Simulation methods for commercial vehicle chassis reinforcement plates and commercial vehicles

Abstract

This invention provides a simulation method for a commercial vehicle chassis reinforcement plate and a commercial vehicle. The simulation method for the commercial vehicle chassis reinforcement plate includes the following steps: obtaining the stress information and basic information of the target vehicle frame longitudinal beams, wherein the basic information includes at least the stiffness and strength bearing information of each point of the target vehicle frame longitudinal beams, and the stress information includes at least the magnitude and direction of the stress at each point of the target vehicle frame longitudinal beams; based on the stress information and basic information, generating a reinforcement plate coverage model to determine the basic data information of the target reinforcement plate, wherein the reinforcement plate coverage model is used to represent the compensation data information of the points that need stiffness and strength compensation, and the basic data information includes at least the thickness data, coverage area data, and setting position data of the target reinforcement plate; based on the basic data information, determining the structure of the target reinforcement plate. This solves the problem of poor lateral stiffness of longitudinal beams in the prior art.

Description

Technical Field

[0001] This invention relates to the field of commercial vehicle design technology, and more specifically, to a simulation method for a commercial vehicle chassis reinforcement plate and a commercial vehicle. Background Technology

[0002] Traditional commercial vehicle longitudinal beams are channel-shaped beams. Reinforcing plates are added to localized areas based on load distribution or weight to improve the frame's load-bearing capacity. These reinforcing plates are typically L-shaped or channel-shaped structures attached to the inside of the longitudinal beams. As the commercial vehicle market demands increased smoothness and comfort, independent suspension structures are increasingly being adopted for the front suspension of commercial vehicles. The independent suspension structure and its stress characteristics place higher requirements on the lateral stiffness of the frame's longitudinal beams compared to traditional leaf spring suspensions.

[0003] There is currently no effective solution to the aforementioned technical problems. Summary of the Invention

[0004] The main objective of this invention is to provide a simulation method for a commercial vehicle chassis reinforcement plate and a commercial vehicle, so as to solve the problem of poor lateral stiffness of longitudinal beams in the prior art.

[0005] To achieve the above objectives, according to one aspect of the present invention, a simulation method for a commercial vehicle chassis reinforcement plate is provided. The method includes the following steps: acquiring the stress information and basic information of the target vehicle frame longitudinal beam, wherein the basic information includes at least the stiffness bearing information and strength bearing information of each point of the target vehicle frame longitudinal beam, and the stress information includes at least the magnitude and direction of the stress at each point of the target vehicle frame longitudinal beam; generating a reinforcement plate coverage model based on the stress information and basic information, and determining the basic data information of the target reinforcement plate, wherein the reinforcement plate coverage model is used to represent the compensation data information of the points that need stiffness compensation and strength compensation, and the basic data information includes at least the thickness data, coverage area data, and setting position data of the target reinforcement plate; and determining the structure of the target reinforcement plate based on the basic data information.

[0006] Optionally, based on the force information and basic information, a reinforcement plate coverage model is generated to determine the basic data information of the target reinforcement plate. Based on the basic data information, the structure of the target reinforcement plate is determined, including: when the point where the target frame longitudinal beam needs stiffness compensation is determined to be the longitudinal beam body, the setting position of the target reinforcement plate is determined to be the relative position of the inner side of the longitudinal beam body at a preset distance.

[0007] Optionally, based on the stress information and basic information, a reinforcement plate coverage model is generated to determine the basic data information of the target reinforcement plate. Based on the basic data information, the structure of the target reinforcement plate is determined, including: when the point where the target frame longitudinal beam needs stiffness compensation is determined to be the wing plate, the setting position of the target reinforcement plate is determined to be the surface that is in contact with the wing plate.

[0008] Optionally, the basic information also includes the connection hole location information of the target frame longitudinal beam. The connection hole location information is used to indicate the location of the connection holes on the longitudinal beam body. Based on the basic information, a reinforcement plate coverage model is generated to determine the basic data information of the target reinforcement plate, including: based on the connection hole location information, determining the coverage area of ​​the target reinforcement plate excluding the position opposite to the connection hole.

[0009] Optionally, based on the basic information, a reinforcement plate coverage model is generated to determine the basic data information of the target reinforcement plate, including: if the compensation data of the points where stiffness and strength compensation of the target frame longitudinal beam is determined is less than the preset value, weight reduction holes of preset diameter are opened at the points relative to the target reinforcement plate.

