A positioning and welding fixture for FSCC formula racing space circular tube truss frame

Abstract

This utility model belongs to the field of industrial welding of vehicle frames, specifically a positioning and welding fixture for a FSCC (Formula Car Championship) spatial truss chassis. To ensure welding accuracy, a base frame is constructed, with a first horizontal bar, a second horizontal bar, etc., sequentially erected along the length of the base frame; a first horizontal bar is installed at the upper end of the first vertical bar; a second vertical bar is installed at the upper end of the second horizontal bar, and a first positioning plate perpendicular to the first vertical bar is fixedly installed on the first vertical bar; a fourth vertical bar is installed at the upper end of the fourth horizontal bar, and a second positioning plate is fixedly installed on the fourth vertical bar. This utility model can position the main structure of all Formula car frames, improving assembly accuracy while effectively avoiding errors caused by welding stress between adjacent parts, thus greatly improving welding precision.

Description

Technical Field

[0001] This utility model belongs to the field of industrial welding technology for vehicle frames, specifically relating to a positioning welding fixture for a space tube truss frame used in FSCC Formula One racing cars. Background Technology

[0002] The Formula Student China (CSCC) is a high-level, comprehensive engineering education practice competition organized by the China Society of Automotive Engineers (CSAE) for full-time university students majoring in vehicle engineering or related fields. It is hailed as the "cradle of automotive engineers" and a training ground for core talent in the future automotive industry. The CSCC rules impose extremely high requirements on the chassis, and both production and design must strictly adhere to relevant engineering standards and chassis regulations.

[0003] Welding, as a critical process in chassis manufacturing, generates residual stress that significantly degrades the structural performance of welded components, leading to reduced load-bearing capacity and increasing the risk of brittle fracture under dynamic loads. Therefore, effectively controlling and eliminating welding residual stress is a pressing technical problem for Formula One car frames.

[0004] Firstly, Chinese utility model patent with publication number CN 222791007 U discloses a racing car frame welding fixture, including a base frame, on which horizontal bars are arranged in sequence, and vertical bars are arranged at the upper end of the horizontal bars; the horizontal bars and vertical bars are equipped with saddle clips to fix the main structure; a positioning plate is provided, and the relevant car frame structure is fixed by means of a U-shaped locking jaw. Secondly, Chinese invention patent CN103240556B proposes a Formula One racing car welding fixture, which is equipped with a flexible base, a horizontal adjusting bolt, a main positioning clamping unit and an auxiliary positioning unit fixedly installed on the flexible base, a column mechanism with limiting and safety functions, a top positioning beam connected to the column mechanism, a side positioning clamping unit fixedly installed on the column mechanism, and an upper positioning clamping unit fixedly installed on the top positioning beam. This ensures the correct relative position of each part during assembly and positioning welding, and can prevent or reduce welding deformation of the workpiece. However, one of the designs relies on mechanical limiting devices (positioning plates / U-shaped bayonets) for single-point fixation, but the positioning accuracy is insufficient and it does not fully constrain the motion freedom of all main structures, thus having limitations.

[0005] The second option uses horizontal adjusting bolts to rigidly lock the positioning clamping unit, which is essentially still a rigid fixing paradigm. It is difficult to achieve controllable deformation compensation during the welding process, and has limitations. Therefore, neither of these options can be effectively adapted to the more complex Formula One steel tube frame. Utility Model Content

[0006] To address the technical problems existing in the aforementioned Formula One car frames, this utility model provides a positioning and welding fixture for the FSCC Formula One car space tube truss frame.

