Body-in-white corrosion test transfer trolley with integral anti-corrosion structure

Abstract

The utility model provides a body-in-white corrosion test transfer trolley with an integral anti-corrosion structure, which comprises a longitudinal beam guide rail and a cross beam guide rail, positioning and limiting devices connected with the longitudinal beam guide rail are arranged at two ends of the cross beam guide rail, and the sections of the upper surfaces of the longitudinal beam guide rail and the cross beam guide rail are multi-section arc-shaped surfaces formed by a plurality of arcs in bilateral symmetry. The arc-shaped surfaces are used for preventing liquid accumulation on the tops of the upper surfaces of the longitudinal beam guide rail and the cross beam guide rail, each arc-shaped surface is composed of at least three arcs which are sequentially arranged from top to bottom according to the diameter from small to large, and the circle centers of the arcs forming the arc-shaped surfaces are located on the same vertical line; the upper surfaces of the longitudinal beam guide rails and the cross beam guide rails are arranged to be multi-section arc-shaped surfaces, so that weak corrosion to the test transfer trolley caused by liquid accumulation of a solution on the tops of the upper surfaces of the longitudinal beam guide rails and the cross beam guide rails is avoided, and the speed of the solution flowing from the top to the bottom just can break through the surface tension of the solution on the contour edge; therefore, the probability that the outline edge hangs the liquid drops is greatly reduced.

Description

Technical Field

[0001] The utility model relates to the technical field related to automobile corrosion resistance research, in particular to a body-in-white corrosion test transfer trolley. Background Art

[0002] During automobile production, in order to ensure the corrosion resistance and service life of the automobile, the automobile body needs to be subjected to an anti-corrosion test. There are many types of existing automobiles, and each type of automobile has different models and sizes. Before the automobile anti-corrosion test, the automobile needs to be transferred. Therefore, a variety of automobile transfer trolleys are needed to match the model and size of each automobile, which increases the cost of the automobile anti-corrosion test.

[0003] During the automobile anti-corrosion test, the salt water solution remaining on the test bench will remain on the test bench for a long time, causing weak corrosion of the test bench, thereby damaging the test bench and requiring the test bench to be replaced at irregular intervals, which increases the cost of the automobile anti-corrosion test again. Utility Model Content

[0004] The utility model aims to provide a body-in-white corrosion test transfer trolley with an integral anti-corrosion structure, which can meet the needs of automobile transfer and anti-corrosion testing at the same time.

[0005] To this end, the technical solution adopted by the utility model is: a white body corrosion test transfer trolley with an integral anti-corrosion structure, including two longitudinal beam guides and two transverse beam guides, the transverse beam guides are arranged on the longitudinal beam guides, and positioning and limiting devices for connecting with the longitudinal beam guides are arranged at both ends of the transverse beam guides. The upper surface cross-section of the longitudinal beam guide and the transverse beam guide is a multi-segment arc surface composed of a plurality of arcs that are symmetrical on the left and right. The multi-segment arc surface is used to prevent liquid accumulation on the top of the upper surface of the longitudinal beam guide and the transverse beam guide, and the arc surface is composed of at least three arcs arranged in sequence from small to large in diameter from top to bottom, and the centers of the arcs that constitute the multi-segment arc surface are on the same vertical line.

[0006] As a preferred embodiment of the above scheme, the number of arcs that make up the multi-segment arc cross-section is five, which are arc ①, arc ②, arc ③, arc ④, and arc ⑤ from top to bottom. The diameter of arc ① is between 30 and 60 mm. A tangent to arc ② is made at the intersection of arc ② and arc ①, and the angle θ2 between the tangent and the horizontal line is between 14 and 16°. A tangent to arc ③ is made at the intersection of arc ③ and arc ②, and the angle θ3 between the tangent and the horizontal line is between 17 and 19°. A tangent to arc ④ is made at the intersection of arc ④ and arc ③, and the angle θ4 between the tangent and the horizontal line is between 20 and 22°. A tangent to arc ⑤ is made at the intersection of arc ⑤ and arc ④, and the angle θ5 between the tangent and the horizontal line is between 23 and 25°.

