Four-point type unstressed secondary beam

Abstract

The utility model relates to the technical field of vehicle auxiliary beams, in particular to a four-point type stress-free auxiliary beam which comprises an auxiliary beam body located above a chassis. The number of the rotating parts is two, and the two rotating parts correspond to the front end and the rear end of the auxiliary beam body respectively. Each rotating part comprises a first fixing seat, a second fixing seat and a damping shaft, the first fixing seats are arranged on the auxiliary beam main body, the second fixing seats are arranged on the chassis, and the first fixing seats are rotationally connected with the second fixing seats through the damping shafts, so that the first fixing seats swing left and right; the number of the fixing parts is two, and the two fixing parts are arranged on the left side and the right side of the auxiliary beam body correspondingly and located between the two rotating parts; each fixing part comprises a third fixing seat, a fourth fixing seat and a damping unit, the third fixing seats are arranged on the auxiliary beam main body, the fourth fixing seats are arranged on the chassis, and the third fixing seats and the fourth fixing seats are connected through the damping units. The device has the effect of reducing damage to the compartment body.

Description

Technical Field

[0001] This application relates to the technical field of vehicle subframes, and in particular to a four-point stress-free subframe. Background Technology

[0002] Currently, with the rise of off-road RV culture, more and more people are choosing to enter uninhabited areas or unpaved roads for extreme off-road activities. However, under such extreme conditions, the vehicle body will experience a large torsional range, generating significant stress on the cabin and potentially damaging its structure. A subframe supporting the chassis acts as a carrier for the cabin, effectively reducing the impact of the chassis on the cabin.

[0003] In the prior art, Chinese patent CN105151131A discloses a support connection structure for a motorhome cabin, including a subframe. Two external attachment catches are fixed to the front bottom of the subframe. The two external attachment catches cooperate to fix a sub-beam frame that can rotate around a transverse axis. A buffer rear hanger that can rotate around a longitudinal axis is hinged to the rear bottom of the subframe. The front end of the chassis is connected and fixed to the sub-beam frame, and the rear end of the chassis is connected and fixed to the buffer rear hanger. When performing extreme off-road activities in uninhabited areas or on unpaved roads, there will be left-right imbalance during the journey, causing the cabin to shake significantly. The vibration can easily be transmitted to the cabin, causing damage to the cabin. Summary of the Invention

[0004] To reduce damage to the body, this application provides a four-point stress-free sub-beam.

[0005] This application provides a four-point stress-free secondary beam, which adopts the following technical solution:

[0006] A four-point stress-free sub-beam, comprising:

[0007] The main body of the sub-beam is located above the chassis;

[0008] The rotating part is provided in two parts, which correspond to the front end and rear end of the sub-beam body, respectively. Each rotating part includes a first fixed seat, a second fixed seat and a damping shaft. The first fixed seat is disposed on the sub-beam body and the second fixed seat is disposed on the chassis. The first fixed seat is rotatably connected to the second fixed seat through the damping shaft, so as to realize the left and right swing of the first fixed seat.

[0009] There are two fixing parts, which are respectively located on the left and right sides of the sub-beam body and between the two rotating parts. Each fixing part includes a third fixing seat, a fourth fixing seat and a shock absorption unit. The third fixing seat is located on the sub-beam body and the fourth fixing seat is located on the chassis. The third fixing seat and the fourth fixing seat are connected through the shock absorption unit.

[0010] By adopting the above technical solution, the main body of the sub-beam is installed between the chassis and the cargo box, with a rotating part at each end. The rotating parts are flexibly connected to the chassis via shock-absorbing shafts, allowing the sub-beam to swing left and right. Two fixed parts are located between the rotating parts, absorbing lateral vibrations through shock-absorbing units. Compared with the traditional three-point structure, the four-point layout (one rotating part at the front and rear, and two fixed parts in the middle) provides better balance and reduces the left and right swaying of the cargo box caused by single-point rotation. The rotating parts dissipate longitudinal torque, and the fixed parts suppress lateral vibrations, thereby reducing the overall stress on the cargo box.

