Four-bridge equal-axle distance frame structure and heavy-load mine dump truck

Abstract

The application discloses a four-axle equal-distance frame structure and a heavy-load mine dump truck, and relates to the technical field of heavy-load vehicles.The frame body comprises main longitudinal beams arranged on both sides and a plurality of transverse reinforcing beams arranged along the main longitudinal beams in the longitudinal direction; the longitudinal thrust rods are arranged on the main longitudinal beams on both sides, one end of each longitudinal thrust rod is hinged to a corresponding cantilever support downwardly protruding from the lower wing surface of the main longitudinal beam, and the other end is hinged to a corresponding axle; the two cantilever supports on the main longitudinal beams on both sides are fixedly connected through a transverse tube beam, and each axle is arranged at equal intervals along the longitudinal direction of the frame body; the transverse tube beam and the two adjacent transverse reinforcing beams form a triangular truss structure, and the two corresponding cantilever supports on both sides support each other through the triangular truss structure when bearing the eccentric load or the steering lateral force. The equal-interval arrangement of the axles makes the load evenly distributed, the triangular truss structure provides lateral stable support, optimizes the load transmission path, eliminates stress superposition, and makes the overall stress of the frame uniform.

Description

Technical Field

[0001] This application relates to the field of heavy-duty vehicle technology, and in particular discloses a four-axle equal-wheelbase frame structure and a heavy-duty mining dump truck. Background Technology

[0002] Mining dump trucks are key equipment in open-pit mining and large-scale earthmoving transportation. As mining develops towards larger tonnage and higher efficiency, four-axle heavy-duty mining dump trucks have gradually become the main vehicle type for transportation of vehicles with a capacity of 200 tons or more, with the total weight of the vehicle generally exceeding 200 tons. As the only load-bearing base of the entire vehicle, the chassis must withstand the uniformly distributed static load of the cargo box, the lifting impact reaction force, the braking / steering off-center load, and the dynamic load of road surface bounce. It must also be adapted to the torsional load of four-axle independent steering and on-the-spot steering. It is one of the core components with the highest failure rate of ultra-large tonnage mining trucks. Therefore, its structural strength, torsional stiffness and reliability directly determine the service life and operational safety of the entire vehicle.

[0003] The existing four-axle mining dump truck frames generally suffer from the following technical problems: First, due to the spatial arrangement requirements of components such as the steering system and suspension system, the wheelbases of the axles in traditional four-axle frames are usually not completely equal. This results in uneven distribution of bending moments in the longitudinal sections of the frame under uniform load from the cargo box, with sudden changes in bending moment and local stress peaks at wheelbase changes. Under long-term heavy load conditions, cracking of longitudinal beam welds and plastic deformation failure occur frequently. Second, the longitudinal thrust rod supports on the left and right sides are independent and fixed to the web of the longitudinal beam without a lateral connection structure. Under braking, steering, or lifting conditions, the thrust rods on the left and right sides are subjected to uneven forces, and the root of the support bears a large alternating load, which easily leads to deformation and tearing, resulting in insufficient torsional stiffness of the frame. In addition, cargo box loads and impact loads are mostly concentrated on the upper flange and web area of ​​the longitudinal beam, while the lower flange of the longitudinal beam basically does not participate in the load-bearing or contributes very little to the load-bearing capacity. The frame's self-weight to load-bearing ratio is too high, so improvements are needed. Summary of the Invention

[0004] The purpose of this application is to provide a four-axle equal-wheelbase vehicle frame structure.

[0005] The purpose of this application is to provide a heavy-duty mining dump truck with a four-axle equal-wheelbase frame structure.

[0006] To achieve the above objectives, the technical solution adopted in this application is as follows: a four-axle equal-wheelbase frame structure, comprising: a frame body, the frame body including main longitudinal beams disposed on both sides and a plurality of transverse reinforcing beams arranged longitudinally along the main longitudinal beams; longitudinal thrust rods, the plurality of longitudinal thrust rods being disposed on the main longitudinal beams on both sides, one end of which is hinged to a corresponding cantilever support extending downward from the lower flange of the main longitudinal beam, and the other end is hinged to a corresponding axle; two corresponding cantilever supports on the main longitudinal beams on both sides are fixedly connected by transverse tubular beams, and each axle is arranged at equal intervals along the longitudinal direction of the frame body; the transverse tubular beams and two adjacent transverse reinforcing beams form a triangular truss structure, and the corresponding cantilever supports on both sides support each other through the triangular truss structure when subjected to eccentric loads or steering lateral forces.

