A vehicle frame having hybrid rails

Abstract

The utility model discloses a frame with mixed longitudinal beam, it includes two longitudinal beam assembly of symmetrical distribution, and each longitudinal beam assembly includes transition connecting piece, and thin wall beam and thick plate beam welded in the front and rear two ends of transition connecting piece, wherein, the section of transition connecting piece and thin wall beam all are "U" shape, and the opening is all perpendicular to the horizontal plane and goes up, the opening size of transition connecting piece is greater than the opening size of thin wall beam, and the front end of transition connecting piece is set in the rear end outer wall of thin wall beam and is fixed through the lap welding, the section of thick plate beam is "C" shape, and its opening direction is perpendicular with the opening direction of transition connecting piece, and the front end position of thick plate beam is equipped with the closing piece of "C" shape, the technical scheme of the utility model has solved the defect that the longitudinal beam structure in the small truck frame is difficult to consider bearing capacity, production efficiency, part accuracy simultaneously.

Description

Technical Field

[0001] This utility model relates to the field of automobile manufacturing technology, specifically to a vehicle frame with hybrid longitudinal beams. Background Technology

[0002] Currently, the chassis of small trucks on the market mainly adopt two structural forms: one is the U-beam chassis assembled from stamped thin-walled beams and welded together. The advantage of this type of chassis is high part precision and high production efficiency, which can meet the needs of large-scale industrial production. However, its disadvantage is that its load-bearing capacity is relatively weak, and it is prone to structural deformation when facing heavy cargo loads or harsh working conditions. The other is the C-beam chassis assembled from large-section thick plate beams and welded together. The advantage of this type of chassis is its strong load-bearing capacity, which can adapt to complex and harsh working environments. However, compared with the stamped thin-walled beam structure, its production cycle is slower, the product precision is lower, and the production method is more rough, making it difficult to meet the requirements of modern automobile manufacturing for efficient production and high precision. With the widespread application of small trucks in urban logistics, rural and urban transportation, the chassis are required to have both high load-bearing capacity to meet the needs of cargo transportation and high production efficiency and precision to meet the needs of rapid market response.

[0003] Therefore, how to overcome the shortcomings of the two existing frame structures and provide a frame structure that can enhance load-bearing capacity while taking into account production efficiency and precision has become a technical problem that urgently needs to be solved by those skilled in the art. Utility Model Content

[0004] This utility model provides a vehicle frame with hybrid longitudinal beams, which overcomes the shortcomings of the prior art and adopts the following technical solution:

[0005] A vehicle frame with hybrid longitudinal beams includes two symmetrically distributed longitudinal beam assemblies. Each longitudinal beam assembly includes a transition connector and thin-walled beams and thick plate beams welded to the front and rear ends of the transition connector. The transition connector and the thin-walled beams both have U-shaped cross-sections, with their openings perpendicular to the horizontal plane and facing upwards. The opening size of the transition connector is larger than that of the thin-walled beam, and the front end of the transition connector is fitted onto the rear outer wall of the thin-walled beam and fixed by lap welding. The thick plate beam has a C-shaped cross-section, with its opening direction perpendicular to the opening direction of the transition connector. A C-shaped sealing member is fitted at the front end of the thick plate beam, the sealing member corresponding to the opening direction of the thick plate beam, and the two are lap-welded to partially close the front opening of the thick plate beam, forming a rectangular cross-section connector. This connector is lap-welded to the rear opening of the transition connector.

[0006] Preferably, the longitudinal beam assembly further includes a positioning structure located on the transition connector and the thin-walled beam, the positioning structure being used to pre-position the thin-walled beam on the transition connector.

[0007] Preferably, the positioning structure includes at least one recess on the inner sidewall of the transition connector and at least one protrusion on the outer sidewall of the thin-walled beam. When the front end of the transition connector is sleeved on the thin-walled beam, the protrusion is embedded in the recess to form a matching positioning.

[0008] Preferably, the inner wall of the transition connector has a plurality of recesses, and each of the recesses is arranged along the length direction of the transition connector; the inner wall of the thin-walled beam has a plurality of protrusions, and each of the protrusions is arranged at intervals corresponding to each recess, so that the contact area between the transition connector and the thin-walled beam is increased by the mutual interlocking of the recesses and protrusions.

[0009] Preferably, the transition connector includes a first connecting section welded to the thin-walled beam, a second connecting section welded to the thick-plate beam, and a flared connecting section connecting the two. The distance between the two corresponding sidewalls of the flared connecting section is greater than the distance between the two corresponding sidewalls of the first connecting section and the second connecting section.