[0011] Optionally, the fixing part is located on a horizontal line passing through the centroid of the sub-beam body, and the horizontal line is perpendicular to the length direction of the sub-beam body.

[0012] By adopting the above technical solution, the fixing part is set on the horizontal line of the sub-beam body passing through the center of gravity. When connected to the chassis, the inertial force is minimal at this point, and the force is more evenly distributed. The deformation at the center of gravity is minimal, further reducing the sway amplitude of the box body and improving stability. It also avoids uneven force distribution on the sub-beam due to the offset of the fixing part, thus extending the structural life.

[0013] Optionally, the two fixing parts are coaxially connected by a connecting pipe.

[0014] By adopting the above technical solution, the two fixing parts are coaxially connected by a connecting pipe to form an I-shaped structure, ensuring that the fixing parts on both sides are subjected to force synchronously; the connecting pipe enhances the overall rigidity of the sub-beam and prevents twisting caused by uneven force on the left and right sides; the I-shaped structure disperses stress, improves torsional resistance, and ensures the stability of the carriage.

[0015] Optionally, the damping shaft includes a connecting bolt, an inner bushing, a first vulcanized rubber sleeve, and an outer bushing that are sequentially sleeved together, and the connecting bolt is rotatably connected to the second fixed seat.

[0016] By adopting the above technical solution, the shock absorber shaft consists of connecting bolts, an inner bushing, a vulcanized rubber sleeve, and an outer bushing. The multi-layer structure is connected to the chassis mounting base by bolts. The vulcanized rubber sleeve provides elastic cushioning, absorbs high-frequency vibrations from the chassis, and avoids rigid transmission. The multi-layer sleeve structure disperses shear force, reduces wear on the connecting bolts, and extends service life.

[0017] Optionally, the shock absorption unit includes an upper frame, a lower frame, and a second vulcanized rubber sleeve. The upper frame is connected to the third fixed seat, and the upper frame and the lower frame are connected to form an arc-shaped space. The second vulcanized rubber sleeve is disposed in the arc-shaped space and is sleeved on the connecting pipe.

[0018] By adopting the above technical solution, the upper and lower frames of the damping unit form an arc-shaped space, and the vulcanized rubber sleeve wraps around the connecting pipe, allowing elastic deformation; the arc-shaped space increases the deformation of the damping unit, adapting to a wide range of vibration and impact; the vulcanized rubber sleeve and the connecting pipe are combined to form multi-directional damping, suppressing lateral and vertical vibrations.

[0019] Optionally, a shock-absorbing module is provided on the chassis, and the shock-absorbing module is close to the rotating part. The shock-absorbing module connects the chassis and the sub-beam body and is used to adjust the connection stiffness between the chassis and the sub-beam body.

[0020] By adopting the above technical solution, an adjustable shock absorption module is installed near the rotating part of the chassis. The connection stiffness is adjusted to adapt to different road conditions. The stiffness is increased on paved roads to reduce body swaying. The stiffness is decreased on off-road roads to absorb severe impacts. The modular design improves the adaptability of the sub-beam, taking into account both comfort and off-road performance.

[0021] Optionally, the damping module includes an upper support, an adjustable damper, and a lower support. The upper support is connected to the sub-beam body, the lower support is connected to the chassis, and the adjustable damper is connected to the upper support and the lower support.

[0022] By adopting the above technical solution, the adjustable shock absorber connects the upper support (sub-beam) and the lower support (chassis), and adjusts the damping through mechanical or hydraulic means; it dynamically adjusts the damping effect and optimizes the vibration transmission path under different working conditions; the adjustable design simplifies user operation and can be adapted to various scenarios without replacing parts.

[0023] Optionally, the main body of the sub-beam is assembled in separate parts and is detachably connected by bolts.

