A vehicle frame rail and method of assembly

Abstract

The application provides a vehicle frame rail and an assembling method thereof, which comprises a rail outer sheet, a rail inner sheet and a holder; the holder comprises a support tube and a support plate which are integrally arranged, and an acute angle is formed between the axial direction of the support tube and the plate surface of the support plate; the support plate is located between the rail inner sheet and the rail outer sheet, and is welded with the side of the rail inner sheet which faces the rail outer sheet; a first structural hole is formed on the rail inner sheet for the one end of the support tube to pass through, a second structural hole is formed on the rail outer sheet for the other end of the support tube to pass through; and the support tube is welded with the rail inner sheet and the rail outer sheet respectively. The application can solve the problem that the existing vehicle frame rail cannot reduce the local strength of the vehicle frame rail while achieving the reinforcing effect, or the problem that the excessively high rigidity of the vehicle frame rail affects the performance of other peripheral system parts.

Description

Technical Field

[0001] This invention relates to the field of chassis longitudinal beam design and manufacturing technology, and particularly to a chassis longitudinal beam and its assembly method. Background Technology

[0002] During five rounds of reliability road testing from concept car to prototype, a certain off-road vehicle consistently exhibited cracking issues in the area where the steering gear is mounted on the longitudinal beams of the chassis. Currently, reference... Figure 1 , Figure 1 This is an exploded structural diagram of the steering gear and the frame longitudinal beam in the existing technology. The longitudinal beam is made of two channel steel plates that are fully welded together. Three support tubes are welded through its web surface. The steering gear is installed on the frame longitudinal beam through the support tubes. The welding stress between the support tubes and the channel steel plates is large, which can easily cause stress concentration. When driving on off-road surfaces, the longitudinal beam is subjected to strong torsional and impact loads transmitted from the outside, which can cause fatigue cracks and damage.

[0003] Therefore, it is necessary to reinforce the part of the chassis longitudinal beam where the steering gear is installed. Although many attempts have been made to improve it, no effective solution has been found. Many sample solutions have failed in the test. The main reason is that the existing reinforcement solutions cannot reduce the impact of excessive local strength or stiffness of the chassis longitudinal beam on the performance of other surrounding system parts while achieving the reinforcement effect. Summary of the Invention

[0004] The purpose of this invention is to provide a chassis longitudinal beam and its assembly method, so as to solve the problem that existing chassis longitudinal beams cannot reduce the impact of excessive local strength or stiffness on the performance of surrounding system components while achieving the reinforcement effect.

[0005] To solve the above-mentioned technical problems, the present invention provides a vehicle frame longitudinal beam, including an outer longitudinal beam piece, an inner longitudinal beam piece, and a retainer; the retainer includes an integrally formed support tube and a support plate, and the axial direction of the support tube is at an acute angle to the surface of the support plate; the support plate is located between the inner longitudinal beam piece and the outer longitudinal beam piece, and is welded to the side of the inner longitudinal beam piece facing the outer longitudinal beam piece; a first structural hole is formed on the inner longitudinal beam piece for one end of the support tube to pass through, and a second structural hole is formed on the outer longitudinal beam piece for the other end of the support tube to pass through; the support tube is welded to the inner longitudinal beam piece and the outer longitudinal beam piece respectively.

[0006] Optionally, there are two support plates, which are spaced apart. One support plate is welded to the inner plate of the longitudinal beam, and the other support plate is attached to the side of the outer plate of the longitudinal beam facing the inner plate of the longitudinal beam.

[0007] Optionally, it also includes an outer reinforcing plate, which is located between the outer plate of the longitudinal beam and the support plate. One side of the outer reinforcing plate is welded to the outer plate of the longitudinal beam, and the other side is attached to the support plate. The support tube passes through the outer reinforcing plate and then through the outer plate of the longitudinal beam.

[0008] Optionally, the line connecting the head and tail ends of the outer reinforcing plate is arranged along the longitudinal direction of the frame longitudinal beam, and the head and tail ends of the outer reinforcing plate are provided with V-shaped notches.

