Lightweight frame of heavy-duty truck

Abstract

The utility model discloses a light-weight frame of a heavy-duty truck, which comprises a left longitudinal beam, a right longitudinal beam, a first cross beam, a second cross beam, a third cross beam, a fourth cross beam, a balance shaft cross beam, a fifth cross beam, a rear tail beam, a front L-shaped reinforcing plate, a middle L-shaped reinforcing plate and a rear reinforcing plate assembly, the rear reinforcing plate assembly comprises a rear upper L-shaped reinforcing plate and a rear lower L-shaped reinforcing plate which are symmetrically arranged. According to the light-weight frame, the left longitudinal beam and the right longitudinal beam are formed by rolling the single-layer high-strength steel plates, a traditional overall lining beam structure penetrating from front to back is omitted, the reinforcing plates are only installed at the positions, with the large stress value, of the left longitudinal beam and the right longitudinal beam, meanwhile, the round pipe cross beams and the groove-shaped cross beams are used in the middle of the frame in a mixed mode, and the light-weight tail cross beam is adopted at the tail. Therefore, while the bending resistance is met, the overall torsion resistance of the frame is improved, the dead weight and the cost of the frame are reduced, and the fuel economy of the whole vehicle is improved.

Description

Technical Field

[0001] This utility model relates to the field of heavy-duty truck technology, and in particular to a lightweight chassis for a heavy-duty truck. Background Technology

[0002] Lightweighting technology is an effective means to improve the fuel economy of trucks, reduce exhaust emissions, and reduce environmental pollution.

[0003] In heavy-duty trucks, the chassis, as the foundation for bearing cargo and mounting other components, has a significant impact on overall vehicle performance. Generally, the chassis weight accounts for 5%-10% of the total curb weight of a truck, with most chassis weighing between 500kg and 1200kg. An excessively large chassis proportion not only increases the vehicle's weight and cost but also reduces fuel economy. Therefore, lightweight design for truck chassis is both necessary and valuable.

[0004] Currently, the most commonly used structure for truck frames is the channel beam structure, which is easy to process and produce, reducing manufacturing costs, and has high bending resistance, meeting the usage requirements of trucks. However, the channel beam structure also has the following drawbacks: it is relatively heavy, which is not conducive to the overall vehicle lightweighting; and it is prone to deformation under torsional forces, affecting the overall vehicle stability. Summary of the Invention

[0005] To address the aforementioned technical problems, this utility model provides a lightweight chassis for a heavy-duty truck. To provide a basic understanding of some aspects of the disclosed embodiments, a brief summary is given below. This summary is not intended as a general description, nor is it intended to identify key / important components or to depict the scope of protection of these embodiments. Its sole purpose is to present some concepts in a simple form as a prelude to the detailed description that follows.

[0006] The present invention adopts the following technical solution:

[0007] A lightweight frame for a heavy-duty truck is provided, comprising: a left longitudinal beam and a right longitudinal beam; a first crossbeam, a second crossbeam, a third crossbeam, a fourth crossbeam, a balance shaft crossbeam, a fifth crossbeam, and a rear tail beam are arranged sequentially from front to back between the left and right longitudinal beams; the first crossbeam, the balance shaft crossbeam, and the fifth crossbeam are all circular tube crossbeams, and the second crossbeam, the third crossbeam, and the fourth crossbeam are all channel-shaped crossbeams; the upper and lower ends of the rear tail beam are bent to form an upper stamped wing panel and a lower stamped wing panel, and the left and right ends of the rear tail beam are bent to form a left flange plate and a right flange plate.

[0008] Furthermore, the left longitudinal beam and the right longitudinal beam are provided with a front L-shaped reinforcing plate, a middle L-shaped reinforcing plate and a rear reinforcing plate assembly on the inner side of their web surfaces.

[0009] Furthermore, the front L-shaped reinforcing plate is located in front of the first crossbeam; the middle L-shaped reinforcing plate extends from the front of the second crossbeam to the rear of the second crossbeam; and the rear reinforcing plate assembly extends from the front of the fourth crossbeam to the rear of the balance shaft crossbeam.

[0010] Furthermore, the rear reinforcing plate assembly includes: a symmetrically arranged upper rear L-shaped reinforcing plate and a lower rear L-shaped reinforcing plate.

[0011] Furthermore, the left longitudinal beam and the right longitudinal beam are roll-formed channel steel plate structures.