[0010] Preferably, one end of the flared connecting section has an outwardly convex arc-shaped deformation relative to the direction away from the other end.

[0011] Preferably, the longitudinal beam assembly further includes a limiting structure, which includes positioning holes respectively provided at the front end of the transition connector and the rear end of the thin-walled beam, and a circular tube beam for inserting through the positioning holes. The circular tube beam is adapted to the positioning holes to restrict the thin-walled beam from detaching from the transition connector.

[0012] Preferably, it also includes a reinforcing crossbeam for connecting the two longitudinal beam assemblies, wherein there are at least two reinforcing crossbeams, each of which is parallel to each other and its left and right free ends are respectively welded to the thick plate beam.

[0013] As can be seen from the above description of this utility model, compared with the prior art, this utility model has the following beneficial effects:

[0014] (1) This utility model provides a chassis with a hybrid longitudinal beam, which solves the problem that the longitudinal beam structure in existing small truck chassis is difficult to simultaneously consider load-bearing capacity, production efficiency, and part precision. In this utility model, the chassis mainly adopts a transition connector to combine a U-shaped thin-walled beam with high part precision and high production efficiency with a C-shaped thick plate beam with high load-bearing capacity in a hybrid combination at the front and rear ends. The front opening of the thick plate beam is connected to a partially rectangular cross-section by an assembly sealing piece. This connector makes the welding contact area between the thick plate beam and the transition connector larger, and the two fully overlap. The closed cross-section design increases the torsional stiffness of the front end of the thick plate beam, ensuring a certain structural strength. When this chassis is used on a truck, the front thin-walled beam can meet the load from the cab, and the rear thick plate beam can meet the cargo load from the cargo box. Compared with the traditional single-structure chassis, the overall load-bearing capacity of this chassis is effectively improved, while also taking into account production efficiency and precision to meet the needs of rapid market response.

[0015] (2) In this technical solution, the thin-walled beam is pre-positioned on the transition connector through the positioning structure, which can improve the installation efficiency and ensure the accuracy of the welding position of the thin-walled beam relative to the transition connector, preventing deviation of the overall length of the frame and affecting the subsequent assembly of the whole vehicle.

[0016] (3) In this technical solution, the distance between the two corresponding side walls of the flared connection section is greater than the distance between the two corresponding side walls of the first connection section and the second connection section. That is, the flared structure formed by the two corresponding side walls of the flared connection section has a certain elastic deformation capacity, which can effectively buffer and reduce stress concentration and extend the service life of the transition connection section.

[0017] (4) In this technical solution, the round tube crossbeam is mechanically limited to prevent the thin-walled beam from coming out of the transition connector. At the same time, it serves as a lateral support to improve the lateral stiffness of the frame, reduce the tilt angle at high speed, improve the vehicle's driving stability, and improve the overall torsional stiffness of the frame. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is an overall structural diagram of an embodiment of the present utility model;

[0020] Figure 2 This is an exploded view of the overall embodiment of this utility model;

[0021] Figure 3This is a schematic cross-sectional view of an embodiment of the present utility model.

[0022] Figure 4 for Figure 3 A magnified view of part A shown.

[0023] The annotations in the attached figures are explained as follows:

[0024] 1. Transition connector; 1a. Opening; 11. First connecting section; 12. Second connecting section; 13. Flared connecting section; 2. Thin-walled beam; 2a. Opening; 3. Thick plate beam; 3a. Opening; 3b. Connector; 4. Sealing part; 51. Recess; 52. Protrusion; 61. Positioning hole; 62. Circular tube crossbeam; 7. Reinforcing crossbeam. Detailed Implementation

[0025] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are preferred embodiments of the present utility model and should not be considered as excluding other embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the scope of protection of the present utility model.

[0026] Unless otherwise expressly defined, the use of terms such as "first," "second," or "third" in the claims, description, and drawings of this utility model is for distinguishing different objects and not for describing a specific order.

[0027] Unless otherwise expressly defined, in the claims, description, and accompanying drawings of this utility model, the use of directional terms such as "center," "lateral," "longitudinal," "horizontal," "vertical," "top," "bottom," "inner," "outer," "upper," "lower," "front," "rear," "left," "right," "clockwise," and "counterclockwise" to indicate orientation or positional relationships is based on the orientation and positional relationships shown in the accompanying drawings and is only for the convenience of describing this utility model and simplifying the description. It does not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as limiting the specific protection scope of this utility model.

[0028] Unless otherwise expressly defined, the terms "fixed connection" or "fixed connection" used in the claims, description and drawings of this utility model shall be interpreted broadly to refer to any connection in which there is no displacement or relative rotation relationship between the two parties, including non-removable fixed connection, detachable fixed connection, integral connection and fixed connection through other devices or components.