[0009] Optionally, the outer reinforcing plate has a first welding hole, and the outer reinforcing plate is plug-welded to the outer plate of the longitudinal beam through the first welding hole, and the periphery of the outer reinforcing plate is intermittently welded to the outer plate of the longitudinal beam.

[0010] Optionally, the support plate is provided with structural windows.

[0011] Optionally, it also includes an inner reinforcing plate, which is located between the inner plate of the longitudinal beam and the support plate. One side of the inner reinforcing plate is welded to the inner plate of the longitudinal beam and the other side is welded to the support plate. The support tube passes through the inner reinforcing plate and then through the inner plate of the longitudinal beam.

[0012] Optionally, the line connecting the two ends of the inner reinforcing plate is arranged along the longitudinal direction of the frame longitudinal beam, and the two ends of the inner reinforcing plate are provided with V-shaped notches.

[0013] Optionally, the upper and lower ends of the inner reinforcing plate are arranged perpendicular to the longitudinal direction of the frame longitudinal beam, and the upper and lower ends of the inner reinforcing plate are respectively provided with flanges that fit against the inner plate of the longitudinal beam.

[0014] The present invention also provides a method for assembling the above-mentioned longitudinal beam of the vehicle frame, comprising: welding a support tube to a support plate, and making an acute angle between the axial direction of the support tube and the surface of the support plate; welding the support plate to the side of the inner plate of the longitudinal beam facing the outer plate of the longitudinal beam; fastening the outer plate of the longitudinal beam to the inner plate of the longitudinal beam, and making one end of the support tube pass through a first structural hole and the other end pass through a second structural hole; and welding the support tube to the inner plate and the outer plate of the longitudinal beam respectively.

[0015] The present invention provides a vehicle frame longitudinal beam and its assembly method, which have the following beneficial effects: By introducing a "cage" structure, the support tube is first welded to the support plate, and then the support plate is welded to the inner plate of the longitudinal beam. This "divide and conquer" welding method disperses the originally concentrated, large weld seam into multiple smaller weld seams, such as support tube-support plate and support plate-inner plate of the longitudinal beam. Compared to the traditional structure where the support tube is directly welded to the web of the longitudinal beam, resulting in a large amount of welding and stress concentration, this significantly reduces the heat input and residual stress at a single weld, and significantly reduces welding stress and stress concentration. The angled welding of the support tube and support plate makes the support plate an effective "load distribution platform." When the steering gear transmits torsional and impact loads through the support tube, the load is first transferred from the support tube to the rigidly connected support plate, and then from the support plate to the inner plate of the longitudinal beam over a large area. This avoids the load acting directly and concentratedly on the thin web plate of the longitudinal beam, thereby significantly reducing local peak stress and optimizing the load transmission path. The two ends of the support tube pass through the structural holes of the inner and outer plates respectively and are welded, connecting the inner and outer plates of the longitudinal beam to the internal cage into a whole. This allows the inner and outer longitudinal beams of the frame to deform and bear load together when subjected to torsion and impact, jointly resisting external forces, greatly improving the fatigue resistance of this area and fundamentally solving the cracking problem. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the exploded structure of the steering gear and the longitudinal beam of the frame in the existing technology; Figure 2 This is a schematic diagram of the structure of the frame longitudinal beam after the cage, inner reinforcing plate and the inner plate of the longitudinal beam are assembled in an embodiment of the present invention; Figure 3 This is a schematic diagram of the structure of the outer reinforcing plate in the longitudinal beam of the vehicle frame in an embodiment of the present invention; Figure 4 This is a front view of the cage in the longitudinal beam of the vehicle frame in an embodiment of the present invention; Figure 5 This is a top view of the cage in the longitudinal beam of the vehicle frame in an embodiment of the present invention.

