Lightweight semitrailer chassis

Abstract

The light-weight semitrailer chassis comprises a chassis frame, the chassis frame comprises two longitudinal beams which are symmetrically arranged and have closed sections, and each longitudinal beam sequentially forms a traction section, a variable neck section and a rear axle seat section which are integrally formed from front to back; the traction section is provided with a rectangular beam; a first transverse plate beam and a second transverse plate beam are arranged at the front end and the rear end of the variable neck section correspondingly, and the first transverse plate beam and the second transverse plate beam are the same in structure and are each provided with a light-weight hole. The chassis frame structure is designed, the square tube type longitudinal beams with the closed sections are adopted to replace traditional I-shaped steel type longitudinal beams, and the capacity of bearing complex loads is enhanced. Particularly, the torsional strength can be improved, the deformation risk is reduced, the section modulus is increased, and the self weight is obviously reduced, so that the lightweight target is preliminarily realized; according to different load applying conditions of the traction section, the variable neck section and the rear axle seat section, the cross beams of the traction section, the variable neck section and the rear axle seat section are arranged in a customized mode, the torsion resistance of the chassis frame is comprehensively enhanced, and light weight is further achieved.

Description

TECHNICAL FIELD

[0001] The utility model relates to a semitrailer chassis, especially a lightweight semitrailer chassis. BACKGROUND

[0002] In the highway logistics transportation industry, large-tonnage vehicles are the main transportation tools, among which the semitrailer occupies a pivotal position in the industry due to its excellent bearing capacity and loading capacity. With the increasing strictness of energy saving and emission reduction requirements, the semitrailer urgently needs technological upgrading. The current industry innovation direction for the semitrailer is mainly electrification and semi-lightweight. For lightweight, the chassis of the traditional semitrailer usually uses high-strength steel as the main structural material, which not only meets the bearing requirements but also makes the weight of the chassis often exceed 5 tons, which not only reduces the effective load capacity but also leads to the decrease of fuel economy. According to the latest research in the industry, for every 5% reduction in total mass, the fuel consumption of the semitrailer can be reduced by about 3% to 5%.

[0003] The existing semitrailer mainly uses two means of material substitution and structural optimization for lightweight. For example, some manufacturers have introduced an all-aluminum frame structure that uses the lightweight advantage of aluminum alloy to replace high-strength steel, which can achieve lightweight but has high material cost, complex welding process, and fatigue cracks in the key load-bearing parts of the girder. Structural optimization for lightweight often steals weight by making the gap of the fence larger or reducing the thickness of the chamber body panel, but does not lightweight the chassis that accounts for the largest proportion of the self-weight, so the effect of lightweight is very limited. Due to the conventional load conditions of the semitrailer, the conventional chassis lightweighting has a risk of structural deformation, which further affects the torsional resistance of the chassis. SUMMARY

[0004] In order to solve the above technical problems, the utility model provides a lightweight semitrailer chassis.

[0005] In order to solve the above technical problems, the utility model adopts the technical scheme of a lightweight semitrailer chassis, which comprises a chassis frame, the chassis frame comprises two symmetrical longitudinal beams arranged in a closed section, and the longitudinal beams form a body-shaped traction section, neck-changing section and rear axle seat section from front to rear;

[0006] The traction section is provided with a rectangular beam;

[0007] The front and rear ends of the neck-changing section are respectively provided with a first horizontal plate beam and a second horizontal plate beam, the first horizontal plate beam and the second horizontal plate beam are the same in structure and are provided with lightweight holes;

[0008] The front position of the rear axle seat section is provided with a torsion-resistant main beam, and the rear position of the rear axle seat section is sequentially provided with a first rear axle seat cross beam, a second rear axle seat cross beam and a third rear axle seat cross beam which are of the same structure and are all provided with a communication hole, a stress hole and a lightening hole.

[0009] Further, the front end of the traction section is processed with a transversely extending traction protection lever, and the rectangular beam is rectangular and has a middle hole.

[0010] Further, the middle part of the traction section of the two longitudinal beams and the position avoiding the rectangular beam are all riveted with a front suspension, and the front suspension comprises a U-shaped plate support connected to the longitudinal beam, and a plurality of straight leaf springs are stacked and welded in the space between the U-shaped plate support and the longitudinal beam.