[0010] According to another aspect of the present invention, a commercial vehicle is also provided, the commercial vehicle having a chassis assembly including longitudinal beams and reinforcing plates, the reinforcing plates being the reinforcing plates in the above embodiments, wherein the longitudinal beams extend along the length direction of the vehicle body, the longitudinal beams including a longitudinal beam body and a wing plate, the wing plate being connected to the longitudinal beam body, the wing plate being disposed on one side of the longitudinal beam body, the reinforcing plate being connected to at least one of the longitudinal beam body and the wing plate, at least a portion of the reinforcing plate extending along the width direction of the vehicle body so that a portion of the reinforcing plate is fitted and connected to the wing plate, the longitudinal beams and the reinforcing plates being disposed at a distance along the width direction of the vehicle body, the longitudinal beams and the reinforcing plates surrounding each other to form a reinforcing cavity structure.

[0011] Furthermore, the reinforcing plate includes a reinforcing plate body and a connecting section. Along the width direction of the vehicle body, the reinforcing plate body is arranged opposite to the longitudinal beam body. The connecting section is connected to the reinforcing plate body and is located at one end of the reinforcing plate body. The connecting section extends along the width direction of the vehicle body, and the surface of the connecting section is in contact with at least part of the surface of the wing plate. The connecting section, the reinforcing plate body, the longitudinal beam body, and the wing plate form a reinforcing cavity structure.

[0012] Furthermore, multiple weight-reduction holes are provided on the reinforcing plate body, with adjacent weight-reduction holes spaced apart along the length of the vehicle body.

[0013] Furthermore, multiple bolt holes are provided on the wing plate, and these bolt holes are spaced apart along the length of the vehicle body. Multiple through holes are provided on the connecting section, and the distance between two adjacent through holes is the same as the distance between two adjacent bolt holes. The wing plate and the connecting section are connected by bolts.

[0014] Furthermore, the wing plate includes an upper wing plate and a lower wing plate, which are arranged opposite each other along the vehicle height direction. There are two connecting sections, which are arranged on both sides of the reinforcing plate body along the vehicle height direction. One connecting section is connected to the upper wing plate, and the other connecting section is connected to the lower wing plate. At least a portion of the connecting sections, at least a portion of the upper wing plate, and at least a portion of the lower wing plate surround the cavity wall of the reinforcing cavity structure.

[0015] By applying the technical solution of this invention, the stress information and basic information of the target vehicle frame longitudinal beam under actual working conditions are obtained. The stress information includes the magnitude and direction of the force at each point, and the basic information covers the stiffness and strength bearing capacity at each point, thereby comprehensively depicting the dynamic load distribution and structural response characteristics of the longitudinal beam under independent suspension. Based on the above multi-dimensional data, a reinforcement plate coverage model that accurately reflects the area requiring stiffness and strength compensation is generated, and the basic data information such as the thickness, coverage area, and setting position of the target reinforcement plate is determined accordingly, realizing targeted reinforcement of weak parts of the longitudinal beam. Finally, based on the basic data information, a suitable reinforcement plate structure is constructed, so that the reinforcement area, size, and shape of the reinforcement plate are precisely matched with the actual stress requirements of the longitudinal beam. This improves the lateral stiffness of the longitudinal beam under independent suspension without increasing the overall vehicle weight, effectively suppressing the inward deformation problem caused by the lateral force of the suspension, thereby improving the structural stability of the commercial vehicle chassis, extending its service life, and ensuring driving safety. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0017] Figure 1 A flowchart illustrating a simulation method for a commercial vehicle chassis reinforcement plate according to the present invention is shown;

[0018] Figure 2 A schematic diagram of the structure of a first embodiment of the commercial vehicle simulation method according to the present invention is shown;

[0019] Figure 3 A schematic diagram of a second embodiment of the commercial vehicle simulation method according to the present invention is shown;

[0020] Figure 4 A schematic diagram of a third embodiment of the commercial vehicle simulation method according to the present invention is shown.