[0007] Further preferably, the positioning and limiting device includes a positioning pin that passes through the lower surface of the crossbeam guide rail and is connected to the longitudinal beam guide rail, and a plurality of positioning holes that are arranged on the longitudinal beam guide rail and are connected to the positioning pin. The lower end of the positioning pin is a connecting section that passes through the crossbeam guide rail. The diameter of the connecting section decreases from top to bottom to match the positioning holes of different sizes. The positioning pin is threaded with a fastener. By setting positioning holes of different sizes on the longitudinal beam guide rail, and then setting the diameter of the lower end of the positioning pin to a size that matches the different positioning holes, the connection position of the crossbeam guide rail on the longitudinal beam guide rail can be adjusted to meet the transportation of vehicles of different sizes and the requirements of anti-corrosion experiments.

[0008] Further preferably, the fastener is composed of an upper fastening plate and a lower fastening plate that are fixedly connected, a connecting nut is arranged on the upper surface of the lower fastening plate, the positioning pin includes a smooth section at the upper end, a threaded section below the smooth section, and a connecting section below the threaded section, the lower fastening plate is connected to the threaded section, and the upper fastening plate is connected to the smooth section. The lower fastening plate is connected to the positioning pin by threading, so that the positioning pin can be fixed to the crossbeam guide rail, and the positioning pin can also be fixed to the positioning hole, which makes the connection more convenient and facilitates the connection between the crossbeam guide rail and the longitudinal beam guide rail.

[0009] More preferably, the spacing between each group of positioning holes is 180-220 mm, and the size of the positioning holes has five levels, with diameters of 5 mm, 10 mm, 15 mm, 20 mm, and 50 mm, respectively. Multiple groups of positioning holes are arranged at intervals on the longitudinal beam guide rail, which is convenient for adjusting the position of the cross beam guide rail during installation, and the size of the positioning holes has five levels, which can adjust the connection position of the cross beam guide rail within a small range, and is suitable for vehicles of various models and sizes to be tested.

[0010] Further preferably, shock absorbers are provided on the upper and lower inner surfaces of the crossbeam guide rails to reduce the impact force generated when the vehicle is placed, thereby improving the durability of the test bench and increasing its service life.

[0011] Further preferably, transverse connecting columns are provided on the inner sides of both ends of the longitudinal beam guide rail for connecting and fixing the longitudinal beam guide rail, and a towing hook is provided on the side of the transverse connecting column facing outward. Connecting columns are provided at both ends of the longitudinal beam guide rail, and towing hooks are provided on the connecting columns to facilitate the fixing and transportation of the test trolley.

[0012] Further preferably, push rods are provided at both ends of the upper surface of the longitudinal beam guide rail, and the push rods include a transverse horizontal section and an inclined section connected below the transverse horizontal section through a bending section, and the lower end of the inclined section is fixedly connected to the longitudinal beam guide rail.

[0013] Further preferably, the longitudinal beam guide rail is a hollow guide rail, and shock-absorbing rollers are respectively arranged at both ends of the longitudinal beam guide rail. The longitudinal beam guide rail is a hollow guide rail, and shock-absorbing rollers are arranged at both ends of the longitudinal beam guide rail, so that the weight of the test trolley can be moved manually, and the transportation is more convenient.

[0014] The beneficial effects of the utility model are as follows: the automobile body is fixed on the test transfer trolley by the longitudinal beam guide rail and the cross beam guide rail, and after the production of the automobile body is completed, the transfer and anti-corrosion test can be carried out directly, saving a lot of time and the cost required for the transfer trolley and the test bench, and the upper surfaces of the longitudinal beam guide rail and the cross beam guide rail are set to multiple arc surfaces, so as to avoid the accumulation of sprayed brine on the top of the upper surface of the upper longitudinal beam guide rail and the cross beam guide rail, causing weak corrosion to the test transfer trolley, and reducing the cost of replacing the test trolley. The speed of the solution when flowing from the top to the bottom can just break through the surface tension of the solution at the edge of the contour, so that the probability of droplets hanging on the edge of the contour is greatly reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a structural diagram of the test transfer trolley.

[0016] Figure 2 It is a structural diagram of the positioning and limiting device.

