Modular commercial vehicle frame adapted to a multitasking environment
The modular design of the commercial vehicle chassis solves the limitations of traditional chassis in terms of multi-task adaptability and production efficiency, enabling flexible chassis adjustment and standardized production, improving vehicle stability and safety, and adapting to diverse market demands.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- DONGFENG OFF ROAD VEHICLE CO LTD
- Filing Date
- 2025-06-19
- Publication Date
- 2026-07-21
AI Technical Summary
Traditional commercial vehicle chassis have limitations in multi-task adaptability and production efficiency, making it difficult to flexibly meet the diverse needs of different users. The monolithic design leads to difficulties in production adjustments, unstable welding quality, high costs, and difficulty in achieving modular production.
Adopting a modular design, the front, middle and rear sections of the frame are composed of multiple front longitudinal beams, middle longitudinal beams and rear longitudinal beams, respectively. The front longitudinal beams are formed by internal high-pressure integral forming or by welding inner and outer plates together. The middle longitudinal beams can be cut or spliced. The rear longitudinal beams can be adjusted according to requirements. The internal high-pressure forming and stamping processes are used to achieve standardized production.
It improves the versatility and adaptability of the chassis, reduces R&D costs, increases production efficiency, ensures vehicle stability and safety, adapts to different loads and operating environments, and supports rapid response to diverse market demands.
Smart Images
Figure CN224528770U_ABST
Abstract
Description
Technical Field
[0001] This utility model belongs to the field of commercial vehicles, and more specifically, relates to a modular commercial vehicle frame adapted to multi-tasking environments. Background Technology
[0002] The chassis of a commercial vehicle is one of its key structural components. It not only supports most of the vehicle's weight but also connects various systems and components, such as the engine, transmission, suspension, and body. With the development of the automotive industry and the diversification of market demands, commercial vehicle chassis also need to adapt to different operating environments and mission requirements. However, traditional commercial vehicle chassis have certain limitations in terms of multi-tasking adaptability and production efficiency.
[0003] Traditional commercial vehicle chassis are limited by their rigid structure, making it difficult to flexibly meet the diverse needs of different users. For example, different users may require chassis of different lengths, load capacities, and suspension types, but the fixed design of traditional chassis cannot directly meet these changing requirements. This forces automakers to design and customize chassis for each specific need, which not only prolongs the product development cycle and increases R&D costs, but also reduces production efficiency.
[0004] Existing commercial vehicle chassis typically employ a unibody design, with the front, middle, and rear sections forming a single unit. While this design ensures the strength and rigidity of the chassis to a certain extent, it also introduces manufacturing inconveniences. Especially when adjustments to the chassis length are required, the unibody design makes modifications and adjustments extremely difficult, necessitating a complete redesign and manufacturing of the entire chassis. This makes modular production and assembly impossible and hinders adaptation to large-scale customized production models.
[0005] Furthermore, the production process of the longitudinal beams of traditional vehicle frames is mainly based on stamping. While stamping can meet the forming requirements of certain shapes, it is costly and has a long development cycle when dealing with complex shapes and high-strength materials. In addition, the dimensional accuracy and surface quality of stamped parts need to be improved. Welding connects parts, but the welding quality is greatly affected by factors such as worker skills and welding environment, and is prone to problems such as welding deformation and weld defects, which affect the overall quality and performance of the frame. Utility Model Content
[0006] In view of the above-mentioned defects or improvement needs of the existing technology, this utility model provides a modular commercial vehicle frame that is adaptable to multi-tasking environments. The front longitudinal beam and front functional cross beam of the frame in the front section are interchangeable for different vehicle models under different working conditions, and the length of the middle section of the frame can be easily adjusted according to different working conditions.
[0007] To achieve the above objectives, according to this utility model, a modular commercial vehicle frame adapted to multi-tasking environments is provided, characterized in that it includes a front frame section, a middle frame section, and a rear frame section arranged sequentially along the longitudinal direction of the vehicle, wherein:
[0008] The front section of the frame includes multiple front functional crossbeams and two front longitudinal beams arranged side by side. Each front longitudinal beam includes multiple front beam bodies welded together. At least one front beam body is formed by high-pressure integral molding and at least one front beam body is formed by interlocking and welding inner and outer plates. Each end of each front functional crossbeam is welded to a front longitudinal beam.