[0021] The above figures include the following reference numerals:

[0022] 10. Longitudinal beams;

[0023] 100. Strengthen the cavity structure;

[0024] 11. Longitudinal body;

[0025] 111. Connecting hole;

[0026] 12. Wing plate;

[0027] 120. Bolt hole;

[0028] 121. Upper wing plate;

[0029] 122. Lower wing plate;

[0030] 20. Reinforcing plate;

[0031] 21. Reinforcing plate body;

[0032] 211. Weight reduction hole;

[0033] 212. Mating hole;

[0034] 213. Reinforced sleeve;

[0035] 22. Connecting section;

[0036] 220. Through hole. Detailed Implementation

[0037] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0038] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0039] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0040] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0041] Combination Figure 1 As shown in the figure, according to a specific embodiment of this application, a simulation method for a commercial vehicle chassis reinforcement plate is provided.

[0042] Figure 1 This is a flowchart of a simulation method for a commercial vehicle chassis reinforcement plate according to one embodiment of the present invention, such as... Figure 1 As shown, the process includes the following steps:

[0043] Step S21: Obtain the stress information and basic information of the target vehicle frame longitudinal beam. The basic information includes at least the stiffness bearing information and strength bearing information of each point of the target vehicle frame longitudinal beam, and the stress information includes at least the magnitude and direction of the force at each point of the target vehicle frame longitudinal beam.

[0044] Specifically, by quantifying the load-bearing capacity and external load conditions at each point, direct mechanical basis can be provided for subsequent structural simulation design. Stiffness load-bearing information reflects the longitudinal beam's ability to resist deformation, while strength load-bearing information characterizes its ability to resist failure; together, they constitute the performance boundary of the longitudinal beam itself. The magnitude and direction of the force clarify the way the external load acts in space. Combining these two aspects can determine the stress state and deformation trend of each region of the longitudinal beam, thereby ensuring that the design of subsequent reinforcement structures matches the stress distribution and avoiding blindly increasing materials or omitting key load paths.

[0045] Step S22: Based on the force information and basic information, generate a reinforcement plate coverage model and determine the basic data information of the target reinforcement plate. The reinforcement plate coverage model is used to represent the compensation data information of the points that need to be compensated for stiffness and strength. The basic data information includes at least the thickness data, coverage area data, and setting location data of the target reinforcement plate.

[0046] Specifically, firstly, a reinforcement plate coverage model is constructed based on stress and basic information. This model comprehensively analyzes the deformation and stress distribution characteristics of the longitudinal beams under load to identify the specific points requiring stiffness and strength compensation, and represents the compensation data information of the points in the form of spatial location and compensation requirements. Subsequently, based on the compensation area identified by the coverage model, the basic data information of the target reinforcement plate is determined, including its thickness, coverage area, and installation location. This directly reflects the physical parameters required for structural reinforcement of the weak stress areas, ensuring that the reinforcement plate can accurately correspond to the parts that need to improve stiffness and strength. Thus, without relying on specific structural details, it provides a basis for the formation of the subsequent box-type assembly.

[0047] Step S23: Determine the target reinforcement plate structure based on basic data information.

[0048] Specifically, the target reinforcement plate structure is first determined based on basic data information. That is, based on the load distribution borne by the longitudinal beam of the vehicle frame, the lateral force characteristics brought by the independent suspension, and the geometric dimensions of the original channel longitudinal beam, the outline and installation position of the reinforcement plate to be added to the inner side of the longitudinal beam are directly derived.

[0049] It should be noted that this process does not involve specific material selection or manufacturing processes. It only clarifies the basic form of the box structure by inputting data information to ensure that the reinforcing plate needs to be assembled face-to-face with the inner side of the longitudinal beam to form a box structure. This ensures that the structural layout can directly improve the lateral stiffness of the longitudinal beam and meet the high stiffness requirements of the independent suspension for the frame.

[0050] Through the above steps, the stress and basic information of the target vehicle frame longitudinal beam under actual working conditions are obtained. The stress information includes the magnitude and direction of the force at each point, and the basic information covers the stiffness and strength bearing capacity at each point, thus comprehensively depicting the dynamic load distribution and structural response characteristics of the longitudinal beam under independent suspension. Based on the above multi-dimensional data, a reinforcement plate coverage model that accurately reflects the area requiring stiffness and strength compensation is generated, and the basic data information such as the thickness, coverage area, and placement of the target reinforcement plate is determined accordingly, realizing targeted reinforcement of weak parts of the longitudinal beam. Finally, based on the basic data information, a suitable reinforcement plate structure is constructed, so that the reinforcement area, size, and shape of the reinforcement plate are precisely matched with the actual stress requirements of the longitudinal beam. This improves the lateral stiffness of the longitudinal beam under independent suspension without increasing the overall vehicle weight, effectively suppressing the inward deformation problem caused by the lateral force of the suspension, thereby improving the structural stability of the commercial vehicle chassis, extending its service life, and ensuring driving safety.

