A frame structure and an engineering vehicle

Abstract

The application relates to a vehicle frame structure in the technical field of vehicle frames, which comprises a longitudinal beam assembly, a mounting seat assembly and a cross beam assembly, the longitudinal beam assembly comprises two longitudinally arranged longitudinal beams, the mounting seat assembly is fixedly connected with the lower flange plates of the longitudinal beams, and the cross beam assembly is fixedly connected with the longitudinal beams and the mounting seat assembly. The mounting seat assembly is fixedly arranged below the longitudinal beams, the vertical height of the vehicle frame structure is increased, the cross beam assembly can be fixedly connected with the longitudinal beams or the mounting seat assembly, the vehicle frame can bear larger impact, bending and torsional loads, has higher bearing capacity and torsional resistance, and the overall strength and stability of the vehicle frame are improved.

Description

Technical Field

[0001] This application relates to the field of vehicle frame technology, and in particular to a frame structure and engineering vehicle. Background Technology

[0002] Engineering vehicles are specialized transportation equipment used in open-pit mining. In practical applications, they are often required to be low-cost, have high load capacity, and high efficiency. Rigid mining cars, as key equipment in mine transportation, play an irreplaceable role in the extraction and transportation of mineral resources. Their frames, as the core load-bearing components, not only support the weight of the entire vehicle but also withstand various forces from complex road conditions and heavy loads. Their performance directly affects the safety, reliability, and service life of the mining car. With the continuous development of the mining industry, the performance requirements for rigid mining car frames are also increasing, prompting the continuous evolution of related technologies.

[0003] Currently, with the continuous increase in the load-bearing capacity of mining cars, the strength and rigidity of traditional car frames face severe challenges. Under heavy loads, the car frame is prone to deformation and cracking, which not only affects the normal operation of the mining car but also poses serious safety hazards. At the same time, due to the complex road conditions in mining areas, vehicles often travel on rugged mountain roads and muddy trails, and there are frequent sudden braking and starting situations, which places higher demands on the fatigue life of the car frame.

[0004] Therefore, how to design a frame structure that can meet the requirements of high strength and improve the reliability and durability of the frame has become an urgent problem to be solved. Utility Model Content

[0005] The purpose of this application is to overcome the shortcomings of the prior art and provide a chassis structure and engineering vehicle.

[0006] To achieve the above objectives, in a first aspect, this application provides a vehicle frame structure, employing the following technical solution:

[0007] A vehicle frame structure includes a longitudinal beam assembly, a mounting base assembly, and a crossbeam assembly. The longitudinal beam assembly includes two longitudinal beams spaced apart. The mounting base assembly is fixedly connected to the lower flange of the longitudinal beams. The crossbeam assembly is fixedly connected to the longitudinal beams and the mounting base assembly.

[0008] Furthermore, the longitudinal beam includes a main longitudinal beam and a secondary longitudinal beam. The secondary longitudinal beam is fixedly installed at one end of the main longitudinal beam near the gantry. The upper flange of the main longitudinal beam is higher than the upper flange of the secondary longitudinal beam. An engine mounting space is provided between the secondary longitudinal beams, and a support space is provided between the main longitudinal beams. The width of the engine mounting space is greater than the width of the support space.

[0009] Furthermore, the frame also includes a transition section, which is disposed at the connection between the main longitudinal beam and the secondary longitudinal beam. One end of the transition section is fixedly connected to the upper flange of the main longitudinal beam, and the other end is fixedly connected to the upper flange of the secondary longitudinal beam.

[0010] Furthermore, the mounting base assembly includes two first mounting bases, each first mounting base including an outer vertical plate, an inner vertical plate, and a bent plate connecting the outer vertical plate and the inner vertical plate. The outer vertical plate and the inner vertical plate are fixedly disposed on the inner and outer sides of the lower flange of the main longitudinal beam at intervals.