[0007] As a preferred embodiment, each of the axles is provided with a corresponding lateral thrust rod. One end of the lateral thrust rod is connected to the axle, and the other end is connected to the vehicle frame body through a fixed support. The fixed support has three welding surfaces corresponding to the surface of the transverse reinforcing beam, the lower flange of the main longitudinal beam, and the inner web of the main longitudinal beam, respectively. The fixed support is simultaneously welded and fixed to the surface of the transverse reinforcing beam, the lower flange of the main longitudinal beam, and the inner web of the main longitudinal beam through the three welding surfaces. The lateral load generated when the vehicle travels laterally or turns is distributed and transmitted to different directions of the transverse reinforcing beam and the main longitudinal beam through the three welding surfaces.

[0008] As a preferred embodiment, the main longitudinal beam is further provided with several hydropneumatic suspensions. One end of each hydropneumatic suspension is hinged to a corresponding upper suspension support on the outer wall of the main longitudinal beam, and the other end is connected to the corresponding axle. The bottom of the upper suspension support is provided with a reinforcing rib, which extends downward to the lower flange of the main longitudinal beam and is fully welded to it. Under the impact of wheel bounce, when the hydropneumatic suspension pushes the upper suspension support upward, part of the impact load is directly transmitted to the lower flange of the main longitudinal beam through the reinforcing rib.

[0009] As a preferred embodiment, a connecting beam is also included, which is disposed between the two cantilever supports at the corresponding cargo box lifting position and forms an integrated support with the corresponding transverse tube beam for mounting the lifting mechanism.

[0010] As a preferred embodiment, the cantilever support corresponding to the cargo box lifting position is fully welded to both the lower flange of the main longitudinal beam and the inner web of the main longitudinal beam; the lifting reaction force output by the lifting mechanism is transmitted to the two cantilever supports corresponding to the cargo box lifting position via the integrated support, and then simultaneously distributed to the main longitudinal beam via the lower flange of the main longitudinal beam and the inner web of the main longitudinal beam.

[0011] As a preferred embodiment, each cantilever support is provided with two longitudinal thrust rods, which are arranged vertically. The four longitudinal thrust rods on the two corresponding cantilever supports are respectively connected to the two ends of the corresponding axle and arranged symmetrically.

[0012] As a preferred embodiment, a transverse tube beam and a connecting crossbeam are provided between the two cantilever supports corresponding to the cargo box lifting position, and the transverse tube beam and the connecting crossbeam are arranged horizontally to form an integrated support. Two mounting seats are symmetrically arranged on the integrated support, and the mounting seats are used to assemble the lifting mechanism. Two transverse tube beams are provided between the other two corresponding cantilever supports, and the two transverse tube beams are arranged vertically. Their respective horizontal heights correspond to the horizontal heights of the hinge points of the two longitudinal thrust rods on the cantilever supports.

[0013] As a preferred embodiment, the main frame is a welded integral rigid box-type frame, the main longitudinal beam is a through beam, the cargo box bottom plate is fitted to the upper wing surface of the main frame, and the uniformly distributed load of the cargo box is transferred to the main longitudinal beam through the upper wing surface of the main frame.

[0014] Further preferred, after the uniformly distributed load of the cargo box is transmitted to the main longitudinal beam via the upper wing surface of the main frame body, at least a portion of the load is diverted to the axle via the cantilever support and the longitudinal thrust rod, and at least a portion of the load is transmitted to the axle via the upper suspension support and the hydropneumatic suspension. Under lifting conditions, the lifting reaction force is transmitted to the lower wing surface and inner web of the main longitudinal beam via the integrated support and the corresponding cantilever support.