[0017] Figure 3 It is a schematic diagram of the position of the cross-sectional arc ① to the arc ⑤ of the longitudinal beam guide or the transverse beam guide.

[0018] Figure 4 It is a schematic diagram of the cross-sectional structure of a longitudinal beam guide or a transverse beam guide.

[0019] Figure 5 It is a schematic diagram of the installation position of the internal shock absorber of the beam guide.

[0020] Figure 6 It is a schematic diagram of the working status of the test transfer trolley. DETAILED DESCRIPTION

[0021] The utility model is further described below in conjunction with the accompanying drawings and embodiments.

[0022] like Figure 1-6 As shown, a body-in-white corrosion test transfer trolley with an integral anti-corrosion structure includes two longitudinal beam guides 1 and two transverse beam guides 2. The transverse beam guides 2 are arranged on the longitudinal beam guides 1. Positioning and limiting devices for connecting with the longitudinal beam guides 1 are arranged at both ends of the transverse beam guides 2.

[0023] The positioning and limiting device includes a positioning pin 4 that passes through the lower surface of the crossbeam guide rail 2 and is connected to the longitudinal beam guide rail 1, and a plurality of positioning holes that are arranged on the longitudinal beam guide rail 1 and are connected to the positioning pin 4. The lower end of the positioning pin 4 is a connecting section that passes through the crossbeam guide rail 2. The diameter of the connecting section decreases from top to bottom to match the positioning holes of different sizes. The fastener 5 is threadedly connected to the positioning pin 4. By setting positioning holes of different sizes on the longitudinal beam guide rail 1 and setting the diameter of the lower end of the positioning pin 4 to a size that matches the different positioning holes, the connection position of the crossbeam guide rail 2 on the longitudinal beam guide rail 1 can be adjusted to meet the transportation and anti-corrosion test requirements of vehicles of different sizes.

[0024] The spacing between each group of positioning holes is 180-220mm, and the size of the positioning holes has five levels, with diameters of 5mm, 10mm, 15mm, 20mm, and 50mm respectively. Multiple groups of positioning holes are arranged at intervals on the longitudinal beam guide rail 1 to facilitate the adjustment of the position of the cross beam guide rail 2 during installation, and the size of the positioning holes has five levels, which can adjust the connection position of the cross beam guide rail 2 within a small range, and is suitable for vehicles of various models and sizes to be tested.

[0025] The fastener 5 is composed of an upper fastening plate and a lower fastening plate that are fixedly connected. A connecting nut is arranged on the upper surface of the lower fastening plate. The positioning pin 4 includes a smooth section at the upper end, a threaded section below the smooth section, and a connecting section below the threaded section. The lower fastening plate is connected to the threaded section, and the upper fastening plate is connected to the smooth section. The lower fastening plate is connected to the positioning pin 4 by threading, and the positioning pin 4 can be fixed to the crossbeam guide rail 2, and the positioning pin 4 can also be fixed to the positioning hole, which makes the connection more convenient and facilitates the connection between the crossbeam guide rail 2 and the longitudinal beam guide rail 1.

[0026] Transverse connecting columns 6 are provided on the inner sides of both ends of the longitudinal beam guide rail 1 for connecting and fixing the longitudinal beam guide rail 1, and a towing hook 601 is provided on the side of the transverse connecting column 6 facing outward. Connecting columns are provided at both ends of the longitudinal beam guide rail 1, and towing hooks 601 are provided on the connecting columns to facilitate the fixing and transportation of the test trolley.

[0027] Push rods 8 are provided at both ends of the upper surface of the longitudinal beam guide rail 1 . The push rod 8 includes a transverse horizontal section and an inclined section connected below the transverse horizontal section through a bending section. The lower end of the inclined section is fixedly connected to the longitudinal beam guide rail 1 .

[0028] The longitudinal beam guide rail 1 is a hollow guide rail, and shock-absorbing rollers 7 are respectively arranged at both ends of the longitudinal beam guide rail 1. The longitudinal beam guide rail 1 is a hollow guide rail, and shock-absorbing rollers 7 are arranged at both ends of the longitudinal beam guide rail 1 to reduce the weight of the test trolley, so that the test trolley can be carried manually, and the carrying is more convenient.

