Connecting device for frame longitudinal beam

Abstract

The utility model discloses a connecting device for a longitudinal beam of a frame, which belongs to the technical field of chassis structures of motor homes and comprises a first holding clamp base and a second holding clamp base, and the first holding clamp base and the second holding clamp base clamp the longitudinal beam through a first fastening component. The first embracing clamp base comprises a first embracing clamp piece, the second embracing clamp base comprises a second embracing clamp piece and a connecting plate, connecting seats are arranged at the upper end and the lower end of the first embracing clamp piece and the upper end and the lower end of the second embracing clamp piece, and connecting holes are formed in the connecting seats; a connecting plate is arranged on one side of the second holding and clamping piece, an adjusting hole is formed in the connecting plate, and the connecting plate and the fin piece are connected through a second fastening assembly. Adjustment in the axial direction and the vertical direction of the longitudinal beam can be achieved, and applicability is high. And the impact resistance and the sliding resistance can be improved, and the flying wing arms are convenient to replace. Welding and drilling are not needed, and the material performance of the longitudinal beam and an anti-corrosion coating can be effectively protected.

Description

Technical Field

[0001] This utility model belongs to the technical field of RV chassis structure, specifically relating to a connecting device for the longitudinal beams of a vehicle frame. Background Technology

[0002] The statements in this section are merely background information related to this utility model and do not necessarily constitute prior art.

[0003] In the manufacturing process of motorhomes and special vehicles, in order to expand the width of the vehicle body to support the superstructure, it is necessary to install several cantilevered support structures on the outside of the longitudinal beams of the chassis main frame, which are often referred to in the industry as "wings".

[0004] Currently, there are two main installation and connection methods: 1. Welding connection: The steel fins are directly welded to the web or flange of the longitudinal beam. This is the most common method. 2. Ordinary bolt connection: Bolts are used to fix the fins to the longitudinal beam, relying on surface static friction for fixation.

[0005] The main problems currently existing are: the high temperatures generated by welding alter the structure of the longitudinal beam steel, reducing local strength and fatigue life. Simultaneously, welding damages the original anti-corrosion coatings of the longitudinal beams, such as electrophoretic primer and galvanized layers, making post-weld rust prevention difficult and prone to rusting. Once welding is completed, the position of the fins along the longitudinal beam axis is fixed. When changes to the RV's superstructure design, such as the relocation of the water tank or battery pack causing a shift in the center of gravity, it is impossible to adjust the support points to optimize stress. Ordinary bolt connections rely solely on surface static friction for fixation, resulting in weak anti-slip and impact resistance. Vibrations during RV operation can easily cause bolts to loosen and fins to shift, and drilling can damage the anti-corrosion coating of the longitudinal beams. Utility Model Content

[0006] To address the aforementioned problems, this utility model provides a connecting device for the longitudinal beams of a vehicle frame, capable of adjustment along the axial and vertical directions of the longitudinal beams, offering strong applicability. It also enhances impact resistance and anti-slip capability, and the wing arms are easy to replace. No welding or drilling is required, effectively protecting the longitudinal beam material properties and anti-corrosion coating.

[0007] To achieve the above objectives, the present invention adopts the following technical solution:

[0008] A connecting device for a vehicle frame longitudinal beam includes a first clamping base and a second clamping base, wherein the first clamping base and the second clamping base clamp the longitudinal beam by a first fastening component.

[0009] The first clamp base includes a first clamping member, and the second clamp base includes a second clamping member and a connecting plate. The upper and lower ends of the first clamping member and the second clamping member are provided with connecting seats, and the connecting seats are provided with connecting holes. A connecting plate is provided on one side of the second clamping member, and the connecting plate is provided with adjustment holes. The connecting plate and the wing member are connected by a second fastening assembly.

[0010] As a further technical solution, several connecting seats are provided at intervals at both the upper and lower ends of the first clamping member, and the first clamping member and the connecting seats are fixedly connected; the inner surface of the first clamping member is provided with a tooth-like structure, and the tooth-like structure is in close contact with the outer surface of the longitudinal beam.

