Fabricated light-weight aluminum alloy carriage

Abstract

The utility model relates to an assembly type light-weight aluminum alloy carriage, and belongs to the technical field of lorry carriages. The fabricated lightweight aluminum alloy carriage comprises a wallboard assembly (1), a ceiling assembly (2), a rear door assembly (3), a side door assembly (4) and a bottom plate assembly (5), all the assemblies are in threaded connection or riveted connection and can be detached to be in a sheet shape; the aluminum alloy variable-wall-thickness bent plates are adopted, the mass of the carriage can be effectively reduced, the corrosion resistance and weather resistance of the carriage are improved, mounting and dismounting are convenient and fast, and the transportation cost is reduced through riveting and screw joint.

Description

Technical Field

[0001] The utility model relates to the technical field of truck compartments, in particular to an assembled lightweight aluminum alloy compartment. Background Art

[0002] Truck compartments are various types of compartments installed on the truck frame and used to load and transport goods. At present, most compartments are welded and formed using steel plates and steel profiles. A slight scratch will cause the steel exposed to the air to corrode and rust, and the steel compartment itself has a large weight. In the face of the market demand for lightweight vehicles, compartments that account for a large proportion of the vehicle mass are the best choice to achieve lightweighting of the entire vehicle.

[0003] At present, the truck compartment uses steel corrugated plate as the panel and steel channel steel as the keel for welding to make the compartment wall. However, there are many shortcomings in the existing technology. For example, the welding structure makes the product welded into a whole, which is not conducive to maintenance, and it is impossible to disassemble and replace parts. The product manufacturing process is irreversible; the high temperature generated during welding may reduce the metal properties near the weld and reduce the product's bearing capacity; welding is dangerous, and the welding quality depends on the operator's proficiency; the product after welding is too large in overall size and is not easy to transport; the steel structure itself is too heavy, resulting in high vehicle weight and high energy consumption; the steel has poor corrosion resistance, and a slight scratch will cause the steel exposed to the air to oxidize and rust, or even corrode holes, affecting the service life of the compartment. Utility Model Content

[0004] Aiming at a series of problems in the existing steel carriages on the market, such as heavy weight, poor anti-corrosion performance, inconvenient maintenance, and high transportation costs, the utility model provides an assembled lightweight aluminum alloy carriage, which adopts aluminum alloy variable wall thickness bending plates, and can effectively reduce the weight of the carriage through riveting and screwing connection, improve the anti-corrosion and weather resistance of the carriage, make installation and disassembly convenient, and reduce transportation costs.

[0005] An assembled lightweight aluminum alloy carriage comprises a wall panel assembly (1), a ceiling assembly (2), a rear door assembly (3), a side door assembly (4) and a bottom plate assembly (5); each of the assemblies is screwed or riveted and can be disassembled into sheets;

[0006] The wall panel assembly (1) comprises a right side wall (6), a front wall (8), a rear wall (9), a left side wall (10), and a wall panel connecting plate (7); the upper side beams (12) of the right side wall (6), the front wall (8), the rear wall (9), and the left side wall (10) are connected to the ceiling assembly (2), and the lower side beams (13) are connected to the bottom plate assembly (5). The columns (11) of the right side wall (6) and the left side wall (10) are connected to the front wall (8); the columns (11) of the rear wall (9) are connected to the right side wall (6) and the left side wall (10); the right side wall (6), the front wall (8), the rear wall (9), and the left side wall (10) are connected via the columns (11) and then connected via the wall panel connecting plate (7).

[0007] The plate material used in the wall panel assembly (1) is a plate material with variable wall thickness. The wall panels (14) of the right wall (6), the front wall (8) and the left wall (10) have a lower wall thickness of 1.5 mm to 2 mm and a height of 300 mm to 500 mm, a middle wall thickness of 1.2 mm to 1.5 mm and a height of 700 mm to 800 mm, an upper wall thickness of 0.8 mm to 1.5 mm and a height of 700 mm to 1000 mm, and a transition zone height of 50 mm to 100 mm.

[0008] The two ends of the wall panel (14) are respectively bent into a "J" shape and a "kou" shape, and can be riveted on three sides with a spacing of 200mm-300mm; the wall panel (14) and the column (11), the upper side beam (12), and the lower side beam (13) are all connected by rivets with a spacing of 200mm-300mm uniformly distributed; the connection part between the column (11) and the wall panel (14) is divided into two parts, an inner part and an outer part.

[0009] The upright column (11) and the upper and lower side beams are all extruded profiles.