[0024] By adopting the above technical solution, the main body of the sub-beam adopts a split design, and each part is assembled by bolt connection; this avoids local fatigue cracking caused by welding stress and improves structural reliability; modular assembly facilitates maintenance and replacement and reduces maintenance costs.

[0025] Optionally, the main body of the sub-beam is made of titanium alloy.

[0026] By adopting the above technical solution, the main body of the sub-beam is integrally formed by titanium alloy extrusion process and then assembled with other components; the high strength and low density of titanium alloy can significantly reduce weight while ensuring load-bearing capacity; the extrusion process improves material utilization, reduces processing defects, and lowers costs.

[0027] In summary, this application includes at least one of the following beneficial technical effects:

[0028] 1. The four-point layout (one rotating part at the front and rear, and two fixed parts in the middle) provides better balance than the traditional three-point structure, reducing the lateral swaying of the cargo box caused by single-point rotation; the rotating parts absorb longitudinal torque, and the fixed parts suppress lateral vibration, thus reducing the stress on the cargo box as a whole. The four-point structure design ensures the comfort of the rear cargo box on paved roads, while effectively reducing the damage to the cargo box caused by chassis vibration under extreme off-road conditions.

[0029] 2. The upper and lower frames of the shock absorber unit form an arc-shaped space, and the vulcanized rubber sleeve wraps around the connecting pipe, which plays a buffering role through elastic deformation; the shock absorber unit is combined with the shock absorber shaft to form multi-directional shock absorption, suppressing lateral and vertical vibrations, and through combined shock absorption, it can effectively reduce the transmission of chassis vibration to the box body and maintain the stability of the box body.

[0030] 3. The main body of the sub-beam is integrally formed by titanium alloy extrusion process and then assembled with other components; the high strength and low density of titanium alloy can significantly reduce weight while ensuring load-bearing capacity; the extrusion process improves material utilization, reduces processing defects, and lowers costs. Attached Figure Description

[0031] Figure 1 This is a diagram showing the installation position of the main body of the secondary beam in an embodiment of this application;

[0032] Figure 2 This is an overall structural diagram of the main body of the secondary beam in the embodiments of this application;

[0033] Figure 3 This is a structural illustration of the rotating part in an embodiment of this application;

[0034] Figure 4 This is a cross-sectional view of the damping shaft in an embodiment of this application;

[0035] Figure 5 This is a partial structural diagram of the damping shaft in an embodiment of this application;

[0036] Figure 6 This is a diagram showing the relative positions of the fixing part and the connecting pipe in an embodiment of this application;

[0037] Figure 7 This is a diagram illustrating the third fixing base in an embodiment of this application;

[0038] Figure 8 This is a diagram showing the connection relationship between the connecting pipe and the fourth fixing seat in an embodiment of this application;

[0039] Figure 9 This is a detailed structural diagram of the fixing part in an embodiment of this application;

[0040] Figure 10 This is a cross-sectional view of the main body of the secondary beam in an embodiment of this application;

[0041] Figure 11 yes Figure 10 A magnified view of a portion of region B in the middle;

[0042] Figure 12 yes Figure 1 A magnified view of a portion of region A in the middle;

[0043] Figure 13 This is a structural diagram of the shock absorption module in the embodiments of this application.

[0044] Reference numerals: 100, Sub-beam body; 110, Front crossbeam; 120, Longitudinal beam; 130, Side beam; 140, Middle crossbeam; 150, Rear crossbeam; 160, Front mounting plate; 170, Rear mounting plate; 200, Rotating part; 210, First fixed seat; 220, Second fixed seat; 230, Shock-absorbing shaft; 231, Connecting bolt; 232, Inner bushing; 233, First vulcanized rubber sleeve; 234, Outer bushing; 300, Fixed part; 310, Third fixed seat; 320, Fourth fixed seat; 330, Shock-absorbing unit; 331, Upper frame; 332, Lower frame; 333, Second vulcanized rubber sleeve; 400, Connecting pipe; 500, Shock-absorbing module; 510, Upper support; 520, Adjustable shock absorber; 530, Lower support; 600, Chassis. Detailed Implementation

[0045] The following combination Figures 1 to 13 This application will be described in further detail.