[0012] Furthermore, the first crossbeam and the fifth crossbeam include: a hollow cylindrical crossbeam and stamped mounting plates welded to both ends of the hollow cylindrical crossbeam, the stamped mounting plates being fixed to the web surface of the left longitudinal beam and the right longitudinal beam by bolts.

[0013] Furthermore, the stamped mounting plate has through holes, and the edge of the through hole extends inward to form a surrounding plate, which covers the end of the hollow cylindrical beam and is welded to the hollow cylindrical beam.

[0014] Furthermore, the balance shaft beam includes a tubular cast beam, and both ends of the tubular cast beam are provided with cast mounting plates integrally formed with the tubular cast beam. The cast mounting plates are fixed to the web surfaces of the left longitudinal beam and the right longitudinal beam by bolts.

[0015] Furthermore, the lower stamping wing panel has round holes at both ends for connecting with the lower wing surfaces of the left and right longitudinal beams, and the left flange plate and the right flange plate are fixed to the web surfaces of the left and right longitudinal beams by bolts.

[0016] The beneficial effects of this utility model are as follows: The lightweight frame of this application uses single-layer high-strength steel plates for roll forming of the left and right longitudinal beams, eliminating the traditional integral inner lining beam structure that runs from front to back. Reinforcing plates are only installed where the stress value of the left and right longitudinal beams is large. At the same time, the middle part of the frame uses a combination of round tube crossbeams and channel crossbeams, and the rear part uses a lightweight tail crossbeam. Thus, while meeting the bending performance requirements, the overall torsional performance of the frame is increased, and the weight and cost of the frame are reduced, thereby improving the fuel economy of the whole vehicle. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the overall structure of the heavy-duty truck of this utility model;

[0019] Figure 2 This is a schematic diagram of the lightweight frame structure of a heavy-duty truck according to the present invention;

[0020] Figure 3 This is a schematic diagram of the structure of the first crossbeam of this utility model;

[0021] Figure 4 This is a schematic diagram of the structure of the fifth crossbeam of this utility model;

[0022] Figure 5 This is a schematic diagram of the structure of the stamped mounting plate of this utility model;

[0023] Figure 6 This is a schematic diagram of the structure of the balance shaft beam of this utility model;

[0024] Figure 7 This is a schematic diagram of the rear tail beam of this utility model. Detailed Implementation

[0025] The embodiments of this utility model will now be described in detail with reference to the accompanying drawings. It should be understood that the described embodiments are merely some, not all, of the embodiments of this utility model. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection of this utility model.

[0026] like Figure 1 As shown, the truck cab 1 is mounted on the front end of the frame 2 via a body suspension.

[0027] like Figure 2-7 As shown in some illustrative embodiments, a lightweight frame for a heavy-duty truck is provided, including: a left longitudinal beam 11, a right longitudinal beam 10, a first crossbeam 13, a second crossbeam 15, a third crossbeam 16, a fourth crossbeam 17, a balance shaft crossbeam 20, a fifth crossbeam 21, a rear tail beam 22, a front L-shaped reinforcing plate 12, a middle L-shaped reinforcing plate 14, and a rear reinforcing plate assembly, wherein the rear reinforcing plate assembly includes: a symmetrically arranged upper rear L-shaped reinforcing plate 18 and a lower rear L-shaped reinforcing plate 19.

[0028] The left longitudinal beam 11 and the right longitudinal beam 10 are arranged in parallel and symmetrically. The left longitudinal beam 11 and the right longitudinal beam 10 are roll-formed channel steel plate structures. That is, the left longitudinal beam 11 and the right longitudinal beam 10 are channel structures, which are roll-formed from a single layer of high-strength steel plate to replace the existing integral inner lining beam structure that runs from front to back. This not only has better strength and rigidity, but also can effectively reduce the weight of the frame compared with the traditional integral inner lining beam structure.

[0029] The first crossbeam 13, the second crossbeam 15, the third crossbeam 16, the fourth crossbeam 17, the balance shaft crossbeam 20, the fifth crossbeam 21, and the rear tail beam 22 are arranged sequentially from front to back between the left longitudinal beam 11 and the right longitudinal beam 10 to ensure the uniform distribution of the frame's strength, rigidity, and load-bearing capacity.

[0030] The first crossbeam 13, the balance shaft crossbeam 20, and the fifth crossbeam 21 are all circular tube crossbeams.

[0031] like Figure 3-4 As shown, the main structures of the first crossbeam 13 and the fifth crossbeam 21 are the same, both including: a hollow cylindrical crossbeam 30 and a stamped mounting plate 31 welded to both ends of the hollow cylindrical crossbeam 30. The stamped mounting plate 31 is fixed to the web surface 101 of the left longitudinal beam 11 and the right longitudinal beam 10 by bolts.