[0010] The ceiling assembly (2) is an arched structure with a high middle part and low surrounding parts. The ceiling assembly (2) is formed by riveting a front pressure strip (15), a side pressure strip (17), a rear pressure strip (20), a skin (18), and an upper side beam (12). The keel (16) and the square tube support (19) are vertically screwed to the upper side beam (12) of the wall through a connecting plate. The skin (18) and the keel (16) and the square tube support (19) are glued. The keel (16) and the square tube support (19) are both profiles. The keel profile is in the shape of a "J" and is evenly spaced at intervals of 300mm-600mm. The square tube support (19) and the keel (16) are both ceiling supports. A square tube support is arranged 300mm-500mm away from the rear door.

[0011] The rear door assembly (3) comprises a hinge assembly (21), a door panel (22), a door lock assembly (23), a door frame assembly (24) and a sealing member; the rear door assembly (3) is connected to a door seat on a rear wall (9) column (11) via the hinge assembly (21); the door lock assembly (23) is installed on the mounting holes of the upper and lower cross beams of the rear wall (9); and the rear door assembly (3) is a mirror-symmetrical double door.

[0012] The side door assembly (4) has the same composition as the rear door assembly (3), and the side door assembly (4) is a single door.

[0013] The floor assembly (5) comprises a floor connecting plate (25), a longitudinal beam connecting plate (26), a longitudinal beam reinforcing plate (27), a longitudinal beam (28), a floor (29), and a front reinforcing cross beam (30). The floor assembly (5) is screwed to the lower side beam (13) through the floor connecting plate (25). The floor (29) is a multi-cavity profile. After the floor (29) is assembled along a slot, it is screwed to the longitudinal beam (28) through the longitudinal beam connecting plate (26). The short side of the floor (29) is riveted to the lower side beam (13). The front reinforcing cross beam (30) is connected to the lower side beam (13) of the front wall (8) in a direction perpendicular to the longitudinal beam reinforcing plate (27).

[0014] The beneficial effects of the utility model are:

[0015] 1. Riveting and screwing are used instead of welding. Damaged parts can be disassembled and replaced when necessary, and the assembly process is reversible.

[0016] 2. The riveting and screwing process will not produce high temperature that affects the metal properties and can be carried out at room temperature.

[0017] 3. The assembly process is simple to operate and provides high safety protection for operators.

[0018] 4. Due to the simplicity of the assembly process, the carriage can be pre-assembled into sheets for delivery, and then assembled into a carriage after receipt, which not only saves loading space and reduces transportation costs, but also meets the different delivery needs of customers.

[0019] 5. Use aluminum alloy bending plates as the car panel, and design the wall without keels to reduce the overall weight of the car. At the same time, the car wall panels are made into plates with gradually thinning wall thickness from bottom to top, which can further reduce the weight of the car. This will achieve lightweight vehicles and reduce energy consumption.

[0020] 6. Aluminum alloy has excellent anti-corrosion properties and is non-toxic and harmless, which can effectively increase the service life of the car.

[0021] In view of the problem of the large weight of existing steel carriages in the market, the utility model uses aluminum alloy materials to reduce the weight; designs variable-wall-thickness wall panels to further reduce the weight; designs to bend the wall panels into a "ji" shape and a "kou" shape, which is convenient for connection and eliminates the need to design horizontal or vertical stiffeners for the wall panels, further reducing the overall weight.

[0022] In view of the problems of high maintenance cost, high transportation cost, short service life, etc. of welded carriages. The utility model adopts a cold connection assembly structure such as screwing or riveting, and all components can be disassembled into sheet-like components. The installation process is reversible, which is convenient for operations such as packing and shipping, installation and disassembly, daily maintenance, and local damage repair, greatly reducing the transportation cost, installation cost, and repair cost, and also improving the service life of the product. Brief Description of the Drawings

[0023] Figure 1 It is the general assembly drawing of an assembled lightweight aluminum alloy carriage;

[0024] Figure 2 It is the exploded view of an assembled lightweight aluminum alloy carriage;

[0025] Figure 3 It is the assembly drawing of the wall panel assembly;

[0026] Figure 4 It is the exploded view of the wall panel assembly;

[0027] Figure 5 It is the schematic diagram of the variable-wall-thickness wall panel;

[0028] Figure 6 It is the schematic diagram of the wall panel connection;

[0029] Figure 7 It is the cross-sectional view of the column profile;

[0030] Figure 8 It is the cross-sectional view of the upper side beam and the lower side beam profiles;

[0031] Fig. 9 It is the assembly drawing of the wall panel and the upper and lower side beams and the columns;

[0032] Fig.10 It is the connection diagram of the column and the wall panel;

[0033] Fig.11 It is the assembly drawing of the ceiling assembly;

[0034] Fig.12 It is the schematic diagram of the rear door assembly:

[0035] Fig.13 It is the schematic diagram of the side door assembly;

[0036] Fig.14 It is the schematic diagram of the floor assembly;

[0037] Fig.15 This is a schematic diagram of the installation of the floor and longitudinal beams;

[0038] Fig.16 This is a schematic diagram of the installation of the base plate assembly and the wall panel assembly.

