Longitudinal beam assembly of vehicle frame

Abstract

The longitudinal beam assembly comprises an upper wing plate, a web plate and a lower wing plate, the upper wing plate is formed by welding a front upper wing plate and a first rear upper wing plate after beveled connection butt joint, and the web plate is formed by welding a front web plate and a first rear web plate after beveled connection butt joint. The lower wing plate is formed by welding a front lower wing plate and a rear lower wing plate after beveled opening butt joint, the front upper wing plate is thicker than the first rear upper wing plate, the front web plate is thicker than the first rear web plate, the front lower wing plate is thicker than the rear lower wing plate, beveled openings of the upper wing plate, the web plate and the lower wing plate should be staggered by a certain distance, and welding concentration and stress concentration are prevented. The longitudinal beam assembly is reasonable in structural design, compared with an existing longitudinal beam assembly of the frame, the front upper wing plate is thicker than the rear upper wing plate, the front web is thicker than the rear web, and the front lower wing plate is thicker than the rear lower wing plate, so that the strength requirement of the longitudinal beam assembly can be guaranteed, the weight of the longitudinal beam assembly can be reduced, the manufacturing cost can be reduced, the loading capacity can be increased, and the transportation efficiency can be improved.

Description

Technical Field

[0001] The utility model relates to the technical field of special vehicles, in particular to a longitudinal beam assembly of a vehicle frame. Background Art

[0002] The frame is the most important load-bearing component in a car, and the frame longitudinal beam is one of the key parts, so the longitudinal beam plays an important role in the load-bearing of the car. The frame longitudinal beam assembly of existing semi-trailers such as skeleton trucks and flatbed trucks is generally composed of upper wing plates, web plates, and lower wing plates welded together. See attached Figure 4 Schematic diagram of the longitudinal beam assembly of a conventional semi-trailer. From the sectional views AA and BB, we know that the thickness of the upper wing plate is H, the thickness of the web is G, and the thickness of the lower wing plate is K.

[0003] With the development of the economy and the transportation industry, as well as stricter regulations on standard loading and overloading, the demand for lightweight semi-trailers is growing. It is essential to develop a frame longitudinal beam assembly that can reduce deadweight while ensuring assembly strength. To this end, we have designed a frame longitudinal beam assembly to address these issues. Utility Model Content

[0004] The purpose of the present invention is to solve the problems existing in the prior art and to propose a longitudinal beam assembly of a vehicle frame, which can reduce the deadweight while also ensuring the strength of the assembly, thereby achieving the purpose of increasing the loading capacity.

[0005] In order to achieve the above purpose, the present invention adopts the following technical solutions:

[0006] A longitudinal beam assembly of a vehicle frame includes an upper wing panel, a web panel, and a lower wing panel. The upper wing panel is formed by welding a front upper wing panel and a first rear upper wing panel together at an angle, the web panel is formed by welding a front web panel and a first rear web panel together at an angle, and the lower wing panel is formed by welding a front lower wing panel and a rear lower wing panel together at an angle. The front upper wing panel is thicker than the first rear upper wing panel, the front web panel is thicker than the first rear web panel, and the front lower wing panel is thicker than the rear lower wing panel.

[0007] Preferably, the bevels of the upper wing plate, the web plate and the lower wing plate should be staggered by a certain distance to prevent welding concentration and stress concentration.

[0008] Preferably, the web is higher at the rear portion in the direction of travel than at the front portion in the direction of travel.

[0009] Preferably, the longitudinal beam assembly of the frame is designed as a three-section type, and also includes a second rear upper wing panel and a second rear web panel, the thickness of the first rear upper wing panel is greater than the thickness of the second rear upper wing panel, and the thickness of the first rear web panel is greater than the thickness of the second rear web panel.

[0010] Preferably, the second rear web and the first rear web are butted against each other, and the second rear upper wing panel and the first rear upper wing panel are butted against each other.

[0011] Preferably, the longitudinal beam assembly of the frame is mounted on the frame via a traction pin, and the longitudinal beam is further locked and mounted on the frame via a suspension member and is located above the tire.