[0007] To solve the above-mentioned technical problems, the technical solution adopted by this utility model is as follows: A positioning and welding fixture for a space tube truss chassis of an FSCC Formula One car includes a base frame. Two first longitudinal bars are provided on the upper end of the base frame. A first crossbar, a second crossbar, a third crossbar, a fourth crossbar, a fifth crossbar, a sixth crossbar, a seventh crossbar, an eighth crossbar, a ninth crossbar, a tenth crossbar, an eleventh crossbar, a twelfth crossbar, and a thirteenth crossbar are sequentially fixed on the upper end of the two first longitudinal bars along the length direction of the base frame. The second horizontal bar has a second vertical bar at its upper end, and a first positioning plate perpendicular to the first vertical bar is fixed on one side of the second vertical bar; the fourth horizontal bar has a fourth vertical bar at its upper end, and a second positioning plate is fixed on the fourth vertical bar; The sixth horizontal bar has a sixth vertical bar at its upper end, and a third positioning plate perpendicular to the first vertical bar is fixed on one side of the sixth vertical bar; the ninth horizontal bar has a ninth vertical bar at its upper end, and a fourth positioning plate is fixed on the ninth vertical bar; The eleventh horizontal bar is provided with an eleventh vertical bar at its upper end, and the two eleventh vertical bars are provided with a fifth positioning plate and a sixth positioning plate from top to bottom; the twelfth horizontal bar is provided with a twelfth vertical bar at its upper end, and a seventh positioning plate perpendicular to the first vertical bar is fixed on one side of the twelfth vertical bar. It also includes a sixth vertical bar, a seventh vertical bar, an eighth positioning plate, and a ninth positioning plate. The sixth and seventh vertical bars are vertically arranged on the twelfth and thirteenth vertical bars from high to low, and the eighth and ninth positioning plates are fixed to the sixth and seventh vertical bars in sequence.

[0008] Each of the two first horizontal bars has a first vertical bar fixedly installed at its upper end, and a fourteenth horizontal bar perpendicular to itself is fixed on the left and right sides of the first vertical bar; it also includes a second vertical bar, which is perpendicular to the third, fourth and fifth horizontal bars, and a saddle clip is fixedly installed on the first vertical bar and the second vertical bar.

[0009] The first positioning plate adopts a symmetrical layered layout. The first positioning plate is provided with a U-shaped bayonet to limit the width of the front end of the front ring inclined support rod assembly pipe. The middle two sides of the first positioning plate are symmetrically arranged with C-shaped bayonet for the front partition support rod assembly pipe to pass through in descending order. The first limiting plate and the second limiting plate are fixed to the holes of the first positioning plate by M8T bolts and flange nuts. The first limiting plate and the second limiting plate, together with the C-shaped bayonet, form a composite constraint. The bottom two sides of the first positioning plate are symmetrically arranged with square bayonet to limit the width of the front partition rod assembly pipe. The second positioning plate is symmetrically arranged on the left and right sides and in descending order of height, with a U-shaped bayonet for limiting the width of the rear end of the front ring inclined support rod assembly pipe fitting, a C-shaped bayonet for limiting the width of the front partition support rod assembly pipe fitting, and a square bayonet. The third positioning plate has limiting mechanisms arranged in layers along the height direction from top to bottom at both ends. These include a U-shaped latch that limits the width of the front end of the driver's escape bar, a square latch that limits the width of the front end of the tube on the side impact protection bar structure, and a C-shaped latch and a square latch that limit the diagonal tube on the side impact protection bar structure. The plate also includes a third limiting plate, which works in conjunction with the C-shaped latch and forms a bidirectional locking module for the diagonal tube through M8T bolts and flange nuts. The fourth positioning plate has limiting units arranged on both sides in descending order of height. The high-position area is equipped with a U-shaped latch to limit the width of the rear end of the driver's escape bar. The mid-high-position area is equipped with a square latch to limit the width of the rear end of the tubes on the side impact protection bar assembly. The mid-low-position area is equipped with a C-shaped latch to limit the width of the diagonal tubes of the side impact protection bar assembly. The low-position area is equipped with a C-shaped latch to limit the tubes of the cockpit bottom support rod assembly. It also includes a fourth limiting plate. The fourth limiting plate and the C-shaped latches form a rigid coupling constraint group for the diagonal tubes through M8T bolts and flange nuts. The fifth positioning plate is symmetrically provided with U-shaped bayonets on both sides to limit the tilt angle of the upper end of the main ring diagonal brace.

[0010] The sixth positioning plate is symmetrically provided with U-shaped bayonets on its left and right sides to limit the front end of the upper support pipe of the main ring diagonal brace support rod group. The sixth positioning plate is provided with a C-shaped bayonet in the middle to limit the lower support pipe of the main ring diagonal brace support rod group. It also includes a fifth limiting plate. The fifth limiting plate and the C-shaped bayonets form a rigid coupling constraint group for the lower support pipe of the main ring diagonal brace support rod group by M8T bolts and flange nuts. The bottom left and right sides of the sixth positioning plate are provided with square pipe openings to fix the bottom rod group of the rear compartment.

