A frame rail and cross member connection

Abstract

The utility model relates to the technical field of frame, disclose a kind of frame longitudinal beam and beam connecting structure, including the reinforcing box being arranged in the inner wall of longitudinal beam, reinforcing box includes support part, conical part and two connecting parts, two connecting parts are symmetrically arranged in the side wall of support part, and connecting part is in abutment with the inner wall of longitudinal beam, conical part is arranged in the end of support part away from longitudinal beam, first through-hole that conical part middle part is equipped with is penetrated by beam;By setting reinforcing box to connect longitudinal beam and beam, not only enlarge the contact area of longitudinal beam and beam, but also can more evenly transmit load, effectively solve stress concentration problem, to improve the overall strength that frame beam and longitudinal beam are connected, simultaneously conical part uses the mechanical characteristics of conic surface, guiding load smooth transition, to improve the torsional stiffness of frame, effectively inhibit structural deformation.

Description

Technical Field

[0001] This utility model relates to the field of vehicle frame technology, specifically to a connection structure between longitudinal beams and cross beams of a vehicle frame. Background Technology

[0002] Existing vehicle frames typically use C-shaped channel steel for the longitudinal and transverse beams, which are then directly connected to the upper and lower flanges of the longitudinal beams via rivets. However, due to the open cross-section of the C-shaped transverse beam, its torsional stiffness is low, making it difficult to meet the load-bearing requirements under complex working conditions. Furthermore, during actual stress loading, the rivet connection points are highly concentrated at the edges of the longitudinal beam flanges. This non-uniform load transfer method leads to severe stress concentration in localized areas. Actual measurements show that the peak stress in some riveted areas exceeds 180 MPa, far exceeding the allowable stress range of the material, posing a significant safety hazard. Therefore, we propose a new connection structure between the longitudinal and transverse beams of the vehicle frame to address these issues. Utility Model Content

[0003] The present invention aims to provide a connection structure between the longitudinal beams and the crossbeams of a vehicle frame, so as to solve the problem of low connection strength between the longitudinal beams and the crossbeams of existing vehicle frames.

[0004] To achieve the above objectives, the present invention adopts the following technical solution: a frame longitudinal beam and crossbeam connection structure, including a reinforcing box disposed on the inner wall of the longitudinal beam. The reinforcing box includes a support part, a conical part and two connecting parts. The two connecting parts are symmetrically disposed on the side wall of the support part and abut against the inner wall of the longitudinal beam. The conical part is disposed at the end of the support part away from the longitudinal beam, and a first through hole through which the crossbeam passes is opened in the middle of the conical part.

[0005] The beneficial effects of this solution are as follows: By setting up a reinforcing box to connect the longitudinal beams and the crossbeams, not only is the contact area between the longitudinal beams and the crossbeams expanded, but the load can also be transferred more evenly, effectively solving the stress concentration problem, thereby improving the overall strength of the connection between the crossbeams and the longitudinal beams of the frame. At the same time, the conical part utilizes the mechanical properties of the conical surface to guide the load to transition smoothly, thereby improving the torsional stiffness of the frame and effectively suppressing structural deformation. The first through hole provides precise positioning for the crossbeam to pass through, and the inner wall of the first through hole abuts against the outer wall of the crossbeam, thereby transferring the load more evenly.

[0006] Preferably, as an improvement, the crossbeam is set to a cylindrical shape.

[0007] The beneficial effects are as follows: By setting the crossbeam to a cylindrical shape, the cylindrical crossbeam has the characteristic of isotropy. When it is matched with the first through hole of the conical part of the reinforcing box, it can achieve 360-degree uniform force and avoid local stress concentration. At the same time, the closed section of the cylinder has excellent anti-torsional performance and can better cope with the torsional force under complex road conditions. After the cylindrical crossbeam passes through the first through hole, it fits into the conical part of the reinforcing box, which enhances the connection between the crossbeam and the longitudinal beam and simplifies the installation process of the longitudinal beam and the crossbeam.

[0008] Preferably, as an improvement, semi-circular grooves are symmetrically provided on both sides of the support.

[0009] The beneficial effect is that the weight of the reinforcing box can be reduced by opening a semi-circular groove.

[0010] Preferably, as an improvement, the connecting part is fixedly connected to the longitudinal beam by rivets.

[0011] Preferably, as an improvement, the outer wall of the longitudinal beam is provided with a second through hole opposite to the first through hole, and one end of the crossbeam can pass through the reinforcing box and the longitudinal beam in sequence through the first through hole and the second through hole.

[0012] The beneficial effects are as follows: the crossbeam passes through the reinforcing box and the longitudinal beam in sequence through the first and second through holes to form a continuous force transmission path, which can transfer the load to the entire frame more directly and efficiently, effectively reducing stress concentration.

[0013] Preferably, as an improvement, the gap between the outer diameter of the crossbeam and the second through hole is ≤1mm.