[0015] Another technical solution of this application is: a heavy-duty mining dump truck, which has the above-mentioned four-axle equal-wheelbase frame structure.

[0016] Compared with the prior art, the beneficial effects of this application are as follows: (1) This application arranges each axle at equal intervals along the longitudinal direction of the main body of the frame, so that the load of the cargo box is evenly distributed among each axle. The difference in bending moment between each section of the frame in the longitudinal direction can be controlled within 10%, and the maximum stress is reduced by more than 25%. It effectively avoids the sudden change in bending moment and local stress concentration caused by different wheelbases under the traditional unequal wheelbase arrangement, solves the problem of cracking of longitudinal beam welds and plastic deformation failure, and is suitable for long-term heavy load conditions of ultra-large tonnage of 200 tons and above, and improves fatigue life by 40%.

[0017] (2) This application sets a transverse tube beam between the corresponding cantilever supports on both sides and forms a triangular truss structure with the transverse tube beam and two adjacent transverse reinforcing beams. When the cantilever supports on both sides are subjected to eccentric load or steering lateral force, the triangular truss structure supports each other, realizing the lateral linkage of the left and right longitudinal thrust rod supports. The lateral torsional resistance is increased by more than 60%, effectively solving the problem of easy deformation and tearing of the thrust rod support under braking and steering eccentric load conditions.

[0018] (3) This application connects one end of the longitudinal thrust rod to the cantilever support extending downward from the lower flange of the main longitudinal beam, so that the axle load is transferred to the lower flange of the main longitudinal beam through the longitudinal thrust rod and the cantilever support. This changes the single force transmission mode in the traditional structure where the load is concentrated on the upper flange and web. The lower flange of the longitudinal beam participates in bearing the load and counteracts the bending stress of the upper flange. The material utilization rate of the entire cross section of the longitudinal beam is improved, and the load-bearing self-weight ratio of the frame is significantly optimized.

[0019] (4) This application achieves uniform load distribution and reduces peak bending moment by arranging the axles at equal intervals. The triangular truss structure provides lateral stability support, resists eccentric torsional loads, optimizes the load transfer path, and eliminates stress superposition. The cantilever support on the lower wing surface guides the load to the lower wing surface, achieving the synergistic effect of full cross-section bearing, thus realizing the technical effect of uniform stress and no concentrated sudden changes in the overall frame. Attached Figure Description

[0020] Figure 1 This is a three-dimensional structural diagram of the present invention from a first perspective.

[0021] Figure 2 This is a three-dimensional structural schematic diagram of the invention from a second perspective.

[0022] Figure 3 This is a three-dimensional structural diagram of the present invention from a third perspective.

[0023] Figure 4 This is a three-dimensional structural diagram of the present invention from a fourth perspective.

[0024] Figure 5 This is a side view of the present invention.

[0025] Figure 6 This is a bottom view of the present invention.

[0026] Figure 7 yes Figure 1 A magnified view of part A.

[0027] Figure 8 yes Figure 1 A magnified view of part B.

[0028] Figure 9 yes Figure 1A magnified view of part C.

[0029] Figure 10 yes Figure 3 A magnified view of part D.

[0030] Figure 11 yes Figure 4 A magnified view of a portion of point E.

[0031] In the diagram: 1. Main frame; 11. Main longitudinal beam; 111. Lower flange; 112. Inner web; 113. Upper flange; 12. Transverse reinforcing beam; 2. Longitudinal thrust rod; 3. Cantilever support; 4. Transverse tubular beam; 5. Connecting crossbeam; 51. Mounting seat; 6. Transverse thrust rod; 7. Fixed support; 8. Hydro-pneumatic suspension; 9. Upper suspension support; 91. Reinforcing rib; 100. Axle; 101. Cargo box. Detailed Implementation

[0032] The present application will be further described below with reference to specific embodiments. It should be noted that, without conflict, the various embodiments or technical features described below can be arbitrarily combined to form new embodiments.

[0033] In the description of this application, it should be noted that the directional terms such as "center", "lateral", "longitudinal", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", and "counterclockwise" indicate the orientation and positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application 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. They should not be construed as limiting the specific protection scope of this application.

