Automobile switching balancing weight

Abstract

The utility model discloses an automobile transfer balancing weight which comprises a balancing weight body, the balancing weight body is provided with a length direction, positioning holes are formed in the two ends of the balancing weight in the length direction, the balancing weight body is connected to a tail chassis through the positioning holes, the balancing weight body is provided with two hoisting pieces, and the two hoisting pieces are oppositely arranged. The hoisting piece is used for hoisting the balancing weight body to be installed on an automobile body. Original positioning pins of a frame correspond to positioning holes of a balancing weight body and are fixed, an automobile is balanced in the front-back direction when the interior chassis switching system is connected, the accident that the automobile turns over and falls off due to the fact that the gravity center of the automobile moves forwards is avoided, economic losses caused by damage to surrounding production line equipment are avoided, and the safety of surrounding operators is guaranteed. The balancing weight body is adjusted away at the low station of the chassis and can be recycled, and meanwhile the vehicle body passing safety risk is within the controllable range, so that safety and reliability are achieved; the weight of the balancing weight body is moderate, and hoisting of the balancing weight body is completed in cooperation with the hoisting piece.

Description

Technical Field

[0001] The utility model belongs to the technical field of automobile manufacturing, and particularly relates to an automobile transfer counterweight block. Background Art

[0002] At present, the assembly production of vehicle models on the general assembly production line basically consists of interior line, chassis line and final line. After the interior-related parts are assembled on the interior line, the body is connected to the chassis hoist through the transfer system for chassis assembly. Generally, there is no need to consider the center of gravity of the body. However, some special models, such as the N360PPL model, are non-load-bearing bodies, which are different from the load-bearing bodies of existing mass-produced models. The large changes in body size require the cargo box to be assembled after the production line, that is, off-line assembly. Therefore, only the cockpit and frame are assembled on the production line, which causes the center of gravity of this model to move forward. When the interior to chassis transfer system receives the vehicle, the body will roll over and fall, and there is a great safety risk to the production line equipment and surrounding operators. Utility Model Content

[0003] In order to solve the above problems, the utility model provides a car transfer counterweight block, which can prevent the car body from overturning and falling when the interior to chassis transfer system is connected to the car, protect the surrounding production line equipment from damage and ensure the safety of surrounding operators.

[0004] In order to achieve the above purpose, the technical solution adopted by the utility model is:

[0005] A car transfer counterweight block is used for counterweighting the rear chassis during car manufacturing transfer, comprising a counterweight block body, the counterweight block body having a length direction, positioning holes are provided at both ends of the length direction of the counterweight block, the counterweight block body is connected to the rear chassis through the positioning holes, the counterweight block body is provided with two hanging parts, the two hanging parts are arranged opposite to each other, and the hanging parts are used to hang the counterweight block body high and install it on the car body.

[0006] Preferably, the hanging piece is in a "[" structure and is welded to the counterweight block body.

[0007] Preferably, each of the hanging parts is arranged at an angle with the counterweight body and is arranged in a direction of the counterweight away from the ground.

[0008] Preferably, a stacking and storage positioning pin is provided on the surface of the counterweight body facing away from the ground, and the stacking and storage positioning pin is protruding from the surface of the counterweight body. A groove is provided on the surface of the counterweight body facing the ground, and the groove is arranged corresponding to the stacking and storage positioning pin. The stacking and storage positioning pin and the groove are used for stacking and positioning of multiple counterweight bodies.

[0009] Preferably, two stacking storage positioning pins are provided, and the two stacking storage positioning pins are arranged diagonally on the counterweight body.

[0010] Preferably, the counterweight body includes a first counterweight portion and a second counterweight portion. The second counterweight portion is disposed on the surface of the first counterweight portion facing the ground, and the length of the second counterweight portion is less than the length of the first counterweight portion.

[0011] Preferably, the counterweight body further includes two anti-slip pads, and the two anti-slip pads are respectively disposed at both ends of the second counterweight portion. The thickness of the anti-slip pad is the same as the thickness of the second counterweight portion.

[0012] Preferably, the thickness range of the counterweight body is 5 cm to 7 cm.