[0011] Furthermore, the outer vertical plate and the inner vertical plate have a protrusion at the end away from the lower flange of the main longitudinal beam. The protrusion has a through hole, through which the circular tube beam passes and is fixedly connected to the protrusion. A lower crossbeam mounting plate is fixedly provided at the end of the circular tube beam near the support space. The lower crossbeam mounting plate is used to connect the lower crossbeam.

[0012] Furthermore, the crossbeam assembly also includes a lifting crossbeam, a circular tube crossbeam, and a middle bridge crossbeam. The two ends of the lifting crossbeam are respectively fixedly connected to the through hole, and the two ends of the circular tube crossbeam and the middle bridge crossbeam are respectively fixedly connected to the inner side plate of the main longitudinal beam.

[0013] Furthermore, the mounting base also includes two second mounting bases, which are fixedly connected to the lower flange of the secondary longitudinal beam one-to-one. The second mounting base is provided with a mounting part extending away from the lower flange of the secondary longitudinal beam, and the two ends of the two crossbeams are fixedly connected to the mounting part respectively.

[0014] Furthermore, the frame also includes a gas spring seat, which includes a mounting plate, a mounting bracket reinforcement plate, and a mounting plate. The mounting plate is fixedly connected to the outer side plate of the main longitudinal beam. The mounting bracket reinforcement plate includes a horizontal portion and bent portions disposed on both sides of the horizontal portion. The bent portions extend toward the lower flange of the main longitudinal beam. The mounting bracket reinforcement plate is vertically mounted on the mounting plate. The mounting plate is fixedly connected to the outer side plate of the main longitudinal beam, and the mounting plate abuts against the horizontal portion.

[0015] Furthermore, the frame also includes a rear tail beam, which includes a tail beam tube and two tail beam components. The tail beam components are symmetrically installed on the end of the main longitudinal beam away from the secondary longitudinal beam, and the two ends of the tail beam tube are fixedly connected to the tail beam components.

[0016] Secondly, this application provides an engineering vehicle, which adopts the following technical solution:

[0017] An engineering vehicle comprising the frame structure described in any of the preceding claims.

[0018] This frame structure increases its vertical height by fixing mounting brackets below the longitudinal beams. The crossbeam assemblies can be fixedly connected to either the longitudinal beams or the mounting bracket assemblies. The frame can withstand significant impact, bending, and torsional loads, exhibiting high load-bearing capacity and torsional resistance, thus improving the overall strength and stability of the frame. Furthermore, the mounting bracket assemblies extend away from the upper flange of the longitudinal beams, providing not only more connection space but also facilitating the installation and fixation of other components, enhancing the frame's practicality and flexibility. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0020] Figure 1 This is a three-dimensional structural diagram of the vehicle frame structure of this application;

[0021] Figure 2 This is a top view of the vehicle frame structure of this application;

[0022] Figure 3 This is a side view of the vehicle frame structure of this application;

[0023] Figure 4 For the purposes of this application Figure 3 Enlarged structural diagram at point A;

[0024] Figure 5 This is a three-dimensional structural diagram of the first mounting base of this application.

[0025] In the diagram, 100 is the longitudinal beam; 101 is the lower flange; 102 is the upper flange; 103 is the inner side plate; 104 is the outer side plate; 110 is the main longitudinal beam; 111 is the transition section; 120 is the secondary longitudinal beam; 200 is the mounting base assembly; 201 is the protrusion; 202 is the through hole; 203 is the circular tube beam; 204 is the lower crossbeam mounting plate; 210 is the first mounting base; 211 is the outer vertical plate; 212 is the inner vertical plate; 213 is the bent plate; 214 is the extension foot; 220 is the second mounting base; 221 is the mounting bracket. Assembly section; 300, crossbeam assembly; 310, lower crossbeam; 320, lifting crossbeam; 330, round tube crossbeam; 340, middle axle crossbeam; 350, second crossbeam; 400, gantry frame; 500, engine mounting space; 600, support space; 700, oil and gas spring seat; 710, mounting plate; 720, mounting seat reinforcement plate; 721, horizontal section; 722, bending section; 730, mounting plate; 800, rear tail beam; 810, tail beam round tube; 820, tail beam component; 900, towing hook. Detailed Implementation

[0026] The following is in conjunction with the appendix Figure 1 - Appendix Figure 5 The technical solutions in the embodiments of this application are clearly and completely described. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0027] It should be noted that all directional indicators (such as up, down, left, right, front, back, etc.) in the embodiments of this application are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicator will also change accordingly.