[0029] like Figure 3 and Figure 4As shown, the upper surface cross-sections of the longitudinal beam guide 1 and the cross beam guide 2 are both multi-segment arcuate surfaces, which are used to prevent liquid accumulation on the top of the upper surface of the longitudinal beam guide 1 and the cross beam guide 2. The multi-segment arcuate surfaces are composed of at least three arcs arranged in order from small to large in diameter from top to bottom, and the centers of the arcs that make up the multi-segment arcuate surfaces are on the same vertical line. The multi-segment arcuate surfaces are used to prevent liquid accumulation on the top of the upper surface of the longitudinal beam guide 1 or the cross beam guide 2.

[0030] There are five arcs constituting the multi-segment arc cross section, which are arc ①, arc ②, arc ③, arc ④, and arc ⑤ from top to bottom. The diameter of arc ① is between 30 and 60 mm. A tangent to arc ② is made at the intersection of arc ② and arc ①, and an angle θ2 between the tangent and the horizontal line is between 14 and 16°. A tangent to arc ③ is made at the intersection of arc ③ and arc ②, and an angle θ3 between the tangent and the horizontal line is between 17 and 19°. A tangent to arc ④ is made at the intersection of arc ④ and arc ③, and an angle θ4 between the tangent and the horizontal line is between 20 and 22°. A tangent to arc ⑤ is made at the intersection of arc ⑤ and arc ④, and an angle θ5 between the tangent and the horizontal line is between 23 and 25°.

[0031] At a certain surface angle, the gravity of the water drop is greater than the viscous resistance of the salt water, so no salt water can adhere to the surface of the component, achieving a non-corrosive effect. That is, the speed at which the solution flows from the top to the bottom can just break through the surface tension of the solution at the edge of the contour. The main viscous resistance F D , characterizes the force on the brine caused by the velocity difference between the solid and liquid phases. The magnitude of this force is proportional to the velocity difference between the two phases and to the relative Reynolds number of the brine. The expression is as follows:

[0032]

[0033]

[0034] where ρ d is the density, D d is the diameter of the salt water. μ d Re is the dynamic viscosity. d is the relative Reynolds number of the brine, which represents the ratio of the inertial force to the viscous force when the brine flows around the solid. d is the brine velocity, k is the resistance coefficient, and the following empirical expression can be used:

[0035] Pipe resistance coefficient:

[0036] f is the pipe surface roughness coefficient, L is the pipe length, g is the gravity acceleration, and D is the pipe inner diameter. In engineering, the surface roughness f of general steel materials is 0.05mm to 0.15mm. The average density of seawater is ρ d=1.025g / cm 3 The diameter of the sprayed salt water is generally D d ≤100μm, the mechanical expression formula is:

[0037] F Dn ≤G n cosθ n

[0038]

[0039] Based on the above calculations, the angle range of the salt water sliding down the curved surface is between 10° and 25°. In this embodiment, the crossbeam guide rail 2 and the longitudinal beam guide rail 1 adopt an integral multi-segment arc surface, and the inclination angle is within this range to accelerate the flow of salt water and inhibit corrosion of parts (this embodiment uses the density of seawater as the density of salt water. In actual application, when the density of salt water changes, the angle between the tangent of adjacent arc intersections and the horizontal plane should be adjusted accordingly).

[0040] The automobile body is fixed on the test transfer trolley by the longitudinal beam guide 1 and the cross beam guide 2. After the production of the automobile body is completed, it can be directly transferred and tested for corrosion resistance, saving a lot of time and the cost required for the transfer trolley and the test bench. The upper surfaces of the longitudinal beam guide 1 and the cross beam guide 2 are set to arc surfaces, so as to avoid the accumulation of sprayed brine on the top of the upper surface of the longitudinal beam guide 1 and the cross beam guide 2, causing weak corrosion to the test transfer trolley, and reducing the cost of replacing the test trolley. The speed of the solution flowing from the top to the bottom can just break through the surface tension of the solution at the edge of the contour, so that the probability of droplets hanging on the edge of the contour is greatly reduced.