[0032] like Figure 6 As shown, the balance shaft beam 20 includes a tubular cast beam 201, and both ends of the tubular cast beam 201 are provided with cast mounting plates 202 integrally formed with the tubular cast beam 201. The cast mounting plates 202 are fixed to the web surface 101 of the left longitudinal beam 11 and the right longitudinal beam 10 by bolts.

[0033] The hollow cylindrical crossbeam 30 is a cylindrical tube with a hollow interior. The hollow structure of the hollow cylindrical crossbeam 30 and the tubular cast crossbeam 201 can effectively reduce its weight. It is lighter than the channel crossbeam, which helps to reduce the weight of the frame. At the same time, since the circular crossbeam can evenly distribute stress when subjected to torsional force, the circular tube crossbeam has good torsional resistance.

[0034] The second crossbeam 15, the third crossbeam 16, and the fourth crossbeam 17 are all channel-shaped crossbeams. Channel-shaped crossbeams have good bending resistance, are suitable for bearing loads perpendicular to the plane of the crossbeam, and are easy to connect with other components, such as fixing the carriage.

[0035] This application uses a combination of round tube crossbeams and channel crossbeams, that is, while meeting its own rigidity and strength, a round tube crossbeam, which is lighter than a channel crossbeam, is used in the front, middle and rear sections respectively. This not only reduces the weight of the frame, but also prevents the stress of the frame from concentrating at one point when it is subjected to torsion, but instead distributes it along the length of the frame. Thus, while meeting the bending resistance performance, the overall torsional resistance performance of the frame is increased.

[0036] like Figure 5 As shown, a through hole 312 is opened on the stamped mounting plate 31, and the edge of the through hole 312 extends inward to form a surrounding plate 311. Here, the inward extension refers to the extension to the location of the hollow cylindrical beam 30. The surrounding plate 311 covers the end of the hollow cylindrical beam 30 and is welded to the hollow cylindrical beam 30 to ensure that the first beam 13 and the fifth beam 21 have sufficient structural strength.

[0037] like Figure 7 As shown, the upper and lower ends of the rear tail beam 22 are bent to form the upper stamped wing panel 221 and the lower stamped wing panel 222, and the left and right ends of the rear tail beam 22 are bent to form the left flange 223 and the right flange 224. Specifically, the rear tail beam 22 has a channel-shaped structure, which is formed by one-piece stamping to form the channel-shaped structure of the upper and lower wing panels and the left and right flanges.

[0038] The lower stamping wing panel 222 has round holes 225 at both ends for connecting with the lower wing surfaces 102 of the left longitudinal beam 11 and the right longitudinal beam 10, so that the outer side of the lower stamping wing panel 222 is screwed and fixed to the lower wing surfaces 102 of the left longitudinal beam 11 and the right longitudinal beam 10, respectively. The left flange plate 223 and the right flange plate 224 are fixed to the web surface 101 of the left longitudinal beam 11 and the right longitudinal beam 10 by bolts.

[0039] This application eliminates the traditional crossbeam structure with upper and lower connecting plates at the rear of the frame, adopting a lightweight rear beam 22 with a one-piece stamped structure. The one-piece stamping technology reduces the number of parts and the amount of material used, thereby reducing the weight of the rear beam 22 and contributing to the overall frame weight reduction. Although the rear beam 22 is lightweight, its channel structure and one-piece design ensure sufficient structural strength to withstand rear loads, while also simplifying the installation process.

[0040] The inner sides of the web surfaces of the left longitudinal beam 11 and the right longitudinal beam 10 are provided with a front L-shaped reinforcing plate 12, a middle L-shaped reinforcing plate 14, a rear upper L-shaped reinforcing plate 18, and a rear lower L-shaped reinforcing plate 19. The reinforcing plates are designed to further improve the strength and stability of the frame, and the L-shaped design can effectively improve the bending and torsional stiffness of the frame, making the frame more stable under heavy loads. The front L-shaped reinforcing plate 12, the middle L-shaped reinforcing plate 14, the rear upper L-shaped reinforcing plate 18, and the rear lower L-shaped reinforcing plate 19 are fixed to the inner sides of the web surfaces of the left longitudinal beam 11 and the right longitudinal beam 10 respectively by bolts.