[0013] Preferably, the first counterweight portion and the second counterweight portion are coated with a protective layer.

[0014] Compared with the prior art, the beneficial effects of the present utility model are as follows:

[0015] By using the original positioning pin of the vehicle frame to correspond to and fix with the positioning hole of the counterweight body, the vehicle is balanced before and after when connecting the vehicle in the interior transfer chassis transfer system, avoiding the vehicle rollover and falling accidents caused by the forward shift of the center of gravity, preventing the surrounding production line equipment from being damaged and resulting in economic losses, and ensuring the safety of the surrounding operators; the counterweight body can be removed at the low chassis station and can be recycled. At the same time, the safety risk of the vehicle body is within the controllable range, which is safe and reliable; the design of the counterweight body fully considers the ergonomic concept, eliminates safety risks, the weight of the counterweight body is moderate, and the counterweight body is hoisted with the hoisting member. Moreover, the hoisting or manual installation operation is simple and convenient, the manufacturing cost is low, and it is not easily damaged, which conforms to the concept of low cost and high value of the enterprise. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 is a schematic structural view of the vehicle transfer counterweight of the present utility model;

[0017] Figure 2 is a front structural view of the vehicle transfer counterweight of the present utility model;

[0018] Figure 3 is a rear structural view of the vehicle transfer counterweight of the present utility model.

[0019] In the drawings, 1 - first counterweight portion, 11 - positioning hole, 12 - stacking storage positioning pin, 13 - groove, 2 - second counterweight portion, 3 - anti-slip pad, 4 - hoisting member DETAILED DESCRIPTION OF THE EMBODIMENTS

[0020] To make the objectives, technical solutions and advantages of the present application more clear, the following will further describe the embodiments of the present application in detail with reference to the accompanying drawings.

[0021] When the following description refers to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. On the contrary, they are merely examples of devices and methods that are consistent with some aspects of the present application as detailed in the appended claims.

[0022] In the description of the present application, it should be understood that terms such as "first", "second", etc. are only used for descriptive purposes and cannot be construed as indicating or implying relative importance. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances. In addition, in the description of the present application, unless otherwise specified, "a plurality" means two or more. "And / or" describes the association relationship of associated objects and indicates that three relationships can exist. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. The character " / " generally represents an "or" relationship between the associated objects before and after.

[0023] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those of ordinary skill in the technical field to which this application belongs. The terms used in the description of this specification are only for the purpose of describing specific embodiments and are not intended to limit the present application. The term "and / or" used herein includes any and all combinations of one or more of the related listed items.

[0024] The N360PPL model belongs to a non-load-bearing body, which is different from the load-bearing bodies of existing mass-produced models. The large change in body size results in the need for the cargo box to be assembled after the production line, that is, off-line assembly. Therefore, only the cab and the frame are assembled on the production line, which causes the center of gravity of this model to move forward. When the interior transfer chassis transfer system picks up the vehicle, the body may roll over and fall, posing a great safety risk to the production line equipment and the surrounding operators.

[0025] To solve the above problems, please refer to Figures 1 to 3 As shown, the present utility model provides an automotive transfer counterweight block, which is applied to the counterweight of the rear chassis during automotive manufacturing transfer. It includes a counterweight block main body. The counterweight block main body has a length direction. Positioning holes 11 are provided at both ends of the length direction of the counterweight block. The counterweight block main body is connected to the rear chassis through the positioning holes 11. Two lifting members 4 are provided on the counterweight block main body. The two lifting members 4 are arranged oppositely. The lifting members 4 are used to lift and install the counterweight block main body on the automotive body.

[0026] Among them, the counterweight block body is made of materials such as cast iron, steel, lead and tungsten alloy. In this embodiment, the counterweight block body is made of steel, which is easy to process and can be cut and adjusted according to needs; and the positioning hole 11 corresponds to the two original positioning pins of the automobile body. After the counterweight block body is lifted by the lifting part 4 by manual lifting or mechanical lifting, the positioning hole 11 of the counterweight block body cooperates with the positioning pins, so that the counterweight block body is accurately installed on the automobile body, with the characteristics of fast positioning and good reliability; further, in this embodiment, the total weight of the counterweight block body is 40kg, so that the rear and front of the car are balanced during the transfer of the car chassis.