[0011] As a further technical solution, several connecting seats are provided at intervals at both the upper and lower ends of the second clamping member, and the second clamping member and the connecting seats are fixedly connected; the inner surface of the first clamping member is provided with a tooth-like structure, and the tooth-like structure is in close contact with the outer surface of the longitudinal beam.

[0012] As a further technical solution, the first clamping member is in close contact with one surface of the longitudinal beam, and the second clamping member is in close contact with the other surface of the longitudinal beam.

[0013] As a further technical solution, the ends of the first clamp and the second clamp are bent structures, and the connecting seat is located at the position of the bent structure; the ends of the first clamp and the second clamp are spaced apart after installation.

[0014] As a further technical solution, the first fastening assembly includes a fastening bolt and a fastening nut. The fastening bolt passes through the connecting holes of the connecting seats on the first clamp and the second clamp in sequence to connect the two. The end of the fastening bolt is provided with a fastening nut.

[0015] As a further technical solution, the connecting plate is an L-shaped plate, one end of the connecting plate is fixedly connected to the second clamping member, and the other end of the connecting plate is provided with a number of adjustment holes at intervals, the adjustment holes being oblong holes.

[0016] As a further technical solution, the wing component includes a first plate and a second plate, the first plate and the second plate being an integrated structure, and the surface of the first plate being curved.

[0017] As a further technical solution, a number of mounting holes are provided at intervals on the first plate, and the second fastening component passes through the mounting holes and the adjustment holes on the connecting plate in sequence to connect the wing component and the connecting plate.

[0018] As a further technical solution, the first plate is also provided with square holes, and several square holes are arranged at intervals.

[0019] Compared with the prior art, the advantages and positive effects of this utility model are:

[0020] This utility model is provided with a first clamping base and a second clamping base. In use, the first clamping part of the first clamping base and the second clamping part of the second clamping base are respectively attached to the two sides of the longitudinal beam. The fastening bolts of the first fastening component pass through the connecting holes on the connecting seats of the two, and are locked with the fastening nuts to achieve a stable clamping of the longitudinal beam. The whole process does not require welding and drilling, avoiding the damage to the steel structure of the longitudinal beam caused by the high temperature of welding, and will not damage the original anti-corrosion coating of the longitudinal beam, ensuring the long-term durability of the chassis, while avoiding the risk of corrosion caused by drilling holes for ordinary bolt connections.

[0021] When the design of the RV body changes and the support position needs to be adjusted, loosen the first fastening component. The first and second clamp bases can then drive the relevant components to slide along the longitudinal beam axially. After sliding to the desired position, tighten them again to complete the axial adjustment and flexibly adapt to different usage needs. Then, attach the first plate of the wing component to the connecting plate on the second clamp component, and pass the second fastening component through the mounting hole of the first plate and the adjustment hole of the connecting plate. Do not tighten it yet. Use the length margin of the adjustment hole to fine-tune the vertical position of the wing component to compensate for manufacturing tolerances. The wing component can be installed without the need for additional shims, making the installation more standardized.

[0022] The toothed structure on the inner surface of the first and second clamping parts of this utility model will tightly engage with the surface of the longitudinal beam after the first fastening component is locked, forming a mechanical interlock. This replaces the simple static friction fixing method of ordinary bolt connection, improving the impact resistance and anti-slip capability of the device and adapting to the complex working conditions of RV driving. If the wing part is damaged due to collision or other reasons, a new wing part can be quickly replaced by simply disassembling the second fastening component without modifying the clamping base. The maintenance is convenient and low-cost. At the same time, each component has a standardized structure, which can realize mass production. Attached Figure Description

[0023] The accompanying drawings, which form part of this specification, are used to provide a further understanding of this utility model. The illustrative embodiments of this utility model and their descriptions are used to explain this utility model and do not constitute an improper limitation of this utility model.