[0046] This embodiment discloses a four-point stress-free secondary beam.

[0047] Reference Figure 1 and Figure 2The four-point stress-free sub-beam mainly includes: two rotating parts 200, two fixed parts 300, and a sub-beam body 100. The end of the sub-beam body 100 closest to the vehicle's front is the front end, and the end furthest from the vehicle's front is the rear end. The width of the sub-beam body 100 corresponds to the left and right sides. The sub-beam body 100 is connected to the chassis 600 through the two rotating parts 200 and the two fixed parts 300. The two rotating parts 200 are located at the front and rear ends of the chassis 600, respectively, and the two fixed parts 300 are located between the two rotating parts 200. Both fixed parts 300 are located passing through the center of mass of the sub-beam body 100 and perpendicular to the length of the sub-beam body 100. The two rotating parts 200 located at the front and rear of the sub-beam body 100 are symmetrically arranged on the left and right sides of the horizontal line in the direction of degree, and the horizontal line is located at the middle of the length of the sub-beam body 100, passing through the center of mass and located on the plane where the sub-beam body 100 is located; when the chassis 600 vibrates, the two rotating parts 200 located at the front and rear of the sub-beam body 100 can swing left and right relative to the chassis 600, and the generated torque and vibration can cancel each other out to a certain extent, thereby greatly reducing the vibration; the two fixed parts 300 are arranged on the horizontal line of the sub-beam body 100 passing through the center of mass, and their inertial force is the smallest, thereby minimizing the sway amplitude, and can minimize the overall sway amplitude of the box.

[0048] Reference Figure 2 The sub-beam body 100 adopts a frame structure, including a front crossbeam 110, longitudinal beams 120, side beams 130, middle crossbeams 140, rear crossbeams 150, a front mounting plate 160, and a rear mounting plate 170. The front crossbeam 110 is located at the front end of the sub-beam body 100, and the rear crossbeam 150 is located at the rear end of the sub-beam body 100. The front crossbeam 110, rear crossbeam 150, and two longitudinal beams 120 form the entire outer frame of the sub-beam body 100. The side beams 130 are fixed to the outside of the longitudinal beams 120 and are divided into horn-shaped and rectangular structures. The horn-shaped side beams 130 serve to distribute stress and improve the stability of the entire sub-beam body 100, while the rectangular side beams 130 are for convenient installation of the doors. The two ends of the intermediate crossbeam 140 are fixed to the inner sides of the two longitudinal beams 120. The front mounting plate 160 and the rear mounting plate 170 are respectively fixed to the middle positions of the two adjacent intermediate crossbeams 140 at the front and the two adjacent intermediate crossbeams 140 at the rear, for mounting the front and rear rotating parts 200. All parts are connected by bolts, and there is no welding stress.

[0049] Reference Figure 3 , Figure 4 and Figure 5The two rotating parts 200 have the same structure. One is fixed to the front end of the sub-beam body 100, and the other is fixed to the rear end of the sub-beam body 100. Each rotating part 200 includes a first fixed seat 210, a second fixed seat 220, and a shock-absorbing shaft 230. The upper part of the first fixed seat 210 of the front rotating part 200 is fixed to the front mounting plate 160 of the sub-beam body 100, and the upper part of the first fixed seat 210 of the rear rotating part 200 is fixed to the rear mounting plate 170 of the sub-beam body 100. The second fixed seat 220 is fixedly connected to the corresponding positioning holes on the chassis 600 through several positioning holes. The first fixed seat 210 and the second fixed seat 220 are rotatably connected by the shock-absorbing shaft 230.