[0034] It should be noted that the terms "first," "second," etc., in the specification and claims of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0035] The terms “comprising” and “having”, and any variations thereof, in the specification and claims of this application are intended to cover non-exclusive inclusion, for example, a process, method, system, product, or device that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or device.

[0036] A preferred embodiment of this application, such as Figures 1 to 11 As shown, a four-axle equal-wheelbase frame structure includes: The frame body 1 includes main longitudinal beams 11 on both sides and several transverse reinforcing beams 12 arranged longitudinally along the main longitudinal beams 11.

[0037] In this embodiment, the main frame 1 is a rigid box frame with pure welding. The main longitudinal beam 11 is a through beam, which serves as the core beam for longitudinal load bearing of the whole vehicle and provides the main bending section. Several transverse reinforcing beams 12 rigidly connect the two main longitudinal beams 11 to form the transverse constraint of the box frame structure, ensuring the overall torsional stiffness and transverse stability of the main frame 1 and providing the installation foundation for all subsequent load bearing components.

[0038] The aforementioned pure welded box frame structure, which uses a through main longitudinal beam 11 in conjunction with multiple transverse reinforcing beams 12, significantly improves the overall bending section modulus and torsional stiffness of the main frame 1 compared to traditional segmented or riveted frames. This provides a structural foundation for ultra-large tonnage loads of 200 tons or more, and also creates the preconditions for subsequent core designs such as multi-path load distribution and uniformly distributed bearing at equal wheelbases.

[0039] In addition, on the frame body 1 of this embodiment, the bottom plate of the cargo box 101 is completely fitted to the upper wing surface 113 of the frame body 1 to apply a uniform load to the frame body 1. The uniform load of the cargo box 101 is transmitted to the main longitudinal beam 11 through the upper wing surface 113 of the frame body 1.

[0040] Longitudinal thrust rods 2, several longitudinal thrust rods 2 are set on the main longitudinal beams 11 on both sides, the upper end of which is hinged to the corresponding cantilever support 3 extending downward from the lower flange 111 of the main longitudinal beam 11, and the lower end is hinged to the corresponding axle 100; the two corresponding cantilever supports 3 on the main longitudinal beams 11 on both sides are fixedly connected by transverse tube beams 4, and each axle 100 is arranged at equal intervals along the longitudinal direction of the frame body 1.

[0041] The above-mentioned configuration in this embodiment can achieve three functions. First, the longitudinal driving force and braking force of each axle 100 can be transmitted to the frame through the longitudinal thrust rod 2. Second, the cantilever support 3 moves the hinge point of the longitudinal thrust rod 2 to the outside of the lower wing surface 111, so that the longitudinal force acts on the lower wing surface 111 through the cantilever support 3, making full use of the load-bearing capacity of the lower wing surface 111 and avoiding the traditional drawback of only the upper wing surface 113 and the inner web plate 112 bearing the load. Finally, the four axles are arranged with equal wheelbases, which can ensure that the uniform load of the cargo box 101 is evenly distributed among each axle 100, avoiding the concentrated and sudden changes in bending moment under the traditional unequal spacing arrangement. With the four axles arranged with equal wheelbases, the wheelbase deviation of adjacent axles 100 is no more than 1%. After the uniform load of the cargo box 101 is evenly distributed through each axle 100, the difference in bending moment of each section of the longitudinal part of the frame body 1 is no more than 10%, the maximum stress is reduced by more than 25%, and the fatigue life is increased by 40%.

[0042] In this embodiment, each cantilever support 3 is provided with two longitudinal thrust rods 2, which are arranged vertically. The four longitudinal thrust rods 2 on the two corresponding cantilever supports 3 are respectively connected to the two ends of the corresponding axle 100 and are arranged symmetrically. In terms of specific connection structure, the upper end of the longitudinal thrust rod 2 can be hinged to the pin hole at the end of the cantilever support 3 through, for example, a spherical bearing, and the lower end can also be hinged to the mounting lug at the end of the axle 100 through a spherical bearing. Of course, the specific connection method can also be adjusted by those skilled in the art according to the actual situation.