[0028] Furthermore, the use of terms such as "first," "second," etc., in this application is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0029] In this application, unless otherwise expressly specified and limited, the terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0030] Furthermore, the technical solutions of the various embodiments of this application can be combined with each other, but only if they are based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed by this application.

[0031] This application discloses a vehicle frame structure, including a longitudinal beam assembly, a mounting base assembly 200, and a crossbeam assembly 300. The longitudinal beam assembly includes two longitudinal beams 100 spaced apart. The mounting base assembly 200 is fixedly connected to the lower flange 101 of the longitudinal beams 100 and extends away from the upper flange 102 of the longitudinal beams 100. The crossbeam assembly 300 is fixedly connected to the longitudinal beams 100 and the mounting base assembly 200.

[0032] like Figures 1-3 As shown, the longitudinal beam assembly includes two spaced longitudinal beams 100. Each longitudinal beam 100 is a box-shaped structure formed by a fixed connection of an upper flange 102, a lower flange 101, an inner side plate 103, and an outer side plate 104. Along the extension direction of the longitudinal beam 100, the longitudinal beam 100 maintains a rectangular continuous state to avoid stress concentration caused by structural abrupt changes. The mounting base assembly 200 is fixedly connected to the lower flange 101 and extends away from the upper flange 102 to provide additional support and connection space. The two ends of the crossbeam assembly 300 are fixedly connected to the longitudinal beams 100 and the mounting base assembly 200.

[0033] By fixing the mounting bracket assembly 200 below the longitudinal beam 100, the vertical height of the frame structure is increased. The crossbeam assembly 300 is fixedly connected to the longitudinal beam 100 and the mounting bracket assembly 200. The frame can withstand greater impact, bending, and torsional loads, exhibiting higher load-bearing capacity and torsional resistance, thus improving the overall strength and stability of the frame. Furthermore, the mounting bracket assembly 200 extends away from the upper flange 102 of the longitudinal beam 100, providing not only a wider connection space but also facilitating the installation and fixing of other components, enhancing the practicality and flexibility of the frame.

[0034] It should be noted that this application does not limit the connection method of the upper wing plate 102, lower wing plate 101, inner side plate 103 and outer side plate 104. In one embodiment, the upper wing plate 102, lower wing plate 101, inner side plate 103 and outer side plate 104 are connected by snap welding. In addition, a reinforcing pad is added to the longitudinal beam space of the box structure formed by the wing plate and the side plate and fixedly connected to the wing plate and the side plate, which improves the welding quality between the steel plates of the longitudinal beam 100 and enhances the load-bearing capacity and reliability of the frame.

[0035] In one embodiment of this application, the longitudinal beam 100 includes a main longitudinal beam 110 and a secondary longitudinal beam 120. The secondary longitudinal beam 120 is fixedly installed at one end of the main longitudinal beam 110 near the gantry frame 400. The upper flange 102 of the main longitudinal beam 110 is higher than the upper flange 102 of the secondary longitudinal beam 120. An engine mounting space 500 is provided between the secondary longitudinal beams 120, and a support space 600 is provided between the main longitudinal beams 110. The width of the engine mounting space 500 is greater than the width of the support space 600.

[0036] like Figure 2 As shown, the engine mounting space 500 is located between the secondary longitudinal beams 120 and has a relatively large width, providing ample space for the engine. The support space 600 is located between the main longitudinal beams 110 and has a smaller width, used to support key components of the chassis. Meanwhile, the secondary longitudinal beams 120 are fixedly installed at the end of the main longitudinal beams 110 near the gantry 400, and the upper flange 102 of the main longitudinal beams 110 is higher than the upper flange 102 of the secondary longitudinal beams 120.