[0017] Explanation of reference numerals in the attached figures: 100-Steering gear; 200-Frame longitudinal beam; 220-Inner longitudinal beam piece; 230-Cage; 231-Support tube; 232-Support plate; 2321-Structural window; 240-Outer reinforcing piece; 250-Inner reinforcing piece. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0019] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0020] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0021] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of this invention is in use. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention. In addition, the terms "first," "second," "third," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0022] Furthermore, terms such as "horizontal" and "vertical" do not imply that components must be absolutely horizontal or suspended, but rather that they can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal than "vertical," and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0023] In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0024] refer to Figure 2 , Figure 3 , Figure 4 and Figure 5 , Figure 2 This is a schematic diagram of the structure of the frame longitudinal beam after the cage, inner reinforcing plate, and inner plate of the longitudinal beam are assembled in an embodiment of the present invention. Figure 3 This is a schematic diagram of the structure of the outer reinforcing plate in the longitudinal beam of the vehicle frame in an embodiment of the present invention. Figure 4This is a front view of the cage in the longitudinal beam of the vehicle frame in an embodiment of the present invention. Figure 5 This is a top view of the cage in the longitudinal beam of the vehicle frame in an embodiment of the present invention. This embodiment provides a longitudinal beam of the vehicle frame, including an outer longitudinal beam piece, an inner longitudinal beam piece 220, and a cage 230. The cage 230 includes an integrally formed support tube 231 and a support plate 232, and the axial direction of the support tube 231 has an acute angle with the surface of the support plate 232. The support plate 232 is located between the inner longitudinal beam piece 220 and the outer longitudinal beam piece, and is welded to the side of the inner longitudinal beam piece 220 facing the outer longitudinal beam piece. The inner longitudinal beam piece 220 has a first structural hole for one end of the support tube 231 to pass through, and the outer longitudinal beam piece has a second structural hole for the other end of the support tube 231 to pass through. The support tube 231 is welded to the inner longitudinal beam piece 220 and the outer longitudinal beam piece respectively.

[0025] By introducing a "cage 230" structure, the support tube 231 is first welded to the support plate 232, and then the support plate 232 is welded to the inner plate 220 of the longitudinal beam. This "divide and conquer" welding method disperses the originally concentrated large weld seam into multiple smaller weld seams, such as support tube 231-support plate 232 and support plate 232-inner plate 220 of the longitudinal beam. Compared with the traditional structure, where the support tube is directly welded to the web of the longitudinal beam, resulting in a large amount of welding and stress concentration, this method can significantly reduce the heat input and residual stress at a single weld, and significantly reduce welding stress and stress concentration. The support tube 231 is welded to the support plate 232 at an angle, making the support plate 232 an effective "load distribution platform". When the steering gear 100 transmits torsional and impact loads through the support tube 231, the load is first transferred from the support tube 231 to the rigidly connected support plate 232, and then from the support plate 232 to the inner longitudinal beam 220 over a large area. This avoids the load acting directly and concentratedly on the thin web plate of the longitudinal beam, thus significantly reducing local peak stress and optimizing the load transmission path. The two ends of the support tube 231 pass through the structural holes of the inner and outer longitudinal beams respectively and are welded together, connecting the inner longitudinal beam 220, the outer longitudinal beam, and the internal cage 230 into a single unit. This allows the inner longitudinal beam 220 and the outer longitudinal beam to deform and bear load collaboratively when subjected to torsion and impact, jointly resisting external forces, greatly improving the fatigue resistance of this area and fundamentally solving the cracking problem.

[0026] In this embodiment, the support tube 231 and the support plate 232 are manufactured separately, and are fixed together by welding. In other embodiments, the retainer 230 can also be integrally formed, for example, by 3D printing.

[0027] Preferably, there are two support plates 232, spaced apart. One support plate 232 is welded to the inner section 220 of the longitudinal beam, and the other support plate 232 is attached to the side of the outer section of the longitudinal beam facing the inner section 220. By providing two support plates 232 internally, one fixed to the inner section and the other attached to the outer section, the load transmitted by the support tube 231 can be simultaneously and evenly distributed to both the inner and outer sections of the longitudinal beam. This avoids the problem of excessively high or low local stiffness caused by unilateral reinforcement, making the stiffness distribution of the entire longitudinal beam section more reasonable and achieving balanced reinforcement inside and outside. The support plate 232 attached to the outer section of the longitudinal beam is not rigidly welded, but allows for a certain degree of relative freedom. This design is ingenious; while providing additional support, it prevents the outer section from developing abnormally high local stiffness areas due to excessive constraint, thereby reducing potential adverse effects on the performance of surrounding suspension, steering, and other system components.