[0014] Preferably, as an improvement, the reinforcing box is formed by stamping technology. Attached Figure Description

[0015] Figure 1 This is a three-dimensional structural diagram of the connection structure between the longitudinal beam and the transverse beam in an embodiment of this utility model;

[0016] Figure 2 This is a three-dimensional structural diagram of the reinforcing box according to an embodiment of the present invention. Detailed Implementation

[0017] The following detailed description illustrates the specific implementation method:

[0018] The reference numerals in the accompanying drawings include: longitudinal beam 1, crossbeam 2, reinforcing box 3, support part 4, conical part 5, connecting part 6, first through hole 7, semi-circular groove 8, and second through hole 9.

[0019] Example

[0020] The basic implementation examples are as follows: Figures 1-2 As shown, Figure 1The illustrated frame longitudinal beam and crossbeam connection structure includes a reinforcing box 3 disposed on the inner wall of the longitudinal beam 1, such as... Figure 2 The reinforcing box 3 shown includes a support part 4, a conical part 5, and two connecting parts 6. The support part 4 has semi-circular grooves 8 symmetrically opened on both the left and right sides. The two connecting parts 6 are bent at the upper and lower ends of the support part 4 by stamping technology, and the connecting parts 6 abut against the inner wall of the longitudinal beam 1. The conical part 5 is set at the front end of the middle part of the support part 4 by stamping technology. The first through hole 7 through which the crossbeam 2 passes is opened in the middle of the conical part 5.

[0021] like Figure 1 The crossbeam 2 shown is cylindrical, and the reinforcing box 3 is symmetrically arranged on the inner wall of the longitudinal beam 1. The two connecting parts 6 respectively abut against the upper and lower flanges of the longitudinal beam 1 and are fixed by rivets. At this time, the cross section of the reinforcing box 3 and the longitudinal beam 1 forms a rectangular frame structure. The outer wall of the longitudinal beam 1 is provided with a second through hole 9 opposite to the first through hole 7. The gap between the outer diameter of the crossbeam 2 and the second through hole 9 is ≤1mm. The two ends of the crossbeam 2 pass through the first through hole 7 and the second through hole 9 respectively, and then pass through each reinforcing box 3 and the longitudinal beam 1.

[0022] By using a reinforcing box 3 to connect the longitudinal beam 1 and the crossbeam 2, the contact area between the longitudinal beam 1 and the crossbeam 2 is not only increased, but the load can also be transferred more evenly, effectively solving the stress concentration problem and thus improving the overall strength of the connection between the crossbeam 2 and the longitudinal beam 1. At the same time, the conical part 5 utilizes the mechanical properties of the conical surface to guide the load to a smooth transition, thereby improving the torsional stiffness of the frame and effectively suppressing structural deformation. The first through hole 7 provides precise positioning for the crossbeam 2 to pass through, and the inner wall of the first through hole 7 abuts against the outer wall of the crossbeam 2, thus transferring the load more evenly. The load is transferred, and by setting the crossbeam 2 as a cylinder, the crossbeam 2 has isotropic characteristics. When it is matched with the first through hole 7 of the conical part 5 of the reinforcing box 3, it can achieve 360-degree uniform force and avoid local stress concentration. At the same time, the closed section of the cylinder has excellent anti-torsional performance and can better cope with the torsional force under complex road conditions. After the cylindrical crossbeam 2 passes through the first through hole 7, it fits into the conical part 5 of the reinforcing box 3, which enhances the connection tightness between the crossbeam 2 and the longitudinal beam 1, and simplifies the installation process of the longitudinal beam 1 and the crossbeam 2.

[0023] The above descriptions are merely embodiments of this utility model. Commonly known technical solutions and / or characteristics are not described in detail here. It should be noted that those skilled in the art can make various modifications and improvements without departing from the technical solution of this utility model. These modifications and improvements should also be considered within the scope of protection of this utility model, and will not affect the effectiveness of the implementation of this utility model or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A frame rail and cross member connection structure, characterized by: The device includes a reinforcing box disposed on the inner wall of the longitudinal beam. The reinforcing box includes a support part, a conical part, and two connecting parts. The two connecting parts are symmetrically disposed on the side wall of the support part and abut against the inner wall of the longitudinal beam. The conical part is disposed at the end of the support part away from the longitudinal beam, and a first through hole through which the crossbeam passes is opened in the middle of the conical part.

2. The frame rail and cross rail connection structure according to claim 1, characterized in that: The crossbeam is designed to be cylindrical.

3. The frame rail and cross rail connection structure of claim 2, wherein: The support section has symmetrical semi-circular grooves on both sides.

4. The frame rail and cross rail connection structure according to claim 3, characterized in that: The connecting part is fixedly connected to the longitudinal beam by rivets.

5. The frame rail and cross rail connection structure according to claim 4, characterized in that: The outer wall of the longitudinal beam has a second through hole opposite to the first through hole, and one end of the crossbeam can pass through the reinforcing box and the longitudinal beam in sequence through the first through hole and the second through hole.

6. The frame longitudinal beam and cross beam connection structure according to claim 5, characterized in that: The gap between the outer diameter of the crossbeam and the second through hole is ≤1mm.

7. The frame longitudinal beam and cross beam connection structure according to claim 6, characterized in that: The reinforcing box is formed using stamping technology.

Images