[0037] By designing the main longitudinal beam 110 and the secondary longitudinal beam 120 with a stepped height difference, the overall frame structure becomes more compact. Meanwhile, the box-shaped longitudinal beam layout, wider at the front and narrower at the rear, provides ample space for the engine installation between the two secondary longitudinal beams 120, ensuring sufficient mounting space at the front of the frame and allowing for a rational engine placement. This also ensures the engine is securely mounted on the frame, facilitating maintenance and upkeep, and providing a solid foundation for the stable operation of the vehicle's powertrain. The narrower rear design effectively avoids wasted rear space, making the overall frame space utilization more efficient and rational. This solves the stress concentration and space waste problems caused by structural conflicts in traditional frames, achieving multiple breakthroughs in space utilization, load-bearing capacity, stress distribution, and manufacturing cost.

[0038] In one embodiment of this application, the main longitudinal beam 110 further includes a transition portion 111, which is disposed at the connection between the main longitudinal beam 110 and the secondary longitudinal beam 120. One end of the transition portion 111 is fixedly connected to the upper flange 102 of the main longitudinal beam 110, and the transition portion 111 extends forward and downward at an angle, while the other end is fixedly connected to the upper flange 102 of the secondary longitudinal beam 120.

[0039] like Figure 1 , Figure 3 As shown, to avoid stress concentration caused by abrupt changes in cross-section due to the height difference at the connection between the main longitudinal beam 110 and the secondary longitudinal beam 120, and to prevent long-term stress concentration at this connection from causing cracks or weld breaks in the longitudinal beam assembly, a transition section 111 is provided at the connection between the main longitudinal beam 110 and the secondary longitudinal beam 120. Specifically, the transition section 111 is a connecting stiffener. One end of the connecting stiffener is fixedly connected to the upper flange 102 of the main longitudinal beam 110, and the other end extends forward and downward and is fixedly connected to the upper flange 102 of the secondary longitudinal beam 120, forming a stepped transition structure. Furthermore, the connection between the transition section 111 and the main longitudinal beam 110 and the secondary longitudinal beam 120 adopts a bevel welding process to expand the welding contact area and improve the welding strength; at the same time, a backing plate is added at the connection between the transition section 111 and the main longitudinal beam 110 to relieve welding stress and enhance local rigidity.

[0040] The stepped inclined structure of the transition section 111 can disperse the stress at the connection between the main longitudinal beam 110 and the secondary longitudinal beam 120, reduce the stress concentration caused by the abrupt change in cross section at the connection between the main longitudinal beam 110 and the secondary longitudinal beam 120, improve the connection strength between the main longitudinal beam 110 and the secondary longitudinal beam 120, ensure that the frame can still bear load stably under heavy load conditions, further improve the fatigue resistance of the frame, effectively absorb the vibration and impact loads under complex road conditions in the mining area, reduce the risk of frame deformation, and extend the service life of the frame.

[0041] In one embodiment of this application, the mounting base assembly 200 includes two first mounting bases 210. Each first mounting base 210 includes an outer vertical plate 211, an inner vertical plate 212, and a bent plate 213 connecting the outer vertical plate 211 and the inner vertical plate 212. The outer vertical plate 211 and the inner vertical plate 212 are fixedly disposed on the inner and outer sides of the lower wing plate 101 of the main longitudinal beam 110 at intervals.

