A frame and drawbar hook integrated structure

Abstract

The utility model provides a kind of frame and pull arm hook integration structure, belong to vehicle technical field, the frame and pull arm hook integration structure, including vehicle body chassis and pull arm upper installation, vehicle body chassis and pull arm upper installation are integrated structure, vehicle body chassis is air suspension type structure, pull arm upper installation includes lifting oil cylinder, rocker, guide wheel and hook arm, one end of lifting oil cylinder is rotatably connected with vehicle body chassis, the other end of lifting oil cylinder is rotatably connected with rocker, rocker is hollow tubular structure, rocker is rotatably connected with connecting rod on vehicle body chassis, rocker is sleeved in the outside of hook arm, hook arm is letter L type structure, the end of the short side of L is provided with shackle, shackle is used to hook up the connecting plate on the side wall of box, the both sides of the tail of vehicle body chassis are rotatably connected with guide wheel, the utility model can solve the technical problem that the weak structure connection caused by the separation design of chassis and pull arm mechanism in prior art, center of gravity is high, and the technical problem of insufficient carrying capacity.

Description

Technical Field

[0001] This utility model belongs to the field of vehicle technology, and specifically relates to an integrated structure of vehicle frame and hook arm. Background Technology

[0002] In modern logistics and engineering operations, specialized vehicles such as hooklift garbage trucks and loader trucks play a vital role, widely used in urban waste collection, construction waste removal, and container loading and unloading. Traditional hooklift trucks employ a separate design, where the chassis and hooklift superstructure are manufactured separately and then assembled into a complete vehicle via bolts or welding. While this design facilitates production organization and maintenance, it has significant technical drawbacks. The separate structure is prone to stress concentration at the connection points, leading to fatigue cracks and structural failure. Insufficient rigidity in the connection between the chassis beam and the hooklift mechanism makes them susceptible to deformation and loosening under heavy loads, affecting operational accuracy and safety. Traditional leaf spring suspension systems cannot actively adjust the vehicle's height, limiting its operational adaptability. Furthermore, the current arrangement of the hooklift mechanism often results in a high center of gravity, impacting driving stability and rollover resistance. To address these issues, existing technologies primarily employ methods such as increasing the thickness of connecting plates, upgrading bolt grades, and adding reinforcing ribs. However, these measures only treat the symptoms, not the root cause. They not only increase structural weight and manufacturing costs but also fail to fundamentally eliminate the inherent defects of split structures. Utility Model Content

[0003] In view of this, the present invention provides an integrated structure of vehicle frame and hook arm, which can solve the technical problems of weak structural connection, high center of gravity and insufficient load-bearing capacity caused by the separate design of chassis and hook arm mechanism in the prior art.

[0004] This utility model is implemented as follows:

[0005] This utility model provides an integrated structure of vehicle frame and hook arm, comprising a vehicle chassis and a hook arm superstructure, the vehicle chassis and hook arm superstructure being an integrated structure, the vehicle chassis being an air suspension structure, the hook arm superstructure including a lifting cylinder, a rotating arm, guide wheels and a hook arm, one end of the lifting cylinder being rotatably connected to the vehicle chassis, the other end of the lifting cylinder being rotatably connected to the rotating arm, the rotating arm being a hollow tubular structure, the rotating arm being rotatably connected to a connecting rod on the vehicle chassis, the rotating arm being sleeved on the outside of the hook arm, the hook arm being an L-shaped structure, the short side of the L being provided with a hook ring, the hook ring being used to hook onto the connecting plate on the side wall of the box, guide wheels being rotatably connected to both sides of the rear of the vehicle chassis, the guide wheels being used to reduce the friction between the hook arm superstructure and the box.

[0006] The technical advantages of the integrated frame and hook structure provided by this utility model are as follows: By integrating the vehicle chassis and hook superstructure into a single design, the weak connection points in the traditional separate structure are eliminated, significantly improving the overall structural rigidity and load-bearing capacity. A stable spatial force-bearing system is formed, effectively lowering the vehicle's center of gravity and enhancing operational stability and safety.

[0007] Based on the above technical solution, the integrated frame and hook structure of this utility model can be further improved as follows:

[0008] The chassis includes an integrated load-bearing beam made of high-strength alloy steel with a rectangular cross-section. The front end has an arc-shaped transition section, and the rear end has a reinforcing rib. The integrated load-bearing beam includes a left longitudinal beam and a right longitudinal beam, which are connected by a crossbeam to form a frame structure. The crossbeam uses an I-beam cross-section with a web thickness of 8 mm to 12 mm and a flange width of 80 mm to 120 mm. Rectangular mounting holes with a length of 150 mm to 200 mm and a width of 80 mm to 100 mm are provided on the inner sidewalls of the left and right longitudinal beams for mounting the hinge bearing seats of the main tie arm structure.