[0009] The frame midsection includes multiple central functional crossbeams and two central longitudinal beams arranged side by side. Each central longitudinal beam includes at least one central beam body. Each end of each central functional crossbeam is welded to a central longitudinal beam. Each central longitudinal beam is welded to a front longitudinal beam. The central beam body is a straight beam body, so that the central beam body can be cut to shorten the length of the central longitudinal beam, or multiple central beam bodies can be welded together to extend the length of the central longitudinal beam.
[0010] The rear section of the frame includes multiple rear functional crossbeams and two rear longitudinal beams arranged side by side. Each end of each of the rear functional crossbeams is welded to a rear longitudinal beam, and each of the rear longitudinal beams is welded to a central longitudinal beam. Each of the rear longitudinal beams includes multiple rear beam bodies welded together.
[0011] Preferably, the central beam is formed by stamping or by internal high-pressure integral forming.
[0012] Preferably, the rear beam is integrally formed under high pressure.
[0013] Preferably, the rear beam is a channel beam, or a tubular beam formed by welding two channel beams together.
[0014] Preferably, when the two channel beams are welded together to form a tubular beam, the two channel beams are formed into a tubular beam by interlocking and welding inner and outer plates.
[0015] Preferably, the length of the central beam does not exceed 870mm.
[0016] Preferably, the front beam at the foremost end is formed by interlocking and welding inner and outer plates.
[0017] Preferably, the two rear beams connected to the two middle longitudinal beams are arranged in a trapezoidal shape, and the distance between the two rear beams gradually decreases along the direction from the middle longitudinal beams to the rear longitudinal beams.
[0018] Preferably, both the front beam and the middle beam are tubular beams.
[0019] Preferably, the number of the internally high-pressure integrally formed front beam is 2 to 4.
[0020] In summary, compared with the prior art, the above-described technical solution conceived by this utility model can achieve the following beneficial effects:
[0021] 1) This utility model discloses a modular commercial vehicle frame adapted to multi-tasking environments. The front longitudinal beam of the frame is welded from multiple front beams, at least one of which is integrally formed under high pressure. This forming process allows the front beam to achieve higher dimensional accuracy and strength. Simultaneously, some front beams are formed by interlocking and welding inner and outer plates, further enhancing the integrity and load-bearing capacity of the front longitudinal beam. This provides stable support for key components at the front of the vehicle, such as the engine and cab, ensuring the stability and safety of the vehicle during operation. The rear longitudinal beam of the frame is welded from multiple rear beams. The structure and strength of the rear longitudinal beam can be rationally designed according to different load requirements, ensuring the reliability and stability of the rear of the frame when carrying cargo or superstructure equipment.
[0022] 2) This utility model provides a modular commercial vehicle frame adapted to multi-tasking environments. The middle beam of the frame is a straight beam that can be cut to shorten the length of the middle longitudinal beam, or multiple middle beams can be welded to extend the length of the middle longitudinal beam. This allows the frame to meet the wheelbase requirements of different vehicle models. Whether it is a short wheelbase, long wheelbase, or extra-long wheelbase model, it can be adapted by flexibly adjusting the length of the middle section. There is no need to design the frame from scratch, which greatly improves the versatility and adaptability of the frame and can quickly respond to the diverse needs of the market.
