Full-load type 12-meter high-strength passenger car main chassis frame

Abstract

The utility model discloses a full-load type 12-meter high-strength passenger car main chassis frame, which relates to the technical field of passenger car frames, and comprises a front wall framework, a middle connecting framework, a rear wall framework and a rear shock absorption connecting part, the front wall framework is connected with the middle connecting framework, and a front wheel step cross beam is arranged at the front end of the middle connecting framework; the front wall framework comprises a first front wall cross beam and a second front wall cross beam, the middle connecting framework comprises a first middle longitudinal beam, a second middle longitudinal beam, a connecting middle cross rod and a middle cross beam, a first vertical rod and a second vertical rod are arranged at the other end of the first middle longitudinal beam and the other end of the second middle longitudinal beam, and the first vertical rod and the second vertical rod are connected with the rear wall framework through arc bridge rods. According to the frame, the bearing capacity and the driving stability of a passenger car are improved, the safety performance and the fuel economy of the car are improved, and the frame has remarkable technical progress and practical value.

Description

Technical Field

[0001] The utility model relates to the technical field of bus frames, and particularly to a full - load - bearing 12 - meter high - strength main chassis frame of a bus. Background Art

[0002] With the continuous growth of public transportation demand, higher requirements are put forward for the load - bearing capacity and driving stability of large buses. Under long - distance or complex road conditions, the bus chassis frame needs to bear greater stress and deformation. When a traditional bus is impacted, the chassis may shift, affecting the overall stability of the vehicle. It is necessary to optimize the skeleton structure and the layout of connecting components, enhance the overall strength and stiffness of the chassis frame, effectively resist external impacts and vibrations, and extend the service life of the vehicle. Against the background of increasingly tense energy, improving the fuel economy of vehicles has become an important research direction. Reducing the body weight and the energy consumption during driving. In summary, a full - load - bearing 12 - meter high - strength main chassis frame of a bus is proposed to meet the multi - aspect requirements of modern public transportation for the load - bearing capacity, driving stability, fuel economy, installation convenience, and safety performance of buses, and promote the continuous progress and development of the bus industry through technological innovation and structural optimization. Content of the Utility Model

[0003] The utility model aims to solve at least to some extent the technical problems of the full - load - bearing 12 - meter high - strength main chassis frame of a bus. For this purpose, the utility model proposes a full - load - bearing 12 - meter high - strength main chassis frame of a bus.

[0004] The technical solution adopted by the utility model to solve its technical problems is: a full - load - bearing 12 - meter high - strength main chassis frame of a bus, which specifically includes a front - end frame, a middle - connecting frame, a rear - end frame, and a rear shock - absorber connecting component. The front - end frame is connected to the middle - connecting frame. A front - wheel step cross - beam is arranged at the front end of the middle - connecting frame. The front - end frame includes a first front - end cross - beam and a second front - end cross - beam. The middle - connecting frame includes a first middle longitudinal beam, a second middle longitudinal beam, a connecting middle cross - bar, and a middle cross - beam. The first middle longitudinal beam and the second middle longitudinal beam are arranged in parallel and are connected to the second front - end cross - beam at one end. A connecting middle cross - bar and a middle cross - beam are arranged between the first middle longitudinal beam and the second middle longitudinal beam. A first vertical rod and a second vertical rod are arranged at the other end of the first middle longitudinal beam and the second middle longitudinal beam. The rear - end frame is connected to the first vertical rod and the second vertical rod through an arc - shaped bridge rod. A rear shock - absorber connecting component is arranged under the arc - shaped bridge rod.

[0005] In a preferred embodiment of the utility model, the rear - end frame includes a first rear - end cross - beam, a second rear - end cross - beam, a first rear - end longitudinal beam, and a second rear - end longitudinal beam. The first rear - end cross - beam is connected to the arc - shaped bridge rod and the rear shock - absorber connecting component. The second rear - end cross - beam is connected to the first rear - end cross - beam through the first rear - end longitudinal beam and the second rear - end longitudinal beam.

[0006] In a preferred embodiment of the present utility model, a connecting rod is provided between the first front bulkhead crossbeam and the second front bulkhead crossbeam, and side retaining beams are provided on both sides of the first front bulkhead crossbeam and the second front bulkhead crossbeam.