[0028] refer to Figure 4 In this embodiment, the acute angle between the support pipe 231 and the support plate 232 is 82°. The direction of inclination of the acute angle between the support pipe 231 and the support plate 232 is related to the installation position of the steering gear on the longitudinal beam.

[0029] Preferably, the system further includes an outer reinforcing plate 240, which is located between the outer longitudinal beam and the support plate 232. One side of the outer reinforcing plate 240 is welded to the outer longitudinal beam, and the other side is attached to the support plate 232. The support tube 231 passes through the outer reinforcing plate 240 and then through the outer longitudinal beam. The area where the support tube 231 passes through the outer longitudinal beam is another stress-sensitive point. The addition of the outer reinforcing plate 240 is equivalent to adding another layer of "armor" to the outside of the outer longitudinal beam in this area, effectively increasing the contact and connection area between the support tube 231 and the outer plate, transforming localized point stress into surface stress, and strengthening weak points. The outer reinforcing plate 240, located between the outer longitudinal beam and the outer support plate 232, acts as a stiffness transition shim. It makes the stiffness change from the high-stiffness support tube 231-support plate 232 assembly to the relatively flexible outer longitudinal beam more gradual, avoiding abrupt changes in stiffness, thereby further suppressing the generation of fatigue cracks.

[0030] Preferably, the line connecting the two ends of the outer reinforcing plate 240 is arranged along the longitudinal direction of the frame longitudinal beam, and the two ends of the outer reinforcing plate 240 are provided with V-shaped notches. The ends of the reinforcing plate are the positions where the welding arc begins and ends, and stress concentration is very likely to occur. Providing V-shaped notches is a very effective stress relief measure in engineering. This notch avoids sharp right angles at the weld ends, significantly reduces stress peaks, and prevents cracks from initiating at the ends of the reinforcing plate and propagating to the longitudinal beam body. The outer reinforcing plate 240 is arranged along the longitudinal direction of the longitudinal beam, and its direction is consistent with the main longitudinal load transmission direction of the frame. This directional design allows it to participate in load-bearing more effectively, while the design of the V-shaped notches does not affect its main load-bearing function.

[0031] Preferably, the outer reinforcing plate 240 has a first welding hole, and the outer reinforcing plate 240 is plug-welded to the outer plate of the longitudinal beam through the first welding hole. The periphery of the outer reinforcing plate 240 is intermittently welded to the outer plate of the longitudinal beam. The combination of plug welding and intermittent peripheral welding achieves a strong connection between the outer reinforcing plate 240 and the outer plate of the longitudinal beam. Plug welding provides strong anti-peeling capability, while intermittent peripheral welding, while ensuring connection strength, significantly reduces welding heat input and residual stress compared to full welding. The intermittent welding method is particularly important. It avoids local overheating and severe warping deformation of the outer plate caused by continuous welding of long weld seams, ensures the dimensional accuracy of the frame longitudinal beam, and effectively controls welding deformation.

[0032] Preferably, the outer reinforcing sheet 240 is made of DL510 material with a thickness of 3.5 mm. The 3.5 mm thickness provides sufficient reinforcement, while DL510 material has high strength and good cold formability. Choosing this material can meet the strength requirements of the reinforced area, and also maintain good processability during stamping and welding, making it less prone to cracking.

[0033] Preferably, the support plate 232 has a structural window 2321. The structural window 2321 on the support plate 232 primarily serves to reduce weight, which is beneficial for the overall vehicle lightweighting. More importantly, the structural window 2321 can "soften" the support plate 232, enabling it to provide sufficient support while possessing a certain degree of flexible deformation capability. This allows for more effective absorption and buffering of impact energy, further optimizing local stiffness and preventing excessive rigidity.

[0034] Preferably, the support plate 232, which is welded to the inner section 220 of the longitudinal beam, is welded to the inner section 220 of the longitudinal beam using intermittent welding. The connection between the cage 230 and the inner section 220 of the longitudinal beam is also achieved using intermittent welding, thereby controlling the overall residual welding stress level of the entire reinforced area from the source. This helps maintain the overall stability and fatigue life of the frame longitudinal beam.