[0023] 3) This utility model discloses a modular commercial vehicle frame adapted to multi-tasking environments. The front and middle sections of the frame employ standardized production processes and connection methods. The front beam utilizes an internal high-pressure forming process, resulting in high dimensional accuracy and light weight. This facilitates consistent production of front-end modules and vehicle lightweighting. The production process also allows for easier automation and large-scale production, reducing the impact of human factors on product quality and improving product stability and reliability. The rear section of the frame can be further modified to meet various needs. For example, accessory brackets can be added to the rear longitudinal beams to install specific equipment, or the rear functional crossbeams can be optimized to accommodate different types of rear axles, providing ample room for further expansion and upgrades of the frame. Attached Figure Description
[0024] Figure 1 This is a schematic diagram of Embodiment 1 of the present invention;
[0025] Figure 2 This is a schematic diagram of Embodiment 2 of the present invention;
[0026] Figure 3 This is a schematic diagram of Embodiment 3 of the present invention;
[0027] Figure 4 This is a schematic diagram of Embodiment 4 of the present invention;
[0028] Figure 5 This is a schematic diagram of Embodiment 5 of the present invention. Detailed Implementation
[0029] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present utility model and are not intended to limit the present utility model. Furthermore, the technical features involved in the various embodiments of the present utility model described below can be combined with each other as long as they do not conflict with each other.
[0030] This utility model relates to a modular commercial vehicle chassis adapted to multi-tasking environments, constructing a modular chassis assembly for a product family of vehicles: including:
[0031] The front beam of the front longitudinal beam of the front section of the frame is formed by high pressure in one piece or by welding the inner and outer plates together. The front section of the frame of multiple models can be completely consistent.
[0032] The middle longitudinal beam of the frame section can be lengthened in sections according to the size requirements of the whole vehicle. The middle beam is a straight beam, which is convenient for cutting and splicing.
[0033] The rear longitudinal beam of the chassis can be designed and adjusted according to the vehicle's operating conditions (including but not limited to various road conditions, various load conditions, and modification space requirements). The rear longitudinal beam can be an internally high-pressure formed tubular beam, an open channel beam, or a tubular beam formed by welding two channel beams together, adaptable to different needs. The rear functional crossbeam is designed according to the type of rear axle being matched. Tubular beams can be used for the front, middle, and rear beams.
[0034] The middle beam is formed by stamping or by internal high-pressure integral forming, and the rear beam can also be formed by internal high-pressure integral forming. Stamping is a mature metal processing technology with advantages such as high production efficiency and low cost. It is suitable for mass production and can quickly produce middle beams with regular shapes and general dimensional accuracy requirements, meeting the needs of general vehicle models. Internal high-pressure integral forming, on the other hand, is an advanced process that can achieve precise forming of complex shapes, improve the dimensional accuracy and strength of the middle and rear beams, and reduce weight, giving it a unique advantage in meeting the needs of high-performance vehicles.
[0035] The length of the middle beam removed from the mold is fixed. The length of the middle beam can be changed by cutting it later, so that multiple middle beams can be welded together.
[0036] The rear beam can also be a channel beam or a tubular beam formed by welding two channel beams together. Channel beams have a simple structure, relatively mature manufacturing process, and lower cost, making them suitable for vehicles with moderate load-bearing requirements and large space requirements for superstructure modifications. They provide ample space and convenience for the installation and layout of superstructure equipment. Tubular beams, formed by welding two channel beams, have higher strength and rigidity, capable of withstanding greater loads and more complex stress conditions. They are suitable for heavy-duty vehicles or special-purpose vehicles with high requirements for the strength and rigidity of the rear frame, meeting the diverse needs of different users for vehicle performance and application. The tubular beam design improves the bending and torsional resistance of the rear beam, enhancing the stability and deformation resistance of the rear frame. Furthermore, the tubular beam formed by welding two channel beams together further optimizes the internal structure of the rear beam, improving its load-bearing capacity and durability. This allows the rear frame to better maintain structural integrity and reliability when subjected to larger loads and impacts, improving the overall performance and safety of the vehicle. When the rear beam is a tubular beam formed by two channel beams, the two channel beams are welded together with inner and outer plates to form a tubular beam. This inner and outer plate welding is a reliable connection process that allows for a tight and secure connection between the two channel beams, forming a unified tubular beam structure. During inner and outer plate welding, the openings of the two channel beams are positioned opposite each other, and the two channel beams are of unequal size, with one channel beam extending into the other. This connection method effectively transfers and distributes loads, improving the overall strength and stiffness of the rear beam, preventing problems such as beam cracking or failure due to weak connections, and ensuring the stability and reliability of the tubular beam during use. The tubular beam formed by inner and outer plate welding allows for a more uniform and reasonable stress distribution in the rear beam. Various loads experienced during vehicle operation are evenly distributed across the entire cross-section of the tubular beam, reducing localized stress concentration and improving the fatigue resistance and service life of the rear beam.