[0011] Further, the two ends of the straight leaf spring are both welded with a supporting foot, the middle part of the upper surface of the straight leaf spring is welded with an auxiliary welding reinforcing plate, and the middle part of the lower surface of the straight leaf spring is welded with an auxiliary welding connecting piece matched with the auxiliary welding reinforcing plate of the lower straight leaf spring.

[0012] Further, the middle part of the lower surface of the connecting plate is also welded with an auxiliary welding connecting piece which is matched with the seat surface width of the U-shaped plate support.

[0013] Further, the torsion-resistant main beam comprises two wall-hugging longitudinal plates riveted to the respective inner side surfaces of the two longitudinal beams, the two wall-hugging longitudinal plates are jointly bridged with a large cross beam, and the wall-hugging longitudinal plates are further welded with a triangular plate penetrating through the large cross beam.

[0014] Further, the maximum straight-line distance between the first rear axle seat cross beam and the second rear axle seat cross beam is less than the maximum straight-line distance between the second rear axle seat cross beam and the third rear axle seat cross beam.

[0015] Further, the first rear axle seat cross beam, the second rear axle seat cross beam and the third rear axle seat cross beam all comprise a beam edge wall, the communication hole is located at the middle position of the beam edge wall section, the number of stress holes is two, and the two stress holes are respectively located at the left and right sides of the communication hole.

[0016] Further, the lightening holes on the upper side of each stress hole form a deformation opening, and the bottom surfaces of the lightening holes on the upper and lower sides of each stress hole are all provided with a stress missing groove.

[0017] Further, the rear axle seat section of the two longitudinal beams is all riveted with a rear leaf spring suspension, and the rear leaf spring suspension is located between the torsion-resistant main beam and the first rear axle seat cross beam.

[0018] Each rear leaf spring suspension comprises two suspension supports spaced apart and connected to the longitudinal beam, and a plurality of curved leaf springs are tightly fastened by U-shaped bolts and jointly bridged between the two suspension supports.

[0019] The utility model discloses a lightweight semitrailer chassis, the structure of chassis frame is innovated and designs, adopts the square tube type longitudinal beam of closed section to replace traditional I -beam to enhance its complex load bearing capacity, this design can promote the torsional strength especially, reduces the risk of deformation, increases the section modulus, and significantly reduces the self weight, thereby preliminary realization lightweight target, according to the different load application situation of traction section, neck section, rear axle seat section, the respective crossbeam is customized and is set, both comprehensively strengthen the torsional capacity of chassis frame, further realizes lightweight. BRIEF DESCRIPTION OF DRAWINGS

[0020] Figure 1 It is the structure schematic view of chassis frame of the utility model.

[0021] Figure 2 It is the isometric view of first rear axle seat crossbeam of the utility model.

[0022] Figure 3 It is the sectional view of first rear axle seat crossbeam of the utility model.

[0023] Figure 4 It is the structure schematic view of rear steel plate suspension of the utility model.

[0024] Figure 5 It is the structure schematic view of front suspension of the utility model.

[0025] Figure 6 It is the structure connection schematic view of straight steel plate spring of the utility model.

[0026] In the drawing: 1, chassis frame, 2, traction section, 3, neck section, 4, rear axle seat section, 5, traction protection pole, 6, rectangular beam, 7, first cross plate beam, 8, second cross plate beam, 9, deformation reserved groove, 10, torsional main beam, 11, wall longitudinal plate, 12, large crossbeam, 13, triangular plate, 14, first rear axle seat crossbeam, 15, second rear axle seat crossbeam, 16, third rear axle seat crossbeam, 17, beam edge wall, 18, communication dig hole, 19, stress hole, 20, lightening hole, 21, deformation opening, 22, stress slot, 23, rear steel plate suspension, 24, suspension support, 25, curved steel plate spring, 26, U type bolt, 27, U type plate support, 28, straight steel plate spring, 29, auxiliary welding reinforcing plate, 30, auxiliary welding connecting piece, 31, support foot, 32, connecting steel plate, 33, longitudinal beam, 34, front suspension. DETAILED DESCRIPTION

[0027] The utility model will be further explained in detail in combination with the drawings and specific embodiment.

[0028] As Figures 1-6As shown, the embodiment relates to a lightweight semi-trailer chassis, mainly designs the chassis frame structure of the semi-trailer, and discloses the structure form of the suspension system matched therewith, does not include the axle, braking system, walking system and other structures, and the above structure is not required to be protected by the application, so it is not displayed.