[0007] In a preferred embodiment of the present utility model, a double wishbone suspension connection block is provided on one side of the front wheel step crossbeam, and a double wishbone suspension is hinged on the double wishbone suspension connection block.

[0008] In a preferred embodiment of the present utility model, an inclined tie rod is provided between the second rear bulkhead crossbeam and the first rear bulkhead longitudinal beam and the second rear bulkhead longitudinal beam.

[0009] In a preferred embodiment of the present utility model, the rear shock absorber connection component includes a stepped shock absorber arc plate and a fixed ring buckle, and the fixed ring buckle is provided on the stepped shock absorber arc plate.

[0010] In a preferred embodiment of the present utility model, retaining beams are provided on both sides of the first middle longitudinal beam and the second middle longitudinal beam, and a retaining plate is provided on the side of the retaining beam.

[0011] The beneficial effects of the present utility model are as follows: After adopting the above structure, the full load-bearing design makes the force on the entire chassis more uniform. Through the front bulkhead skeleton, the middle connecting skeleton, the rear bulkhead skeleton and the connecting components therebetween, a stable overall structure is formed, effectively improving the load-bearing capacity and driving stability of the passenger car. The double wishbone suspension connection block is provided on the front wheel step crossbeam, which is convenient for the installation and debugging of the double wishbone suspension; the rear shock absorber connection component adopts the combination of a stepped shock absorber arc plate and a fixed ring buckle, which ensures the shock absorption effect and is convenient for replacement and maintenance. On the premise of ensuring strength and stiffness, in summary, the present utility model not only improves the load-bearing capacity and driving stability of the passenger car by adopting the full load-bearing design and reasonable structural layout, but also improves the safety performance and fuel economy of the vehicle, having significant technological progress and practical value. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 is a three-dimensional structural schematic diagram of the main body of the present utility model;

[0013] Figure 2 is a three-dimensional structural schematic diagram of the middle connecting skeleton of the present utility model;

[0014] Figure 3 is a partial three-dimensional structural schematic diagram of the present utility model;

[0015] Figure 4 is a top view structural schematic diagram of the present utility model;

[0016] In the figure: 1 - front enclosure framework, 2 - middle connecting framework, 3 - rear enclosure framework, 4 - front wheel step cross beam, 5 - first front enclosure cross beam, 6 - second front enclosure cross beam, 7 - first middle longitudinal beam, 8 - second middle longitudinal beam, 9 - connecting middle cross bar, 10 - middle cross beam, 11 - first upright rod, 12 - second upright rod, 13 - arc bridge rod, 14 - first rear enclosure cross beam, 15 - second rear enclosure cross beam, 16 - first rear enclosure longitudinal beam, 17 - second rear enclosure longitudinal beam, 18 - connecting rod, 19 - side retaining beam, 20 - double wishbone suspension connection block, 21 - double wishbone suspension, 22 - inclined pull rod, 23 - stepped shock absorption arc plate, 24 - fixed ring buckle, 25 - retaining beam, 26 - retaining plate. Detailed implementation manners

[0017] The following details the implementation manners of the present utility model. Examples of the implementation manners are shown in the drawings, where the same or similar reference numerals represent the same or similar elements or elements with the same or similar functions throughout. The implementation manners described below by referring to the drawings are exemplary and are only used to explain the present utility model and should not be construed as a limitation of the present utility model.

