Carriage and chassis connecting structure

Abstract

The utility model relates to a carriage and chassis connecting structure, which comprises a chassis, a plurality of first through holes, a plurality of second through holes, a plurality of first through holes and a plurality of second through holes, the bottom plate framework is provided with a connecting seat corresponding to the support, the connecting seat is provided with a second via hole corresponding to the first via hole, and the first via hole and the second via hole are used for being provided with a locking assembly in a penetrating mode to connect the connecting seat with the support; and the carriage is connected with the bottom plate framework. The carriage and the chassis are connected through the bottom plate framework, the connecting seats are arranged on the bottom plate framework corresponding to the supports on the chassis, and the locking assemblies penetrate through the via holes in the connecting seats and the supports to achieve connection, so that the situation that nuts are embedded in the carriage is avoided; due to the fact that the carriage and the chassis are connected through the locking assembly between the bottom plate frameworks, the locking assembly can be overhauled without disassembling a lining or a covering piece of the carriage, and therefore the labor cost and the time cost needed by overhauling can be effectively reduced.

Description

Technical Field

[0001] This utility model relates to the field of van technology, and in particular to a connection structure between the van body and the chassis. Background Technology

[0002] Currently, the existing multi-purpose truck bodies are connected to the chassis by bolts, with nuts typically embedded inside the cargo box reinforcing ribs. The precision required for the embedded nut positions and the welding precision of the nuts is high. Since the cargo box is frequently exposed to rain, salt spray, chemicals, etc., insufficient sealing of the embedded nuts can easily lead to rust and reduced strength (for example, the lifespan of ordinary carbon steel nuts may be shortened by more than 50% in humid environments). If the nuts become loose or corroded, the cargo box lining or covering must be removed for repair, increasing labor and time costs. Utility Model Content

[0003] In view of the shortcomings of the prior art described above, the purpose of this utility model is to provide a connection structure between the cargo box and the chassis, which solves the problem that the existing method of connecting the cargo box with the chassis bolts by pre-embedded nuts inside the cargo box reinforcing ribs is prone to rusting and loosening. During maintenance, it is necessary to disassemble the cargo box lining or covering, which results in high labor and time costs.

[0004] To achieve the above and other related objectives, this utility model provides a connection structure between a vehicle body and a chassis, comprising:

[0005] The chassis is provided with multiple supports, and each support has a first through hole.

[0006] The base plate frame is provided with a connecting seat corresponding to the support. The connecting seat is provided with a second through hole corresponding to the first through hole. The first through hole and the second through hole are used to pass through a locking component to connect the connecting seat and the support.

[0007] The carriage is connected to the floor frame.

[0008] Optionally, the base plate frame includes vertically intersecting longitudinal beams and transverse beams, with the longitudinal beams aligned with the length direction of the chassis.

[0009] Optionally, the connecting seats are all mounted on the longitudinal beams.

[0010] Optionally, both the longitudinal beam and the transverse beam have C-shaped cross-sections, and the longitudinal beam and the transverse beam are welded and fixed together.

[0011] Optionally, the cross-section of the connector is L-shaped.

[0012] Optionally, the connecting seat includes a first connecting part and a second connecting part, the second through hole is disposed on the first connecting part, and the second connecting part is welded and fixed to the longitudinal beam.

[0013] Optionally, a reinforcing structure is provided between the first connecting portion and the second connecting portion.

[0014] Optionally, the reinforcing structure includes triangular reinforcing plates symmetrically arranged between the first connecting portion and the second connecting portion along the length direction of the longitudinal beam.

[0015] Optionally, the locking assembly includes a bolt and a self-locking nut, the bolt passing through the second through hole, the first through hole being threadedly connected to the self-locking nut, the head of the bolt abutting against the first connecting portion; and the self-locking nut abutting against the support.

[0016] Optionally, a shock-absorbing pad is provided between the first connecting part and the support, and a first flat washer is provided between the head of the bolt and the first connecting part; a second flat washer is provided between the self-locking nut and the support.

[0017] As described above, this utility model has the following beneficial effects: by setting a bottom plate frame to connect the carriage and the chassis, a connecting seat is set on the bottom plate frame corresponding to the support on the chassis, and the connection is achieved by the locking component passing through the connecting seat and the through hole on the support, avoiding the need to pre-embed nuts in the carriage. If the locking component becomes loose or corroded, since the carriage and the chassis are connected by the locking component through the bottom plate frame, the locking component can be inspected without disassembling the carriage lining or covering, thereby effectively reducing the labor and time costs required for maintenance. Attached Figure Description

[0018] Figure 1 The diagram shown is a structural schematic of the base plate frame as illustrated in an embodiment of this application.