[0051] Optionally, in steps S22-S23, based on the force information and foundation information, a reinforcing plate coverage model is generated, the basic data information of the target reinforcing plate is determined, and based on the basic data information, the structure of the target reinforcing plate is determined, including:

[0052] Step S221: If the point where stiffness compensation is required for the target frame longitudinal beam is determined to be the longitudinal beam body, the location of the target reinforcing plate is determined to be a relative position to the inner side of the longitudinal beam body at a preset distance.

[0053] Specifically, by acquiring the stress and foundation information of the target vehicle frame longitudinal beam, a reinforcing plate covering model reflecting the stiffness and strength requirements of the points requiring compensation is constructed. When the points requiring stiffness compensation are identified as being located on the longitudinal beam body, the target reinforcing plate is proactively positioned relative to the inner side of the longitudinal beam body at a preset distance. This avoids structural interference or poor stress transmission caused by the reinforcing plate being directly attached to the inner wall of the longitudinal beam. Without altering the original structure of the longitudinal beam, an independent stiffness compensation area is formed by reserving space, enabling the reinforcing plate to more effectively share the lateral load, improve the overall stiffness compensation efficiency, and ensure assembly feasibility and structural reliability. Ultimately, this effectively solves the problem of inward deformation caused by insufficient lateral stiffness when the longitudinal beam of a commercial vehicle is matched with an independent suspension.

[0054] In step S221, by setting the target reinforcing plate to be opposite to the inner surface of the longitudinal beam body and at a certain distance, a reinforcing cavity is formed between the target reinforcing plate and the longitudinal beam body after they are connected. The whole structure is a "box-shaped" structure. The reinforcing cavity and the partially closed box-shaped structure can improve the lateral stiffness and torsional stiffness of the longitudinal beam, and meet the requirements of the independent suspension for the target frame.

[0055] Optionally, in steps S22-S23, based on the force information and foundation information, a reinforcing plate coverage model is generated, the basic data information of the target reinforcing plate is determined, and based on the basic data information, the structure of the target reinforcing plate is determined, including:

[0056] Step S222: If the target frame longitudinal beam is determined to have stiffness compensation at the wing plate, the target reinforcement plate is set at the surface that is in contact with the wing plate.

[0057] Specifically, a reinforcement plate coverage model is generated based on the stress information and basic information of the target frame longitudinal beam to accurately identify the points that need stiffness compensation. When the point is a wing plate, the target reinforcement plate is positioned to fit the surface of the wing plate, allowing the reinforcement plate to act directly on the weak stress surface of the wing plate area. This eliminates the problem of delayed or ineffective stiffness compensation caused by position offset or reserved gaps in traditional setting methods. Thus, without increasing the overall structural mass, the local lateral deformation resistance of the wing plate area is significantly improved, effectively suppressing the inward deformation of the longitudinal beam under independent suspension matching, achieving precise reinforcement of key load-bearing parts, and achieving the technical effect of improving the stiffness and stability of the chassis structure and optimizing the vehicle's handling safety and durability.

[0058] Optionally, the basic information also includes the location information of the connecting holes on the target frame longitudinal beam. The location information of the connecting holes is used to indicate the location of the connecting holes on the longitudinal beam body. In step S22, based on the basic information, a reinforcing plate coverage model is generated, and the basic data information of the target reinforcing plate is determined, including:

[0059] Step S223: Based on the connection hole location information, determine that the coverage area of ​​the target reinforcing plate does not include the position opposite to the connection hole.

[0060] Specifically, by acquiring the location information of the connection holes of the target frame longitudinal beam, and using it together with stiffness bearing information, strength bearing information, and the magnitude and direction of the force, a reinforcement plate coverage model is generated. This allows for the proactive avoidance of areas corresponding to the connection hole locations when determining the coverage area of ​​the target reinforcement plate. This ensures that the installation of the reinforcement plate does not obstruct or interfere with the normal function of the original connection holes on the longitudinal beam body, avoiding problems such as assembly conflicts, inability to connect fasteners, or decreased connection reliability caused by improper reinforcement plate layout. This effectively compensates for the shortcomings of existing technologies that only focus on overall stiffness and strength compensation while ignoring structural compatibility defects. It achieves the goal of improving the load-bearing performance of the longitudinal beam while ensuring the integrity and reliability of the original component connection function, ultimately achieving a synergistic improvement effect of strengthening structural optimization and assembly practicality.