[0012] Compared with the prior art, the present invention has the following beneficial effects:

[0013] 1. Compared with existing frame longitudinal beam assemblies, the front upper wing plate of this frame is thicker than the rear upper wing plate, the front web plate is thicker than the rear web plate, and the front lower wing plate is thicker than the rear lower wing plate. This design can not only ensure the strength requirements of the longitudinal beam assembly, but also reduce its own weight, reduce manufacturing costs, increase loading capacity, and improve transportation efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 This is a structural schematic diagram of a longitudinal beam assembly of a vehicle frame proposed by the present invention;

[0015] Figure 2 for Figure 1 Schematic diagram of the cross section at AA and BB;

[0016] Figure 3 This is a schematic diagram of a three-section structure of a longitudinal beam assembly of a vehicle frame proposed in the present invention;

[0017] Figure 4 Schematic diagram of the longitudinal beam of the existing frame.

[0018] In the figure: 1. Upper wing panel; 101. Front upper wing panel; 102. First rear upper wing panel; 103. Second rear upper wing panel; 2. Web panel; 201. Front web panel; 202. First rear web panel; 203. Second rear web panel; 3. Lower wing panel; 301. Front lower wing panel; 302. Rear lower wing panel; 4. Towing pin; 5. Suspension member. DETAILED DESCRIPTION

[0019] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments.

[0020] Reference Figures 1-4A longitudinal beam assembly of a vehicle frame includes an upper wing panel 1, a web panel 2, and a lower wing panel 3. The upper wing panel 1 is formed by butting a front upper wing panel 101 and a first rear upper wing panel 102 at an angle and then welding them together. The web panel 2 is formed by butting a front web panel 201 and a first rear web panel 202 at an angle and then welding them together. The lower wing panel 3 is formed by butting a front lower wing panel 301 and a rear lower wing panel 302 at an angle and then welding them together. The bevels of the upper wing panel 1, web panel 2, and lower wing panel 3 should be staggered to prevent welding concentration and stress concentration.

[0021] refer to Figure 2 As shown in cross-sectional view AA, the thickness of the first rear upper wing panel 102 is h1, the thickness of the first rear web panel 202 is g1, and the thickness of the rear lower wing panel 302 is k1. As shown in cross-sectional view BB, the thickness of the front upper wing panel 101 is H, the thickness of the front web panel 201 is G, and the thickness of the front lower wing panel 301 is K, wherein H>h1, G>g1, and K>k1, that is, the front upper wing panel 101 is thicker than the first rear upper wing panel 102, the front web panel 201 is thicker than the first rear web panel 202, and the front lower wing panel 301 is thicker than the rear lower wing panel 302;

[0022] In general, refer to the attached Figure 4 The thickness of the upper wing plate of the frame longitudinal beam of conventional skeleton vehicles, flatbed trucks and other semi-trailers is H = 12mm, the thickness of the web is G = 8mm, and the thickness of the lower wing plate is K = 14mm. The material is Q355 or higher strength material. Figure 1 Design the longitudinal beam assembly, the thickness of the first rear upper wing plate 102 is h1 = 10mm, the thickness of the first rear web plate 202 is g1 = 6mm, and the thickness of the rear lower wing plate 302 is k1 = 12mm. Figure 1 The longitudinal beam assembly is compared with the existing technology Figure 4 The weight of the longitudinal beam assembly can be reduced by about 11%. The longer the longitudinal beam assembly is, the greater the weight reduction.

[0023] The front upper wing panel 101, the first rear upper wing panel 102, the front web panel 201, the first rear web panel 202, the front lower wing panel 301, and the rear lower wing panel 302 can be designed with appropriate thicknesses according to various vehicle models and actual conditions. According to the principle of equal strength, H>h1, G>g1, and K>k1, that is, the front upper wing panel 101 is thicker than the first rear upper wing panel 102, the front web panel 201 is thicker than the first rear web panel 202, and the front lower wing panel 301 is thicker than the rear lower wing panel 302. This design can meet strength requirements while reducing deadweight, lowering manufacturing costs, increasing loading capacity, and improving transportation efficiency.