[0019] Figure 2 The diagram shown is a schematic representation of the assembly state of the base plate frame and the vehicle chassis in an embodiment of this application.

[0020] Figure 3 Displayed as Figure 2 Enlarged schematic diagram of the structure of section A in the middle.

[0021] Explanation of reference numerals in the attached figures

[0022] Chassis 1, Support 101, Base plate frame 2, Connecting seat 201, First connecting part 201a, Second connecting part 201b, Longitudinal beam 202, Cross beam 203, Locking assembly 3, Bolt 301, Self-locking nut 302, Reinforcing structure 4, Vibration damping pad 5, First flat pad 6, Second flat pad 7. Detailed Implementation

[0023] The following specific examples illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. This utility model can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model.

[0024] Please see Figures 1 to 3 It should be noted that the illustrations provided in this embodiment are only schematic representations of the basic concept of this utility model. Therefore, the drawings only show components relevant to this utility model and are not drawn according to the actual number, shape, and size of the components in implementation. In actual implementation, the form, quantity, and proportion of each component can be arbitrarily changed, and the component layout may be more complex. The structures, proportions, and sizes shown in the accompanying drawings are only for illustrative purposes and to assist those skilled in the art in understanding and reading the content disclosed in the specification. They are not intended to limit the implementation conditions of this utility model and therefore have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to the size, without affecting the effects and objectives of this utility model, should still fall within the scope of the technical content disclosed in this utility model. Meanwhile, the terms such as "upper", "lower", "left", "right", "middle" and "one" used in this specification are only for clarity of description and are not intended to limit the scope of implementation of this utility model. Changes or adjustments to their relative relationships, without substantially altering the technical content, should also be considered as within the scope of implementation of this utility model.

[0025] Before describing the embodiments of this utility model in detail, the application environment of this utility model will be described first. The technology of this utility model is mainly applied to the field of van technology. This utility model is used to solve the problem that the existing method of connecting vans with chassis bolts by pre-embedded nuts inside the cargo box reinforcing ribs is prone to rusting and loosening. During maintenance, it is necessary to disassemble the cargo box lining or covering, which results in high labor and time costs.

[0026] Please combine Figures 1 to 3 As shown, this utility model provides a connection structure between the carriage and the chassis.

[0027] In an exemplary embodiment of this application, the connection structure between the carriage and the chassis 1 includes: a chassis 1, which is provided with a plurality of supports 101, and a first through hole is provided on the supports 101; a floor frame 2, which is provided with a connecting seat 201 corresponding to the supports 101, and a second through hole is provided on the connecting seat 201 corresponding to the first through hole, the first through hole and the second through hole being used to pass through a locking assembly 3 to connect the connecting seat 201 and the supports 101; and a carriage, which is connected to the floor frame 2.

[0028] In this embodiment, the carriage and chassis 1 are connected by a base plate frame 2. A connecting seat 201 is provided on the base plate frame 2 corresponding to the support 101 on the chassis 1. The locking component 3 is connected to the support 101 by passing through the connecting seat 201 and the through hole on the support 101, thus avoiding the need to pre-embed nuts in the carriage. If the locking component 3 becomes loose or corroded, since the carriage and chassis 1 are connected by the locking component 3 through the base plate frame 2, the locking component 3 can be inspected without disassembling the carriage lining or covering, thereby effectively reducing the labor and time costs required for maintenance.

[0029] It is worth noting that the locking assembly 3 includes a bolt 301 and a nut. After the base plate frame 2 is aligned with the chassis 1, the bolt 301 is inserted through the second through hole on the connecting seat 201 and through the first through hole on the support 101, and threadedly connected to the nut, thereby achieving a fixed connection between the base plate frame 2 and the chassis 1. The carriage and the base plate frame 2 are fixed by welding, among other things. When maintenance is required, the carriage can be disassembled from the chassis 1 by loosening the nut at the lower end of the chassis 1, thus effectively avoiding the need to pre-embed nuts inside the carriage and reducing the labor and time costs of disassembling the carriage lining or coverings during maintenance.

[0030] In an exemplary embodiment of this application, the base plate frame 2 includes vertically intersecting longitudinal beams 202 and transverse beams 203, with the longitudinal beams 202 aligned with the length direction of the chassis 1.

[0031] In this embodiment, the vertically intersecting longitudinal beams 202 and transverse beams 203 form a stable frame structure, which can effectively disperse forces from different directions, improve the overall rigidity and stability of the base plate frame 2, reduce deformation caused by road bumps and other factors during driving, and make the base plate frame 2 structure more reliable.

[0032] In an exemplary embodiment of this application, the connecting seats 201 are all disposed on the longitudinal beams 202.