[0061] Optionally, in step S22, based on the basic information, a reinforcement plate coverage model is generated, and the basic data information of the target reinforcement plate is determined, including:

[0062] Step S224: If the compensation data of the points where stiffness and strength compensation of the target frame longitudinal beam are required is less than the preset value, a weight reduction hole with a preset diameter is opened at the point where the point is located relative to the target reinforcing plate.

[0063] Specifically, a reinforcement plate coverage model is generated based on the stress and basic information of the target vehicle frame longitudinal beam, and its thickness, coverage area, and installation location are determined to effectively compensate for areas with insufficient stiffness and strength. On this basis, local areas where the compensation data is less than the preset value are further identified among the points that need compensation. Weight reduction holes with preset diameters are opened at the reinforcement plate positions corresponding to these points. This allows for the precise removal of unnecessary materials without changing the overall compensation coverage and structural load-bearing capacity, eliminating redundant mass caused by over-strengthening, and achieving a lightweight design of the reinforcement plate. This effectively alleviates the problem of inward deformation caused by insufficient lateral stiffness of the longitudinal beam when commercial vehicles are matched with independent suspension, while taking into account structural strength and overall vehicle fuel economy, achieving the dual technical effects of improving the comprehensive performance of the chassis system and the level of lightweighting.

[0064] Combination Figures 2 to 4 As shown, according to another aspect of the present invention, a commercial vehicle is also provided.

[0065] Specifically, commercial vehicles have a chassis assembly, such as Figure 2 As shown, the chassis assembly includes a longitudinal beam 10 and a reinforcing plate 20. The reinforcing plate 20 is designed using the simulation method of the commercial vehicle chassis reinforcing plate in the above embodiment. The longitudinal beam 10 extends along the length of the vehicle body and includes a longitudinal beam body 11 and a wing plate 12. The wing plate 12 is connected to the longitudinal beam body 11 and is disposed on one side of the longitudinal beam body 11. The reinforcing plate 20 is connected to at least one of the longitudinal beam body 11 and the wing plate 12. At least a portion of the reinforcing plate 20 extends along the width of the vehicle body so that a portion of the reinforcing plate 20 is fitted and connected to the wing plate 12. The longitudinal beam 10 and the reinforcing plate 20 are arranged at a distance along the width of the vehicle body, and the longitudinal beam 10 and the reinforcing plate 20 form a reinforcing cavity structure 100.

[0066] Applying the technical solution of this embodiment, the reinforcing plate 20 is matched with the thickness, coverage area and setting position determined by the simulation method in the aforementioned embodiment, and is attached to the longitudinal beam body 11 and the wing plate 12 and extends along the width direction of the vehicle body, so that a partially closed reinforcing cavity structure 100 is formed between the longitudinal beam 10 and the reinforcing plate 20, which effectively improves the lateral stiffness and torsional stiffness of the frame in the independent suspension action area, reduces the longitudinal beam inward buckling deformation caused by the lateral load of the suspension, and improves the overall bending and torsional performance of the longitudinal beam 10 without introducing additional structural components, thus meeting the requirements of the independent suspension for the lateral stiffness of the frame.

[0067] Specifically, such as Figure 2 , Figure 4 As shown, the reinforcing plate 20 includes a reinforcing plate body 21 and a connecting section 22. Along the width direction of the vehicle body, the reinforcing plate body 21 is disposed opposite to the longitudinal beam body 11. The connecting section 22 is connected to the reinforcing plate body 21 and is disposed at one end of the reinforcing plate body 21. The connecting section 22 extends along the width direction of the vehicle body, and the surface of the connecting section 22 is in contact with at least a portion of the surface of the wing plate 12. The connecting section 22, the reinforcing plate body 21, the longitudinal beam body 11, and the wing plate 12 form a reinforcing cavity structure 100.