[0009] The beneficial effects of adopting the above-mentioned improved scheme are as follows: the frame structure formed by connecting the left and right longitudinal beams through the I-beam crossbeams establishes a high-rigidity load-bearing foundation; the optimized design of the I-beam cross-section achieves a balance between lightweight and strength; and the precise positioning of the rectangular mounting holes on the inner wall ensures the accurate installation of the hinge bearing seat of the main tie arm structure, guaranteeing the motion accuracy and load-bearing reliability of the tie arm mechanism, and providing a solid installation foundation for the coordinated operation of the overall structure.

[0010] Furthermore, the hook arm is equipped with reinforcing ribs, which are evenly distributed along the length of the horizontal section, with a spacing of 300 mm to 400 mm.

[0011] The beneficial effects of adopting the above-mentioned improvement scheme are as follows: the equally spaced reinforcing ribs effectively improve the bending strength and torsional stiffness of the horizontal section, and prevent the hook arm from deforming and becoming unstable under lifting load.

[0012] Furthermore, the lifting cylinder has a cylindrical body with an inner diameter of 80 mm to 100 mm and a wall thickness of 10 mm to 15 mm. The cylinder body material is No. 20 seamless steel pipe. The swing angle is ±30 degrees to ±45 degrees. The piston rod surface is chrome-plated with a plating thickness of 0.02 mm to 0.05 mm and a surface roughness Ra value of no more than 0.4 micrometers.

[0013] The beneficial effects of adopting the above-mentioned improved scheme are as follows: the cylindrical cylinder design achieves uniform distribution and efficient transmission of hydraulic force, and the seamless steel pipe material ensures pressure-bearing safety. The spherical bearing structure of the ball joint provides the cylinder with multi-directional oscillation capability, eliminating motion interference and stress concentration during the lifting process of the lifting arm. The chrome plating treatment on the piston rod surface significantly improves corrosion resistance and wear resistance, extends the service life of the seals, and ensures the sealing reliability of the system.

[0014] Furthermore, the horizontal section of the L-shaped boom of the hook arm is 1500 mm to 2000 mm long, and the vertical section is 800 mm to 1200 mm long.

[0015] The beneficial effects of adopting the above-mentioned improvement scheme are as follows: the design of the horizontal and vertical length ratio of the L-shaped boom ensures the effective working range and lifting height of the lifting operation, the length of the horizontal section guarantees sufficient support span, and the length of the vertical section meets the lifting height requirements, thus achieving a balance between operating efficiency and structural compactness.

[0016] Furthermore, an inverted conical slope is provided on the left and right longitudinal beams, with an inclination angle of 5° to 15°, to facilitate the sliding and positioning of the box body.

[0017] Furthermore, an arc-shaped anti-collision pad is installed at the rear of the vehicle chassis to reduce the impact force between the vehicle chassis and the box body.

[0018] Furthermore, in the L-shaped structure of the hook arm, the width of the short side of the L-shape gradually decreases to provide better sliding performance and positioning accuracy.

[0019] Furthermore, the outer side of the hook is equipped with a buffer pad made of hard rubber to reduce the impact force between the hook and the box.

[0020] Furthermore, the maximum lifting stroke of the lifting cylinder is 1000 mm to 1500 mm, and the working pressure is 16 MPa to 25 MPa.

[0021] The beneficial effects of adopting the above-mentioned improvement scheme are as follows: the lifting stroke range meets the needs of different height operations, the working pressure parameters ensure sufficient lifting capacity and response speed, provide reliable power guarantee for stable lifting under various load conditions, and improve the operational adaptability and work efficiency of the equipment.

[0022] Compared with existing technologies, the advantages of this utility model's integrated frame and hook structure are as follows: This utility model fundamentally solves the problem of weak connections in traditional separate structures by integrating the vehicle chassis and hook superstructure into a single structure. The integrated load-bearing beam, made of high-strength alloy steel and with an optimized cross-section design, significantly improves the overall structural rigidity and load-bearing capacity. The coordinated configuration of the swing arm and hook arm establishes a stable spatial force system, effectively lowering the vehicle's center of gravity and improving operational stability. The precise matching of the lifting cylinder and swing arm enables efficient lifting actions and accurate positioning control. The application of an air suspension structure further optimizes the vehicle height adjustment capability. The overall structure achieves lightweight design while ensuring strength, improving fuel economy, reducing operating costs, and providing an innovative solution for the technological upgrading of special-purpose vehicles. Attached Figure Description

[0023] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the description of the embodiments of this utility model will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a structural diagram illustrating the usage state of an integrated frame and hook assembly.