[0024] The rear portion of the web 2 in the direction of travel is higher than the front portion in the direction of travel. In the prior art, the rear portion of the longitudinal beam assembly is much stronger than the front portion, resulting in strength redundancy. Therefore, the strength of the rear portion of the longitudinal beam assembly can be appropriately reduced to ensure that the strength of each portion of the longitudinal beam is matched.

[0025] Reference Attachment Figure 3 The longitudinal beam assembly of the frame is designed in three sections, and also includes a second rear upper wing panel 103 and a second rear web panel 203. The thickness of the first rear upper wing panel 102 is greater than the thickness of the second rear upper wing panel 103, and the thickness of the first rear web panel 202 is greater than the thickness of the second rear web panel 203. The second rear web panel 203 and the first rear web panel 202 are butt-jointed and welded, and the second rear upper wing panel 103 and the first rear upper wing panel 102 are butt-jointed and welded, making the longitudinal beam assembly more lightweight.

[0026] The longitudinal beam assembly of the frame is installed on the frame through the traction pin 4. The traction pin 4 is one of the key components connecting the tractor and the semi-trailer in the semi-trailer train. It can stably install the longitudinal beam assembly of the frame on the frame. The longitudinal beam is further locked and installed on the frame through the suspension member 5 and is located above the tire. The suspension member 5 can be composed of a suspension plate and bolts, which can further stably install the longitudinal beam assembly on the frame.

[0027] The above is only a preferred specific implementation method of the present invention, but the protection scope of the present invention is not limited to this. Any technician familiar with the technical field within the technical scope disclosed by the present invention can make equivalent replacements or changes based on the technical solution and utility model concept of the present invention, which should be covered by the protection scope of the present invention.

Claims

1. A longitudinal beam assembly of a vehicle frame, comprising an upper wing plate (1), a web plate (2) and a lower wing plate (3), characterized in that: The upper wing panel (1) is composed of a front upper wing panel (101) and a first rear upper wing panel (102) which are butt-jointed at an angle and then welded; the web panel (2) is composed of a front web panel (201) and a first rear web panel (202) which are butt-jointed at an angle and then welded; the lower wing panel (3) is composed of a front lower wing panel (301) and a rear lower wing panel (302) which are butt-jointed at an angle and then welded; the front upper wing panel (101) is thicker than the first rear upper wing panel (102); the front web panel (201) is thicker than the first rear web panel (202); and the front lower wing panel (301) is thicker than the rear lower wing panel (302).

2. The longitudinal beam assembly of a vehicle frame according to claim 1, characterized in that: The bevels of the upper wing plate (1), the web plate (2) and the lower wing plate (3) should be staggered by a certain distance to prevent welding concentration and stress concentration.

3. The longitudinal beam assembly of a vehicle frame according to claim 1, characterized in that: The rear portion of the web (2) in the direction of travel is higher than the front portion in the direction of travel.

4. The longitudinal beam assembly of a vehicle frame according to claim 1, characterized in that: The longitudinal beam assembly of the frame is designed in three sections and further includes a second rear upper wing plate (103) and a second rear web plate (203). The thickness of the first rear upper wing plate (102) is greater than the thickness of the second rear upper wing plate (103), and the thickness of the first rear web plate (202) is greater than the thickness of the second rear web plate (203).

5. The longitudinal beam assembly of a vehicle frame according to claim 4, characterized in that: The second rear web (203) is butted against the first rear web (202), and the second rear upper wing panel (103) is butted against the first rear upper wing panel (102).

6. The longitudinal beam assembly of a vehicle frame according to claim 1, characterized in that: The longitudinal beam assembly of the vehicle frame is mounted on the vehicle frame via a traction pin (4), and the longitudinal beam is further locked and mounted on the vehicle frame via a suspension member (5) and is located above the tire.

Images