[0018] As Figures 1-4As shown in the figure, it is a full-load-bearing 12-meter high-strength passenger car main chassis frame. The full-load-bearing 12-meter high-strength passenger car main chassis frame specifically includes a front-end frame 1, a middle connecting frame 2, a rear-end frame 3 and a rear shock absorber connecting component. The front-end frame 1 is connected to the middle connecting frame 2. A front-wheel step crossbeam 4 is arranged at the front end of the middle connecting frame 2. The front-end frame 1 serves as the front-end foundation of the entire chassis frame, bears the impact during frontal collision, and is connected to the middle connecting frame to transfer force and ensure the continuity of the overall structure. The middle connecting frame 2 strengthens the middle part of the vehicle body structure, enhances the load-bearing capacity and torsional resistance of the vehicle. The rear-end frame 3 stabilizes the rear part of the vehicle structure and enhances the safety during rear collision. The front-wheel step crossbeam 4 provides additional support for the front-wheel area, increases the chassis stability, supports the front wheels and their suspension systems, reduces vibrations and shakes during vehicle driving, and at the same time serves as the foundation for installing the double-wishbone suspension connecting block 20. The front-end frame 1 includes a first front-end crossbeam 5 and a second front-end crossbeam 6. The middle connecting frame 2 includes a first middle longitudinal beam 7, a second middle longitudinal beam 8, a connecting middle crossbar 9 and a middle crossbeam 10. The first middle longitudinal beam 7 and the second middle longitudinal beam 8 are arranged in parallel and are connected to the second front-end crossbeam 6 at one end. A connecting middle crossbar 9 and a middle crossbeam 10 are arranged between the first middle longitudinal beam 7 and the second middle longitudinal beam 8. A first upright rod 11 and a second upright rod 12 are arranged at the other ends of the first middle longitudinal beam 7 and the second middle longitudinal beam 8. The first upright rod 11 and the second upright rod 12 are connected to the rear-end frame 3 through an arc bridge rod 13. A rear shock absorber connecting component is arranged under the arc bridge rod 13. During implementation, the first front-end crossbeam 5 and the second front-end crossbeam 6 are the main load-bearing components of the front-end frame, jointly bearing the loads from the front part of the vehicle. The first middle longitudinal beam 7 and the second middle longitudinal beam 8 enable the middle connecting frame to bear the loads from the longitudinal direction of the vehicle and effectively disperse them to the entire vehicle body structure. Connecting the second front-end crossbeam 6, the first upright rod 11 and the second upright rod 12 enables the middle connecting frame to be closely connected to the front-end frame and the rear-end frame to form an integral vehicle body structure. The connecting middle crossbar 9 and the middle crossbeam 10 together with the first middle longitudinal beam 7 and the second middle longitudinal beam 8 constitute a stable planar frame, enhancing the lateral stiffness of the middle connecting frame 2. The first upright rod 11 and the second upright rod 12 are connected to the rear-end frame 3 through the arc bridge rod 13, enabling the transition of the vehicle body structure from front to rear. The arc bridge rod 13 connects the middle connecting frame and the rear-end frame, increasing the flexibility of the vehicle body, and being able to absorb and disperse the vibrations and impacts from the road surface during vehicle driving. The main function of the rear shock absorber connecting component is to reduce vibrations and noises during vehicle driving and improve the riding comfort.

[0019] As Figure 1As shown in the figure, on the basis of the above method, further, the rear body frame 3 includes a first rear cross beam 14, a second rear cross beam 15, a first rear longitudinal beam 16 and a second rear longitudinal beam 17. The first rear cross beam 14 connects the arc bridge rod 13 and the rear shock absorber connection component. The second rear cross beam 15 is connected to the first rear cross beam 14 through the first rear longitudinal beam 16 and the second rear longitudinal beam 17. In implementation, the rear body frame 3 together constitutes a stable planar frame to provide support for the rear part of the vehicle. The first rear cross beam 14 connects the arc bridge rod 13 and the rear shock absorber connection component, enabling a smooth transition between the middle connecting frame and the rear body frame, and effectively absorbing and dispersing the vibration and impact from the rear through the rear shock absorber connection component. Through the synergistic effect with the rear shock absorber connection component, the rear body frame can also relieve the impact force during a collision to a certain extent and reduce the degree of vehicle damage.

[0020] As Figure 1 shown in the figure, on the basis of the above method, further, a connecting rod 18 is provided between the first front cross beam 5 and the second front cross beam 6, and side retaining beams 19 are provided on both sides of the first front cross beam 5 and the second front cross beam 6. In implementation, the connecting rod 18 makes the entire front body frame more stable. This stability helps to improve the overall rigidity and torsional resistance of the front part of the vehicle, disperse the load and improve the collision safety. The side retaining beams 19 can resist the collision force from the side.