[0043] In addition, in this embodiment, the cantilever support 3 extends downward from the lower flange 111 of the main longitudinal beam 11, and the transverse pipe beam 4 is welded between the left and right corresponding cantilever supports 3. The two ends of the transverse pipe beam 4 are fully welded to the inner sidewall of the cantilever support 3. It should be noted that in order to adapt to heavy load conditions, the connection strength between the transverse pipe beam 4 and the cantilever support 3 is crucial. Therefore, it is preferable to use a whole through pipe beam rather than segmented welding.

[0044] In this embodiment, each axle 100 is provided with a corresponding transverse thrust rod 6. One end of the transverse thrust rod 6 is connected to the axle 100, and the other end is connected to the frame body 1 through a fixed support 7. The fixed support 7 has three welding surfaces corresponding to the surface of the transverse reinforcing beam 12, the lower flange 111 of the main longitudinal beam 11, and the inner web 112 of the main longitudinal beam 11. The fixed support 7 is simultaneously welded and fixed to the surface of the transverse reinforcing beam 12, the lower flange 111 of the main longitudinal beam 11, and the inner web 112 of the main longitudinal beam 11 through the three welding surfaces. The transverse load generated when the vehicle travels laterally or turns is distributed and transmitted to different directions of the transverse reinforcing beam 12 and the main longitudinal beam 11 through the three welding surfaces.

[0045] The lateral thrust bar 6 is used to bear the lateral load of the vehicle, such as steering centrifugal force, crosswind, and lateral road inclination, and transfers the lateral force from the main body of the axle 100 to the frame. In this embodiment, the traditional single-sided inner web plate 112 welding is replaced by welding three load-bearing surfaces simultaneously through a three-sided welding structure. The load at the root of the fixed support 7 is distributed to the three load-bearing surfaces, reducing stress concentration by more than 35%. Furthermore, the lateral load is distributed and transmitted in three different directions, which can give full play to the advantages of each load-bearing surface. The lower flange 111 resists bending, the inner web plate 112 resists shear, and the surface of the transverse reinforcing beam 12 resists compression, thus solving the problem of weld cracking of the fixed support 7 under ultra-large tonnage conditions.

[0046] With the above configuration, it can be understood that each axle 100 is equipped with one transverse thrust rod 6 and four longitudinal thrust rods 2, forming a one-transverse-four-longitudinal structure. The four longitudinal thrust rods 2 are arranged symmetrically on the left and right, with one on each side, one at the top and one at the bottom, to accurately transmit the longitudinal force and longitudinal torque during the driving and braking process. The vertical pairings make the braking torque cancel each other out, preventing the axle 100 from pitching or twisting. One transverse thrust rod 6 is transversely connected to the middle of the frame and the axle 100, and is used to independently bear the lateral loads such as steering centrifugal force.

[0047] Through the aforementioned spatial arrangement of one horizontal and four vertical axes, the longitudinal and lateral loads are independently borne by thrust rods in different directions without interference, avoiding stress superposition and premature failure caused by the same thrust rod bearing combined longitudinal and lateral loads simultaneously in traditional structures. At the same time, the symmetrical arrangement of the four longitudinal thrust rods 2 ensures balanced longitudinal force transmission at both ends of the axle 100. When there is a unilateral load, the left and right cantilever supports 3 are supported by the transverse tube beams 4, and with the three-sided welded fixed supports 7 of the transverse thrust rods 6, each axle 100 obtains stable force transmission, which greatly improves the vehicle's handling stability, braking smoothness and anti-roll capability, and is especially suitable for harsh usage scenarios such as frequent turning, turning on the spot and emergency braking under unmanned driving conditions.

[0048] The connecting beam 5 is set between the two cantilever supports 3 at the corresponding lifting position of the cargo box 101, and forms an integrated support with the corresponding transverse tube beam 4 for installing the lifting mechanism.

[0049] By eliminating the independent lifting support through the above settings, the number of parts and welding processes are reduced, resulting in a 8% to 10% reduction in the frame weight. This integrated design simplifies the assembly process and reduces manufacturing costs.