[0024] Figure 1 This is an installation diagram of the connecting device for the longitudinal beam of a vehicle frame according to this utility model;

[0025] Figure 2 This is the front view of the connecting device for the longitudinal beams of the vehicle frame according to this utility model;

[0026] Figure 3 This is a structural diagram of the first clamping base of this utility model;

[0027] Figure 4This is a structural diagram of the second clamping base of this utility model;

[0028] Figure 5 This is a structural diagram of the wing component of this utility model;

[0029] In the figure: 1. First clamp base; 11. First clamping component; 12. Connecting seat; 13. Toothed structure; 14. Connecting hole; 2. Second clamp base; 21. Second clamping component; 22. Connecting plate; 23. Adjusting hole; 3. First fastening assembly; 31. Fastening bolt; 32. Fastening nut; 4. Flying wing component; 41. First plate body; 42. Second plate body; 43. Mounting hole; 44. Square hole; 5. Longitudinal beam; 6. Second fastening assembly. Detailed Implementation

[0030] It should be noted that the following detailed description is illustrative and intended to provide further explanation of the present invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0031] The main problems currently existing are: the high temperatures generated by welding alter the structure of the longitudinal beam steel, reducing local strength and fatigue life. Simultaneously, welding damages the original anti-corrosion coatings of the longitudinal beams, such as electrophoretic primer and galvanized layers, making post-weld rust prevention difficult and prone to rusting. Once welding is completed, the position of the fins along the longitudinal beam axis is fixed. When changes to the RV's superstructure design, such as the relocation of the water tank or battery pack causing a shift in the center of gravity, it is impossible to adjust the support points to optimize stress. Ordinary bolt connections rely solely on surface static friction for fixation, resulting in weak anti-slip and impact resistance. Vibrations during RV operation can easily cause bolts to loosen and fins to shift, and drilling can damage the anti-corrosion coating of the longitudinal beams.

[0032] The present invention will now be described in detail with reference to the accompanying drawings. This embodiment discloses a connecting device for a vehicle frame longitudinal beam, such as... Figure 1 , Figure 3 as well as Figure 4 As shown, it includes a first clamping base 1 and a second clamping base 2, and the first clamping base 1 and the second clamping base 2 clamp the longitudinal beam 5 through the first fastening assembly 3;

[0033] The first clamping base 1 includes a first clamping member 11, and the second clamping base 2 includes a second clamping member 21 and a connecting plate 22. The upper and lower ends of the first clamping member 11 and the second clamping member 21 are provided with connecting seats 12, and the connecting seats 12 are provided with connecting holes 14. The connecting plate 22 is provided on one side of the second clamping member 21, and the connecting plate 22 is provided with adjusting holes 23. The connecting plate 22 and the flying wing member 4 are connected by a second fastening assembly 6.

[0034] Specifically, in use, the first clamping part 11 of the first clamping base 1 and the second clamping part 21 of the second clamping base 2 are respectively attached to the two sides of the longitudinal beam 5. The fastening bolt 31 of the first fastening component 3 passes through the connecting hole 14 on the connecting seat 12 of the two and is locked with the fastening nut 32 to achieve a stable clamping of the longitudinal beam 5. The whole process does not require welding or drilling, avoiding the damage to the steel structure of the longitudinal beam 5 caused by the high temperature of welding, and will not damage the original anti-corrosion coating of the longitudinal beam 5, ensuring the long-term durability of the chassis, while avoiding the risk of rust caused by drilling holes for ordinary bolt connections.

[0035] When the design of the RV body changes and the support position needs to be adjusted, the first fastening component 3 is loosened. The first clamp base 1 and the second clamp base 2 can drive the relevant components to slide along the longitudinal beam 5 axially. After sliding to the required position, they are re-locked to complete the axial adjustment and flexibly adapt to different usage needs. Then, the first plate 41 of the wing component 4 is attached to the connecting plate 22 on the second clamp component 21. The second fastening component 6 is passed through the mounting hole 43 of the first plate 41 and the adjustment hole 23 of the connecting plate 22. It is not tightened yet. The vertical position of the wing component 4 is finely adjusted by using the length margin of the adjustment hole 23 to compensate for manufacturing tolerances. The wing component 4 can be installed without the need for additional shims, making the installation more standardized.

[0036] The entire installation process requires no welding, preserving the material properties and original anti-corrosion coating of the longitudinal beam 5, ensuring the long-term durability of the chassis. It can move extensively along the axial direction of the longitudinal beam 5 to adapt to different superstructure layouts and load centers; it also allows for vertical fine-tuning via the elongated adjustment holes 23, resolving tolerance matching issues between the frame and the superstructure, eliminating the need for shims, and ensuring more standardized installation. The serrated design on the inner sides of the first clamp base 1 and the second clamp base 2 upgrades the connection interface from "static friction" to "micro-mechanical engagement," significantly improving impact and slip resistance, adapting to the harsh working conditions of RVs. If the wing component 4 is damaged due to a collision, it can be quickly replaced by simply removing the connecting bolts, without cutting the first clamp base 1 and the second clamp base 2, resulting in extremely low repair costs. Simultaneously, it achieves standardized production of components.