[0042] like Figure 1 , Figure 5As shown, the connection structure of the first mounting base 210 on the lower wing plate 101 is optimized through the combined design of the outer vertical plate 211, the inner vertical plate 212, and the bent plate 213. Specifically, the outer vertical plate 211 is installed on the side of the lower wing plate 101 near the outer side plate 104, and the inner vertical plate 212 is installed on the side of the lower wing plate 101 near the inner side plate 103. The outer vertical plate 211 and the inner vertical plate 212 form a symmetrical structure. The bent plate 213 is made of long strip steel plate and is distributed in the front, middle, and rear sections of the first mounting base 210. The bent plate 213 connects the outer vertical plate 211 and the inner vertical plate 212 by welding. The first mounting base 210 composed of the outer vertical plate 211, the inner vertical plate 212, and the bent plate 213 is a double-arch structure. The outer vertical plate 211 and the inner vertical plate 212 are provided with extension legs 214 at both ends along the extension direction of the longitudinal beam 100, near the side of the gantry frame 400. The length of the extension legs 214 of the outer vertical plate 211 is shorter than the length of the extension legs 214 of the inner vertical plate 212.

[0043] By setting the extension leg 214, the stress distribution between the outer vertical plate 211 and the inner vertical plate 212 is further optimized, enhancing the stability of the connection between the first mounting base 210 and the lower flange of the main longitudinal beam 110. Simultaneously, to ensure precise docking between the first mounting base 210 and the gantry 400, the length of the extension leg 214 at the end of the outer vertical plate 211 closest to the gantry 400 is shorter than the length of the extension leg 214 of the inner vertical plate 212, ensuring the compactness and robustness of the connection. Furthermore, setting different extension leg 214 lengths for the outer vertical plate 211 and the inner vertical plate 212 reduces stress concentration in the extension leg 214 when the first mounting base 210 is connected to the lower flange 101, thus ensuring the stability of the connection between the first mounting base 210 and the lower flange 101.

[0044] In one embodiment of this application, the outer vertical plate 211 and the inner vertical plate 212 are provided with a protrusion 201 at one end away from the lower wing plate 101 of the main longitudinal beam 110. The protrusion 201 is provided with a through hole 202. The circular tube beam 203 passes through the through hole 202 and is fixedly connected to the protrusion 201. A lower crossbeam mounting plate 204 is fixedly provided at one end of the circular tube beam 203 near the support space 600. The lower crossbeam mounting plate 204 is used to connect the lower crossbeam 310.

[0045] To enhance the overall rigidity and load-bearing capacity of the frame, a protrusion 201 and a circular tubular beam 203 are incorporated to prevent direct assembly between the lower crossbeam 310 and the main longitudinal beam 110, thus optimizing stress distribution and reducing stress concentration issues in the main longitudinal beam 110. Specifically, for example... Figure 3 , Figure 5As shown, the outer vertical plate 211 and the inner vertical plate 212 have a protrusion 201 at one end away from the lower flange 101 of the main longitudinal beam 110. The protrusion 201 has a through hole 202 for fixing the circular tube beam 203. In order to ensure that the circular tube beam 203 can pass through and be fixed smoothly, the protrusion 201 of the outer vertical plate 211 and the inner vertical plate 212 have a through hole 202 with the axis collinear. The circular tube beam 203 passes through the through hole 202 and is fixedly connected to the protrusion 201. The end of the circular tube beam 203 near the support space 600 is fixedly provided with a lower crossbeam mounting plate 204. The lower crossbeam mounting plate 204 is a ring-shaped steel plate with several connecting holes for connecting the lower crossbeam 310.

[0046] By introducing the protrusion 201 and the circular tube beam 203, the direct assembly of the lower crossbeam 310 and the main longitudinal beam 110 is avoided, the stress of the frame is dispersed, the overall rigidity and load-bearing capacity of the frame are enhanced, the load is effectively distributed, and the risk of local failure is reduced.

[0047] In one embodiment of this application, the crossbeam assembly 300 further includes a lifting crossbeam 320, a circular tube crossbeam 330, and a middle bridge crossbeam 340. The two ends of the lifting crossbeam 320 are respectively fixedly connected to the through hole 202, and the two ends of the circular tube crossbeam 330 and the middle bridge crossbeam 340 are respectively fixedly connected to the inner side plate 103 of the main longitudinal beam 110.