[0050] It should be noted that the cantilever support 3 corresponding to the lifting position of the cargo box 101 is fully welded to the lower flange 111 of the main longitudinal beam 11 and the inner web plate 112 of the main longitudinal beam 11. The lifting reaction force output by the lifting mechanism is transmitted to the two cantilever supports 3 corresponding to the lifting position of the cargo box 101 through the integrated support, and then simultaneously distributed to the main longitudinal beam 11 through the lower flange 111 and the inner web plate 112 of the main longitudinal beam 11.

[0051] The cantilever support 3 is fully welded to the lower flange 111 of the main longitudinal beam 11 and the inner web plate 112 of the main longitudinal beam 11. The lifting reaction force is distributed to the cantilever supports 3 on both sides through the integrated support, and then distributed to the lower flange 111 and the inner web plate 112. The stress concentration at the root of the cantilever support 3 is reduced by more than 35%, which avoids tearing of the cantilever support 3 or cracking of the weld during lifting.

[0052] In this embodiment, a transverse tube beam 4 and a connecting crossbeam 5 are provided between the two cantilever supports 3 corresponding to the lifting position of the cargo box 101. The transverse tube beam 4 and the connecting crossbeam 5 are arranged horizontally to form an integrated support. Two mounting seats 51 are symmetrically arranged on the integrated support. The mounting seats 51 are used to assemble the lifting mechanism, such as a lifting cylinder or an electric cylinder. Two transverse tube beams 4 are provided between the other two corresponding cantilever supports 3. The two transverse tube beams 4 are arranged vertically, and their respective horizontal heights are equal to the horizontal heights of the hinge points of the two longitudinal thrust rods 2 on the cantilever support 3.

[0053] With the above configuration, the integrated support corresponding to the lifting position of the cargo box 101 has both support strength and lifting hinge installation, thus achieving two functions at the same time; the two transverse tube beams 4 that do not correspond to the lifting position of the cargo box 101 are arranged vertically, so that the hinge points of the upper and lower longitudinal thrust rods 2 respectively form transverse rigid support through their respective corresponding transverse tube beams 4, making the force transmission path more direct and the overall structure more compact.

[0054] In this embodiment, a plurality of hydropneumatic suspensions 8 are also provided on the main longitudinal beam 11. One end of the hydropneumatic suspension 8 is hinged to the corresponding upper suspension support 9 on the outer side wall of the main longitudinal beam 11, and the other end is connected to the corresponding axle 100. The bottom of the upper suspension support 9 is provided with a reinforcing rib 91, which extends downward to the lower flange 111 of the main longitudinal beam 11 and is fully welded to it. When the hydropneumatic suspension 8 pushes the upper suspension support 9 upward under the impact of wheel bounce, part of the impact load is directly transmitted to the lower flange 111 of the main longitudinal beam 11 through the reinforcing rib 91.

[0055] The hydropneumatic suspension 8 is a force transmission and buffer element between the wheel and the main body of the frame 1. In this application, a downwardly extending reinforcing rib 91 is added to the bottom of the upper suspension support 9 and welded to the lower flange 111. The suspension impact load, which is traditionally borne only by the inner web plate 112, is diverted to the lower flange 111. Since the lower flange 111 has a large bending cross-sectional area and strong load-bearing capacity, this arrangement can make full use of the load-bearing potential of the lower flange 111 of the main longitudinal beam 11. Under the impact of wheel bounce, part of the load bypasses the inner web plate 112 and is directly transmitted to the lower flange 111, and the stress peak of the inner web plate 112 and the root of the upper suspension support 9 is greatly reduced. In addition, the reinforcing rib 91 also serves as a bottom support rib of the upper suspension support 9 to prevent the upper suspension support 9 from being deformed under pressure.

[0056] With the above structural arrangement, the uniformly distributed load of the cargo box 101 is transmitted to the main longitudinal beam 11 via the upper wing surface 113 of the frame body 1. At least part of the load is diverted to the axle 100 via the cantilever support 3 and the longitudinal thrust rod 2. At least part of the load is transmitted to the axle 100 via the upper suspension support 9 and the hydropneumatic suspension 8. Under the lifting condition, the lifting reaction force is transmitted to the lower wing surface 111 and the inner web plate 112 of the main longitudinal beam 11 via the integrated support and the corresponding cantilever support 3.