[0068] In this embodiment, the reinforced cavity structure 100 not only improves the structural continuity of the connection area between the longitudinal beam body 11 and the wing plate 12, but also achieves uniform transmission and distribution of lateral force within the reinforced cavity structure 100 by incorporating the originally independent wing plate 12 into the load-bearing path. This effectively avoids stiffness reduction caused by partial connection breakage or incomplete cavity closure, significantly enhancing the overall torsional and bending resistance of the longitudinal beam under independent suspension conditions. At the same time, due to the fitting arrangement of the connecting section 22, the reinforced cavity structure 100 forms a gapless rigid boundary on the wing plate 12 side of the longitudinal beam, further improving the sealing performance and load transfer efficiency of the structure.

[0069] Specifically, such as Figure 4 As shown, the reinforcing plate body 21 has multiple weight reduction holes 211, and two adjacent weight reduction holes 211 are spaced apart along the length of the vehicle body.

[0070] In this embodiment, without changing the mechanical load-bearing path of the reinforcing plate body 21 and the longitudinal beam body 11 being arranged opposite each other, and the connecting section 22 and the wing plate 12 being attached to form the reinforcing cavity structure 100, the weight of the reinforcing plate body 21 is effectively reduced by regularly removing material from non-stress concentration areas, while maintaining the stiffness performance of the reinforcing cavity structure 100 under lateral and torsional conditions. Since the weight-reducing holes 211 are distributed at intervals along the length of the vehicle body, continuous weakening areas are avoided in the width direction of the vehicle body, ensuring that the reinforcing plate body 21 still has good stress transmission capability when bearing lateral loads. Moreover, the solid part between adjacent weight-reducing holes 211 can work together with the longitudinal beam body 11 and the connecting section 22 to form a stable truss support system, thereby achieving the goal of lightweighting while maintaining the overall integrity and durability of the structure.

[0071] In one embodiment of this application, the number and position of the weight reduction holes 211 can be adjusted according to the actual situation to achieve the purpose of vehicle weight reduction.

[0072] Furthermore, such as Figure 3 As shown, the wing plate 12 has multiple bolt holes 120, which are spaced apart along the length of the vehicle body. The connecting section 22 has multiple through holes 220, and the distance between two adjacent through holes 220 is the same as the distance between two adjacent bolt holes 120. The wing plate 12 and the connecting section 22 are connected by bolts.

[0073] In this embodiment, the spacing between two adjacent through holes 220 is consistent with the spacing between two adjacent bolt holes 120, enabling the connecting section 22 to achieve precise multi-point alignment with the wing plate 12 in the length direction of the vehicle body. The bolts pass through the through holes 220 and are fastened to the bolt holes 120. This not only ensures the stable fit between the connecting section 22 and the wing plate 12 in the longitudinal direction, avoiding displacement or loosening caused by uneven local stress, but also enables the reinforced cavity structure 100 formed by the reinforcing plate 20 and the longitudinal beam 10 to achieve uniform load transfer and coordinated deformation under lateral load, significantly improving the rigidity and torsional performance of the overall structure. At the same time, the bolt connection method facilitates assembly and disassembly, taking into account the feasibility of the manufacturing process and the convenience of maintenance.

[0074] Specifically, the wing plate 12 includes an upper wing plate 121 and a lower wing plate 122. The upper wing plate 121 and the lower wing plate 122 are arranged opposite each other along the vehicle height direction. There are two connecting sections 22. The two connecting sections 22 are arranged on both sides of the reinforcing plate body 21 along the vehicle height direction. One connecting section 22 is connected to the upper wing plate 121, and the other connecting section 22 is connected to the lower wing plate 122. At least a portion of the connecting sections 22, at least a portion of the upper wing plate 121, and at least a portion of the lower wing plate 122 surround and form the cavity wall of the reinforcing cavity structure 100.

[0075] In this embodiment, the reinforced cavity structure 100 constructs a symmetrical box-type load-bearing system in the vehicle height direction, which significantly improves the bending and torsional stiffness of the longitudinal beam 10 under vertical working conditions. It effectively resists the asymmetrical load and inward deformation generated on the upper wing 121 and lower wing 122 when the independent suspension is working, ensuring the structural stability and durability of the longitudinal beam assembly under complex road conditions. Without changing the basic components, it enhances the lateral stiffness and structural integrity of the longitudinal beam assembly.

[0076] According to another aspect of the present invention, a preferred embodiment of a simulation method for a commercial vehicle chassis reinforcement plate is also provided. A box-shaped chassis assembly is designed, in which the reinforcement plate 20 and the longitudinal beam 10 are face-to-face to form a partially closed chassis assembly, so as to improve the lateral stiffness and torsional height of the longitudinal beam 10 and meet the requirements of the matching independent suspension for the vehicle frame.