[0025] Figure 2 This is a structural diagram of an integrated frame and hook assembly;

[0026] Figure 3 A top view of an integrated frame and hook structure;

[0027] Figure 4 This is a structural schematic diagram of an air suspension system that integrates the vehicle frame and the tie rod hook.

[0028] The attached diagram lists the components represented by each number as follows:

[0029] 10. Chassis; 11. Left longitudinal beam; 12. Right longitudinal beam; 13. Crossbeam; 20. Lifting cylinder; 30. Swing arm; 40. Guide wheel; 50. Hook arm; 60. Box body. Detailed Implementation

[0030] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings.

[0031] like Figure 1-4The image shows an embodiment of an integrated frame and hook structure provided by this utility model. In this embodiment, it includes a chassis 10 and a hook upper structure. The chassis 10 and the hook upper structure are an integrated structure. The chassis 10 is an air suspension structure. The hook upper structure includes a lifting cylinder 20, a rotating arm 30, a guide wheel 40, and a hook arm 50. One end of the lifting cylinder 20 is rotatably connected to the chassis 10, and the other end of the lifting cylinder 20 is rotatably connected to the rotating arm 30. The rotating arm 30 is a hollow tubular structure and is rotatably connected to a connecting rod on the chassis 10. The rotating arm 30 is sleeved on the outside of the hook arm 50. The hook arm 50 is an L-shaped structure. The end of the short side of the L is provided with a hook ring, which is used to hook the connecting plate on the side wall of the box 60. The two sides of the rear of the chassis 10 are rotatably connected to the guide wheels 40, which are used to reduce the friction between the hook upper structure and the box 60.

[0032] In the aforementioned technical solution, the vehicle chassis 10 includes an integrated load-bearing beam. The integrated load-bearing beam is made of high-strength alloy steel and has a rectangular cross-section structure. It has an arc-shaped transition section at the front end and a reinforcing rib at the rear end. The integrated load-bearing beam includes a left longitudinal beam 11 and a right longitudinal beam 12. The left longitudinal beam 11 and the right longitudinal beam 12 are connected by a cross beam 13 to form a frame structure. The cross beam 13 has an I-beam cross section with a web thickness of 8 mm to 12 mm and a flange width of 80 mm to 120 mm. Rectangular mounting holes are provided on the inner sidewalls of the left longitudinal beam 11 and the right longitudinal beam 12. The length of the mounting holes is 150 mm to 200 mm and the width is 80 mm to 100 mm, which are used to install the hinge bearing seats of the main tie arm structure.

[0033] Furthermore, in the above technical solution, the hook arm 50 is provided with reinforcing ribs, which are evenly distributed along the length of the horizontal section, with a spacing of 300 mm to 400 mm.

[0034] Furthermore, in the above technical solution, the cylinder body of the lifting cylinder 20 is cylindrical, with an inner diameter of 80 mm to 100 mm and a wall thickness of 10 mm to 15 mm. The cylinder body material is No. 20 seamless steel pipe. The swing angle is ±30 degrees to ±45 degrees. The piston rod surface is chrome-plated with a plating thickness of 0.02 mm to 0.05 mm and a surface roughness Ra value of no more than 0.4 micrometers.

[0035] Furthermore, in the above technical solution, the horizontal section of the L-shaped boom of the hook boom 50 has a length of 1500 mm to 2000 mm, and the vertical section has a length of 800 mm to 1200 mm.

[0036] Furthermore, in the above technical solution, an inverted conical slope is provided on the left longitudinal beam 11 and the right longitudinal beam 12, with an inclination angle of 5° to 15°, to facilitate the sliding and positioning of the box body 60.

[0037] Furthermore, in the above technical solution, an arc-shaped anti-collision pad is provided at the rear of the vehicle chassis 10 to reduce the impact force between the vehicle chassis 10 and the box 60.

[0038] Furthermore, in the above technical solution, in the L-shaped structure of the hook arm 50, the width of the short side of the L-shape gradually decreases to provide better sliding performance and positioning accuracy.

[0039] Furthermore, in the above technical solution, a buffer and anti-wear pad made of hard rubber is provided on the outside of the hook and ring to reduce the impact force between the hook and ring and the box 60.

[0040] Furthermore, in the above technical solution, the maximum lifting stroke of the lifting cylinder 20 is 1000 mm to 1500 mm, and the working pressure is 16 MPa to 25 MPa.