[0021] As Figure 1 shown in the figure, on the basis of the above method, further, a double wishbone suspension connection block 20 is provided on one side of the front wheel step cross beam 4, and a double wishbone suspension 21 is hinged on the double wishbone suspension connection block 20. In implementation, the double wishbone suspension connection block 20 and the double wishbone suspension 21 provide excellent handling performance and driving stability. Through the connection of the double wishbone suspension connection block 20 to the front wheel step cross beam 4, the double wishbone suspension can effectively absorb road surface vibrations, improve the handling performance, and ensure that the wheels can maintain good contact with the ground under any road conditions.

[0022] As Figure 3 shown in the figure, on the basis of the above method, further, a diagonal tension rod 22 is provided between the second rear cross beam 15 and the first rear longitudinal beam 16 and the second rear longitudinal beam 17. In implementation, the diagonal tension rod 22 increases the lateral stability and rigidity of the rear body frame. By providing the diagonal tension rod 22 between the rear cross beam and the rear longitudinal beam, the lateral force can be effectively resisted, and the overall stability of the vehicle can be enhanced.

[0023] As Figure 3As shown, on the basis of the above method, further, the rear shock absorber connecting component includes a stepped shock absorber arc plate 23 and a fixing ring buckle 24. The fixing ring buckle 24 is arranged on the stepped shock absorber arc plate 23. During implementation, the stepped shock absorber arc plate 23 absorbs and disperses vibrations and impacts from the road surface. The stepped design can more effectively absorb and convert vibration energy, reducing the amplitude of vibrations transmitted to the vehicle body. The fixing ring buckle 24 is arranged in a loop on the stepped shock absorber arc plate to ensure that the shock absorber arc plate can be firmly installed, preventing loosening or falling off during driving.

[0024] As Figure 4 shown, on the basis of the above method, further, on both sides of the first middle longitudinal beam 7 and the second middle longitudinal beam 8, a shielding beam 25 is arranged, and a shielding plate 26 is arranged on the side of the shielding beam 25. During implementation, the shielding beam 25 and the shielding plate 26 protect the middle longitudinal beam from direct external impacts, reducing the risk of damage; as an additional protective layer for the middle longitudinal beam, the shielding beam and the shielding plate work together to protect the key structure in the middle of the vehicle body from damage caused by external factors such as flying stones and collisions.

[0025] In the specific working process of the new full - load - bearing 12 - meter high - strength passenger car main chassis frame, the front - end skeleton 1 serves as the front - end foundation of the entire chassis frame. The front - end skeleton first bears the loads from the front of the vehicle, such as collision impacts. The connecting rod 18 and the side guard beam 19 enhance the stability of the front - end skeleton, improving the torsional resistance and collision safety. The middle - connecting skeleton 2 strengthens the structure in the middle of the vehicle body, effectively dispersing the loads from the longitudinal direction of the vehicle, and maintaining the continuity of the overall structure by connecting the front - end skeleton and the rear - end skeleton. The guard beam 25 and the guard plate 26 protect the middle longitudinal beam from external impacts. The rear - end skeleton 3 stabilizes the rear - part structure of the vehicle, increasing the lateral stability and rigidity through the diagonal tie rod 22, and jointly forming a stable planar frame to provide support for the rear of the vehicle. The stepped shock - absorbing arc plate 23 absorbs and disperses the vibrations and impacts from the road surface, reducing the amplitude of vibrations transmitted to the vehicle body and enhancing the riding comfort. The fixed ring buckle 24 ensures the stable installation of the shock - absorbing arc plate. The front - wheel step cross - beam provides additional support for the front - wheel area, increasing the chassis stability, supporting the front wheels and their suspension systems, and reducing the vibrations and shakes during vehicle driving. The double - wishbone suspension 21 connected to the front - wheel step cross - beam 4 through the double - wishbone suspension connecting block 20 provides excellent handling and driving stability. The double - wishbone suspension can effectively absorb road surface vibrations, ensuring that the wheels maintain good contact with the ground under any road conditions. The first upright rod 11 and the second upright rod 12 are connected to the rear - end skeleton 3 through the arc - bridge rod 13, enabling the smooth transition of the structure between the front and rear of the vehicle body, increasing the flexibility of the vehicle body, and absorbing and dispersing the vibrations and impacts from the road surface during vehicle driving. The front - end skeleton, the middle - connecting skeleton, and the rear - end skeleton are tightly connected through various connecting parts to form an integral vehicle - body structure, ensuring the integrity and stability of the structure under various working conditions. In summary, through the coordinated action of each component, the new full - load - bearing 12 - meter high - strength passenger car main chassis frame realizes the effective bearing and dispersion of vehicle loads, the effective absorption and dispersion of road - surface vibrations, and the improvement of vehicle handling and stability, thus ensuring the safety, comfort, and reliability of the vehicle.