[0057] In this embodiment, the load is no longer transmitted through a single suspension path, but is diverted through the longitudinal thrust rod 2 path and the hydropneumatic suspension 8 path, so that the stress level of each load-bearing path is reduced proportionally. Furthermore, the lower flange 111 of the main longitudinal beam 11 is fully activated to bear the load through multiple paths such as the cantilever support 3 and the reinforcing rib 91. After the load is led to the lower flange 111 of the main longitudinal beam 11, it can counteract part of the bending stress of the upper flange 113. The material utilization rate of the main longitudinal beam 11 is greatly improved, and the load-bearing self-weight ratio of the frame structure is significantly optimized. In addition, the lifting reaction force and the driving load adopt different transmission path designs to avoid stress concentration caused by the superposition of loads on the same structure.

[0058] The transverse tube beam 4 and the two adjacent transverse reinforcing beams 12 form a triangular truss structure, such as Figure 5 As shown by the dashed triangle in the figure, the cantilever supports 3 on both sides support each other through the triangular truss structure when subjected to eccentric loads or lateral turning forces.

[0059] In this embodiment, the existing transverse reinforcing beam 12 of the frame body 1 and the transverse tube beam 4 between the cantilever support 3 are used to construct a triangular stable topological relationship between the two sides of the frame body 1. When there is an off-center load or steering, the lateral force of tension on one side of the cantilever support 3 is transmitted to the other side of the cantilever support 3 through the triangular truss structure, so that the left and right sides support each other, the lateral torsional resistance is increased by 60%, and the risk of deformation or tearing of the cantilever support 3 is significantly reduced under asymmetrical working conditions such as braking off-center load, lifting off-center load, and turning on the spot.

[0060] Another technical solution of this application is: a heavy-duty mining dump truck, which has the above-mentioned four-axle equal-wheelbase frame structure.

[0061] Currently, mines are transforming towards large-tonnage, unmanned, and high-efficiency operations. Rear-tipping dump trucks with a capacity of 200 tons or more (including unmanned four-axle independent steering dump trucks) are gradually becoming the mainstay of heavy-duty transportation, with the total weight of the vehicles generally exceeding 200 tons. Therefore, the requirements for the load-bearing life, structural reliability, and weight control of the chassis frame are far higher than those for traditional fuel-powered mining trucks. This embodiment provides a heavy-duty mining dump truck with the aforementioned four-axle equal-wheelbase frame structure, meeting the higher requirements for mining trucks in the current market. By setting the aforementioned four-axle equal-wheelbase frame structure, the heavy-duty mining dump truck of this embodiment can withstand uniformly distributed static loads on the cargo box 101, lifting impact reaction forces, braking and steering off-center loads, and road surface bounce dynamic loads. It can also adapt to torsional loads from four-axle independent steering and in-situ steering.

[0062] The basic principles, main features, and advantages of this application have been described above. Those skilled in the art should understand that this application is not limited to the above embodiments. The embodiments and descriptions in the specification are merely the principles of this application. Various changes and modifications can be made to this application without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims. The scope of protection claimed by this application is defined by the appended claims and their equivalents.

Claims

1. A four-axle equal-wheelbase vehicle frame structure, characterized in that, include: The main frame includes main longitudinal beams on both sides and several transverse reinforcing beams arranged longitudinally along the main longitudinal beams; Longitudinal thrust rods, a plurality of such longitudinal thrust rods are arranged on the main longitudinal beams on both sides, one end of which is hinged to the corresponding cantilever support extending downward from the lower flange of the main longitudinal beam, and the other end is hinged to the corresponding axle; the two corresponding cantilever supports on the main longitudinal beams on both sides are fixedly connected by transverse tube beams, and each axle is arranged at equal intervals along the longitudinal direction of the vehicle frame body. The transverse tube beam and the two adjacent transverse reinforcing beams form a triangular truss structure, and the cantilever supports on both sides support each other through the triangular truss structure when subjected to eccentric loads or lateral turning forces.