[0029] The embodiment includes a chassis frame 1, as shown in the figure, Figure 1 The chassis frame 1 includes two symmetrical and closed cross-section longitudinal beams 33, compared with the I-beam open beam used in the traditional longitudinal beam, the closed cross-section longitudinal beam 33 of the embodiment effectively improves the cross-section modulus, reduces a large amount of weight compared with the I-beam under the same strength, significantly reduces the self weight of the chassis frame 1, and preliminarily achieves the purpose of lightweight, and the closed cross-section has stronger ability to bear complex load than the open cross-section of the I-beam, especially can improve the torsional strength and reduce the deformation risk, and is suitable for semi-trailer chassis design and use; the longitudinal beam 33 sequentially forms an integrally formed traction section 2, neck-changing section 3 and rear axle seat section 4 from front to back, the neck-changing section 3 is also called goose neck in the field, and the rear axle seat section 4 of the embodiment is connected to the traction section 2 by downward transition bending through the neck-changing section 3.

[0030] Preferably, the traction section 2 is provided with a rectangular beam 6, the rectangular beam 6 is rectangular and has a hole in the middle, which is beneficial to strengthen the torsional resistance of the traction section 2, and the hole in the middle is used for the wire harness to pass through the traction part, which is convenient for processing and production; the front end of the traction section 2 is processed with a traction protection rod 5 extending in the transverse direction, which is used to strengthen the impact protection ability of the traction section 2.

[0031] Further, the traction section 2 of the two longitudinal beams 33 is riveted with a front suspension 34 at the position avoiding the rectangular beam 6, the front suspension 34 includes a U-shaped plate support 27 connected to the longitudinal beam 33, in the embodiment, the connection mode is bolt connection, and the space in the groove between the U-shaped plate support 27 and the longitudinal beam 33 is provided with a plurality of straight plate springs 28 stacked and welded, as shown in the figure, Figure 5 As shown, the maximum length of the straight plate spring 28 of the adjacent lower layer is greater than that of the straight plate spring 28 of the upper layer, and the length of each straight plate spring 28 on both sides of the U-shaped plate support 27 is the same, so as to achieve a balanced state, in addition, the lower part of the lowermost straight plate spring 28 is welded with a connecting plate 32.

[0032] On this basis, as shown in the figure, Figure 6As shown, the two ends of the straight steel plate spring 28 are welded with support feet 31, and the middle part of the upper surface of the straight steel plate spring 28 is welded with an auxiliary welding reinforcing plate 29, the thickness of the support feet 31 matches the thickness of the auxiliary welding reinforcing plate 29, so as to strengthen the structure connection stability, it should be noted that the auxiliary welding reinforcing plate 29 is welded on the straight steel plate spring 28, and the middle part of the lower surface of the straight steel plate spring 28 is welded with an auxiliary welding connecting piece 30 matched with the auxiliary welding reinforcing plate 29 of the lower straight steel plate spring 28, the auxiliary welding connecting piece 30 is welded with the auxiliary welding reinforcing plate 29 matched therewith, and all the straight steel plate springs 28 are stacked and welded through this connection form.

[0033] As shown in the figure, Figure 5 As shown, the middle part of the lower surface of the connecting steel plate 32 is also welded with an auxiliary welding connecting piece 30 matched with the seat surface width of the U-shaped plate support 27, and the front suspension 34 of the embodiment is suitable for assembling double wheels.

[0034] Preferably, the front and rear ends of the neck-changing section 3 are respectively provided with a first transverse plate beam 7 and a second transverse plate beam 8, that is, the first transverse plate beam 7 is located at the connection transition position of the traction section 2 and the neck-changing section 3, and the second transverse plate beam 8 is located at the connection transition position of the neck-changing section 3 and the rear axle seat section 4, since the neck-changing section 3 is a core stress structure with large internal stress, compared with the traditional single transverse beam connection, the embodiment designs two transverse beams of the first transverse plate beam 7 and the second transverse plate beam 8, and in order to prevent the neck-changing section 3 from bending fatigue and cracking, a deformation reserved groove 9 is arranged at the upper corner of the two longitudinal beams 33 of the neck-changing section 3, in addition, the first transverse plate beam 7 and the second transverse plate beam 8 are the same in structure and are provided with light weight holes, it should be noted that the long side of the first transverse plate beam 7 and the second transverse plate beam is processed with a reinforcing rib.