[0039] In the figure, 1. wall panel assembly; 2. ceiling assembly; 3. rear door assembly; 4. side door assembly; 5. bottom plate assembly; 6. right side wall; 7. wall panel connecting plate; 8. front wall; 9. rear wall; 10. left side wall; 11. column; 12. upper side beam; 13. lower side beam; 14. wall panel; 15. front pressure strip; 16. keel; 17. side pressure strip; 18. skin; 19. square tube support; 20. rear pressure strip; 21. folding assembly; 22. door panel; 23. door lock assembly; 24. door frame assembly; 25. floor connecting plate; 26. longitudinal beam connecting plate; 27. longitudinal beam reinforcement plate; 28. longitudinal beam; 29. ​​floor; 30. front reinforcement beam. DETAILED DESCRIPTION

[0040] The present invention will be further described in detail below with reference to the accompanying drawings and specific examples.

[0041] like Figure 1 , Figure 2 As shown, an assembled lightweight aluminum alloy carriage is mainly used in the transportation industry, comprising a wall panel assembly (1), a ceiling assembly (2), a rear door assembly (3), a side door assembly (4) and a floor assembly (5); each assembly is screwed or riveted to facilitate loading and unloading or later maintenance, and all components can be disassembled into sheets to facilitate packaging and delivery.

[0042] like Figure 3 , Figure 4 As shown, the wall panel assembly (1) comprises a right side wall (6), a front wall (8), a rear wall (9), a left side wall (10), and a wall panel connecting plate (7); the upper side beams (12) of the right side wall (6), the front wall (8), the rear wall (9), and the left side wall (10) are connected to the ceiling assembly (2), and the lower side beams (13) are connected to the bottom plate assembly (5); the columns (11) of the right side wall (6) and the left side wall (10) are connected to the front wall (8); the columns (11) of the rear wall (9) are connected to the right side wall (6) and the left side wall (10); the right side wall (6), the front wall (8), the rear wall (9), and the left side wall (10) are connected via the columns (11) and then connected via the wall panel connecting plate (7).

[0043] like Figure 5As shown, the wallboard assembly (1) uses variable-wall-thickness plates, while traditional carriage wallboards are all of equal-wall-thickness plates. This not only increases the overall mass but also causes waste of material properties. According to the force-bearing situation of the wallboard, the lower wall thickness of the wallboards (14) of the right wall (6), front wall (8), and left wall (10) is set to 1.5 mm - 2 mm, the height is 300 - 500 mm, the middle wall thickness is set to 1.2 mm - 1.5 mm, the height is 700 mm - 800 mm, the upper wall thickness is set to 0.8 mm - 1.5 mm, the height is 700 mm - 1000 mm, and the height of the transition zone is all 50 mm - 100 mm. Through this three-section setting, both the performance of the carriage is ensured and the overall weight is effectively reduced.

[0044] As Figure 6 shown, traditional carriage wallboards are designed with reinforcing ribs on the inner side to ensure the strength of the wallboards. Both ends of the wallboard (14) are bent into a "Ji" shape and a "Kou" shape respectively. It is convenient for assembly and can be riveted on three sides, with a spacing of 200 mm - 300 mm; at the same time, there is no need to design horizontal or vertical reinforcing ribs for the wallboard, further reducing the overall weight.

[0045] As Fig. 9 shown, the wallboard (14) is connected to the column (11), upper side beam (12), and lower side beam (13) by rivets, with a spacing of 200 mm - 300 mm evenly distributed; as Fig.10 shown, the connection part between the column (11) and the wallboard (14) is divided into two parts, the inside and the outside.

[0046] As Figure 7 、 8 shown, the column (11), upper and lower side beams are all extruded profiles, and the cross-section of the profiles is as shown in the figure.