[0035] Preferably, the frame longitudinal beam further includes an inner reinforcing plate 250, which is located between the inner plate 220 of the longitudinal beam and the support plate 232. One side of the inner reinforcing plate 250 is welded to the inner plate 220 of the longitudinal beam, and the other side is welded to the support plate 232. The support tube 231 passes through the inner reinforcing plate 250 and then through the inner plate 220 of the longitudinal beam. Similar to the outer reinforcing plate 240, the inner reinforcing plate 250 strengthens the critical area where the support tube 231 passes through the inner plate 220 of the longitudinal beam. This makes the connection between the support tube 231 and the inner plate more reliable, the load transfer smoother, and further improves the overall structural durability. The inner reinforcing plate 250 provides a larger and flatter welding interface between the support plate 232 and the inner plate 220 of the longitudinal beam, making welding operations easier and the weld quality more controllable.

[0036] Furthermore, the line connecting the two ends of the inner reinforcing plate 250 is arranged along the longitudinal direction of the frame longitudinal beam, and the two ends of the inner reinforcing plate 250 are provided with V-shaped notches. Similar to the V-shaped notches of the outer reinforcing plate 240, this design effectively eliminates the welding stress concentration at the ends of the inner reinforcing plate 250, prevents fatigue cracks from arising from the ends of the inner reinforcing plate, and provides double protection for the interior of the frame.

[0037] Furthermore, the inner reinforcing plate 250 has a second welding hole, through which it is plug-welded to the inner plate 220 of the longitudinal beam. The periphery of the inner reinforcing plate 250 is intermittently welded to the inner plate 220 of the longitudinal beam. This combination of plug welding and intermittent peripheral welding ensures the connection strength and reliability between the inner reinforcing plate 250 and the inner plate 220 of the longitudinal beam, while minimizing welding deformation and stress, thus ensuring the stability of the internal structure.

[0038] Preferably, the upper and lower ends of the inner reinforcing plate 250 are perpendicular to the longitudinal direction of the frame longitudinal beam, and the upper and lower ends of the inner reinforcing plate 250 are respectively provided with flanges that fit against the inner plate 220 of the longitudinal beam. The flange structure at the upper and lower ends greatly improves the bending section modulus of the inner reinforcing plate 250 in the direction perpendicular to the plate surface. This means that it can more effectively resist the complex stresses generated by the frame during torsion and bending, and significantly improve the stiffness and load-bearing capacity of the reinforcing plate itself. The flanges fitting against the inner plate 220 of the longitudinal beam facilitates precise positioning during assembly and ensures close contact between the reinforcing plate and the inner plate, creating conditions for effective force transmission.

[0039] In this embodiment, the inner reinforcing sheet 250 is made of DL510 material with a thickness of 3.5 mm. This material is the same as that of the outer reinforcing sheet 240, ensuring material consistency and facilitating procurement and inventory management. The 3.5 mm DL510 material provides an optimal balance between high strength and good formability, meeting the requirements for inner reinforcement.

[0040] In this embodiment, the support tube 231 is made of 35# cold-drawn steel with a wall thickness of 6mm. The 6mm wall thickness significantly increases the bending and torsional section modulus of the support tube 231 compared to conventional steel tubes, enabling it to withstand the enormous alternating loads from the steering gear 100 without yielding or fatigue failure. 35# steel is a high-quality carbon structural steel with excellent comprehensive mechanical properties, making it suitable for use as a high-strength structural component. The cold-drawing process ensures the high precision and surface quality of the steel tube.

[0041] In this embodiment, the support plates 232 are all made of DL510 material with a thickness of 5mm. The 5mm thickness makes the support plate 232 a very solid "base", which can effectively distribute the concentrated load transmitted from the support tube 231. The high strength characteristics of DL510 material ensure that the support plate 232 will not deform or break under heavy load.