[0035] Preferably, the front part of the rear axle seat section 4 is provided with a torsion-resistant main beam 10, and the rear part of the rear axle seat section 4 is sequentially provided with a first rear axle seat transverse beam 14, a second rear axle seat transverse beam 15, and a third rear axle seat transverse beam 16 which are the same in structure and are provided with a communication groove 18, a stress hole 1, and a lightening hole 20, the communication groove 18, the stress hole 1, and the lightening hole 20 are used to reduce the self weight and achieve the purpose of lightening.

[0036] As shown in the figure, Figure 1As shown, the anti-torsion main beam 10 includes two wall-attached longitudinal plates 11 riveted on the inner side of each of the two longitudinal beams 33 respectively, the wall-attached longitudinal plates 11 are used to indirectly strengthen the welding strength of the longitudinal beams 33 and the anti-torsion main beam 10, and when structural damage occurs, it is not easy to cause damage to the structure of the longitudinal beams 33, and the protection ability is enhanced; the two wall-attached longitudinal plates 11 are bridged by the large cross beam 12, the large cross beam 12 is a square tube structure, and the cross section is closed, and the wall-attached longitudinal plates 11 are also welded with the triangular plates 13 penetrating through the large cross beam 12, the way of penetrating through the large cross beam 12 of the triangular plates 13 is beneficial to improve the strength of the mutual connection position, and then welded at the mutual connection position, thereby enhancing the anti-torsion ability of the rear axle seat section 4, and the structural strength of the anti-torsion main beam 10 is stronger than that of the traditional cross beam.

[0037] As shown in the drawings, Figure 1 The maximum straight-line distance between the first rear axle seat cross beam 14 and the second rear axle seat cross beam 15 is less than the maximum straight-line distance between the second rear axle seat cross beam 15 and the third rear axle seat cross beam 16, and the third rear axle seat cross beam 16 is located at the tail of the entire chassis frame 1 and bears the lateral support of the uniform load, without needing to resist strong dynamic stress, so that the third rear axle seat cross beam 16 is away from the second rear axle seat cross beam 15, which can not only meet the structural strength requirement, but also reduce the use of materials and achieve the purpose of lightweight.

[0038] As shown in the drawings, Figures 2-3 As shown in the drawings, The first rear axle seat cross beam 14, the second rear axle seat cross beam 15, and the third rear axle seat cross beam 16 all include a beam edge wall 17, a communication hole 18 is located at the middle position of the cross section of the beam edge wall 17, the number of stress holes 19 is two, and the two stress holes 19 are respectively located at the left and right sides of the communication hole 18. Another three sides of the periphery of each stress hole 19 are provided with lightening holes 20. Compared with the traditional cross beam, the structural width of the first rear axle seat cross beam 14, the second rear axle seat cross beam 15, and the third rear axle seat cross beam 16 of the embodiment is larger, and the weight is reduced by reasonably providing the lightening holes 20 under the condition of guaranteeing the bending strength, thereby achieving the purpose of lightweight. On this basis, in order to effectively cope with the bending load and stress, the deformation opening 21 is formed on the lightening hole 20 on the upper side of each stress hole 19, and the stress missing groove 22 is provided on the bottom surface of the lightening hole 20 on the upper and lower sides of each stress hole 19. The load is borne by conforming to the bending deformation.

[0039] The rear axle seat section 4 of the two longitudinal beams 33 is riveted with a rear steel plate suspension 23, and the rear steel plate suspension 23 is located between the anti-torsion main beam 10 and the first rear axle seat cross beam 14; each rear steel plate suspension 23 includes two suspension supports 24 connected to the longitudinal beam 33 at intervals, and a plurality of curved steel plate springs 25 are bridged between the two suspension supports 24 and fastened by U-shaped bolts. It should be noted that the rear steel plate suspension 23 is a prior art.

[0040] The application discloses a lightweight semi-trailer chassis, innovatively designs the structure of the chassis frame, adopts a closed-section square tube type longitudinal beam to replace a traditional I-beam type longitudinal beam, and thus the ability of the chassis frame to bear complex loads is enhanced; the design can particularly improve the torsional strength, reduce the deformation risk, increase the section modulus, and significantly reduce the self weight, so that the lightweight target is preliminarily achieved; the customized setting of the respective cross beams according to different load application conditions of the traction section, the neck-changing section and the rear axle seat section comprehensively strengthens the torsional resistance of the chassis frame and further achieves the lightweight.