[0011] The seventh positioning plate is symmetrically provided with U-shaped slots on both sides to limit the tilt angle of the lower end of the main ring diagonal brace, and square slots are symmetrically provided on the left and right sides of the bottom end of the seventh positioning plate to limit the rear end of the support pipe on the main ring diagonal brace support rod assembly.

[0012] The eighth and ninth positioning plates are symmetrically provided with square bayonets on their left and right sides to limit the installation of the suspension hard point positioning rod assembly.

[0013] The first, second, third, fourth, fifth, sixth, seventh, eighth, ninth, tenth, eleventh, twelfth, thirteenth, and fourteenth horizontal bars, the first, second, third, fourth, fifth, sixth, seventh, eighth, ninth, tenth, eleventh, twelfth, thirteenth, and fourteenth vertical bars, and the first, second, third, fourth, fifth, sixth, and seventh vertical bars are all made of aluminum profiles.

[0014] The saddle clip is connected to the corresponding aluminum profile by M8T bolts and flange nuts.

[0015] The base frame is equipped with an L-shaped plate, which is used to ensure the fastening of the base frame; all the vertical rods are rigidly connected to the corresponding horizontal rods through T-shaped plates.

[0016] Compared with the prior art, the advantages of this utility model are: This invention achieves precise positioning of the vehicle frame structure through a clamping system, significantly improving welding accuracy and effectively suppressing structural stress concentration caused by accumulated welding deviations. The clamp adopts a high-strength aluminum profile and steel plate composite structure, which combines high static stiffness, low elastic deformation, and excellent load-bearing characteristics. It also possesses comprehensive engineering advantages such as low-cost manufacturing, reusable assembly and disassembly, and compact storage. This invention ensures precise positioning of each vehicle frame component during the welding process and effectively suppresses structural welding deformation. Attached Figure Description

[0017] To more clearly illustrate the embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings in the following description are merely exemplary, and those skilled in the art can derive other embodiments based on the provided drawings without creative effort.

[0018] The structures, proportions, sizes, etc. illustrated in this specification are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed herein, and are not intended to limit the implementation conditions of this utility model. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportional relationships, or adjustments to the size, without affecting the effects and purposes that this utility model can produce, should still fall within the scope of the technical content disclosed in this utility model.

[0019] Figure 1 This is a structural schematic diagram of the present invention from one angle; Figure 2 This is a structural schematic diagram of the present invention from another angle; Figure 3 This is a schematic diagram of the steel tube frame of this utility model; Figure 4 This is a schematic diagram of the working state of this utility model.

[0020] Wherein: 1 is the base frame, 2 is the first longitudinal bar, 3 is the first horizontal bar, 4 is the second horizontal bar, 5 is the third horizontal bar, 6 is the fourth horizontal bar, 7 is the fifth horizontal bar, 8 is the sixth horizontal bar, 9 is the seventh horizontal bar, 10 is the eighth horizontal bar, 11 is the ninth horizontal bar, 12 is the tenth horizontal bar, 13 is the eleventh horizontal bar, 14 is the twelfth horizontal bar, 15 is the thirteenth horizontal bar, 16 is the fourteenth horizontal bar, 17 is the fifteenth horizontal bar, 18 is the sixteenth horizontal bar, and 19 is the seventeenth horizontal bar. 0 is the first vertical rod, 21 is the saddle clamp, 22 is the M8T bolt and flange nut, 23 is the second vertical rod, 24 is the first positioning plate, 25 is the first limiting plate, 26 is the second limiting plate, 27 is the third vertical rod, 28 is the second longitudinal rod, 29 is the fourth vertical rod, 30 is the second positioning plate, 31 is the fifth vertical rod, 32 is the third longitudinal rod, 33 is the sixth vertical rod, 34 is the third positioning plate, 35 is the third limiting plate, 36 is the seventh vertical rod, and 37 is the eighth vertical rod. 38 is the ninth vertical rod, 39 is the fourth positioning plate, 40 is the fourth limiting plate, 41 is the tenth vertical rod, 42 is the fourth longitudinal rod, 43 is the fifth longitudinal rod, 44 is the fourteenth vertical rod, 45 is the eleventh vertical rod, 46 is the fifth positioning plate, 47 is the sixth positioning plate, 48 is the fifth limiting plate, 49 is the twelfth vertical rod, 50 is the seventh positioning plate, 51 is the sixth longitudinal rod, 52 is the eighth positioning plate, 53 is the seventh longitudinal rod, 54 is the ninth positioning plate, and 55 is the thirteenth vertical rod. 56 is the front bulkhead rod assembly, 57 is the front ring diagonal support rod assembly, 58 is the front bulkhead support rod assembly, 59 is the front shock absorber fixing crossbar, 60 is the front ring, 61 is the driver escape rod, 62 is the side impact protection rod assembly, 63 is the cockpit bottom support rod assembly, 64 is the main ring, 65 is the driver headrest mounting rod, 66 is the driver shoulder strap mounting rod, 67 is the main ring diagonal brace, 68 is the main ring diagonal brace support rod assembly, 69 is the rear shock absorber fixing crossbar, and 70 is the suspension hardpoint positioning rod assembly. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions in the embodiments of this utility model will be clearly and completely described below. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. These descriptions are only for further illustrating the features and advantages of this utility model, and not for limiting the claims of this utility model. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0022] The specific embodiments of this utility model will be further described in detail below with reference to the accompanying drawings and examples. The following examples are used to illustrate this utility model, but are not intended to limit the scope of this utility model.