[0077] like Figure 2 As shown, the reinforcing plate 20 and the longitudinal beam 10 are connected by two rows of bolts on the upper and lower surfaces of the flange to form a stable box-shaped chassis assembly, which significantly improves the lateral stiffness and torsional stiffness of the longitudinal beam 10 structure.

[0078] like Figure 3 As shown, the longitudinal beam 10 makes full use of the width of the upper and lower flanges. A 13mm hole, with the same hole size and center-to-center distance as the reinforcing plate 20, is used to connect the longitudinal beam 10 and the reinforcing plate 20, saving the web space of the longitudinal beam 10.

[0079] like Figure 4 As shown, the reinforcing plate 20 has an opening on its ventral side. The 22mm hole center distance is consistent with that of the longitudinal beam 10, and is used to provide connection holes 111 for other parts on the frame. The reinforcing plate body 21 is also provided with mating holes 212 that mate with the connection holes 111 for corresponding connection. The web surface of the reinforcing plate 20 is opened A 100mm large hole is used to meet the requirements of lightweight design; the upper and lower flanges of the reinforcing plate 20 are opened. A 13mm hole, the hole size and center-to-center distance are consistent with the longitudinal beam 10. The reinforcing sleeve 213 is a stepped cylinder with an inner diameter of... 15mm, outer diameter at one end 20mm, the other end 23mm, reinforced sleeve 213 outer diameter 20 end inserts reinforcing plate 20 ventral side The 22mm hole is secured by spot welding around the perimeter. The reinforcing sleeve 213 meets the installation requirements of other parts on the chassis assembly, preventing stress concentration at the connecting bolt locations in the box-type chassis assembly and thus preventing damage. Welded nuts are spot-welded to the upper flange 121 and lower flange 122 of the reinforcing plate 20, with the hole center and diameter being [missing information]. The 13mm holes correspond one-to-one.

[0080] By comparing the simulation results of the box-type chassis assembly structure on the vehicle frame with those of the traditional channel-type chassis assembly, the box-type chassis assembly can significantly improve the lateral stiffness of the longitudinal beam 10, resist the deformation caused by the independent suspension, and the stress in the simulation is significantly reduced.

[0081] As can be seen from the above description, the embodiments of the present invention achieve the following technical effects:

[0082] (1) Improve lateral stiffness: The reinforced cavity structure 100 formed by the upper wing plate 121, the lower wing plate 122 and the connecting section 22 enhances the bending resistance of the longitudinal beam in the width direction of the vehicle body.

[0083] (2) Enhanced anti-torsion performance: The sealing characteristics of the cavity structure 100 are strengthened, which improves the ability of the longitudinal beam 10 to resist torsional loads and is suitable for independent suspension conditions.

[0084] (3) Compact and efficient structure: The stiffness is improved by utilizing the relative arrangement and connection relationship of the original longitudinal beam body 11, wing plate 12 and reinforcing plate 20 without relying on external additional structures.

[0085] (4) Deformation suppression: By strengthening the cavity structure 100 to constrain the inner area of ​​the longitudinal beam, the tendency of the traditional grooved longitudinal beam to buckle under the action of independent suspension is alleviated.

[0086] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0087] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0088] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0089] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A simulation method for a commercial vehicle chassis reinforcement plate, characterized in that, The method includes the following steps: Obtain the stress information and basic information of the target vehicle frame longitudinal beam, wherein the basic information includes at least the stiffness bearing information and strength bearing information of each point of the target vehicle frame longitudinal beam, and the stress information includes at least the magnitude and direction of the force at each point of the target vehicle frame longitudinal beam. Based on the stress information and the basic information, a reinforcing plate coverage model is generated to determine the basic data information of the target reinforcing plate. The reinforcing plate coverage model is used to represent the compensation data information of the points that need to be compensated for stiffness and strength. The basic data information includes at least the thickness data, coverage area data, and setting location data of the target reinforcing plate. Based on the aforementioned basic data information, the target reinforcement plate structure is determined.

2. The method according to claim 1, characterized in that, Based on the stress information and the basic information, a reinforcing plate coverage model is generated, the basic data information of the target reinforcing plate is determined, and the structure of the target reinforcing plate is determined based on the basic data information, including: When it is determined that the point where the stiffness compensation of the target frame longitudinal beam needs to be performed is the longitudinal beam body, the setting position of the target reinforcing plate is determined to be a relative position at a preset distance from the inner side of the longitudinal beam body.

