to provide a position for welding the rectangular tube sub-body (3) and the round tube beam sub-frame (4), which is conducive to reducing the body deformation caused by direct contact welding. Among them, the L-shaped plate (207) used for welding the rectangular tube auxiliary body (3) is fixed to the channel steel frame (2) by rivets; the L-shaped plate (207) used for welding the round tube beam auxiliary frame (4) is fixed to the channel steel frame (2) by bolts and can be disassembled to facilitate subsequent inspection and maintenance. During the processing, first, according to the design requirements of the frame and the specific parameters of the vehicle, high-strength low-alloy channel steel raw materials of appropriate specifications are selected. High-precision cutting equipment is used to cut the channel steel into the required length, and the cut edges are polished and chamfered to ensure that the edges are smooth and free of burrs, thereby avoiding the generation of stress concentration points during subsequent welding and assembly. For the assembly of the main load-bearing channel steel frames such as the left channel steel (203) and the right channel steel (204), the longitudinal channel steel is placed on a dedicated assembly platform according to the design layout, and the positioning fixture and positioning pins are used to ensure the accuracy and straightness of its position. Then, the front bumper (201), rear bumper (202), front side reinforcement beam (205), rear side reinforcement beam (206) and other transverse connecting channel steels are installed in sequence. At the connection position, a specially designed connecting reinforcement plate is first bonded to the channel steel and welded using a laser welding or stir friction welding process. During the welding process, welding parameters such as welding current, voltage, welding speed, etc. are strictly controlled to ensure welding quality and ensure that the connection nodes have sufficient strength and sealing. After the main load-bearing channel steel frame is welded, it is subjected to an overall heat treatment process to eliminate residual stress generated during the welding process and improve the dimensional stability and fatigue life of the frame.The heat treatment process can select appropriate heating temperature, holding time and cooling method according to the material of the channel steel and the structural characteristics of the frame, such as annealing, normalizing or tempering. Then, the internal reinforcement structure is installed. The pre-made aluminum alloy reinforcement ribs and partitions are inserted into the internal space of the main load-bearing channel steel according to the design requirements. The reinforcement ribs can be fixed to the inner wall of the channel steel by bonding or mechanical connection, and the partitions are connected to the corresponding positions inside the channel steel by welding or bolting. During the installation process, it is necessary to ensure that the position of the reinforcement ribs and partitions are accurate and evenly distributed to give full play to their role in improving the strength and rigidity of the frame. Finally, various holes for fixing pipelines and lines are drilled on the front bumper (201), rear bumper (202), left channel steel (203), and right channel steel (204) according to the design requirements. The pipelines and lines of the electrical system and hydraulic system are arranged in an orderly manner on the frame and fixed and protected.

[0047] Example 3

[0048] See also Figure 4 As shown, the rectangular tube type auxiliary body (3) includes a front frame (301), a rear frame (302) and a belly frame (303); the front frame (301) and the rear frame (302) are welded to the two ends of the floor beam of the belly frame (303).

[0049] See also Figure 5 As shown in FIG. 7 , the front frame (301) is welded from a plurality of rectangular tubes (507) of different lengths and a shock absorber mounting sheet metal (508), similar to a mesh truss structure of a bird's nest. The reason for this design is that less material can be used to achieve higher strength. The shock absorber mounting sheet metal (508) is box-shaped, with a hollow top surface and a certain angle on the bottom surface, which is consistent with the inclination angle of the top surface of the shock absorber (501). Since the rectangular tube type auxiliary body (3) is a front-to-back symmetrical structure, the rear frame (302) is consistent with the main structure of the front frame (301), but with the addition of a brake mounting sheet metal (509), a low-voltage battery (502) mounting angle steel, a DC / DC converter (503) mounting angle steel, and a VCU vehicle controller (504) mounting angle steel. The abdominal frame (303) is composed of six longitudinal rectangular tubes and four longitudinal angle steels to form a main structure, which is welded to the transverse rectangular tubes, wherein the longitudinal rectangular tubes serve as floor beams to connect the front frame (301) and the rear frame (302), and one end of the transverse rectangular tube is welded to the truss-type vehicle body (1), and the other end is welded to the L-shaped plate (207) in the channel steel frame (2).