[0023] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0024] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0025] This embodiment provides a positioning and welding fixture for a FSCC Formula One car's spatial truss chassis. Through a modular frame structure, a layered and precise positioning mechanism, and rigid connection components, it achieves precise positioning and stable constraint of the chassis components, providing a high-precision reference for chassis welding. The specific working principle is as follows: I. Overall Framework Support and Stability Guarantee 1. Construction of the basic support system: The base frame 1 serves as the core load-bearing foundation of the fixture. Two first longitudinal bars 2 are fixed on it to form the main support axis along the length of the frame. The first horizontal bars 3, second horizontal bars 4, third horizontal bars 5, fourth horizontal bars 6, fifth horizontal bars 7, sixth horizontal bars 8, seventh horizontal bars 9, eighth horizontal bars 10, ninth horizontal bars 11, tenth horizontal bars 12, eleventh horizontal bars 13, twelfth horizontal bars 14, and thirteenth horizontal bars 15 are arranged sequentially along the length of the first longitudinal bars 2 and are perpendicularly connected to the first longitudinal bars 2 to form a grid-like planar frame, providing a stable installation reference for each positioning component.

[0026] 2. Structural Rigidity Enhancement: The L-shaped plates on the base frame 1 enhance the tightness of each connection point, preventing deformation of the base frame 1 during welding. The first vertical bar 20, second vertical bar 23, third vertical bar 27, fourth vertical bar 29, fifth vertical bar 31, sixth vertical bar 33, seventh vertical bar 36, eighth vertical bar 37, ninth vertical bar 38, tenth vertical bar 41, eleventh vertical bar 45, twelfth vertical bar 49, thirteenth vertical bar 55, and fourteenth vertical bar 44 are all rigidly connected to their corresponding horizontal bars (first to thirteenth horizontal bars 15) via T-shaped plates, ensuring no relative displacement between the vertical bars and the planar frame. Simultaneously, the first horizontal bar 3, second horizontal bar 4, third horizontal bar 5, fourth horizontal bar 6, fifth horizontal bar 7, sixth horizontal bar 8, and seventh horizontal bar 9... The eighth horizontal bar 10, the ninth horizontal bar 11, the tenth horizontal bar 12, the eleventh horizontal bar 13, the twelfth horizontal bar 14, the thirteenth horizontal bar 15, the fourteenth horizontal bar 16, the first vertical bar 20, the second vertical bar 23, the third vertical bar 27, the fourth vertical bar 29, the fifth vertical bar 31, the sixth vertical bar 33, the seventh vertical bar 36, the eighth vertical bar 37, the ninth vertical bar 38, the tenth vertical bar 41, the eleventh vertical bar 45, the twelfth vertical bar 49, the thirteenth vertical bar 55, the fourteenth vertical bar 44, the first longitudinal bar 2, the second longitudinal bar 28, the third longitudinal bar 32, the fourth longitudinal bar 42, the fifth longitudinal bar 43, the sixth longitudinal bar 51, and the seventh longitudinal bar 53 are all made of aluminum profiles. While ensuring lightweight design, structural rigidity is also taken into account, providing a basic guarantee for positioning accuracy.