[0029] In the claims, description and accompanying drawings of this utility model, the terms "comprising", "having", and variations thereof are used to mean "including but not limited to".

[0030] Please see Figures 1 to 4 .

[0031] This embodiment provides a chassis with a hybrid longitudinal beam, which solves the problem that the longitudinal beam structure in existing small truck chassis cannot simultaneously achieve load-bearing capacity, production efficiency, and part precision. The chassis mainly includes two symmetrically distributed longitudinal beam assemblies. Each longitudinal beam assembly includes a transition connector 1, and thin-walled beams 2 and thick plate beams 3 welded to the front and rear ends of the transition connector 1. The transition connector 1 and thin-walled beams 2 are formed by stamping, while the thick plate beams 3 are formed by roll forming.

[0032] In this embodiment, see Figure 2 Both the transition connector 1 and the thin-walled beam 2 have U-shaped cross-sections, and the openings 1a / 2a are perpendicular to the horizontal plane and facing upwards; see also Figure 3 and Figure 4 The size of the opening 1a of the transition connector 1 is larger than the size of the opening 2a of the thin-walled beam 2. Both the front and rear ends of the transition connector 1 have free ports to accommodate the welded objects. The front end of the transition connector 1 is sleeved on the outer wall of the rear end of the thin-walled beam 2 and fixed by lap welding.

[0033] In this embodiment, see Figure 2 The cross-section of the thick plate beam 3 is C-shaped, and the direction of its opening 3a is perpendicular to the direction of the opening 1a of the transition connector 1. A C-shaped sealing member 4 is fitted at the front end of the thick plate beam 3. The sealing member 4 has the same shape as the thick plate beam 3. The sealing member 4 corresponds to the direction of the opening 3a of the thick plate beam 3. (See [reference]). Figure 3 and Figure 4 Furthermore, the two are welded together to partially close the front opening 3a of the thick plate beam 3, forming a rectangular cross-section connector 3b, which is welded to the rear opening 1a of the transition connector 1.

[0034] In this embodiment, since the front longitudinal beam of the vehicle frame needs to meet the load from the cab, the thin-walled beam 2 is set at the front end of the transition connector 1; since the rear longitudinal beam of the vehicle frame needs to meet the load from the cargo box, the thick plate beam 3 is set at the rear end of the transition connector 1; in this way, the left and right longitudinal beams of the frame can simultaneously take into account the advantages of the thin-walled beam 2 and the thick plate beam 3, meeting the strength requirements while also taking into account production efficiency and precision.

[0035] In this embodiment, the transition connector 1 is designed to prevent the thin-walled beam 2 and the thick plate beam 3 from being incompatible; see [link to previous section]. Figure 2The longitudinal beam assembly also includes a positioning structure located on the transition connector 1 and the thin-walled beam 2. The positioning structure is used to pre-position the thin-walled beam 2 on the transition connector 1 to prevent misalignment of the thin-walled beam 2 before it is fitted onto the transition connector 1 for welding, which could lead to mis-welding and cause deviation in the total length of the longitudinal beam of the frame, affecting subsequent vehicle assembly. In this embodiment, the positioning structure includes at least one recess 51 on the inner sidewall of the transition connector 1 and at least one protrusion 52 on the outer sidewall of the thin-walled beam 2. When the front end of the transition connector 1 is fitted onto the thin-walled beam 2, the protrusion 52 is embedded in the recess 51 to form a matching positioning. In this way, it is extremely difficult for the thin-walled beam 2 to move along the length direction of the transition connector 1, effectively avoiding mis-welding. In other embodiments, the inner wall of the transition connector 1 has a plurality of recesses 51, and each recess 51 is arranged along the length direction of the transition connector 1; the inner wall of the thin-walled beam 2 has a plurality of protrusions 52, and each protrusion 52 is arranged at intervals corresponding to each recess 51, so that the contact area between the transition connector 1 and the transition connector 2 is expanded by the mutual interlocking of each recess 51 and protrusion 52, thereby expanding the positioning area and enhancing the positioning effect.

[0036] In this embodiment, see Figure 4 The transition connector 1 includes a first connecting section 11 welded to the thin-walled beam 2, a second connecting section 12 welded to the thick-plate beam 3, and a flared connecting section 13 connecting the two. The first connecting section 11, the second connecting section 12, and the flared connecting section 13 are integrally formed. One end sidewall of the flared connecting section 13 is deformed in an outward arc shape relative to the other end sidewall. That is, the distance between the two corresponding sidewalls of the flared connecting section 13 is greater than the distance between the two corresponding sidewalls of the first connecting section 11 and the second connecting section 12 by one flared structure. This flared structure has a certain elastic deformation capacity, which can effectively buffer and reduce stress concentration and extend the service life of the transition connector.