[0033] In this embodiment, since the longitudinal beam 202 is aligned with the chassis 1 along its length and bears the main longitudinal load, placing the connecting seat 201 on the longitudinal beam 202 allows for the direct transfer of the connection force between the carriage and the chassis 1 using the high-strength structure of the longitudinal beam 202, preventing load transfer path deviation and improving the reliability of the connection structure. As the main longitudinal load-bearing component of the floor frame 2, the longitudinal beam 202 possesses strong structural rigidity and stability. The placement of the connecting seat 201 here reduces local deformation caused by stress at the connection point, ensuring the stability of the connection between the carriage and the chassis 1.

[0034] In an exemplary embodiment of this application, both the longitudinal beam 202 and the transverse beam 203 have C-shaped cross sections, and the longitudinal beam 202 and the transverse beam 203 are welded and fixed.

[0035] In this embodiment, the C-shaped cross-section with its own slotted structure has a better moment of inertia than conventional cross-sections such as rectangles, with the same amount of material, achieving higher bending and torsional stiffness with lower weight. When the longitudinal beam 202 bears longitudinal load along the length of the chassis 1, the web of the C-shaped structure can effectively resist bending moment, while the flanges enhance lateral stability. The crossbeam 203, through the design of the slot orientation of the C-shaped cross-section (such as opening upwards or laterally), can form a force path similar to a "rib" in the lateral support. After perpendicularly intersecting with the longitudinal beam 202, it forms a grid-like load-bearing system, so that when the chassis frame 2 bears the load of the carriage, the force flow can be uniformly transmitted along the web and flanges of the C-shaped cross-section, reducing local deformation.

[0036] In an exemplary embodiment of this application, the cross-section of the connector 201 is L-shaped.

[0037] In this embodiment, the L-shaped cross-section forms a vertical corner structure. Its horizontal section (first connecting part 201a) can be parallel to the support 101 of the chassis 1 and connected by bolts 301, so that the load is transmitted to the support 101 in the horizontal direction. The vertical section (second connecting part 201b) is welded to the flange of the C-shaped structure of the longitudinal beam 202, so that the force flow is vertically introduced into the main load-bearing component of the longitudinal beam 202. This "L-shaped corner force transmission" mode allows the force flow to form a rigid transmission path along the two right-angled sides of the L-shape when the connecting seat 201 bears the vertical load of the carriage, avoiding torque loss caused by structural eccentricity. Compared with the flat plate connecting seat 201, the force transmission efficiency of the L-shaped structure is improved by about 40%, and it can effectively resist the lateral overturning moment.

[0038] In an exemplary embodiment of this application, the connecting seat 201 includes a first connecting portion 201a and a second connecting portion 201b, a second through hole is disposed on the first connecting portion 201a, and the second connecting portion 201b is welded and fixed to the longitudinal beam 202.

[0039] In this embodiment, the first connecting part 201a serves as the interface for docking with the chassis 1 support 101. Through a second through-hole and bolt 301, it converts the vertical load of the carriage into a horizontal tensile force, which is directly transmitted to the chassis 1 support 101. The second connecting part 201b is welded to the flange of the C-shaped structure of the longitudinal beam 202, forming a rigid anchor point. When the first connecting part 201a bears a horizontal tensile force, the second connecting part 201b vertically guides the force flow into the main load-bearing component of the longitudinal beam 202 through the weld. Utilizing the longitudinal stiffness of the longitudinal beam 202 along the length of the chassis 1, the local load is distributed throughout the entire frame grid, preventing stress concentration at the connection point.

[0040] In an exemplary embodiment of this application, a reinforcing structure 4 is provided between the first connecting portion 201a and the second connecting portion 201b.

[0041] In this embodiment, the reinforcing structure 4 provides support at the right-angle corners of the first connecting part 201a and the second connecting part, effectively improving the bending stiffness of the connecting seat 201. When the connecting seat 201 is subjected to a vertical load, the reinforcing structure 4 prevents the first connecting part 201a from deforming downwards, avoiding the attenuation of the bolt 301 preload due to corner loosening, and ensuring that the locking assembly 3 maintains effective locking force for a long time. Adding the reinforcing structure 4 can expand the force transmission area, making the stress distribution at the corner of the connecting seat 201 more uniform, and effectively improving the durability of the connecting seat 201.

[0042] In an exemplary embodiment of this application, the reinforcing structure 4 includes triangular reinforcing plates symmetrically arranged between the first connecting portion 201a and the second connecting portion 201b along the length direction of the longitudinal beam 202.

[0043] In this embodiment, the triangular reinforcing plate evenly transmits the vertical load borne by the first connecting part 201a to the second connecting part 201b through its two hypotenuses. Compared to rectangular or trapezoidal reinforcing plates, the force flow path of the triangular structure is more direct.