[0027] II. Regional Positioning and Pipe Fitting Constraints (a) Positioning constraints of the front tubes of the frame 1. Front end positioning of the front ring inclined support rod assembly 57 and the front partition rod assembly 56: The second vertical rod 23 at the upper end of the second horizontal rod 4 carries the first positioning plate 24. The first positioning plate 24 adopts a symmetrical layered layout. Its U-shaped bayonet directly limits the width of the front end of the pipe of the front ring inclined support rod assembly 57, preventing the pipe from shifting in the width direction. The C-shaped bayonet arranged symmetrically on both sides of the middle of the first positioning plate 24 in order from high to low allows the pipe of the front partition rod assembly 56 to pass through. The first limiting plate 25 and the second limiting plate 26 are fixed to the holes of the first positioning plate 24 by M8T bolts and flange nuts 22. The first limiting plate 25 and the second limiting plate 26, together with the C-shaped bayonet, form a composite constraint, limiting the radial and axial displacement of the pipe of the front partition rod assembly 56. The square bayonet arranged symmetrically on both sides of the bottom end of the first positioning plate 24 rigidly limits the width of the pipe of the front partition rod assembly 56, realizing the multi-dimensional positioning of the front pipe.

[0028] 2. Side positioning of front ring inclined support rod assembly 57 and front partition support rod assembly 58: The second positioning plate 30 is fixedly installed on the fourth vertical rod 29 at the upper end of the fourth horizontal rod 6. The left and right sides are symmetrically arranged with U-shaped bayonet, C-shaped bayonet and square bayonet in order from high to low. The U-shaped bayonet limits the width of the rear end of the pipe of the front ring inclined support rod assembly 57, and the C-shaped bayonet and square bayonet limit the width of the pipe of the front partition support rod assembly 58. The second positioning plate 30 and the first positioning plate 24 work together to form the front and rear end reference of the front pipe, ensuring the straightness and positional accuracy of the front pipe during welding.

[0029] 3. Auxiliary pipe fixing: The first vertical bar 20 is fixedly installed at the upper end of the first horizontal bar 3, and the fourteenth horizontal bar 16 is fixed on the left and right sides of the first vertical bar 3. The fourteenth horizontal bar 16 enhances the stability of the front frame; the second vertical bar 28 is vertically installed on the third horizontal bar 5, the fourth horizontal bar 6, and the fifth horizontal bar 7, and the saddle clip 21 is fixedly installed on the first vertical bar 20 to fix the auxiliary pipes at the front of the frame in a ring-like manner to prevent the pipes from shifting due to welding vibration.

[0030] (ii) Positioning constraints of the mid-section tubes of the frame 1. Front-end positioning of driver escape pole 61 and side impact protection pole assembly 62: The third positioning plate 34 fixed on the sixth vertical pole 33 at the upper end of the sixth horizontal pole 8 has limiting mechanisms arranged in layers along the height direction from top to bottom at both ends. These include U-shaped latches, square latches, C-shaped latches, and square latches. The U-shaped latch limits the width of the front end of the driver escape pole 61 to ensure the installation angle of the escape pole 61. The square latch limits the width of the front end of the pipe fittings on the side impact protection pole assembly 62. The C-shaped latch and the square latch limit the diagonal pipe fittings on the side impact protection pole assembly 62. The third limiting plate 35, connected by M8T bolts and flange nuts 22, works in conjunction with the C-shaped latch to form a two-way locking module for the diagonal pipe fittings, restricting the twisting and offset of the diagonal pipe fittings and achieving precise positioning of the critical central protective pipe fittings.