[0037] The length of the center beam does not exceed 870mm. When extending the length of the longitudinal beam by welding multiple center beams in the middle section of the frame, shorter center beams help ensure the reliability and quality of the welded connections. Shorter beams are easier to position and align precisely during welding, reducing welding deformation and stress concentration, improving the strength and durability of the welded joints, thereby ensuring the overall structural strength and stability of the middle section of the frame and extending the service life of the frame.
[0038] The front beam at the very front is formed by welding inner and outer plates together, which can improve the performance, reliability and durability of the frame and meet the needs of commercial vehicles in various operating environments.
[0039] The two rear beams, connected to the two central longitudinal beams, are arranged in a trapezoidal shape, with the distance between them gradually decreasing from the central longitudinal beams to the rear longitudinal beams. This trapezoidal arrangement and gradually narrowing distance design allows for the rational adjustment of the shape and size of the rear beams according to the actual space requirements and load distribution characteristics of the vehicle's rear. This enables the rear of the frame to better accommodate different types of rear axles and superstructure equipment, improving space utilization and the rationality of load distribution. When carrying goods or equipment, it allows the load to be distributed more evenly at the rear of the frame, reducing localized overload and improving the frame's load-bearing capacity and service life.
[0040] The number of internally high-pressure integrally molded front beams ranges from 2 to 4. This can be rationally selected based on the vehicle's actual performance requirements and cost budget. This ensures sufficient strength and rigidity in the front section of the frame to meet the vehicle's stability and safety requirements during operation, while avoiding a significant increase in cost due to excessive use of this process. This achieves a balance between performance and cost, improving the product's market competitiveness and economic benefits.
[0041] The front section of the frame of this utility model is the basic module. The tubular front longitudinal beam of the front section of the frame remains unchanged, and the body suspension hardpoints remain unchanged. Only different types of suspension hardpoints and different types of power transmission hardpoints are adapted to install brackets. The main body of the front longitudinal beam of the front section of the frame adopts an internal high-pressure forming process, which has high dimensional accuracy and light weight, which is conducive to the consistency of front-end module production and vehicle lightweighting.
[0042] Depending on the overall vehicle size requirements, the mid-section of the frame is constructed by splicing and lengthening or shortening segmented mid-beams as basic units. The length of a mid-beam does not exceed 870mm.
[0043] In the rear section of the frame of this utility model, under the condition that the rear axle meets the load requirements, the tube beam formed by high pressure in the basic model is used to ensure high rigidity and strength performance while being lightweight. When the load requirements exceed the design boundary of the rear axle, the rear end of the frame is changed to an open channel beam adapted to different working conditions according to the design changes of the rear axle. If necessary, two channel beams can also be formed into a tube beam by welding the inner and outer plates together.
[0044] Example 1
[0045] Reference Figure 1 The modular commercial vehicle frame is a basic frame adapted for front and rear independent suspension. It comprises three sections arranged sequentially along the longitudinal direction of the vehicle: the front section, the middle section, and the rear section.
[0046] The front section of the frame includes multiple front functional crossbeams 101 and two front longitudinal beams arranged side by side. Each front longitudinal beam includes two front beam bodies welded together. One front beam body is integrally formed by high pressure, while the other front beam body is formed by interlocking and welding inner and outer plates. Each end of each front functional crossbeam 101 is welded to a front longitudinal beam. Preferably, the foremost front beam body is formed by interlocking and welding inner and outer plates. Some accessory brackets are provided on the front longitudinal beams and / or front functional crossbeams 101.