2. The four-axle equal-wheelbase frame structure as described in claim 1, characterized in that, Each of the aforementioned axles is provided with a corresponding lateral thrust rod. One end of the lateral thrust rod is connected to the axle, and the other end is connected to the vehicle frame body through a fixed support. The fixed support has three welding surfaces corresponding to the surface of the transverse reinforcing beam, the lower flange of the main longitudinal beam, and the inner web of the main longitudinal beam, respectively. The fixed support is simultaneously welded and fixed to the surface of the transverse reinforcing beam, the lower flange of the main longitudinal beam, and the inner web of the main longitudinal beam through the three welding surfaces. The lateral load generated when the vehicle travels laterally or turns is distributed and transmitted to different directions of the transverse reinforcing beam and the main longitudinal beam through the three welding surfaces.

3. The four-axle equal-wheelbase frame structure as described in claim 1, characterized in that, Several hydropneumatic suspensions are also provided on the main longitudinal beam. One end of each hydropneumatic suspension is hinged to the corresponding upper suspension support on the outer wall of the main longitudinal beam, and the other end is connected to the corresponding axle. The bottom of the upper suspension support is provided with a reinforcing rib, which extends downward to the lower flange of the main longitudinal beam and is fully welded to it. When the hydropneumatic suspension pushes the upper suspension support upward under the impact of wheel bounce, part of the impact load is directly transmitted to the lower flange of the main longitudinal beam through the reinforcing rib.

4. The four-axle equal-wheelbase frame structure as described in claim 3, characterized in that, It also includes a connecting beam, which is set between the two cantilever supports at the corresponding cargo box lifting position and forms an integrated support with the corresponding transverse tube beam for installing the lifting mechanism.

5. A four-axle equal-wheelbase frame structure as described in claim 4, characterized in that, The cantilever support corresponding to the cargo box lifting position is fully welded to the lower flange of the main longitudinal beam and the inner web of the main longitudinal beam; the lifting reaction force output by the lifting mechanism is transmitted to the two cantilever supports corresponding to the cargo box lifting position through the integrated support, and then distributed to the main longitudinal beam through the lower flange of the main longitudinal beam and the inner web of the main longitudinal beam.

6. The four-axle equal-wheelbase frame structure as described in claim 1, characterized in that, Each cantilever support is provided with two longitudinal thrust rods, which are arranged vertically. The four longitudinal thrust rods on the two corresponding cantilever supports are respectively connected to the two ends of the corresponding axle and are arranged symmetrically.

7. A four-axle equal-wheelbase frame structure as described in claim 4, characterized in that, Between the two cantilever supports corresponding to the cargo box lifting position, a transverse tube beam and a connecting crossbeam are provided, and the transverse tube beam and the connecting crossbeam are arranged horizontally to form an integrated support. Two mounting seats are symmetrically arranged on the integrated support, and the mounting seats are used to assemble the lifting mechanism. Between the other two corresponding cantilever supports, two transverse tube beams are provided, and the two transverse tube beams are arranged vertically. Their respective horizontal heights correspond to the horizontal heights of the hinge points of the two longitudinal thrust rods on the cantilever supports.

8. A four-axle equal-wheelbase frame structure as described in claim 4, characterized in that, The main frame is a welded integral rigid box frame, the main longitudinal beam is a through beam, the cargo box bottom plate is fitted to the upper wing surface of the main frame, and the uniformly distributed load of the cargo box is transferred to the main longitudinal beam through the upper wing surface of the main frame.

9. A four-axle equal-wheelbase frame structure as described in claim 8, characterized in that, After the uniformly distributed load of the cargo box is transferred to the main longitudinal beam via the upper flange of the frame body, at least part of the load is diverted to the axle via the cantilever support and the longitudinal thrust rod. At least part of the load is transferred to the axle via the upper suspension support and the hydropneumatic suspension. Under lifting conditions, the lifting reaction force is transferred to the lower flange and inner web of the main longitudinal beam via the integrated support and the corresponding cantilever support.

10. A heavy-duty mining dump truck, characterized in that, It has a four-axle equal-axis frame structure as described in any one of claims 1 to 9.

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