[0031] 2. Rear-end positioning of driver escape pole 61, side impact protection pole assembly 62 and cockpit bottom support pole assembly 63: The fourth positioning plate 39, fixed on the ninth vertical pole 38 at the upper end of the ninth horizontal pole 11, has limiting units arranged on both sides in descending order of height. The high-position area is equipped with a U-shaped bayonet to limit the width of the rear end of the driver escape pole 61, which works in conjunction with the U-shaped bayonet of the third positioning plate 34 to ensure the overall straightness of the escape pole 61; the middle-high position area is equipped with a square bayonet to limit the width of the rear end of the pipes on the side impact protection pole assembly 62 structure; the middle-low position area is equipped with a C-shaped bayonet to limit the width of the diagonal pipes of the side impact protection pole assembly 62 structure; the low position area is equipped with a C-shaped bayonet to limit the pipes of the cockpit bottom support pole assembly 63; the fourth limiting plate 40, connected by M8T bolts and flange nuts 22, and the C-shaped bayonet form a rigid coupling constraint group for the diagonal pipes, providing a stable reference for the welding of the cockpit bottom structure.

[0032] (iii) Positioning constraints of the rear tubes of the frame 1. Positioning of the main ring diagonal brace 67 and the main ring diagonal brace support rod assembly 68: The fifth positioning plate 46 and the sixth positioning plate 47 are arranged sequentially from top to bottom on the eleventh vertical rod 45 at the upper end of the eleventh horizontal rod 13. The fifth positioning plate 46 has U-shaped slots symmetrically arranged on both sides to limit the inclination angle of the upper end of the main ring diagonal brace 67, ensuring that the force angle of the main ring diagonal brace 67 meets the design requirements. The sixth positioning plate 47 has U-shaped slots symmetrically arranged on the left and right sides to limit the front end of the upper support pipe of the main ring diagonal brace support rod assembly 68. The middle of the sixth positioning plate 47 has a C-shaped slot to limit the lower support pipe of the main ring diagonal brace support rod assembly 68. The fifth limiting plate 48 and the C-shaped slot, connected by M8T bolts and flange nuts 22, form a rigid coupling constraint group for the lower support pipe of the main ring diagonal brace support rod assembly 68. The bottom left and right sides of the sixth positioning plate 47 have square pipe openings to fix the bottom rod assembly of the rear compartment, realizing the precise positioning of the rear load-bearing structure.

[0033] 2. Positioning of the lower end of the main ring diagonal brace 67 and the rear end of the main ring diagonal brace support rod assembly 68: The seventh positioning plate 50, which is fixed on the twelfth vertical rod 49 at the upper end of the twelfth horizontal rod 14, has U-shaped slots symmetrically arranged on both sides. These slots, together with the U-shaped slots of the fifth positioning plate 46, limit the tilt angle of the lower end of the main ring diagonal brace 67, ensuring the overall tilt accuracy of the main ring diagonal brace 67. The bottom end of the seventh positioning plate 50 has square slots symmetrically arranged on the left and right sides, which limit the rear end of the support pipe on the main ring diagonal brace support rod assembly 68. These slots, together with the U-shaped slots of the sixth positioning plate 47, form the front and rear end references of the support rod assembly 68.

[0034] (iv) Suspension hard point positioning constraints The sixth and seventh vertical rods 51 and 53, which are vertically installed from high to low on the twelfth vertical rod 49 and the thirteenth vertical rod 55 respectively, are the eighth and ninth positioning plates 52 and 54 respectively. The eighth and ninth positioning plates 52 and 54 are symmetrically provided with square slots on the left and right sides. The square slots directly limit the width of the pipe fittings for installing the suspension hard point positioning rod assembly 70, ensuring the installation position accuracy of the key functional component of the suspension hard point and providing a benchmark for the subsequent assembly of the suspension system.

[0035] III. Overall Collaborative Work and Welding Support Each positioning plate and limiting plate is detachably connected via standardized M8T bolts and flange nuts 22, ensuring both constraint rigidity and easy fine-tuning according to the specifications of the frame components. All positioning mechanisms are precisely laid out according to the frame design dimensions, forming a full-area positioning network from the front end to the middle, rear, and suspension hard points. This fixes the spatial position, angle, width, and other parameters of each frame component within the design tolerance range, avoiding dimensional deviations caused by component displacement during welding. At the same time, the rigid frame structure and stable constraint components work together to resist the impact of welding thermal deformation on positioning accuracy, ultimately achieving high-precision welding and assembly of each component of the FSCC Formula car frame, meeting the requirements of the race for frame structural strength and dimensional accuracy.

[0036] The above description only describes the preferred embodiments of the present utility model. However, the present utility model is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present utility model, and all such changes should be included within the protection scope of the present utility model.