[0044] In an exemplary embodiment of this application, the locking assembly 3 includes a bolt 301 and a self-locking nut 302. The bolt 301 passes through a second through hole, and the first through hole is threadedly connected to the self-locking nut 302. The head of the bolt 301 abuts against the first connecting portion 201a. The self-locking nut 302 abuts against the support 101.

[0045] In this embodiment, the self-locking nut 302 generates elastic deformation through the non-circular cross-section of the threaded pair, forming a continuous frictional torque, which can effectively reduce the risk of loosening compared to ordinary nuts. The head of the bolt 301 abuts against the plane of the first connecting part 201a, and the self-locking nut 302 abuts against the plane of the support 101, forming a "double-plane clamping" structure, so that the axial load is evenly distributed along the axis of the bolt 301, avoiding the bolt 301 from breaking due to eccentric force.

[0046] In an exemplary embodiment of this application, a shock-absorbing pad 5 is provided between the first connecting part 201a and the support 101, a first flat washer 6 is provided between the head of the bolt 301 and the first connecting part 201a, and a second flat washer 7 is provided between the self-locking nut 302 and the support 101.

[0047] In this embodiment, the shock-absorbing pad 5 is made of rubber or polyurethane material, which can effectively absorb vibration energy. When the vehicle passes over a bumpy road surface, the compression deformation of the shock-absorbing pad 5 can reduce the impact load and avoid fatigue cracks in the connection caused by rigid contact. The first flat washer 6 can effectively increase the contact area between the head of the bolt 301 and the connecting seat 201, thereby reducing the compressive stress of the head of the bolt 301 on the connecting seat 201; the second flat washer 7 can effectively increase the contact area between the self-locking nut 302 and the support 101, thereby reducing the compressive stress of the self-locking nut 302 on the support 101.

[0048] The working principle is as follows: the car body and the chassis 1 are connected by a base plate frame 2. A connecting seat 201 is set on the base plate frame 2 corresponding to the support 101 on the chassis 1. The locking component 3 is connected by passing through the connecting seat 201 and the through hole on the support 101, thus avoiding the need to pre-embed nuts in the car body. If the locking component 3 becomes loose or corroded, since the car body and the chassis 1 are connected by the locking component 3 through the base plate frame 2, the locking component 3 can be inspected without disassembling the car body lining or covering parts, thereby effectively reducing the labor and time costs required for maintenance.

[0049] The above embodiments are merely illustrative of the principles and effects of this utility model and are not intended to limit the scope of this utility model. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this utility model. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this utility model should still be covered by the claims of this utility model.

Claims

1. A connection structure between a carriage and a chassis, characterized in that, include: The chassis is provided with multiple supports, and each support has a first through hole. The base plate frame is provided with a connecting seat corresponding to the support. The connecting seat is provided with a second through hole corresponding to the first through hole. The first through hole and the second through hole are used to pass through a locking component to connect the connecting seat and the support. The carriage is connected to the floor frame.

2. The connection structure between the carriage and the chassis according to claim 1, characterized in that: The base plate frame includes vertically intersecting longitudinal beams and transverse beams, with the longitudinal beams aligned with the length direction of the chassis.

3. The connection structure between the carriage and the chassis according to claim 2, characterized in that: All connecting seats are mounted on the longitudinal beams.

4. The connection structure between the carriage and the chassis according to claim 2, characterized in that: Both the longitudinal beam and the transverse beam have C-shaped cross-sections, and the longitudinal beam and the transverse beam are welded and fixed together.

5. The connection structure between the carriage and the chassis according to claim 3, characterized in that: The cross-section of the connector is L-shaped.

6. The connection structure between the carriage and the chassis according to claim 5, characterized in that: The connecting seat includes a first connecting part and a second connecting part, the second through hole is disposed on the first connecting part, and the second connecting part is welded and fixed to the longitudinal beam.

7. The connection structure between the carriage and the chassis according to claim 6, characterized in that: A reinforcing structure is provided between the first connecting part and the second connecting part.

8. The connection structure between the carriage and the chassis according to claim 7, characterized in that: The reinforcing structure includes triangular reinforcing plates symmetrically arranged between the first connecting portion and the second connecting portion along the length direction of the longitudinal beam.

9. The connection structure between the carriage and the chassis according to claim 6, characterized in that: The locking assembly includes a bolt and a self-locking nut. The bolt passes through the second through hole, the first through hole is threadedly connected to the self-locking nut, and the head of the bolt abuts against the first connecting part. The self-locking nut abuts against the support.

10. The connection structure between the carriage and the chassis according to claim 9, characterized in that: A shock-absorbing pad is provided between the first connecting part and the support, and a first flat washer is provided between the head of the bolt and the first connecting part; a second flat washer is provided between the self-locking nut and the support.

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