[0041] Air suspension is a suspension system that uses air as the elastic medium. Compared to traditional coil springs or leaf springs, it offers better comfort, handling, and versatility. The core component of air suspension is the air spring, a sealed airbag made of rubber or synthetic materials, filled with compressed air. Adjusting the air pressure changes the spring's stiffness and support force. It typically has an internal piston or base, and external upper and lower mounting brackets connect it to the vehicle frame and wheels. The air spring also integrates shock absorbers, making it an independent suspension unit. One is installed on each of the front and rear axles.

[0042] When the vehicle height needs to be increased, the air compressor inflates the airbags with high-pressure air, raising the vehicle's height. When the vehicle needs to be lowered, the air is expelled from the airbags through the exhaust valve, causing the airbags to contract and the vehicle to lower. During high-speed driving or aggressive driving, the stiffness of the air springs can be increased to reduce body roll and pitch, improving stability. When the vehicle's load changes, the system automatically adjusts the pressure of each airbag to keep the vehicle level, preventing nose-diving or rear-end tilting.

[0043] When using the vehicle, first start it and select a suitable work site, ensuring the ground is flat and firm with ample operating space. Adjust the vehicle height using the air suspension to level the vehicle, creating favorable conditions for subsequent operations. Start the hydraulic system and check if the system pressure is normal, confirming that the lifting cylinder assembly and guide wheel swing arm mechanism are functioning properly. Operate the lifting cylinder and adjust the swing arm's rotation angle to align the guide wheel with the object to be loaded or unloaded, ensuring an appropriate contact area between the guide wheel and the object to avoid excessive localized stress. Slowly operate the lifting cylinder, using hydraulic control to raise the vertical section of the hook arm upwards, engaging the hook ring with the object to be loaded or unloaded. Once the object is completely off the ground, continue lifting to a suitable height. After loading, lower the vehicle height appropriately using the air suspension to optimize the vehicle's center of gravity distribution and improve driving stability. Maintain a constant speed during transport, avoiding sudden acceleration and braking. Upon arrival at the unloading location, repeat the above procedures to safely unload the object. After the operation is complete, return the hook arm mechanism to its initial position, shut off the hydraulic system, and check that all connections are functioning correctly.

[0044] The following is a specific embodiment of this utility model: In this embodiment, the integrated load-bearing beam is made of Q345B high-strength low-alloy steel, with a rectangular cross-section of 350 mm × 220 mm and a wall thickness of 12 mm. The center distance between the left and right longitudinal beams is 1800 mm. The arc-shaped transition section has a radius of 300 mm and a transition length of 600 mm, and is manufactured using a hot bending forming process. The crossbeam is made of HW200×200×8×12 I-beams, with one beam every 800 mm, connected to the longitudinal beams by a full-penetration fillet weld. The hook arm is made of Q235B carbon structural steel, with a horizontal section of 180 mm × 120 mm rectangular tube, a wall thickness of 10 mm, and a length of 1800 mm. The vertical section is a 200 mm × 150 mm rectangular tube, with a wall thickness of 12 mm and a length of 1000 mm. The corners of the L-shaped boom are connected with reinforcing plates, with a thickness of 16 mm, forming a 45-degree bevel weld with the horizontal and vertical sections respectively. The boom arm is made of 40Cr alloy steel forgings, with a diameter of 225 mm, a thickness of 18 mm, and a surface roughness of Ra3.2. The lifting cylinder has an inner diameter of 90 mm, a piston rod diameter of 50 mm, a maximum lifting stroke of 1200 mm, and a working pressure of 20 MPa. The ball joint has a ball diameter of 45 mm, a swing angle of ±35 degrees, and uses a self-lubricating bearing structure. The piston rod is hard chrome plated with a plating thickness of 0.03 mm and a surface hardness of HRC55-60. The swing arm is made of φ110×8 seamless steel tubing, 1500 mm in length, with internal reinforcing baffles. The vertical axis is made of 42CrMo alloy steel, with a diameter of 70 mm, and is supported in a bearing housing by a 6212 deep groove ball bearing. The rubber guide wheel has a diameter of 180 mm, a width of 80 mm, a Shore A75 hardness, and an anti-slip pattern on the surface. The air suspension uses a dual-airbag structure, with an effective airbag diameter of 280 mm, a maximum working pressure of 0.8 MPa, and is installed in parallel with telescopic shock absorbers. The entire structure weighs approximately 2.8 tons, representing a 15% weight reduction compared to traditional split structures. It also boasts a 25% increase in load-bearing capacity and an 80mm lower center of gravity, significantly improving vehicle performance and driving stability. In practical use, this integrated structure exhibits excellent stiffness and fatigue life, effectively addressing the weaknesses in connection and high center of gravity inherent in traditional structures, thus providing a new technological path for the development of special-purpose vehicle technology.