Claims

1. A positioning and welding fixture for a FSCC Formula One car space tube truss chassis, characterized in that: Includes a base frame (1), the upper end of which is provided with two first longitudinal bars (2), and the upper ends of the two first longitudinal bars (2) are sequentially fixed with a first cross bar (3), a second cross bar (4), a third cross bar (5), a fourth cross bar (6), a fifth cross bar (7), a sixth cross bar (8), a seventh cross bar (9), an eighth cross bar (10), a ninth cross bar (11), a tenth cross bar (12), an eleventh cross bar (13), a twelfth cross bar (14), and a thirteenth cross bar (15); The second horizontal bar (4) is provided with a second vertical bar (23) at its upper end, and a first positioning plate (24) perpendicular to the first vertical bar (2) is fixed on one side of the second vertical bar (23); the fourth horizontal bar (6) is provided with a fourth vertical bar (29) at its upper end, and a second positioning plate (30) is fixed on the fourth vertical bar (29); The sixth horizontal bar (8) is provided with a sixth vertical bar (33) at its upper end, and a third positioning plate (34) perpendicular to the first vertical bar (2) is fixed on one side of the sixth vertical bar (33); the ninth horizontal bar (11) is provided with a ninth vertical bar (38) at its upper end, and a fourth positioning plate (39) is fixed on the ninth vertical bar (38). The eleventh horizontal bar (13) is provided with an eleventh vertical bar (45) at its upper end, and the two eleventh vertical bars (45) are provided with a fifth positioning plate (46) and a sixth positioning plate (47) from top to bottom; the twelfth horizontal bar (14) is provided with a twelfth vertical bar (49) at its upper end, and a seventh positioning plate (50) perpendicular to the first vertical bar (2) is fixed on one side of the twelfth vertical bar (49). It also includes a sixth vertical bar (51), a seventh vertical bar (53), an eighth positioning plate (52), and a ninth positioning plate (54). The sixth vertical bar (51) and the seventh vertical bar (53) are vertically arranged from high to low on the twelfth vertical bar (49) and the thirteenth vertical bar (55), respectively. The eighth positioning plate (52) and the ninth positioning plate (54) are fixed to the sixth vertical bar (51) and the seventh vertical bar (53) respectively.

2. The positioning and welding fixture for a FSCC Formula One car space tube truss frame according to claim 1, characterized in that: The upper ends of the two first horizontal bars (3) are each fixedly provided with a first vertical bar (20), and the fourteenth horizontal bar (16) is fixed on the left and right sides of the first vertical bar (20) perpendicular to itself; it also includes a second vertical bar (28), which is vertically provided on the third horizontal bar (5), the fourth horizontal bar (6), and the fifth horizontal bar (7), and a saddle clip (21) is fixedly provided on the first vertical bar (20) and the second vertical bar (28).

3. A positioning and welding fixture for a FSCC Formula One car space tube truss frame according to claim 1, characterized in that: The first positioning plate (24) adopts a symmetrical layered layout. The first positioning plate (24) is provided with a U-shaped bayonet to limit the width of the front end of the front ring inclined support rod group (57) pipe fitting. The first positioning plate (24) is provided with C-shaped bayonet on both sides of the middle part in a symmetrical manner from high to low, allowing the front partition support rod group (58) pipe fitting to pass through. The first limiting plate (25) and the second limiting plate (26) are fixed to the holes of the first positioning plate (24) by M8T bolts and flange nuts (22). The first limiting plate (25) and the second limiting plate (26) work together with the C-shaped bayonet to form a composite constraint. The bottom of the first positioning plate (24) is provided with square bayonet on both sides to limit the width of the front partition rod group (56) pipe fitting. The second positioning plate (30) is symmetrical on the left and right sides and is provided with a U-shaped bayonet to limit the width of the rear end of the front ring inclined support rod group (57) pipe fitting, a C-shaped bayonet to limit the width of the front partition support rod group (58) pipe fitting, and a square bayonet in order from high to low. The third positioning plate (34) has limiting mechanisms arranged in layers along the height direction from top to bottom at both ends. It is provided with a U-shaped bayonet to limit the width of the front end of the driver's escape pole (61), a square bayonet to limit the width of the front end of the pipe on the side anti-collision bar group (62), and a C-shaped bayonet and a square bayonet to limit the diagonal pipe on the side anti-collision bar group (62). It also includes a third limiting plate (35). The third limiting plate (35) cooperates with the C-shaped bayonet and forms a bidirectional locking module for the diagonal pipe through M8T bolts and flange nuts (22). The fourth positioning plate (39) has limiting units arranged on both sides in descending order of height. The high position area is equipped with a U-shaped bayonet to limit the width of the rear end of the driver's escape bar (61). The middle-high position area is equipped with a square bayonet to limit the width of the rear end of the pipe component of the side impact bar group (62). The middle-low position area is equipped with a C-shaped bayonet to limit the width of the diagonal pipe component of the side impact bar group (62). The low position area is equipped with a C-shaped bayonet to limit the width of the pipe component of the bottom support bar group (63) of the cabin. It also includes a fourth limiting plate (40). The fourth limiting plate (40) and the C-shaped bayonet form a rigid coupling constraint group of the diagonal pipe component through M8T bolts and flange nuts (22). The fifth positioning plate (46) is symmetrically provided with U-shaped slots on both sides to limit the tilt angle of the upper end of the main ring diagonal brace (67).