[0042] In this embodiment, the support tube 231 is fully welded to both the inner and outer segments of the longitudinal beam. Full welding of the support tube 231 to the structural holes of the inner and outer segments serves two purposes: firstly, it provides a seal, preventing moisture and sediment from entering the longitudinal beam and causing corrosion; secondly, the full welding provides the highest connection strength, ensuring that the support tube 231 and the inner and outer segments form a completely rigid whole, achieving the most efficient load transfer.

[0043] In this embodiment, the assembly process of the frame longitudinal beam is as follows: First, weld the retainer 230. Specifically, weld the support tube 231 onto the support plate 232, making an acute angle between the axial direction of the support tube 231 and the surface of the support plate 232.

[0044] Secondly, the inner reinforcing plate 250 is welded to the inner plate 220 of the longitudinal beam (plug welding and intermittent welding).

[0045] Then, the retainer 230 is installed on the inner plate 220 of the longitudinal beam, such that the support tube 231 passes through the first structural hole, and one support plate 232 of the retainer 230 is attached to the side of the inner reinforcing piece 250 on the inner plate 220 facing the outer plate of the longitudinal beam.

[0046] Subsequently, one of the support plates 232 of the retainer 230 is welded to the inner plate 220 of the longitudinal beam (intermittent welding).

[0047] Secondly, the outer reinforcing plate 240 is welded to the outer plate of the longitudinal beam (plug welding and intermittent welding).

[0048] Next, fasten the outer piece of the longitudinal beam to the inner piece of the longitudinal beam 220.

[0049] Then, the support tube 231 is welded to the inner piece 220 of the longitudinal beam and the outer piece of the longitudinal beam (full welding).

[0050] This embodiment also provides a method for assembling the above-mentioned longitudinal beams of the vehicle frame, including: The support tube 231 is welded to the support plate 232, and the axial direction of the support tube 231 is at an acute angle to the surface of the support plate 232. The support plate 232 is welded to the side of the inner piece 220 of the longitudinal beam facing the outer piece of the longitudinal beam; The outer piece of the longitudinal beam is fastened to the inner piece 220 of the longitudinal beam, and one end of the support tube 231 passes through the first structural hole and the other end passes through the second structural hole. The support tube 231 is welded to the inner piece 220 of the longitudinal beam and the outer piece of the longitudinal beam, respectively.

[0051] The assembly method is logically clear and the steps are reasonable. First, the cage 230 assembly is formed, then it is welded to the inner piece, and finally the outer piece is closed and the final welding is completed. This "modular" assembly process not only ensures the manufacturing precision of the core component (cage 230), but also makes the entire assembly process easier to implement on an assembly line, improving production efficiency and the yield rate of finished products.

[0052] Preferably, there are two support plates 232. The method further includes: arranging the two support plates 232 at intervals, with one support plate 232 welded to the inner piece 220 of the longitudinal beam, and the other support plate 232 abutted against the side of the outer piece of the longitudinal beam facing the inner piece 220. This method precisely achieves different connection methods (welding vs. abutting) for the inner and outer support plates 232. This differentiated process is a key step in achieving the technical effect of "both reinforced and not overly rigid," ensuring that the final product has optimal mechanical properties.

[0053] Preferably, the method further includes an outer reinforcing plate 240. The method further includes: placing the outer reinforcing plate 240 between the outer longitudinal beam and the support plate 232, with one side of the outer reinforcing plate 240 welded to the outer longitudinal beam and the other side attached to the support plate 232, and the support tube 231 passing through the outer reinforcing plate 240 and then through the outer longitudinal beam. This method clarifies the installation timing and relative position of the outer reinforcing plate 240. Adding the outer reinforcing plate 240 before or during the closing of the outer beam ensures precise alignment of all parts, avoids assembly interference, and allows the multi-layered reinforcement structure to be successfully implemented.

[0054] Preferably, the method further includes an inner reinforcing plate 250. The method further includes placing the inner reinforcing plate 250 between the inner section 220 of the longitudinal beam and the support plate 232, welding one side of the inner reinforcing plate 250 to the inner section 220 of the longitudinal beam and the other side to the support plate 232, and allowing the support tube 231 to pass through the inner reinforcing plate 250 and then through the inner section 220 of the longitudinal beam. This method seamlessly integrates the installation of the inner reinforcing plate 250 into the main process. By adding a reinforcing plate between the inner support plate 232 and the inner section, the stress distribution on the inner side is further optimized, and the entire assembly process is logically smooth without adding unnecessary procedural complexity.