[0041] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A body-in-white corrosion test transfer trolley with an integral anti-corrosion structure, characterized in that: The invention comprises two longitudinal beam guide rails (1) and two transverse beam guide rails (2), wherein the transverse beam guide rails (2) are arranged on the longitudinal beam guide rails (1), and positioning limit devices for connecting with the longitudinal beam guide rails (1) are arranged at both ends of the transverse beam guide rails (2). The cross-section of the upper surface of the longitudinal beam guide rails (1) and the transverse beam guide rails (2) is a multi-section arc surface composed of a plurality of arcs that are symmetrical on both sides, and the multi-section arc surface is used to prevent liquid from accumulating on the top of the upper surface of the longitudinal beam guide rails (1) and the transverse beam guide rails (2). The arc surface is composed of at least three arcs arranged in order from small to large according to diameter from top to bottom, and the centers of the arcs constituting the multi-section arc surface are on the same vertical line.

2. According to the body-in-white corrosion test transfer trolley with an integral anti-corrosion structure as described in claim 1, it is characterized by: There are five arcs constituting the multi-segment arc cross section, which are arc ①, arc ②, arc ③, arc ④, and arc ⑤ from top to bottom. The diameter of arc ① is between 30 and 60 mm. A tangent to arc ② is made at the intersection of arc ② and arc ①, and an angle θ2 between the tangent and the horizontal line is between 14 and 16°. A tangent to arc ③ is made at the intersection of arc ③ and arc ②, and an angle θ3 between the tangent and the horizontal line is between 17 and 19°. A tangent to arc ④ is made at the intersection of arc ④ and arc ③, and an angle θ4 between the tangent and the horizontal line is between 20 and 22°. A tangent to arc ⑤ is made at the intersection of arc ⑤ and arc ④, and an angle θ5 between the tangent and the horizontal line is between 23 and 25°.

3. According to the body-in-white corrosion test transfer trolley with an integral anti-corrosion structure as described in claim 1, it is characterized by: The positioning and limiting device comprises a positioning pin (4) passing through the lower surface of the crossbeam guide rail (2) and connected to the longitudinal beam guide rail (1), and a plurality of positioning holes arranged on the longitudinal beam guide rail (1) and connected to the positioning pin (4); the lower end of the positioning pin (4) is a connecting section, which passes through the crossbeam guide rail (2); the diameter of the connecting section decreases from top to bottom and is used to match positioning holes of different sizes; a fastener (5) is threadedly connected to the positioning pin (4).

4. The body-in-white corrosion test transfer trolley with an integral anti-corrosion structure according to claim 3, characterized in that: The fastener (5) is composed of an upper fastening plate and a lower fastening plate which are fixedly connected, a connecting nut is arranged on the upper surface of the lower fastening plate, and the positioning pin (4) comprises a smooth section at the upper end, a threaded section below the smooth section and a connecting section below the threaded section, the lower fastening plate is connected to the threaded section, and the upper fastening plate is connected to the smooth section.

5. The body-in-white corrosion test transfer trolley with an integral anti-corrosion structure according to claim 4, characterized in that: The spacing between each group of positioning holes is 180 to 220 mm. There are five sizes of positioning holes, with diameters of 5 mm, 10 mm, 15 mm, 20 mm, and 50 mm respectively.

6. The body-in-white corrosion test transfer trolley with an integral anti-corrosion structure according to claim 1, characterized in that: Transverse connecting columns (6) are arranged on the inner sides of both ends of the longitudinal beam guide rail (1) for connecting and fixing the longitudinal beam guide rail (1), and a towing hook (601) is arranged on the side of the transverse connecting column (6) facing outward.

7. The body-in-white corrosion test transfer trolley with an integral anti-corrosion structure according to claim 1, characterized in that: Push rods (3) are provided at both ends of the upper surface of the longitudinal beam guide rail (1), and the push rod (3) comprises a transverse horizontal section and an inclined section connected below the transverse horizontal section via a bent section, and the lower end of the inclined section is fixedly connected to the longitudinal beam guide rail (1).

8. The body-in-white corrosion test transfer trolley with an integral anti-corrosion structure according to claim 1, characterized in that: The longitudinal beam guide rail (1) is a hollow guide rail, and shock-absorbing rollers (7) are respectively provided at both ends of the longitudinal beam guide rail (1).

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