[0048] like Figure 1 , Figure 2 As shown, in order to enhance the structural strength and overall stability of the frame, each crossbeam structure is connected to the main longitudinal beam 110, and each crossbeam structure is arranged at intervals along the extension direction of the longitudinal beam assembly. This enhances the overall rigidity and load-bearing capacity of the frame, improves the frame's torsional resistance and stability, effectively disperses the load, optimizes the stress distribution, reduces the risk of local failure, and ensures that the frame can withstand complex loads.

[0049] The lifting beam 320 is used to support and stabilize the vehicle's lifting system. Both ends of the lifting beam 320 are integrally welded into the through holes 202 of the first mounting base 210. Specifically, the lifting beam 320 is welded from the middle axle A-frame mounting base and a round tube. The lifting beam 320 shaft ends are welded to both ends of the round tube, and stiffening plates are added to the side of the A-frame to improve the stability and reliability of the overall structure of the lifting beam 320.

[0050] The two ends of the circular tube beam 330 are fixedly connected to the inner side plates 103 of the main longitudinal beam 110 to provide additional support and torsional resistance. Specifically, the circular tube beam 330 is a hollow circular tube, with both ends embedded in the reserved holes of the main longitudinal beam 110. A pad is added at the connection between the main longitudinal beam 110 and the circular tube, and then a stiffening plate is welded to make the connection between the circular tube beam 330 and the main longitudinal beam 110 more secure and reliable. In addition, circular tube plugs are welded to both ends of the circular tube to ensure the sealing of the circular tube and improve its strength and rigidity.

[0051] The middle axle crossbeam 340 is also fixedly connected to the inner side plate 103 of the main longitudinal beam 110 at both ends, mainly to enhance the rigidity and stability of the middle part of the frame. Specifically, the middle axle crossbeam 340 is welded from the rear axle A-frame mounting base and a round tube. Round tube end plates are welded to both ends of the round tube, and stiffening plates are added to the side of the rear axle A-frame to improve the overall stability and reliability of the rear axle crossbeam structure. The round tube is nested in the reserved hole of the inner side plate 103, and a pad is added at the connection before the stiffening plate is welded, which improves the overall structural stability and reliability.

[0052] In one embodiment of this application, the mounting base further includes two second mounting bases 220, which are fixedly connected to the lower flange 101 of the secondary longitudinal beam 120 in a one-to-one correspondence. The second mounting base 220 is fixedly installed on the lower flange 101 of the secondary longitudinal beam 120. The second mounting base 220 is provided with a mounting portion 221 extending away from the lower flange 101 of the secondary longitudinal beam 120. The two ends of the two crossbeams 350 are respectively fixedly connected to the mounting portion 221.

[0053] like Figure 1 , Figure 3 As shown, the second mounting base 220 is fixedly mounted on the lower flange 101 of the secondary longitudinal beam 120, and each secondary longitudinal beam 120 corresponds to one second mounting base 220. The second mounting base 220 is provided with a mounting part 221 extending away from the lower flange 101 of the secondary longitudinal beam 120, which is used to fix the two ends of the two crossbeams 350. Compared to traditional frame structures, by setting a second mounting base 220, the connection point of the two crossbeams 350 is transferred from the secondary longitudinal beam 120 to the second mounting base 220. This effectively distributes the load and avoids the problems of local overload and deformation or breakage under long-term use caused by the direct connection between the crossbeam structure and the secondary longitudinal beam 120. It ensures a firm connection between the two crossbeams 350 and the secondary longitudinal beam 120, reduces the risk of local failure, simplifies the assembly process, reduces manufacturing costs, and facilitates later maintenance and replacement. In addition, by setting a mounting part 221 that extends away from the lower flange 101 of the secondary longitudinal beam 120, the stress between the two crossbeams 350 and the secondary longitudinal beam 120 is distributed, reducing local weak points and extending service life.