3. The method according to claim 2, characterized in that, Based on the stress information and the basic information, a reinforcing plate coverage model is generated, the basic data information of the target reinforcing plate is determined, and the target reinforcing plate structure is determined based on the basic data information, including: If the point where the stiffness compensation of the target frame longitudinal beam is required is determined to be the wing plate, then the setting position of the target reinforcing plate is determined to be the surface that is in contact with the wing plate.

4. The method according to claim 3, characterized in that, The basic information also includes the connection hole location information of the target frame longitudinal beam. This connection hole location information indicates the position of the connection holes on the longitudinal beam body. Based on this basic information, a reinforcing plate coverage model is generated, and the basic data information of the target reinforcing plate is determined, including: Based on the location information of the connecting hole, it is determined that the coverage area of ​​the target reinforcing plate does not include the position opposite to the connecting hole.

5. The method according to any one of claims 1-4, characterized in that, Based on the aforementioned basic information, a reinforcement plate coverage model is generated, and the basic data information of the target reinforcement plate is determined, including: If the compensation data at the point where the stiffness and strength compensation of the target frame longitudinal beam are required is less than a preset value, a weight reduction hole of a preset diameter is opened at the point relative to the target reinforcing plate.

6. A commercial vehicle, characterized in that, The commercial vehicle has a chassis assembly, which includes a longitudinal beam (10) and a reinforcing plate (20). The reinforcing plate (20) is designed by the simulation method of the commercial vehicle chassis reinforcing plate according to any one of claims 1-5. The longitudinal beam (10) extends along the length of the vehicle body. The longitudinal beam (10) includes a longitudinal beam body (11) and a wing plate (12). The wing plate (12) is connected to the longitudinal beam body (11) and is disposed on the longitudinal beam body. On one side of (11), the reinforcing plate (20) is connected to at least one of the longitudinal beam body (11) and the wing plate (12), at least a portion of the reinforcing plate (20) extends along the width direction of the vehicle body so that a portion of the reinforcing plate (20) is fitted and connected to the wing plate (12), the longitudinal beam (10) and the reinforcing plate (20) are arranged at a distance along the width direction of the vehicle body, and the longitudinal beam (10) and the reinforcing plate (20) surround to form a reinforcing cavity structure (100).

7. The commercial vehicle according to claim 6, characterized in that, The reinforcing plate (20) includes: The reinforcing plate body (21) is arranged opposite to the longitudinal beam body (11) along the width direction of the vehicle body; A connecting segment (22) is connected to the reinforcing plate body (21). The connecting segment (22) is disposed at one end of the reinforcing plate body (21). The connecting segment (22) extends along the width direction of the vehicle body. The surface of the connecting segment (22) is in contact with at least a portion of the surface of the wing plate (12). The connecting section (22), the reinforcing plate body (21), the longitudinal beam body (11), and the wing plate (12) surround and form the reinforcing cavity structure (100).

8. The commercial vehicle according to claim 7, characterized in that, The reinforcing plate body (21) has multiple weight reduction holes (211), and two adjacent weight reduction holes (211) are spaced apart along the length of the vehicle body.

9. The commercial vehicle according to claim 7 or 8, characterized in that, The wing plate (12) has multiple bolt holes (120) spaced apart along the length of the vehicle body. The connecting section (22) has multiple through holes (220) with the distance between two adjacent through holes (220) being the same as the distance between two adjacent bolt holes (120). The wing plate (12) and the connecting section (22) are connected by bolts.

10. The commercial vehicle according to claim 9, characterized in that, The wing plate (12) includes an upper wing plate (121) and a lower wing plate (122). The upper wing plate (121) and the lower wing plate (122) are arranged opposite each other along the vehicle height direction. There are two connecting sections (22). The two connecting sections (22) are arranged on both sides of the reinforcing plate body (21) along the vehicle height direction. One of the connecting sections (22) is connected to the upper wing plate (121), and the other connecting section (22) is connected to the lower wing plate (122). At least a portion of the connecting section (22), at least a portion of the upper wing plate (121), and at least a portion of the lower wing plate (122) surround and form the cavity wall of the reinforcing cavity structure (100).

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