[0047] The mid-section of the frame includes multiple central functional crossbeams 102 and two central longitudinal beams arranged side by side. Each central longitudinal beam includes at least one central beam body 1-3. The central beam body 1-3 is preferably stamped or integrally formed under high pressure. Each end of each central functional crossbeam 102 is welded to a central longitudinal beam. Each central longitudinal beam is welded to a front longitudinal beam. The central beam body 1-3 is a straight beam body, so that the length of the central longitudinal beam can be shortened by cutting the central beam body 1-3, or the length of the central longitudinal beam can be extended by welding multiple central beam bodies 1-3 together. Some accessory brackets are provided on the central longitudinal beams and / or central functional crossbeams 102.
[0048] The rear section of the frame includes multiple rear functional crossbeams 103 and two rear longitudinal beams arranged side by side. Each end of each rear functional crossbeam 103 is welded to a rear longitudinal beam, and each rear longitudinal beam is welded to a central longitudinal beam. Each rear longitudinal beam includes multiple rear beam bodies welded together. Accessory brackets are provided on the rear longitudinal beams and / or rear functional crossbeams 103. The profile of the rear beam body connected to the central longitudinal beam is used to match the rear disconnect drive axle, and the rearmost rear beam body is a tubular beam formed by interlocking welding.
[0049] The first front beam body 1-1 and the second front beam body 1-2 together with the front functional crossbeam 101 between them form the basic building platform of the vehicle family model, which is responsible for supporting the basic powertrain, transmission assembly and cab. This basic building platform is the same as that in Examples 2 to 5.
[0050] The straight center beam 1-3 is the wheelbase adjustment section. It is a tubular beam. The center beam 1-3 formed in the mold is of fixed length and integrally formed. The maximum dimension of the center beam 1-3 is limited by the mold size. Since the center beam 1-3 is completely straight, when the frame needs to be shortened, the center beam 1-3 can be directly cut off. When the frame wheelbase needs to be lengthened, multiple center beams 1-3 (the lengths can be the same or different depending on the actual design requirements) can be spliced together to form the center longitudinal beam.
[0051] The first rear beam 1-4 is a tube beam integrally formed by high internal pressure, and the second rear beam 1-5 is a tube beam formed by interlocking and welding inner and outer plates.
[0052] The front and middle sections of the frame of this invention can be manufactured using a standardized internal high-pressure molding process, resulting in high dimensional accuracy and light weight. This facilitates the consistency of front-end module production and vehicle lightweighting. It also makes it easier to achieve automated and large-scale production, reducing the impact of human factors on product quality, improving the stability and reliability of product quality, and thus reducing production costs.
[0053] The central beam of this invention is a straight beam that can be cut to shorten the length of the central longitudinal beam, or multiple central beams can be welded to extend the length of the central longitudinal beam. This flexible adjustment method avoids the trouble of redesigning and manufacturing the entire frame when adjusting the length of the traditional integral frame, saving time and costs. It can quickly respond to the diversified market demands and improve production efficiency, especially in the mode of multi-model co-production, where the advantages are more obvious.
[0054] The front longitudinal beam of the frame of this utility model is welded from multiple front beam bodies. This design makes the front longitudinal beam and front functional cross beam of the frame of different models interchangeable, which greatly improves the versatility and adaptability of the front frame and reduces the R&D costs and production complexity of car manufacturers.
[0055] The length of the middle section of the frame of this utility model can be easily adjusted according to different working conditions, so that the frame can meet the wheelbase requirements of different models. Whether it is a short wheelbase, long wheelbase or extra-long wheelbase model, it can be adapted by flexibly adjusting the length of the middle section. There is no need to design the frame from scratch, which improves the versatility and adaptability of the frame and can quickly respond to the diverse needs of the market.
[0056] The rear section of the frame of this utility model can be further derived into various variations according to different needs, such as adding accessory brackets on the rear longitudinal beam to install specific equipment, or optimizing the design of the rear functional crossbeam to adapt to different types of rear axles, etc., providing a wide range of possibilities for the further expansion and upgrading of the frame, and meeting the diverse usage scenarios and task requirements of different users.