[0050] The shock absorber shaft 230 includes an outer bushing 234, an inner bushing 232, a first vulcanized rubber sleeve 233 fixed in the middle, and a connecting bolt 231. These components are sequentially fitted together in the order of connecting bolt 231, inner bushing 232, first vulcanized rubber sleeve 233, and outer bushing 234. It is rotatably connected to the second fixed seat 220 via the connecting bolt 231, allowing the first fixed seat 210 to swing left and right. The first fixed seat 210 and the second fixed seat 220 can swing relative to each other around the connecting bolt 231. The first vulcanized rubber sleeve 233, which may be made of EPDM material, primarily serves to dampen vibrations between the first fixed seat 210 and the second fixed seat 220, effectively preventing vibrations generated by the chassis 600 from being transmitted to the vehicle body.

[0051] Reference Figure 6 , Figure 7 and Figure 8 The fixing part 300 is fixed in the middle of the length direction of the sub-beam body 100. The fixing part 300 is set on the horizontal line through which the car body passes through the center of gravity, and its deformation is minimal, which can effectively reduce the shaking of the entire car body. The two fixing parts 300 are arranged along the width direction of the sub-beam body 100 and are symmetrically arranged along the width direction of the sub-beam body 100.

[0052] Reference Figure 9 It includes a third fixed seat 310, a damping unit 330, and a fourth fixed seat 320. The damping unit 330 includes an upper frame 331, a lower frame 332, and a second vulcanized rubber sleeve 333. The upper frame 331 and the lower frame 332 are welded together to form an elastic overall frame for the damping unit 330. The second vulcanized rubber sleeve 333 is located between the arc-shaped portions of the upper frame 331 and the lower frame 332 and can be made of EPDM material. The damping unit 330 is used to replace the rigid connection between rigid bodies in a conventional sub-beam. When the vehicle bumps, the second vulcanized rubber sleeve 333 can play a buffering role.

[0053] Reference Figure 10 and Figure 11The two fixing parts 300 each have two symmetrically distributed third fixing seats 310. Their upper parts are fixed to the sides of the two longitudinal beams 120 of the sub-beam body 100, and the third fixing seats 310 are inserted into the longitudinal beams 120 and fixed by bolts. Their lower parts are welded to the horizontal part of the upper frame 331 of the damping unit 330. Two symmetrically distributed fourth fixing seats 320 are connected to a connecting pipe 400 at their upper parts and are fixedly connected to both ends of the connecting pipe 400 by welding. Their lower parts are fixedly connected to corresponding positioning holes on the chassis 600 through several positioning holes. The connecting pipe 400 connects the fixing seats on the left and right sides to form an I-shaped structure. Its main function is to ensure that the left and right parts of the sub-beam body 100 move simultaneously, maintaining the stability of the sides of the carriage under vibration conditions. A second vulcanized rubber sleeve 333 is fitted onto the connecting pipe 400, allowing the third fixing seat 310 to connect to the connecting pipe 400 through the damping unit 330.

[0054] Reference Figure 1 , Figure 12 and Figure 13 As a preferred embodiment, the present invention also includes an adjustable damping module 500, symmetrically distributed on both sides of the front end of the sub-beam body 100. This module includes an upper support 510, an adjustable damper 520, and a lower support 530. The upper support 510 is fixedly connected to the sub-beam body 100, and the lower support 530 is fixedly connected to the chassis 600. The adjustable damper 520 connects the upper support 510 and the lower support 530. The adjustable damping module 500 can adjust the connection stiffness. When driving on paved roads, because the chassis 600 has low torsion, the connection stiffness can be increased to prevent severe shaking of the vehicle body. When driving on off-road surfaces, because the chassis 600 has high torsion, the connection stiffness can be decreased to significantly reduce the vibration transmitted to the sub-beam during severe vehicle shaking.