[0054] In one embodiment of this application, the frame further includes a gas spring seat 700, which includes a mounting plate 710, a mounting base reinforcement plate 720, and a mounting plate 730. The mounting plate 710 is fixedly connected to the outer side plate 104 of the main longitudinal beam 110. The mounting base reinforcement plate 720 includes a horizontal portion 721 and bent portions 722 disposed on both sides of the horizontal portion 721. The bent portions 722 extend toward the lower flange 101 of the main longitudinal beam 110. The mounting base reinforcement plate 720 is vertically mounted on the mounting plate 710. The mounting plate 730 is fixedly connected to the outer side plate 104 of the main longitudinal beam 110, and the mounting plate 730 abuts against the horizontal portion 721.

[0055] like Figures 1-4 As shown, the oil spring seat 700 includes a mounting plate 710, a mounting base reinforcing plate 720, and a mounting plate 730. The mounting plate 710 is fixedly connected to the outer side plate 104 of the main longitudinal beam 110. The mounting plate 710 has several through holes 202 to achieve weight reduction. At least two mounting plates 730 are welded and fixed to the mounting plate 710 at intervals. The mounting base reinforcing plate 720 consists of a horizontal part 721 and two bent parts 722 on both sides. The bent parts 722 extend towards the lower flange 101 of the main longitudinal beam 110. The same side of the horizontal part 721 and the bent parts 722 are fixedly connected to the mounting plate, so that the mounting base reinforcing plate 720 is vertically fixed to the mounting plate 710. At least two mounting plates 730 are welded to the mounting plate 710 at a specified distance, and the horizontal part 721 provides a welding contact surface for the upper end face of the mounting plate 730, thereby improving the reliability and structural stability of the mounting plate 730. Spacer rings are provided between the mounting plates 730 to improve structural strength. At the same time, ribs are provided on the outer end face of the mounting plate 730, which further improves the stability and fatigue resistance of the structure and extends its service life.

[0056] In one embodiment of this application, the frame further includes a rear tail beam 800, which includes a tail beam tube 810 and two tail beam members 820. The tail beam members 820 are symmetrically installed on the end of the main longitudinal beam 110 away from the secondary longitudinal beam 120, and the two ends of the tail beam tube 810 are fixedly connected to the tail beam members 820 respectively.

[0057] like Figure 1 , Figure 2As shown, the rear tail beam 800 is welded from a tail beam tube 810 and two tail beam components 820. The tail beam components 820 are cast iron parts, welded to the tail ends of the two main longitudinal beams 110. Mounting holes are provided on both sides of the tail beam components 820 near the support space 600. The tail beam tube 810 is assembled and welded to the two tail beam components 820 through these mounting holes. The overall cast and welded rear tail beam 800 possesses high strength, load-bearing capacity, structural stability, and good fatigue resistance. Furthermore, reinforcing ribs can be provided inside the tail beam tube 810 to further enhance the overall strength and load-bearing capacity of the rear tail beam 800.

[0058] In one embodiment of this application, the vehicle frame further includes a tow hook 900, which is installed at the end of the secondary longitudinal beam 120 away from the main longitudinal beam 110. By providing the tow hook 900, the transport of the vehicle frame and the transport or towing of engineering vehicles are facilitated. It allows for a stable and secure connection to the tow rope or hook, ensuring the safety and reliability of the towing process. The tow hook 900 adopts an arc-shaped design, which helps to buffer the impact force during towing or hoisting, preventing breakage or deformation caused by instantaneous impact.

[0059] Secondly, this application provides an engineering vehicle, which adopts the following technical solution:

[0060] An engineering vehicle comprising the frame structure described in any of the preceding claims.

[0061] The above description is merely a preferred embodiment of this application and does not limit the patent scope of this application. Any equivalent structural transformations made based on the inventive concept of this application and the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included within the patent protection scope of this application.

Claims

1. A vehicle frame structure, characterized in that, include: A longitudinal beam assembly comprising two spaced longitudinal beams (100); Mounting base assembly (200), which is fixedly connected to the lower flange (101) of the longitudinal beam (100); A crossbeam assembly (300) is fixedly connected to the longitudinal beam (100) and the mounting base assembly (200).