[0026] In the description of this specification, the description with reference to terms such as "one embodiment", "certain embodiments", "schematic embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the said embodiment or example are included in at least one embodiment or example of the present utility model. In this specification, the schematic expressions of the above - mentioned terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples.

[0027] In summary, although the present utility model has been disclosed above with the preferred embodiments, the above preferred embodiments are not intended to limit the present utility model. Those of ordinary skill in the art can make various changes and modifications without departing from the spirit and scope of the present utility model. Therefore, the protection scope of the present utility model shall be subject to the scope defined by the claims.

Claims

1. The full-load 12-meter high-strength bus main chassis frame, which specifically includes a front-end frame, a middle connecting frame, a rear-end frame, and a rear shock absorber connecting component, is characterized in that: The front enclosure frame and the middle connecting frame are connected to each other, a front wheel step cross beam is arranged at the front end of the middle connecting frame, the front enclosure frame includes a first front enclosure cross beam and a second front enclosure cross beam, the middle connecting frame includes a first middle longitudinal beam, a second middle longitudinal beam, a connecting middle cross bar and a middle cross beam, the first middle longitudinal beam and the second middle longitudinal beam are arranged in parallel, and one end is connected to the second front enclosure cross beam, a connecting middle cross bar and a middle cross beam are arranged between the first middle longitudinal beam and the second middle longitudinal beam, a first vertical rod and a second vertical rod are arranged on the other end of the first middle longitudinal beam and the second middle longitudinal beam, the first vertical rod and the second vertical rod are connected to the rear enclosure frame through an arc bridge rod, and a rear shock-absorbing connecting component is arranged under the arc bridge rod.

2. The full-load-bearing 12-meter high-strength passenger car main chassis according to claim 1, wherein: The rear enclosure frame includes a first rear enclosure cross beam, a second rear enclosure cross beam, a first rear enclosure longitudinal beam and a second rear enclosure longitudinal beam. The first rear enclosure cross beam connects the arc bridge rod and the rear shock-absorbing connecting component, and the second rear enclosure cross beam connects the first rear enclosure cross beam through the first rear enclosure longitudinal beam and the second rear enclosure longitudinal beam.

3. The full-load-bearing 12-meter high-strength passenger car main chassis according to claim 1, characterized in that: A connecting rod is arranged between the first front wall cross beam and the second front wall cross beam, and side guard beams are arranged on both sides of the first front wall cross beam and the second front wall cross beam.

4. The full-load-bearing 12-meter high-strength passenger car main chassis according to claim 1, characterized in that: A double-wishbone suspension connecting block is arranged on one side of the front wheel step cross beam, and a double-wishbone suspension is hingedly connected to the double-wishbone suspension connecting block.

5. The full-load-bearing 12-meter high-strength passenger car main chassis according to claim 2, wherein: A diagonal tie rod is provided between the second rear enclosure cross beam and the first rear enclosure longitudinal beam and the second rear enclosure longitudinal beam.

6. The full-load-bearing 12-meter high-strength passenger car main chassis according to claim 1, wherein: The rear shock-absorbing connecting component comprises a stepped shock-absorbing arc plate and a fixing ring buckle, and the stepped shock-absorbing arc plate is provided with a fixing ring buckle.

7. The full-load-bearing 12-meter high-strength passenger car main chassis according to claim 1, characterized in that: Guard beams are arranged on both sides of the first middle longitudinal beam and the second middle longitudinal beam, and guard plates are arranged on the sides of the guard beams.

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