[0055] As an alternative, the longitudinal beam 120, the side beam 130, and the intermediate cross beam 140 can be formed by titanium alloy extrusion molding process, which can ensure the strength of the entire sub-beam while greatly reducing the vehicle weight, reducing the vehicle load, and improving off-road performance.

[0056] The sub-beam body 100 adopts a four-point structure design, namely two rotation points at the front and rear, and two fixed points in the middle. When the off-road vehicle travels on a smooth road, the two fixed points in the middle and the two rotation points at the front and rear form two triangular structures that interact with each other, preventing the entire vehicle body from shaking. However, in extreme off-road conditions, the forces on the chassis 600 are relatively large, and a significant torsional force is transmitted to the sub-beam body 100 through the four upper points. The two fixed points in the middle of the sub-beam body 100 are located in the center of the entire vehicle body, where the torsional force is minimized. In this way, the torsional force on the chassis 600 is offset by the rotation points at the front and rear. The torsion of the main beam 100 is greatly reduced; it ensures the comfort of the cargo box on paved roads, while effectively reducing the damage to the cargo box caused by chassis vibration under extreme off-road conditions; the entire sub-beam 100 is connected by bolting, which not only facilitates replacement but also avoids the presence of welding stress; in addition, users can optionally install an adjustable shock absorption module 500 to further limit the rotation range of the cargo box and improve stability; the sub-beam 100 can also be processed using extruded titanium alloy technology, which can not only ensure the overall strength of the sub-beam 100 but also significantly reduce weight and vehicle load, thereby significantly improving off-road performance.

[0057] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A four-point unstressed sub girder characterized by: The utility model relates to a kind of damping module and damping module and chassis, which are used for adjusting the connection stiffness of chassis and sub-beam body. The utility model discloses a damping module and damping module and chassis, which are used for adjusting the connection stiffness of chassis and sub-beam body. The utility model relates to a kind of damping module and damping module and chassis, which are used for adjusting the connection stiffness of chassis and sub-beam body. The utility model relates to a kind of damping module and damping module and chassis, which are used for adjusting the connection stiffness of chassis and sub-beam body.

2. The four-point unstressed secondary beam of claim 1, wherein: The utility model relates to a kind of damping module and damping module and chassis, which are used for adjusting the connection stiffness of chassis and sub-beam body.

3. The four-point unstressed secondary beam of claim 2, wherein: The utility model relates to a kind of damping module and damping module and chassis, which are used for adjusting the connection stiffness of chassis and sub-beam body.

4. The four-point unstressed secondary beam of claim 1, wherein: The utility model relates to a kind of damping module and damping module and chassis, which are used for adjusting the connection stiffness of chassis and sub-beam body.

5. The four-point unstressed sub-beam of claim 3, wherein: The utility model relates to a kind of damping module and damping module and chassis, which are used for adjusting the connection stiffness of chassis and sub-beam body.

6. The four-point unstressed secondary beam according to any one of claims 1-5, characterized in that: The utility model relates to a kind of damping module and damping module and chassis, which are used for adjusting the connection stiffness of chassis and sub-beam body.

7. The four-point unstressed secondary beam of claim 6, wherein: The utility model relates to a kind of damping module and damping module and chassis, which are used for adjusting the connection stiffness of chassis and sub-beam body. The utility model relates to a kind of damping module and damping module and chassis, which are used for adjusting the connection stiffness of chassis and sub-beam body. The utility model relates to a kind of damping module and damping module and chassis, which are used for adjusting the connection stiffness of chassis and sub-beam body. The utility model relates to a kind of damping module and damping module and chassis, which are used for adjusting the connection stiffness of chassis and sub-beam body. The utility model relates to a kind of damping module and damping module and chassis, which are used for adjusting the connection stiffness of chassis and sub-beam body. 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9. The four-point unstressed secondary beam of claim 6, wherein: The auxiliary beam body (100) is made of titanium alloy.

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