[0055] The above description is merely a description of preferred embodiments of the present invention and is not intended to limit the scope of the present invention in any way. Any changes or modifications made by those skilled in the art based on the above disclosure shall fall within the protection scope of the claims.

Claims

1. A longitudinal beam for a vehicle frame, characterized in that, Includes the outer longitudinal beam, the inner longitudinal beam, and the cage; The retainer includes an integrated support tube and a support plate, and the axial direction of the support tube has an acute angle with the surface of the support plate. The support plate is located between the inner piece of the longitudinal beam and the outer piece of the longitudinal beam, and is welded to the side of the inner piece of the longitudinal beam facing the outer piece of the longitudinal beam. The inner plate of the longitudinal beam has a first structural hole for one end of the support tube to pass through, and the outer plate of the longitudinal beam has a second structural hole for the other end of the support tube to pass through. The support tube is welded to the inner plate and the outer plate of the longitudinal beam, respectively.

2. The longitudinal beam of the vehicle frame as described in claim 1, characterized in that, The number of support plates is two, and the two support plates are arranged at intervals. One support plate is welded to the inner plate of the longitudinal beam, and the other support plate is attached to the side of the outer plate of the longitudinal beam facing the inner plate of the longitudinal beam.

3. The longitudinal beam of the vehicle frame as described in claim 2, characterized in that, It also includes an outer reinforcing plate, which is located between the outer plate of the longitudinal beam and the support plate. One side of the outer reinforcing plate is welded to the outer plate of the longitudinal beam, and the other side is attached to the support plate. The support tube passes through the outer reinforcing plate and then through the outer plate of the longitudinal beam.

4. The longitudinal beam of the vehicle frame as described in claim 3, characterized in that, The line connecting the two ends of the outer reinforcing plate is arranged along the longitudinal direction of the frame longitudinal beam, and the two ends of the outer reinforcing plate are provided with V-shaped notches.

5. The longitudinal beam of the vehicle frame as described in claim 4, characterized in that, The outer reinforcing plate has a first welding hole, and the outer reinforcing plate is plug-welded to the outer plate of the longitudinal beam through the first welding hole. The periphery of the outer reinforcing plate is intermittently welded to the outer plate of the longitudinal beam.

6. The longitudinal beam of the vehicle frame as described in claim 2, characterized in that, The support plate has structural windows.

7. The longitudinal beam of the vehicle frame as described in claim 1, characterized in that, It also includes an inner reinforcing plate, which is located between the inner plate of the longitudinal beam and the support plate. One side of the inner reinforcing plate is welded to the inner plate of the longitudinal beam and the other side is welded to the support plate. The support tube passes through the inner reinforcing plate and then through the inner plate of the longitudinal beam.

8. The longitudinal beam of the vehicle frame as described in claim 7, characterized in that, The line connecting the two ends of the inner reinforcing plate is arranged along the longitudinal direction of the frame longitudinal beam, and the two ends of the inner reinforcing plate are provided with V-shaped notches.

9. The longitudinal beam of the vehicle frame as described in claim 7, characterized in that, The upper and lower ends of the inner reinforcing plate are arranged perpendicular to the longitudinal direction of the frame longitudinal beam, and the upper and lower ends of the inner reinforcing plate are respectively provided with flanges that fit against the inner plate of the longitudinal beam.

10. A method for assembling a vehicle frame longitudinal beam as described in any one of claims 1-9, characterized in that, include: The support pipe is welded to the support plate, and the axial direction of the support pipe is at an acute angle to the surface of the support plate. The support plate is welded to the side of the inner sheet of the longitudinal beam facing the outer sheet of the longitudinal beam; The outer piece of the longitudinal beam is fastened to the inner piece of the longitudinal beam, and one end of the support tube passes through the first structural hole and the other end passes through the second structural hole. The support tubes are welded to the inner and outer sections of the longitudinal beam, respectively.

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