[0041] The front L-shaped reinforcing plate 12 is located in front of the first crossbeam 13 and is used to enhance the structural strength of the front of the frame and resist frontal impacts and loads. The middle L-shaped reinforcing plate 14 extends from the front of the second crossbeam 15 to the rear of the second crossbeam 15, covering the front middle area of ​​the frame and providing additional lateral and longitudinal support. The rear reinforcing plate assembly extends from the front of the fourth crossbeam 17 to the rear of the balance shaft crossbeam 20, together supporting the load of the rear of the frame.

[0042] The reinforcing plate design of this application can help distribute the load on the frame, reduce local stress concentration, and extend the service life of the frame. Furthermore, by adding reinforcing plates to key parts of the frame, the safety performance of the whole vehicle is improved, especially in the event of a collision. Since the key areas of the frame are given additional support, the overall strength and durability of the frame are ensured while maintaining lightweight design.

[0043] The lightweight frame of this application uses single-layer high-strength steel plates for roll forming of the left and right longitudinal beams, eliminating the traditional integrated inner lining beam structure that runs from front to rear. Reinforcing plates are only installed at the locations with higher stress values ​​on the left and right longitudinal beams. At the same time, the middle section of the frame uses a combination of round tube crossbeams and channel crossbeams, while the rear section uses a lightweight tail crossbeam. This not only meets the requirements for bending resistance but also increases the overall torsional resistance of the frame, reduces the frame's weight and cost, and improves the fuel economy of the entire vehicle.

[0044] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the scope of the claims.

Claims

1. A lightweight chassis for a heavy-duty truck, comprising: The left and right longitudinal beams are characterized in that, from front to back, a first crossbeam, a second crossbeam, a third crossbeam, a fourth crossbeam, a balance shaft crossbeam, a fifth crossbeam, and a rear tail beam are arranged between the left and right longitudinal beams; the first crossbeam, the balance shaft crossbeam, and the fifth crossbeam are all circular tube crossbeams, and the second crossbeam, the third crossbeam, and the fourth crossbeam are all channel-shaped crossbeams; the upper and lower ends of the rear tail beam are bent to form an upper stamping wing panel and a lower stamping wing panel, and the left and right ends of the rear tail beam are bent to form a left flange plate and a right flange plate.

2. The lightweight chassis of a heavy-duty truck according to claim 1, characterized in that, The left longitudinal beam and the right longitudinal beam are provided with a front L-shaped reinforcing plate, a middle L-shaped reinforcing plate and a rear reinforcing plate assembly on the inner side of their web surfaces.

3. The lightweight chassis of a heavy-duty truck according to claim 2, characterized in that, The front L-shaped reinforcing plate is located in front of the first crossbeam; the middle L-shaped reinforcing plate extends from the front of the second crossbeam to the rear of the second crossbeam; the rear reinforcing plate assembly extends from the front of the fourth crossbeam to the rear of the balance shaft crossbeam.

4. The lightweight chassis of a heavy-duty truck according to claim 3, characterized in that, The rear reinforcing plate assembly includes: a symmetrically arranged upper rear L-shaped reinforcing plate and a lower rear L-shaped reinforcing plate.

5. The lightweight chassis of a heavy-duty truck according to claim 4, characterized in that, The left longitudinal beam and the right longitudinal beam are roll-formed channel steel plate structures.

6. The lightweight chassis of a heavy-duty truck according to claim 5, characterized in that, The first crossbeam and the fifth crossbeam each include a hollow cylindrical crossbeam and stamped mounting plates welded to both ends of the hollow cylindrical crossbeam. The stamped mounting plates are fixed to the web surfaces of the left longitudinal beam and the right longitudinal beam by bolts.

7. The lightweight chassis of a heavy-duty truck according to claim 6, characterized in that, The stamped mounting plate has through holes, and the edge of the through hole extends inward to form a surrounding plate. The surrounding plate covers the end of the hollow cylindrical beam and is welded to the hollow cylindrical beam.

8. The lightweight chassis of a heavy-duty truck according to claim 7, characterized in that, The balance shaft beam includes a tubular cast beam, and both ends of the tubular cast beam are provided with cast mounting plates integrally formed with the tubular cast beam. The cast mounting plates are fixed to the web surfaces of the left longitudinal beam and the right longitudinal beam by bolts.

9. The lightweight chassis of a heavy-duty truck according to claim 8, characterized in that, The lower stamping wing panel has round holes at both ends for connecting with the lower wing surfaces of the left and right longitudinal beams. The left flange and the right flange are fixed to the web surfaces of the left and right longitudinal beams by bolts.

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