[0037] The first clamping member 11 has several connecting seats 12 spaced apart at both its upper and lower ends, and the first clamping member 11 and the connecting seats 12 are fixedly connected. The inner surface of the first clamping member 11 is provided with a tooth-like structure 13, which is in close contact with the outer surface of the longitudinal beam 5. The second clamping member 21 has several connecting seats 12 spaced apart at both its upper and lower ends, and the second clamping member 21 and the connecting seats 12 are fixedly connected. The inner surface of the second clamping member 21 is provided with a tooth-like structure 13, which is in close contact with the outer surface of the longitudinal beam 5.

[0038] Specifically, the toothed structure 13 on the inner surface of the first clamping member 11 and the second clamping member 21, after being locked by the first fastening component 3, will tightly mesh with the surface of the longitudinal beam 5 to form a mechanical interlock, replacing the simple static friction fixing method of ordinary bolt connection, improving the impact resistance and anti-slip capability of the device, and adapting to the complex working conditions of RV driving; if the wing member 4 is damaged due to collision, etc., only the second fastening component 6 needs to be removed to quickly replace the new wing member 4, without modifying the first clamping base 1 and the second clamping base 2, making maintenance convenient and low-cost. At the same time, each component is a standardized structure, which can realize mass production.

[0039] The first clamp 11 is tightly attached to one surface of the longitudinal beam 5, and the second clamp 21 is tightly attached to the other surface of the longitudinal beam 5. The ends of the first clamp 11 and the second clamp 21 are bent structures, and the connecting seat 12 is positioned at the location of the bent structure; the ends of the first clamp 11 and the second clamp 21 are spaced apart after installation. Figure 2 As shown, the first fastening assembly 3 includes a fastening bolt 31 and a fastening nut 32. The fastening bolt 31 passes through the connecting hole 14 of the connecting seat 12 on the first clamp 11 and the second clamp 21 in sequence to connect the two. The end of the fastening bolt 31 is provided with a fastening nut 32.

[0040] Specifically, the ends of both the first clamping member 11 and the second clamping member 21 are designed as bent structures, and the connecting seat 12 is integrally formed at the bent structure. After installation, the ends of the first clamping member 11 and the second clamping member 21 maintain a preset distance to avoid mutual interference and affect the locking effect. Then, the first fastening component 3 is installed, and the fastening bolts 31 are passed through the connecting holes 14 on the connecting seat 12 of the first clamping member 11 and the corresponding connecting holes 14 on the connecting seat 12 of the second clamping member 21 in sequence. The fastening nuts 32 are tightened at the ends of the fastening bolts 31. The clamping force generated by tightening the fastening nuts 32 makes the first clamping member 11 and the second clamping member 21 firmly clamp the longitudinal beam 5, thus completing the fixation of the base.

[0041] The connecting plate 22 is an L-shaped plate. One end of the connecting plate 22 is fixedly connected to the second clamping member 21. Several adjustment holes 23 are provided at intervals on the surface of the other end of the connecting plate 22. The adjustment holes 23 are oblong holes.

[0042] Specifically, the connecting plate 22 adopts an L-shaped structure design, with one end connected to the outer side of the second clamping member 21 by a fixed connection to ensure connection strength. The other end of the connecting plate 22 has several elongated oval adjustment holes 23 machined at intervals along a preset direction. The length direction of the adjustment holes 23 is consistent with the direction that needs to be fine-tuned, allowing sufficient stroke for the position adjustment of the flying wing member 4.

[0043] like Figure 5As shown, the wing component 4 includes a first plate 41 and a second plate 42, which are integrally formed. The surface of the first plate 41 is curved. A plurality of mounting holes 43 are spaced apart on the first plate 41. The second fastening assembly 6 passes sequentially through the mounting holes 43 and the adjustment holes 23 on the connecting plate 22 to connect the wing component 4 and the connecting plate 22. The first plate 41 also has several square holes 44 spaced apart.