[0047] As Fig.11 shown, the ceiling assembly (2) is of an arched structure with a high middle and low surroundings as a whole,

[0048] The ceiling assembly (2) is formed by riveting the front pressure strip (15), side pressure strip (17), rear pressure strip (20) with the skin (18) and the upper side beam (12). The keel (16) and the square tube support (19) are vertically screwed to the wall upper side beam (12) through connecting plates. The skin (18) is adhesively bonded between the keel (16) and the square tube support (19). Both the keel (16) and the square tube support (19) are profiles. The keel profile is in a "Ji" shape, with a spacing of 300 mm - 600 mm evenly distributed. The square tube support (19) and the keel (16) are both ceiling supports, and a square tube support is set at a distance of 300 mm - 500 mm from the rear door. This structure can not only reduce the weight of the top accumulation but also strengthen the overall structure.

[0049] As Fig.12As shown, the rear door assembly (3) comprises a hinge assembly (21), a door panel (22), a door lock assembly (23), a door frame assembly (24) and a sealing member; the rear door assembly (3) is connected to a door seat on a rear wall (9) column (11) via the hinge assembly (21); the door lock assembly (23) is installed on the mounting holes of the upper and lower cross beams of the rear wall (9); and the rear door assembly (3) is a mirror-symmetrical double door.

[0050] like Fig.13 As shown, the side door assembly (4) is composed of the same as the rear door assembly (3), and the side door assembly (4) is a single door.

[0051] like Fig.14 , 15 As shown in 16, the floor assembly (5) includes a floor connecting plate (25), a longitudinal beam connecting plate (26), a longitudinal beam reinforcement plate (27), a longitudinal beam (28), a floor (29), and a front reinforcement beam (30). The floor assembly (5) is screwed to the lower side beam (13) through the floor connecting plate (25). The floor (29) is a multi-cavity profile. After the floor (29) is assembled along the slot, it is screwed to the longitudinal beam (28) through the longitudinal beam connecting plate (26). The short side of the floor (29) is riveted to the lower side beam (13). The front reinforcement beam (30) is connected to the lower side beam (13) of the front wall (8) in a direction perpendicular to the longitudinal beam reinforcement plate (27).

[0052] like Fig.16 As shown, compared with the traditional design of laying crossbeams under steel plates as reinforcement, the profile floor is lighter and stronger. It can not only effectively bear the weight of the cargo, but also because the floor 29 is riveted to the lower side beam 13 in the wall panel assembly, and the floor connecting plate 25 is screwed to the lower side beam 13, the bottom plate as a whole has more connection points with the wall, which plays a greater role in strengthening the overall structure of the car.

[0053] Finite element analysis was performed on an assembled lightweight aluminum alloy car body of the present embodiment, and the results showed that the assembled lightweight aluminum alloy car body met the strength (maximum stress not greater than 230 MPa) and stiffness requirements (residual deformation not greater than 12 mm).

[0054] A simulation scheme for the design of a 3-ton assembled lightweight aluminum alloy carriage was conducted to verify its strength and stiffness performance. Strength analysis, stiffness analysis, and snow load analysis were determined. Among them, the strength analysis includes vertical impact conditions, steering conditions, braking conditions, etc. The stiffness analysis includes wall panel stiffness, rear door stiffness, etc. The snow load analysis includes the condition of 600mm snow thickness on the top plate.

[0055] 1. In the strength analysis, facing the front of the car, the right-hand rule is used to determine the overall coordinates of the car, with the rear of the car as the positive X direction, the left side of the car as the positive Y direction, and the top of the car as the positive Z direction. The loading method is as follows:

[0056] The vertical impact condition is no loading in X direction, no loading in Y direction, and -2.5g loading in Z direction;

[0057] The steering conditions are no load in X direction, 0.5g load in Y direction, and -1g load in Z direction;

[0058] The braking conditions are -1g loading in X direction, no loading in Y direction, and -1g loading in Z direction.

[0059] The simulation results show that the maximum stress value of the vertical impact condition is 219.29MP, the maximum stress value of the steering condition is 196.74MP, and the maximum stress value of the braking condition is 210.3MP, which meets the strength requirements (maximum stress is not more than 230MPa).

[0060] 2. In the stiffness analysis, 8829N force was applied to the wall panel and rear door respectively for simulation analysis. The conclusions are as follows:

[0061] The residual deformation of the wall panel stiffness analysis is 1.17mm; the residual deformation of the rear door stiffness analysis is 1.54mm. The simulation results meet the stiffness requirements (residual deformation is no more than 12mm).

[0062] 3. In the snow load analysis, a snow thickness load of 600 mm is applied to the top plate. The conclusions are as follows:

[0063] When loaded with 600mm thick snow, the maximum stress of the car body is 212.85MPa, the maximum displacement of the roof is 39.09mm, and no permanent deformation occurs after unloading. The simulation results meet the strength and stiffness requirements.