[0057] This invention combines beams manufactured using different processes, with each beam rationally matched and optimized according to the stress characteristics and requirements of various parts of the vehicle, achieving a balance and improvement in the overall performance of the chassis. For example, the internally high-pressure integrally formed front and middle beams ensure the strength and precision of key components, while the channel-shaped or tubular rear beam provides greater design flexibility and adaptability while meeting load-bearing capacity requirements, enabling the entire chassis to maintain good overall performance while meeting the needs of different working conditions.
[0058] The front, middle, and rear beams of this invention work together to form a complete frame structure, which jointly bears various loads and torques during vehicle operation, ensuring the stability and safety of the vehicle in various operating environments and improving the overall performance and reliability of the frame.
[0059] Example 2
[0060] Reference Figure 2 The modular commercial vehicle chassis is a short-wheelbase chassis with a shortened wheelbase in the middle section, which is compatible with front and rear independent suspension.
[0061] The forming molds for the first front beam body 2-1 and the second front beam body 2-2 of the front longitudinal beam in Example 2 are exactly the same as those for the first front beam body 1-1 and the second front beam body 1-2 of the front longitudinal beam in Example 1 (i.e., the dimensions and performance are completely identical). The specific mounting hole positions on the front longitudinal beam and the front functional crossbeam 201 are designed and adjusted according to the relevant configuration changes adapted to specific vehicle models. The structure of the front functional crossbeam 201 and the structure of the middle functional crossbeam 202 are both consistent with those in Example 1.
[0062] The longitudinal beam in Embodiment 2 is shorter than that in Embodiment 1, achieved by shortening the beam body 2-3, resulting in a smaller overall frame length in Embodiment 2 compared to Embodiment 1. The central functional crossbeam 202 in Embodiment 2 is consistent with the central functional crossbeam 102 in Embodiment 1.
[0063] Since the longitudinal beam in Embodiment 2 has been shortened, the rear functional crossbeam 203 and the accessory bracket on the rear functional crossbeam 203 in Embodiment 2 can be adjusted and changed according to the usage environment.
[0064] The structures of the front functional beam 201 and the middle functional beam 202 in Example 2 are the same as those in Example 1.
[0065] The forming molds for the first rear beam body 2-4 and the second rear beam body 2-5 of the rear longitudinal beam in Embodiment 2 are exactly the same as those for the first rear beam body 2-4 and the second rear beam body 2-5 of the rear longitudinal beam in Embodiment 1 (i.e., identical in size and performance). The specific mounting hole positions on the rear longitudinal beam and the rear functional crossbeam 203 are designed and adjusted according to the relevant configuration changes for specific vehicle models. Therefore, the rear longitudinal beam of Embodiment 2 is consistent with that of Embodiment 1, and the accessory brackets on the rear longitudinal beam can be adjusted and changed accordingly based on the usage environment.
[0066] Therefore, the main difference between Example 2 and Example 1 is the length of the middle longitudinal beam in the middle section of the frame.
[0067] Example 3
[0068] Reference Figure 3The modular commercial vehicle chassis is a long-wheelbase chassis with an extended wheelbase in the middle section, which is compatible with front and rear independent suspension.
[0069] The forming molds for the first front beam body 3-1 and the second front beam body 3-2 of the front longitudinal beam in Example 3 are exactly the same as those for the first front beam body 1-1 and the second front beam body 1-2 of the front longitudinal beam in Example 1 (i.e., the dimensions and performance are completely identical). The specific mounting hole positions on the front longitudinal beam and the positions of the frame crossbeams are adjusted and designed according to the relevant configuration changes adapted to specific vehicle models. The structures of the front functional crossbeam 301 and the middle functional crossbeam 302 are consistent with those in Example 1.
[0070] The longitudinal beam in Example 3 is longer than that in Example 1. This is achieved by welding the first longitudinal beam body 3-3-1 and the second longitudinal beam body 3-3-2, so that the overall length of the frame in Example 3 is greater than that in Example 1.