[0044] The first plate 41 and the second plate 42 of the wing component 4 are integrally molded. The surface of the first plate 41 is curved to accommodate the installation requirements of the upper casing. Several mounting holes 43 are spaced apart at corresponding positions on the first plate 41, and the positions of the mounting holes 43 match the adjustment holes 23 on the connecting plate 22.

[0045] During assembly, the first plate 41 of the wing component 4 is attached to the outer surface of the connecting plate 22, aligning the mounting hole 43 of the first plate 41 with the elongated adjustment hole 23 of the connecting plate 22. The second fastening component 6 is then passed through the mounting hole 43 and the adjustment hole 23 in sequence, but not tightened yet. The wing component 4 can be pushed along the length of the adjustment hole 23 to fine-tune it to the appropriate position. Finally, the second fastening component 6 is tightened to fix the wing component 4. At the same time, the several square holes 44 spaced apart on the first plate 41 can reduce weight without affecting the load-bearing capacity of the wing component 4.

[0046] After installation, the first clamping member 11 and the second clamping member 21 are tightly attached to both sides of the longitudinal beam 5 by the locking force of the first fastening component 3. The connecting seat 12 at the end of the bent structure cooperates with the first fastening component 3 to form a stable clamping structure.

[0047] Although the specific embodiments of the present utility model have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of the present utility model. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solution of the present utility model are still within the scope of protection of the present utility model.

Claims

1. A connecting device for a vehicle frame rail, characterized in that The first and second clamping bases clamp the longitudinal beam through a first fastening assembly; The first clamping member and the second clamping member are provided with connecting seats at the upper and lower ends, and the connecting seats are provided with connecting holes; the second clamping member is provided with a connecting plate at one side, and the connecting plate is provided with adjusting holes; and the connecting plate and the flying fin member are connected through a second fastening assembly.

2. A coupling device for a vehicle frame rail as claimed in claim 1, characterised in that, The first clamping member and the connecting seat are fixedly connected.

3. A coupling device for a vehicle frame rail as defined in claim 1, wherein, The inner surface of the first clamping member is provided with a sharp-tooth structure, and the sharp-tooth structure is in close contact with the outer surface of the longitudinal beam.

4. A coupling device for a vehicle frame rail as defined in claim 1, wherein, The inner surface of the first clamping member is provided with a sharp-tooth structure, and the sharp-tooth structure is in close contact with the outer surface of the longitudinal beam.

5. A coupling device for a vehicle frame rail as defined in claim 1, wherein, The first clamping member is in close contact with one surface of the longitudinal beam, and the second clamping member is in close contact with the other surface of the longitudinal beam.

6. A coupling device for a vehicle frame rail as defined in claim 1, wherein, The end of the first clamping member and the end of the second clamping member are bent structures, and the connecting seat is arranged at the position of the bent structure; and the end of the first clamping member and the end of the second clamping member have a spacing after installation.

7. A coupling device for a vehicle frame rail as defined in claim 1, wherein, The first fastening assembly comprises a fastening bolt and a fastening nut, the fastening bolt passes through the connecting holes of the connecting seats of the first and second clamping members in sequence to connect the first and second clamping members, and the end of the fastening bolt is provided with a fastening nut.

8. A coupling device for a vehicle frame rail as defined in claim 1, wherein, The connecting plate is an L-shaped plate, one end of the connecting plate is fixedly connected with the second clamping member, and a plurality of adjusting holes are arranged at intervals on the surface of the other end of the connecting plate.

9. A coupling device for a vehicle frame rail as claimed in claim 8, characterised in that, The flying fin member comprises a first plate body and a second plate body, the first plate body and the second plate body are an integrated structure, and the surface of the first plate body is curved.

10. A coupling device for a vehicle frame rail as defined in claim 8, wherein, A plurality of mounting holes are arranged at intervals on the first plate body, and the second fastening assembly passes through the mounting holes and the adjusting holes on the connecting plate in sequence to connect the flying fin member and the connecting plate. The first plate body is further provided with a square hole, and a plurality of square holes are arranged at intervals.

Images