Claims

1. An assembled lightweight aluminum alloy carriage, characterized in that: It comprises a wall panel assembly (1), a ceiling assembly (2), a rear door assembly (3), a side door assembly (4) and a bottom plate assembly (5); each of the assemblies is screwed or riveted and can be disassembled into sheets; The wall panel assembly (1) comprises a right side wall (6), a front wall (8), a rear wall (9), a left side wall (10), and a wall panel connecting plate (7); the upper side beams (12) of the right side wall (6), the front wall (8), the rear wall (9), and the left side wall (10) are connected to the ceiling assembly (2), and the lower side beams (13) are connected to the bottom plate assembly (5); the columns (11) of the right side wall (6) and the left side wall (10) are connected to the front wall (8); the columns (11) of the rear wall (9) are connected to the right side wall (6) and the left side wall (10); the right side wall (6), the front wall (8), the rear wall (9), and the left side wall (10) are connected via the columns (11) and then connected via the wall panel connecting plate (7); The plate material used in the wall panel assembly (1) is a plate material with variable wall thickness. The wall panels (14) of the right wall (6), the front wall (8) and the left wall (10) have a lower wall thickness of 1.5 mm to 2 mm and a height of 300 mm to 500 mm, a middle wall thickness of 1.2 mm to 1.5 mm and a height of 700 mm to 800 mm, an upper wall thickness of 0.8 mm to 1.5 mm and a height of 700 mm to 1000 mm, and a transition zone height of 50 mm to 100 mm.

2. The assembled lightweight aluminum alloy carriage according to claim 1, characterized in that: The two ends of the wall panel (14) are respectively bent into a "J" shape and a "kou" shape, and can be riveted on three sides with a spacing of 200mm-300mm; the wall panel (14) is connected to the column (11), the upper side beam (12), and the lower side beam (13) by rivets with a spacing of 200mm-300mm uniformly distributed; the connection part between the column (11) and the wall panel (14) is divided into two parts, an inner part and an outer part.

3. The assembled lightweight aluminum alloy carriage according to claim 1, characterized in that: The upright column (11) and the upper and lower side beams are all extruded profiles.

4. The assembled lightweight aluminum alloy carriage according to claim 1, characterized in that: The ceiling assembly (2) is an arched structure with a high middle part and low surrounding parts. The ceiling assembly (2) is formed by riveting a front pressure strip (15), a side pressure strip (17), a rear pressure strip (20), a skin (18), and an upper side beam (12). The keel (16) and a square tube support (19) are vertically screwed to the upper side beam (12) of the wall through a connecting plate. The skin (18) is glued to the keel (16) and the square tube support (19). The keel (16) and the square tube support (19) are both profiles. The keel profile is in a "J" shape and is evenly spaced at intervals of 300mm-600mm. The square tube support (19) and the keel (16) are both ceiling supports. A square tube support is provided at a distance of 300mm-500mm from the rear door.

5. The assembled lightweight aluminum alloy carriage according to claim 1, characterized in that: The rear door assembly (3) comprises a hinge assembly (21), a door panel (22), a door lock assembly (23), a door frame assembly (24) and a sealing member; the rear door assembly (3) is connected to a door seat on a rear wall (9) column (11) via the hinge assembly (21); the door lock assembly (23) is installed on the mounting holes of the upper and lower cross beams of the rear wall (9); and the rear door assembly (3) is a mirror-symmetrical double door.

6. The assembled lightweight aluminum alloy carriage according to claim 1, characterized in that: The side door assembly (4) has the same composition as the rear door assembly (3), and the side door assembly (4) is a single door.

7. The assembled lightweight aluminum alloy carriage according to claim 1, characterized in that: The floor assembly (5) comprises a floor connecting plate (25), a longitudinal beam connecting plate (26), a longitudinal beam reinforcing plate (27), a longitudinal beam (28), a floor (29), and a front reinforcing cross beam (30). The floor assembly (5) is screwed to the lower side beam (13) through the floor connecting plate (25). The floor (29) is a multi-cavity profile. After the floor (29) is assembled along a slot, it is screwed to the longitudinal beam (28) through the longitudinal beam connecting plate (26). The short side of the floor (29) is riveted to the lower side beam (13). The front reinforcing cross beam (30) is connected to the lower side beam (13) of the front wall (8) in a direction perpendicular to the longitudinal beam reinforcing plate (27).

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