[0071] The structures of the front functional beam 301 and the middle functional beam 302 in Example 3 are the same as those in Example 1.
[0072] The forming molds for the first rear beam body 3-4 and the second rear beam body 3-5 of the rear longitudinal beam in Embodiment 3 are exactly the same as those for the first rear beam body 1-4 and the second rear beam body 1-5 of the rear longitudinal beam in Embodiment 1 (i.e., the dimensions and performance are completely identical). Therefore, the rear longitudinal beam of Embodiment 3 is consistent with that of Embodiment 1. The specific mounting hole positions on the rear longitudinal beam, the rear functional crossbeam 303, and the accessory brackets on the rear functional crossbeam 303 are adjusted and designed according to the relevant configuration changes adapted to specific vehicle models.
[0073] Therefore, the main difference between Example 2 and Example 1 is the length of the middle longitudinal beam in the middle section of the frame.
[0074] Example 4
[0075] Reference Figure 4 The modular commercial vehicle frame is a long-wheelbase, light-load chassis frame with an extended wheelbase in the middle section and an open longitudinal beam in the rear section, which is compatible with front independent suspension and rear non-independent suspension.
[0076] The forming molds for the first front beam body 4-1 and the second front beam body 4-2 of the front longitudinal beam in Example 4 are exactly the same as those for the first front beam body 1-1 and the second front beam body 1-2 of the front longitudinal beam in Example 1 (i.e., the dimensions and performance are completely identical). The specific mounting hole positions on the front longitudinal beam and the positions of the frame crossbeams are adjusted and designed according to the relevant configuration changes adapted to specific vehicle models. The structures of the front functional crossbeam 401 and the middle functional crossbeam 402 are consistent with those in Example 1.
[0077] The longitudinal beam in Example 4 is longer than that in Example 1. This is achieved by welding the first longitudinal beam body 4-3-1 and the second longitudinal beam body 4-3-2, so that the overall length of the frame in Example 3 is greater than that of the frame in Example 1.
[0078] In Example 4, the first rear beam 4-4 and the second rear beam 4-5 are channel beams in the form of light commercial vehicles, designed to accommodate more diverse superstructure modification needs and a rear solid axle structure designed to increase load capacity. The first rear beam 4-4 serves as a transition beam, connecting the central longitudinal beam to the channel beam of the second rear beam 4-5. The first rear beam 4-4 needs to be adapted to the vehicle model and specific performance requirements.
[0079] Since the frame of Example 4 is adapted to a light-load rear axle, the shape and size of the rear longitudinal beam and rear functional crossbeam 403 of the rear section of the frame are significantly different from those of the rear section of the frame in Example 1.
[0080] Therefore, the longitudinal beams and crossbeams of the front and middle sections of the frame in Example 4 are largely the same as those in Example 1, while the rear section of the frame differs significantly from that in Example 1.
[0081] Example 5
[0082] Reference Figure 5 The modular commercial vehicle frame is a long-wheelbase, heavy-duty chassis frame with an extended wheelbase in the middle section, open longitudinal beams in the rear section, and a narrowed lateral clearance in the rear section. It is compatible with independent front suspension and non-independent rear suspension with dual rear tires.
[0083] The forming molds for the first front beam body 5-1 and the second front beam body 5-2 of the front longitudinal beam in Example 5 are exactly the same as those for the first front beam body 5-1 and the second front beam body 5-2 of the front longitudinal beam in Example 1 (i.e., the dimensions and performance are completely identical). The specific mounting hole positions on the front longitudinal beam and the positions of the frame crossbeams are adjusted and designed according to the relevant configuration changes adapted to specific vehicle models. The structures of the front functional crossbeam 501 and the middle functional crossbeam 502 are consistent with those in Example 1.
[0084] The longitudinal beam in Example 5 is longer than that in Example 1. This is achieved by welding the first longitudinal beam body 5-3-1 and the second longitudinal beam body 5-3-2, so that the overall length of the frame in Example 3 is greater than that of the frame in Example 1.