[0041] The above embodiment is not a limitation of the utility model, and the utility model is not limited to the above examples; changes, modifications, additions or replacements made by the skilled in the art within the technical scheme range of the utility model also belong to the protection range of the utility model.

Claims

1. A lightweight semi-trailer chassis, characterized by: The chassis frame (1) comprises two symmetrical and closed-section longitudinal beams (33), which sequentially form a body from front to back, including a traction section (2), a neck-changing section (3), and a rear axle seat section (4); The traction section (2) is provided with a rectangular beam (6); The front and rear ends of the neck-changing section (3) are respectively provided with a first transverse plate beam (7) and a second transverse plate beam (8), which are identical in structure and are provided with lightweight holes. The front part of the rear axle seat section (4) is provided with a torsion-resistant main beam (10), and the rear part of the rear axle seat section (4) is sequentially provided with a first rear axle seat transverse beam (14), a second rear axle seat transverse beam (15), and a third rear axle seat transverse beam (16), which are identical in structure and are provided with communication holes (18), stress holes (19), and lightening holes (20).

2. The lightweight semi-trailer chassis according to claim 1, characterized in that: The front end of the traction section (2) is provided with a traction protection rod (5) extending in the transverse direction; the rectangular beam (6) is rectangular and has a hole in the middle.

3. The lightweight semi-trailer chassis according to claim 2, characterized in that: The middle part of the traction section (2) of the two longitudinal beams (33) is riveted with a front suspension (34) avoiding the rectangular beam (6), and the front suspension (34) comprises a U-shaped plate support (27) connected to the longitudinal beam (33), and the space between the U-shaped plate support (27) and the longitudinal beam (33) is provided with a plurality of straight steel plate springs (28) stacked and welded.

4. The lightweight semi-trailer chassis according to claim 3, characterized in that: The two ends of the straight steel plate spring (28) are welded with support feet (31), the middle part of the upper surface of the straight steel plate spring (28) is welded with an auxiliary welding reinforcing plate (29), and the middle part of the lower surface of the straight steel plate spring (28) is welded with an auxiliary welding connecting piece (30) matching the auxiliary welding reinforcing plate (29) of the lower straight steel plate spring (28).

5. The lightweight semi-trailer chassis according to claim 4, characterized in that: The middle part of the lower surface of the connecting steel plate (32) is also welded with an auxiliary welding connecting piece (30) matching the seat surface width of the U-shaped plate support (27).

6. The lightweight semi-trailer chassis according to claim 1, characterized in that: The torsion-resistant main beam (10) comprises two wall-hugging longitudinal plates (11) riveted to the inner sides of the two longitudinal beams (33), respectively, and the two wall-hugging longitudinal plates (11) are connected by a large transverse beam (12), and the wall-hugging longitudinal plates (11) are further welded with a triangular plate (13) penetrating the large transverse beam (12).

7. The lightweight semi-trailer chassis according to claim 1, characterized in that: The maximum straight-line distance between the first rear axle seat transverse beam (14) and the second rear axle seat transverse beam (15) is less than the maximum straight-line distance between the second rear axle seat transverse beam (15) and the third rear axle seat transverse beam (16).

8. The lightweight semi-trailer chassis according to claim 7, characterized in that: The first rear axle seat transverse beam (14), the second rear axle seat transverse beam (15), and the third rear axle seat transverse beam (16) all comprise beam edge walls (17), the communication holes (18) are located in the middle part of the beam edge wall (17) section, the number of stress holes (19) is two, the two stress holes (19) are located on the left and right sides of the communication holes (18), respectively, and three additional sides of the periphery of each stress hole (19) are provided with lightening holes (20).

9. The lightweight semi-trailer chassis according to claim 8, characterized in that: The lightening hole (20) on the upper side of each stress hole (19) is formed with a deformation opening (21), and the bottom surface of the lightening hole (20) on the upper and lower sides of each stress hole (19) is provided with a stress notch (22).

10. The lightweight semi-trailer chassis according to claim 1, characterized in that: The rear axle seat section (4) of the two longitudinal beams (33) is riveted with a rear leaf spring suspension (23), and the rear leaf spring suspension (23) is located between the torsion main beam (10) and the first rear axle seat cross beam (14); Each rear leaf spring suspension (23) comprises two suspension supports (24) which are spaced apart and connected to the longitudinal beam (33), and a plurality of curved steel plate springs (25) which are fastened by U-shaped bolts and are commonly connected between the two suspension supports (24).

Images