[0037] In this embodiment, see Figure 2 and Figure 4 The longitudinal beam assembly also includes a limiting structure, which includes positioning holes 61 located at the front end of the transition connector 1 and the rear end of the thin-walled beam 2, and a round tube crossbeam 62 for inserting through the positioning holes 61. The round tube crossbeam 62 is fitted and installed in accordance with the positioning holes 61 to prevent the thin-walled beam 2 from detaching from the transition connector 1. The design of the round tube crossbeam 62 and the positioning method prevent the thin-walled beam 2 from coming out of the transition connector 1 through mechanical limiting, and at the same time, it serves as a lateral support to improve the lateral stiffness of the frame, reduce the roll angle at high speeds, improve vehicle driving stability, and improve the overall torsional stiffness of the frame.

[0038] In this embodiment, the reason for designing positioning and limiting structures between the thin-walled beam 2 and the transition connector 1 is to ensure the connection strength between them. The thin-walled beam 2 uses a stamped thin-walled structure, which has low material stiffness and light weight, and is susceptible to elastic deformation due to welding thermal stress during assembly. Therefore, a positioning structure is needed to achieve pre-positioning and ensure the fitting accuracy of the welding interface. Simultaneously, although the load on the cab carried by the frame is light, it fluctuates frequently. The limiting structure can counteract lateral shear forces, prevent fretting wear at the interface, and reduce stress concentration in the transition zone through lateral support, thus extending fatigue life.

[0039] In this embodiment, instead of using a positioning and limiting structure, the thick plate beam 3 and the transition connector 1 are connected by a simple structure: the sealing part 4 is adapted to the thick plate beam 3 to form a rectangular cross-section connector 3b, which is lap-welded to the transition connector 1. This approach is more cost-effective and considers the production cost. Furthermore, the thick plate beam 3, being a large-section thick plate structure, has strong material rigidity and significant resistance to deformation. After the front end is welded to form a rectangular closed cross-section by the sealing part 4, its own geometric stability can offset the welding thermal deformation. In addition, the heavy load of the cargo box it bears is mainly in the vertical direction. The strength requirements can be met by lap-welding to the thick plate beam 3 and the sealing part 4 in simultaneous surface contact, without the need for additional positioning.

[0040] In this embodiment, a reinforcing crossbeam 7 is also included to connect the two longitudinal beam assemblies. At least two reinforcing crossbeams 7 are provided, each of which is parallel to each other and its left and right free ends are respectively welded to the thick plate beam 3. The reinforcing crossbeams 7 connect the left and right longitudinal beam assemblies into a frame structure, which effectively improves the overall lateral torsional stiffness of the frame, reduces the amount of frame torsional deformation under heavy load turning conditions, and effectively ensures the structural safety of the vehicle.

[0041] The working principle and usage process of this utility model:

[0042] During installation,

[0043] First, during installation, the thin-walled beam 2 is placed on the front section tooling of the frame. Then, the front end of the transition connector 1 is fitted onto the outer wall of the rear end of the thin-walled beam 2, so that the openings 1a / 2a of the two are in the same direction. The protrusion 52 on the outer wall of the thin-walled beam 2 is embedded into the recess 51 on the inner wall of the transition connector 1 to complete the pre-positioning. Then, the two are fixed by lap welding.

[0044] Second, align the sealing piece 4 with the front opening 3a of the thick plate beam 3 so that the openings 3a of the two are facing each other, and form a rectangular closed section connector 3b by lap welding; then align the rectangular connector 3b of the thick plate beam 3 with the rear opening 1a of the transition connector 1 and fit it in place, and lap weld it to complete the rigid connection between the front and rear longitudinal beams.