4. A positioning and welding fixture for a FSCC Formula One car space tube truss frame according to claim 1, characterized in that: The sixth positioning plate (47) is symmetrically provided with U-shaped bayonets on the left and right sides to limit the front end of the upper support pipe of the main ring diagonal brace support rod group (68). The middle of the sixth positioning plate (47) is provided with a C-shaped bayonet to limit the lower support pipe of the main ring diagonal brace support rod group (68). It also includes a fifth limiting plate (48). The fifth limiting plate (48) and the C-shaped bayonet form a rigid coupling constraint group for the lower support pipe of the main ring diagonal brace support rod group (68) through M8T bolts and flange nuts (22). The bottom left and right sides of the sixth positioning plate (47) are provided with square pipe openings to fix the bottom rod group of the rear cabin.

5. A positioning and welding fixture for a FSCC Formula One car space tube truss frame according to claim 1, characterized in that: The seventh positioning plate (50) is symmetrically provided with U-shaped slots on both sides to limit the tilt angle of the lower end of the main ring diagonal brace (67), and the bottom end of the seventh positioning plate (50) is symmetrically provided with square slots on the left and right sides to limit the rear end of the support pipe on the main ring diagonal brace support rod group (68).

6. A positioning and welding fixture for a FSCC Formula One car space tube truss frame according to claim 1, characterized in that: The eighth positioning plate (52) and the ninth positioning plate (54) are symmetrically provided with square bayonets on the left and right sides to limit the installation of the suspension hard point positioning rod assembly (70) pipe fitting.

7. A positioning and welding fixture for a FSCC Formula One car space tube truss frame according to claim 1, characterized in that: First horizontal bar (3), second horizontal bar (4), third horizontal bar (5), fourth horizontal bar (6), fifth horizontal bar (7), sixth horizontal bar (8), seventh horizontal bar (9), eighth horizontal bar (10), ninth horizontal bar (11), tenth horizontal bar (12), eleventh horizontal bar (13), twelfth horizontal bar (14), thirteenth horizontal bar (15), fourteenth horizontal bar (16), first vertical bar (20), second vertical bar (23), third vertical bar (27), fourth vertical bar (29). The fifth vertical bar (31), the sixth vertical bar (33), the seventh vertical bar (36), the eighth vertical bar (37), the ninth vertical bar (38), the tenth vertical bar (41), the eleventh vertical bar (45), the twelfth vertical bar (49), the thirteenth vertical bar (55), the fourteenth vertical bar (44), the first longitudinal bar (2), the second longitudinal bar (28), the third longitudinal bar (32), the fourth longitudinal bar (42), the fifth longitudinal bar (43), the sixth longitudinal bar (51), and the seventh longitudinal bar (53) are all made of aluminum profiles.

8. A positioning and welding fixture for a FSCC Formula One car space tube truss frame according to claim 2, characterized in that: The saddle clip (21) is connected to the corresponding aluminum profile by M8T bolts and flange nuts (22).

9. A positioning and welding fixture for a FSCC Formula One car space tube truss frame according to claim 1, characterized in that: The base frame (1) is provided with an L-shaped plate, which is used to ensure the fastening of the base frame (1); all the vertical rods are rigidly connected to the corresponding horizontal rods through T-shaped plates.

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