[0027] In an optional embodiment, if Figure 1 and Figure 3 As shown, the hanging piece 4 is in a "[" structure and is welded to the counterweight body. The hanging piece 4 is connected to the counterweight body by welding, which can improve the connection strength between the two. At the same time, the "[" structure can ensure the stability during hanging. In addition, the hanging piece 4 is a lifting ring and is symmetrically arranged on the counterweight body.

[0028] In an optional embodiment, if Figure 1 As shown, each of the hanging parts 4 is arranged at an angle with the counterweight body and is arranged in a direction where the counterweight is away from the ground. The hanging parts 4 are arranged at an angle with the counterweight body to prevent the counterweight body from swinging during the hanging process, further ensuring the safety and stability during the hanging process.

[0029] In an optional embodiment, if Figure 1 and Figure 2 As shown, the surface of the counterweight body facing away from the ground is provided with a stacking and storage positioning pin 12, and the stacking and storage positioning pin 12 is convexly arranged on the surface of the counterweight body, and the surface of the counterweight body facing the ground is provided with a groove 13, and the groove 13 is arranged corresponding to the stacking and storage positioning pin 12, and the stacking and storage positioning pin 12 and the groove 13 are used for stacking and positioning of multiple counterweight bodies. The number of counterweight bodies can be adjusted according to different conditions, and the counterweight bodies stacked up and down are positioned with each other through the stacking and storage positioning pin 12 and the groove 13, and are operated manually or with an auxiliary manipulator, which is convenient to operate.

[0030] In an alternative embodiment, two stacking storage positioning pins 12 are provided, and the two stacking storage positioning pins 12 are arranged diagonally on the counterweight body. By providing two stacking storage positioning pins 12, the positioning accuracy can be improved, and relative displacement between counterweight bodies stacked on each other can be avoided, improving safety performance. More than two stacking storage positioning pins 12 can be provided to improve the positioning accuracy from multiple angles and avoid displacement. Further, the stacking storage positioning pins 12 and the grooves 13 are integrally formed on the counterweight body, having good connection strength.

[0031] In an alternative embodiment, as Figure 1 shown, the counterweight body includes a first counterweight portion 1 and a second counterweight portion 2. The second counterweight portion 2 is provided on the surface of the first counterweight portion 1 facing the ground, and the length of the second counterweight portion 2 is less than the length of the first counterweight portion 1. The first counterweight portion 1 and the second counterweight portion 2 are of an integrally formed structure, having high connection strength and being easy to process. At the same time, different lengths can reserve installation positions at both ends of the second counterweight portion 2 for installing anti-slip pads 3. Further, the stacking storage positioning pins 12 are provided on the surface of the first counterweight portion 1 facing away from the second counterweight portion 2, the grooves are provided on the surface of the second counterweight portion 2 facing away from the first counterweight portion 1, and the positioning holes 11 penetrate through the first counterweight portion 1 and the anti-slip pads 3.

[0032] In an alternative embodiment, as Figure 2 and Figure 3 shown, the counterweight body further includes two anti-slip pads 3, and the two anti-slip pads 3 are respectively provided at both ends of the second counterweight portion 2. The thickness of the anti-slip pads 3 is the same as the thickness of the second counterweight portion 2. The anti-slip pads 3 are connected to both ends of the second counterweight portion 2 by an adhesive method. At the same time, the thickness of the anti-slip pads 3 is the same as that of the second counterweight portion 2. After the anti-slip pads 3 are adhered, the edges of the anti-slip pads 3 are flush with the first counterweight portion 1 and the second counterweight portion 2, which can prevent the surface of the counterweight body from being uneven when placed on the ground or storage place, resulting in unstable placement.

[0033] In an alternative embodiment, the thickness range of the counterweight body is 5 cm to 7 cm. The thickness of the counterweight body can be selected as 5 cm, 6 cm, and 7 cm, but is not limited to these specific values. In this embodiment, the thickness of the counterweight body is 6 cm. At this time, the weight of the counterweight body is 40 kg to match the conversion of the N360PPL model.