[0045] Third, insert a round tube beam 62 through the positioning hole 61 at the front end of the transition connector 1 and the rear end of the thin-walled beam 2 to form a lateral limit; then place two reinforcing beams 7 parallel to each other on the outside of the thick plate beam 3 of the left and right longitudinal beam assemblies, and weld their ends to the thick plate beam 3; finally, check the fit of each welding interface and the integrity of the weld, test the longitudinal load-bearing capacity and lateral stiffness of the frame, and complete the vehicle assembly after confirming that the design requirements are met. Therefore, in this utility model, the frame mainly adopts a transition connector 1 to combine a U-shaped thin-walled beam 2 with high part precision and high production efficiency with a C-shaped thick plate beam 3 with high load-bearing capacity in a hybrid combination at the front and rear ends. The front opening 3a of the thick plate beam 3 forms a connector 3b with a partially rectangular cross section through the assembly of a sealing piece 4. This connector 3b makes the welding contact area between the thick plate beam 3 and the transition connector 1 larger, and the two fully overlap. The closed cross section design improves the torsional stiffness of the front end of the thick plate beam 3, ensuring a certain structural strength. When this frame is used on a truck, the front thin-walled beam 2 can meet the load from the cab, and the rear thick plate beam 3 can meet the cargo load from the cargo box. Compared with the traditional single-structure frame, the overall load-bearing capacity of this frame is effectively improved, while also taking into account production efficiency and precision to meet the needs of rapid market response.

[0046] The foregoing description of the specifications and embodiments is intended to explain the scope of protection of this utility model, but does not constitute a limitation on the scope of protection of this utility model. Modifications, equivalent substitutions, or other improvements to the embodiments of this utility model or a portion thereof that can be obtained by those skilled in the art through logical analysis, reasoning, or limited experimentation, based on the teachings of this utility model or the foregoing embodiments, should all be included within the scope of protection of this utility model.

Claims

1. A vehicle frame with hybrid longitudinal beams, comprising two symmetrically distributed longitudinal beam assemblies, characterized in that: Each longitudinal beam assembly includes a transition connector and thin-walled beams and thick-plate beams welded to the front and rear ends of the transition connector, wherein, The transition connector and the thin-walled beam both have a "U" shaped cross-section, and their openings are perpendicular to the horizontal plane and facing upwards. The opening size of the transition connector is larger than the opening size of the thin-walled beam, and the front end of the transition connector is sleeved on the outer wall of the rear end of the thin-walled beam and fixed by lap welding. The cross-section of the thick plate beam is "C" shaped, and its opening direction is perpendicular to the opening direction of the transition connector. The front end of the thick plate beam is equipped with a "C"-shaped sealing member. The sealing member corresponds to the opening direction of the thick plate beam, and the two are lap-welded to partially close the front opening of the thick plate beam to form a rectangular cross-section connector. The connector is lap-welded to the rear opening of the transition connector.

2. A vehicle frame with hybrid longitudinal beams as described in claim 1, characterized in that: The longitudinal beam assembly also includes a positioning structure located on the transition connector and the thin-walled beam, the positioning structure being used to pre-position the thin-walled beam on the transition connector.

3. A vehicle frame with hybrid longitudinal beams as described in claim 2, characterized in that: The positioning structure includes at least one recess on the inner sidewall of the transition connector and at least one protrusion on the outer sidewall of the thin-walled beam. When the front end of the transition connector is sleeved on the thin-walled beam, the protrusion is embedded in the recess to form a matching positioning.

4. A vehicle frame with hybrid longitudinal beams as described in claim 3, characterized in that: The inner wall of the transition connector has a plurality of recesses, and each of the recesses is arranged along the length of the transition connector; the inner wall of the thin-walled beam has a plurality of protrusions, and each of the protrusions is arranged at intervals corresponding to each recess, so that the contact area between the transition connector and the thin-walled beam is increased by the mutual interlocking of the recesses and protrusions.

5. A vehicle frame with hybrid longitudinal beams as described in claim 1, characterized in that: The transition connector includes a first connecting section welded to the thin-walled beam, a second connecting section welded to the thick-plate beam, and a flared connecting section connecting the two. The distance between the two corresponding sidewalls of the flared connecting section is greater than the distance between the two corresponding sidewalls of the first connecting section and the second connecting section.

6. A vehicle frame with hybrid longitudinal beams as described in claim 5, characterized in that: The sidewall of one end of the flared connecting section is deformed in an outward arc shape relative to the sidewall of the other end.

7. A vehicle frame with hybrid longitudinal beams as described in claim 1, characterized in that: The longitudinal beam assembly also includes a limiting structure, which includes positioning holes respectively located at the front end of the transition connector and the rear end of the thin-walled beam, and a circular tube beam for inserting through the positioning holes. The circular tube beam is adapted to the positioning holes to restrict the thin-walled beam from detaching from the transition connector.

8. A vehicle frame with hybrid longitudinal beams as described in claim 1, characterized in that: It also includes a reinforcing crossbeam for connecting the two longitudinal beam assemblies, wherein there are at least two reinforcing crossbeams, each of which is parallel to each other and its left and right free ends are respectively welded to the thick plate beam.

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