2. The frame structure according to claim 1, characterized in that, The longitudinal beam (100) includes a main longitudinal beam (110) and a secondary longitudinal beam (120). The secondary longitudinal beam (120) is fixedly installed at one end of the main longitudinal beam (110) near the gantry (400). The upper flange (102) of the main longitudinal beam (110) is higher than the upper flange (102) of the secondary longitudinal beam (120). An engine mounting space (500) is provided between the secondary longitudinal beams (120). A support space (600) is provided between the main longitudinal beams (110). The width of the engine mounting space (500) is greater than the width of the support space (600).

3. The frame structure according to claim 2, characterized in that, The frame also includes a transition section (111), which is disposed at the connection between the main longitudinal beam (110) and the secondary longitudinal beam (120). One end of the transition section (111) is fixedly connected to the upper flange (102) of the main longitudinal beam (110), and the other end is fixedly connected to the upper flange (102) of the secondary longitudinal beam (120).

4. The frame structure according to claim 2, characterized in that, The mounting base assembly (200) includes two first mounting bases (210), each first mounting base (210) including an outer vertical plate (211), an inner vertical plate (212), and a bent plate (213) connecting the outer vertical plate (211) and the inner vertical plate (212). The outer vertical plate (211) and the inner vertical plate (212) are fixedly disposed at intervals on the inner and outer sides of the lower flange (101) of the main longitudinal beam (110).

5. The frame structure according to claim 4, characterized in that, The outer vertical plate (211) and the inner vertical plate (212) are provided with a protrusion (201) at one end away from the lower flange (101) of the main longitudinal beam (110). The protrusion (201) is provided with a through hole (202). The circular tube beam (203) passes through the through hole (202) and is fixedly connected to the protrusion (201). The end of the circular tube beam (203) near the support space (600) is fixedly provided with a lower crossbeam mounting plate (204). The lower crossbeam mounting plate (204) is used to connect the lower crossbeam (310).

6. The frame structure according to claim 5, characterized in that, The crossbeam assembly (300) also includes a lifting crossbeam (320), a circular tube crossbeam (330), and a middle bridge crossbeam (340). The two ends of the lifting crossbeam (320) are fixedly connected to the through hole (202), and the two ends of the circular tube crossbeam (330) and the middle bridge crossbeam (340) are fixedly connected to the inner side plate (103) of the main longitudinal beam (110).

7. The frame structure according to claim 2, characterized in that, The mounting base also includes two second mounting bases (220), which are fixedly connected to the lower flange (101) of the sub-longitudinal beam (120) in a one-to-one correspondence. The second mounting base (220) is fixedly installed on the lower flange (101) of the sub-longitudinal beam (120). The second mounting base (220) is provided with a mounting part (221) extending away from the lower flange (101) of the sub-longitudinal beam (120). The two ends of the two crossbeams (350) are respectively fixedly connected to the mounting part (221).

8. The frame structure according to claim 2, characterized in that, The frame also includes a gas spring seat (700), which includes a mounting plate (710), a mounting base reinforcement plate (720), and a mounting plate (730). The mounting plate (710) is fixedly connected to the outer side plate (104) of the main longitudinal beam (110). The mounting base reinforcement plate (720) includes a horizontal portion (721) and bent portions (722) disposed on both sides of the horizontal portion (721). The bent portions (722) extend toward the lower flange (101) of the main longitudinal beam (110). The mounting base reinforcement plate (720) is vertically mounted on the mounting plate (710). The mounting plate (730) is fixedly connected to the outer side plate (104) of the main longitudinal beam (110), and the mounting plate (730) abuts against the horizontal portion (721).

9. The frame structure according to claim 6, characterized in that, The frame also includes a rear tail beam (800), which includes a tail beam tube (810) and two tail beam components (820). The tail beam components (820) are symmetrically installed on the end of the main longitudinal beam (110) away from the secondary longitudinal beam (120), and the two ends of the tail beam tube (810) are fixedly connected to the tail beam components (820).

10. An engineering vehicle comprising the frame structure as described in any one of claims 1-9.

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