[0085] The function of the first rear beam 5-4 in Embodiment 5 is the same as that in Embodiment 4. Since the frame of Embodiment 5 is designed for heavy-duty rear solid axles, which are matched with a dual-tire rear axle design, the lateral spacing between the two parallel second rear beams 5-5 needs to be narrowed. Therefore, the transition section of the first rear beam 5-4 needs to be designed as a spatial trapezoid to accommodate the front-wide, rear-narrow frame. Furthermore, to meet the demands of heavy-duty or more severe operating conditions, the thickness of the plates used in the first and second rear beams 5-4 in Embodiment 5, as well as the spacing between the top and bottom surfaces, are greater than in Embodiment 4 to improve structural rigidity.
[0086] Therefore, the longitudinal beams and crossbeams of the front and middle sections of the frame in Embodiment 4 are roughly the same as those in Embodiment 1, while the shape and size of the rear longitudinal beam and rear functional crossbeam 503 of the rear section of the frame are significantly different from those of the rear section of the frame in Embodiment 1.
[0087] Those skilled in the art will readily understand that the above description is merely a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.
Claims
1. A modular commercial vehicle frame adapted to multi-tasking environments, characterized in that, This includes the front section, middle section, and rear section of the chassis, arranged sequentially along the longitudinal direction of the vehicle, wherein: The front section of the frame includes multiple front functional crossbeams and two front longitudinal beams arranged side by side. Each front longitudinal beam includes multiple front beam bodies welded together. At least one front beam body is formed by high-pressure integral molding and at least one front beam body is formed by interlocking and welding inner and outer plates. Each end of each front functional crossbeam is welded to a front longitudinal beam. The frame midsection includes multiple central functional crossbeams and two central longitudinal beams arranged side by side. Each central longitudinal beam includes at least one central beam body. Each end of each central functional crossbeam is welded to a central longitudinal beam. Each central longitudinal beam is welded to a front longitudinal beam. The central beam body is a straight beam body, so that the central beam body can be cut to shorten the length of the central longitudinal beam, or multiple central beam bodies can be welded together to extend the length of the central longitudinal beam. The rear section of the frame includes multiple rear functional crossbeams and two rear longitudinal beams arranged side by side. Each end of each of the rear functional crossbeams is welded to a rear longitudinal beam, and each of the rear longitudinal beams is welded to a central longitudinal beam. Each of the rear longitudinal beams includes multiple rear beam bodies welded together.
2. The modular commercial vehicle frame adapted to multi-task environments according to claim 1, characterized in that, The central beam is formed by stamping or by internal high-pressure integral forming.
3. A modular commercial vehicle frame adapted to multi-task environments according to claim 1, characterized in that, The rear beam is integrally formed under high pressure.
4. A modular commercial vehicle frame adapted to multi-task environments according to claim 1, characterized in that, The rear beam is a channel beam, or a tubular beam formed by welding two channel beams together.
5. A modular commercial vehicle frame adapted to a multi-task environment according to claim 4, characterized in that, When the rear beam is a tubular beam formed by welding two channel beams together, the two channel beams are welded together by interlocking inner and outer plates to form a tubular beam.
6. A modular commercial vehicle frame adapted to multi-task environments according to claim 1, characterized in that, The length of the central beam does not exceed 870mm.
7. A modular commercial vehicle frame adapted to multi-task environments according to claim 1, characterized in that, The front beam at the very front is formed by interlocking and welding inner and outer plates.
8. A modular commercial vehicle frame adapted to multi-task environments according to claim 1, characterized in that, The two rear beams connected to the two central longitudinal beams are arranged in a trapezoidal shape, and the distance between the two rear beams gradually decreases along the direction from the central longitudinal beams to the rear longitudinal beams.
9. A modular commercial vehicle frame adapted to multi-task environments according to claim 1, characterized in that, Both the front beam and the middle beam are tubular beams.
10. A modular commercial vehicle frame adapted to a multi-tasking environment according to claim 1, characterized in that, The number of integrated high-pressure front beams is 2 to 4.