[0034] In an alternative embodiment, the first counterweight portion 1 and the second counterweight portion 2 are coated with a protective layer. The protective layer can be anti-rust paint, etc. At the same time, bright paint can be used for coating to distinguish it from tools or equipment for other purposes.

[0035] In the embodiment of the present application, the original positioning pins of the vehicle frame are used to correspond to and fix the positioning holes 11 of the counterweight main body, so that the vehicle is balanced before and after when the interior transfer chassis transfer system receives the vehicle, avoiding rollover and dropping accidents caused by the forward shift of the vehicle's center of gravity, preventing damage to the surrounding production line equipment and resulting in economic losses, and ensuring the safety of the surrounding operators; the counterweight main body is transferred away at the low chassis station and can be recycled. At the same time, the safety risk of the vehicle body is within a controllable range, which is safe and reliable; the design of the counterweight main body fully considers the ergonomic concept, eliminates safety risks, the weight of the counterweight main body is moderate, and the lifting of the counterweight main body is completed in cooperation with the lifting member 4. Moreover, the lifting or manual installation operation is simple and convenient, the manufacturing cost is low, and it is not easily damaged, which conforms to the concept of low cost and high value of the enterprise.

[0036] In the accompanying drawings of this embodiment, the same or similar reference numerals correspond to the same or similar components; in the description of the present application, it should be understood that if there are terms such as "upper", "lower", "left", "right", etc. indicating the orientation or positional relationship, they are based on the orientation or positional relationship shown in the accompanying drawings. This is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, the terms describing the positional relationship in the accompanying drawings are only for illustrative purposes and cannot be construed as a limitation to the present application. For those of ordinary skill in the art, the specific meanings of the above terms can be understood according to specific circumstances.

[0037] The above are only the preferred embodiments of the present application and are not intended to limit the present application. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present application shall be included within the protection scope of the present application.

Claims

1. An automobile transfer counterweight block, used for the rear chassis counterweight during automobile manufacturing transfer, characterized in that: The invention comprises a counterweight block body, which has a length direction, positioning holes are provided at both ends of the length direction of the counterweight block, the counterweight block body is connected to the rear chassis through the positioning holes, the counterweight block body is provided with two hanging parts, the two hanging parts are arranged opposite to each other, and the hanging parts are used to hang the counterweight block body high and install it on the automobile body.

2. The automobile transfer counterweight according to claim 1, characterized in that: The hanging piece is in a "[" structure and is welded to the counterweight block body.

3. The automobile transfer counterweight according to claim 2, characterized in that: Each of the hanging parts is arranged at an angle with the main body of the counterweight block and is arranged in a direction of the counterweight block away from the ground.

4. The automobile transfer counterweight according to claim 1, characterized in that: The surface of the counterweight body facing away from the ground is provided with a stacking and storage positioning pin, and the stacking and storage positioning pin is protruded from the surface of the counterweight body. The surface of the counterweight body facing the ground is provided with a groove, and the groove is arranged corresponding to the stacking and storage positioning pin. The stacking and storage positioning pin and the groove are used for stacking and positioning of multiple counterweight bodies.

5. The automobile transfer counterweight according to claim 4, characterized in that: The stacking and storage positioning pins are provided with two, and the two stacking and storage positioning pins are diagonally arranged on the counterweight block body.

6. The automobile transfer counterweight according to claim 1, characterized in that: The counterweight block body includes a first counterweight portion and a second counterweight portion. The second counterweight portion is arranged on a surface of the first counterweight portion facing the ground. The length of the second counterweight portion is smaller than that of the first counterweight portion.

7. The automobile transfer counterweight according to claim 6, characterized in that: The counterweight block body also includes two anti-skid pads, which are respectively arranged at two ends of the second counterweight part, and the thickness of the anti-skid pads is the same as the thickness of the second counterweight part.

8. The automobile transfer counterweight according to claim 6, characterized in that: The thickness of the counterweight body ranges from 5 cm to 7 cm.

9. The automobile transfer counterweight according to claim 6, characterized in that: The first weight portion and the second weight portion are coated with a protective layer.

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