[0045] Specifically, the principle of this utility model is as follows: This utility model adopts an integrated structural design concept, merging the traditionally separate chassis and boom lift superstructure into a unified load-bearing structure, eliminating weak points in the connection from a structural perspective. The integrated load-bearing beam uses a rectangular cross-section and an arc-shaped transition section design, establishing a continuous load transfer path and avoiding stress concentration and deformation incoordination problems. The lifting cylinder provides the system with sufficient degrees of freedom of movement, eliminating constraint reaction forces in the kinematic pairs. Air suspension replaces traditional leaf springs, achieving active control of vehicle height through air pressure adjustment, optimizing the vehicle's center of gravity distribution. Through material selection, cross-section optimization, and connection improvement, the overall structure achieves lightweighting while improving load-bearing capacity, fundamentally solving the technical defects of traditional separate structures.

[0046] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the scope of the claims.

Claims

1. An integrated structure of vehicle frame and hook arm, characterized in that, The system includes a chassis and a tie-arm superstructure, which are integrated into one unit. The chassis is an air-suspended structure. The tie-arm superstructure includes a lifting cylinder, a swing arm, guide wheels, and a hook arm. One end of the lifting cylinder is rotatably connected to the chassis, and the other end is rotatably connected to the swing arm. The swing arm is a hollow tubular structure and is rotatably connected to a connecting rod on the chassis. The swing arm is fitted onto the outside of the hook arm, which is an L-shaped structure. The short side of the L is equipped with a hook ring, which is used to hook onto the connecting plate on the side wall of the box. Guide wheels are rotatably connected to both sides of the rear of the chassis. The guide wheels are used to reduce the friction between the tie-arm superstructure and the box.

2. The integrated frame and hook structure according to claim 1, characterized in that, The chassis includes an integrated load-bearing beam made of high-strength alloy steel with a rectangular cross-section. It features an arc-shaped transition section at the front and reinforcing ribs at the rear. The integrated load-bearing beam includes a left longitudinal beam and a right longitudinal beam, which are connected by crossbeams to form a frame structure. The crossbeams are made of I-beams with a web thickness of 8 mm to 12 mm and a flange width of 80 mm to 120 mm. Rectangular mounting holes, 150 mm to 200 mm in length and 80 mm to 100 mm in width, are provided on the inner walls of the left and right longitudinal beams for mounting the hinged bearing seats of the main tie arm structure.

3. The integrated frame and hook structure according to claim 2, characterized in that, The hook arm is equipped with reinforcing ribs, which are evenly distributed along the length of the horizontal section, with a spacing of 300 mm to 400 mm.

4. The integrated frame and hook structure according to claim 3, characterized in that, The lifting cylinder has a cylindrical body with an inner diameter of 80 mm to 100 mm and a wall thickness of 10 mm to 15 mm. The cylinder body is made of No. 20 seamless steel pipe. The swing angle is ±30 degrees to ±45 degrees. The piston rod surface is chrome-plated with a plating thickness of 0.02 mm to 0.05 mm and a surface roughness Ra value of no more than 0.4 micrometers.

5. The integrated frame and hook structure according to claim 4, characterized in that, The horizontal section of the L-shaped boom of the hook boom is 1500 mm to 2000 mm long, and the vertical section is 800 mm to 1200 mm long.

6. The integrated frame and hook structure according to claim 5, characterized in that, An inverted conical slope is provided on the left and right longitudinal beams, with an inclination angle of 5° to 15°, to facilitate the sliding and positioning of the box body.

7. The integrated frame and hook structure according to claim 6, characterized in that, A rounded anti-collision pad is installed at the rear of the chassis to reduce the impact force between the chassis and the box.

8. The integrated frame and hook structure according to claim 7, characterized in that, In the L-shaped structure of the hook arm, the width of the short side of the L gradually decreases to provide better sliding performance and positioning accuracy.

9. The integrated frame and hook structure according to claim 8, characterized in that, The outside of the hook is equipped with a cushioning and anti-wear pad made of hard rubber to reduce the impact force between the hook and the box.

10. The integrated frame and hook structure according to claim 9, characterized in that, The maximum lifting stroke of the lifting cylinder is 1000 mm to 1500 mm, and the working pressure is 16 MPa to 25 MPa.

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