[0050] Example 4

[0051] See also Figure 8As shown in FIG10 , the front circular tube subframe (4) comprises a left lower arm fixing tube (401), a right lower arm fixing tube (402), a U-shaped bent tube (403), and a reinforcing tube (404); the left lower arm fixing tube (401) and the right lower arm fixing tube (402) are welded to both ends of the U-shaped bent tube (403); the reinforcing tube (404) and the steering motor mounting base (602) are welded between the left lower arm fixing tube (401) and the right lower arm fixing tube (402); and a steering motor bolt fixing sheet metal part (601) is welded to the reinforcing tube (404). The tail ends of the left lower arm fixing tube (401) and the right lower arm fixing tube (402) are welded to the lower end surfaces of the L-shaped plates (207) of the front reinforcement beam (205) and the rear reinforcement beam (206) of the channel steel frame (2), and the left lower arm fixing tube (401) and the right lower arm fixing tube (402) are welded with a transverse stabilizer bar fixing base (607), and the transverse stabilizer bar fixing sheet metal (606) is fixed to the base by bolts. The two ends of the U-shaped bent tube (403) are welded to the lower end surfaces of the L-shaped plates of the left channel steel (203) and the right channel steel (204) of the channel steel frame (2). During the processing, according to the design specifications and requirements of the subframe, high-strength alloy steel round tube raw materials of appropriate specifications are selected, and the round tubes are cut to a predetermined length using high-precision pipe cutting equipment, and the cut surface is polished to ensure that it is smooth and burr-free. For the assembly of the main supporting circular tube frame of the left lower arm fixing tube (401) and the right lower arm fixing tube (402), the main circular tube is first placed on a dedicated assembly fixture according to the design layout, and its position is ensured accurately by positioning pins or positioning blocks. Then, the transverse connecting circular tubes are installed in sequence, and pre-designed connecting joints are used to make transition connections at the connection points. Special welding equipment or riveting tools are used to perform the connection operation according to the process requirements to ensure the strength and sealing of the connection nodes. For the strengthening treatment of the connection nodes, after welding or riveting, the connection nodes are heat treated to eliminate residual stress. According to the installation requirements of the auxiliary components, the corresponding mounting bracket is manufactured. The mounting bracket can be manufactured by stamping or CNC machining. After manufacturing, it is welded to the designated position of the main supporting circular tube. During the welding process, the welding parameters are strictly controlled to ensure that the connection between the mounting bracket and the main supporting circular tube is firm and without deformation. Finally, precise positioning holes are machined on the mounting bracket, and the entire subframe is surface treated, such as spray painting, galvanizing, etc., to improve its corrosion resistance. During the installation of accessories such as the engine, transmission, and steering system, it is necessary to follow the installation specifications of each component to ensure that the components are installed in the correct position and connected reliably. Necessary debugging and testing should also be carried out to ensure that the chassis system composed of the subframe and accessories can operate normally and meet the various performance requirements of the vehicle.

Claims

1. A composite structure and functional unmanned vehicle using rectangular tubes, channel steel and round tubes, characterized by: It comprises a truss-type vehicle body (1), a channel-type vehicle frame (2), a rectangular tube-type auxiliary vehicle body (3), and a circular tube-type auxiliary vehicle frame (4); The truss-type vehicle body (1) and the channel-type vehicle frame (2) adopt a first connection method (7); The truss-type vehicle body (1) and the rectangular tube-type auxiliary vehicle body (3) adopt a second connection method (8); The rectangular tube type auxiliary vehicle body (3) and the channel steel type vehicle frame (2) adopt a third connection method (9); The channel steel frame (2) and the circular tube subframe (4) adopt a fourth connection method (10).

2. The tubular subframe (4) according to claim 1, characterized in that: The circular tubular subframe (4) comprises a left lower swing arm fixing tube (401), a right lower swing arm fixing tube (402), a U-shaped bent tube (403), and a reinforcement tube (404); The left lower swing arm fixing tube (401) and the right lower swing arm fixing tube (402) are connected to both ends of the U-shaped bent tube (403), and the reinforcing tube (404) is connected between the left lower swing arm fixing tube (401) and the right lower swing arm fixing tube (402).

3. The first connection method (7) according to claim 1, characterized in that: The channel steel frame (2) is installed below the truss-type vehicle body (1), and the side surfaces of the rectangular tube-type vertical beams at the four corners of the truss-type vehicle body (1) are connected to the two ends of the front bumper (201) and the rear bumper (202) in the channel steel frame (2).

4. The second connection method (8) according to claim 1, characterized in that: The rectangular tube type auxiliary body (3) is installed below the truss type body (1), and the two are connected in a manner such that one end of the rectangular tube type cross beams on both sides of the front frame (301) and the rear frame (302) in the rectangular tube type auxiliary body is connected to the side faces of the rectangular tube type vertical beams of the front frame (101), the rear frame (102), and the side frames (103) in the truss type body (1).

5. The third connection method (9) according to claim 1, characterized in that: The rectangular tube type auxiliary body (3) is installed above the channel steel type vehicle frame (2), and the front frame (301) and the rear frame (302) in the rectangular tube type auxiliary body (3) are fixed by connecting to two sides of an L-shaped plate (207) in the channel steel type vehicle frame (2) through a rectangular tube type vertical beam and a rectangular tube type cross beam, wherein the L-shaped plate (207) is fixed to the wing surface and belly surface of the front bumper (201), the rear bumper (202), the left channel steel (203), and the right channel steel (204) in the channel steel type vehicle frame (2).

6. The fourth connection method (10) according to claim 1, characterized in that: The circular tubular subframe (4) is installed below the channel steel frame (2), and the tail ends of the left lower swing arm fixing tube (401), the right lower swing arm fixing tube (402), and the U-shaped bent tube (403) in the circular tubular subframe (4) are connected to the bottom surface of the L-shaped plate (207) in the channel steel frame (2), wherein the L-shaped plate (207) is fixed to the wing surface and the belly surface of the left channel steel (203) and the right channel steel (204) in the channel steel frame (2).

Images