A passenger car body frame structure

Abstract

The utility model belongs to the passenger car body technical field, concretely relates to a passenger car body framework structure, its side crossbeam, side longitudinal beam and side stand are connected through first T type joint, the side crossbeam is connected with the middle longitudinal beam through second T type joint in its side, the support crossbeam is connected with the middle longitudinal beam through first cross joint in its both sides, and the side longitudinal beam, middle stand and support crossbeam are connected through second cross joint, the utility model connects the node through T type and cross joint, provides accurate positioning reference, improves the welding efficiency and size accuracy, reduces the investment of welding fixture, effectively controls the manufacturing cost, and the rigidity and strength of key node are enhanced, effectively disperses the stress, improves the strength and fatigue life of connecting point, also optimizes the force flow transmission path, makes the force that the framework suffers can be more smoothly transmitted through these reinforced nodes, thereby the structural rigidity, strength and dynamic performance of car body framework are improved significantly.

Description

Technical Field

[0001] This utility model belongs to the field of bus body technology, specifically relating to a bus body frame structure. Background Technology

[0002] Bus bodies are typically manufactured using a combination of frame and skin construction. The frame, as the primary load-bearing structure, directly affects the vehicle's safety, reliability, and vibration / noise performance. Currently, bus frames are mostly constructed by welding together structural steel sections.

[0003] However, due to the characteristics of bus production, such as a wide variety of models, small batches, and large body size, the rigidity of the frame modules such as the roof and side panels is often insufficient during the welding process, making them prone to deformation during assembly. This not only leads to extremely high requirements for the precision and rigidity of the welding fixtures and high investment costs, but also directly affects the dimensional accuracy of the final product.

[0004] Furthermore, the vehicle body frame is a truss structure, and its overall performance depends on the quality of the welded joints. Stress concentration, residual stress, and welding defects are prone to occur at welded joints, which can significantly reduce the fatigue strength and service life of the joints. Moreover, the connection accuracy of the joints directly determines the local stiffness. If there is eccentricity or misalignment at the joints, it will cause severe stress concentration, altering the vibration characteristics of the entire vehicle structure, and consequently affecting the durability and reliability of other components mounted on the vehicle body.

[0005] Therefore, how to optimize the structural design of welding nodes to improve welding processability and precision, enhance node stiffness and strength, and ultimately improve the reliability and durability of the entire vehicle frame is a technical problem that urgently needs to be solved in this field. Utility Model Content

[0006] The purpose of this utility model is to provide a bus body frame structure that solves the technical problems of low welding efficiency, poor vehicle vibration characteristics and low reliability caused by low precision and insufficient rigidity of the existing body frame welding nodes.

[0007] This utility model discloses a bus body frame structure, including: a roof frame and a side frame; The top cover frame includes: The outer frame is formed by two side horizontal beams and two side vertical beams; The central truss, located within the outer frame, includes multiple central crossbeams and multiple central longitudinal beams. The central crossbeams are arranged parallel to each other between two side longitudinal beams, and the central longitudinal beams are arranged between two adjacent central crossbeams and between the side crossbeams and adjacent central crossbeams. The multiple central crossbeams include supporting crossbeams and auxiliary crossbeams. The side frame includes: Two side columns and multiple central columns, with each central column corresponding to a supporting crossbeam; The side crossbeams, side longitudinal beams, and side columns are connected by a first T-joint; the side crossbeams are connected to the middle longitudinal beams on their sides by a second T-joint; the supporting crossbeams are connected to the middle longitudinal beams on both sides by a first cross joint; and the side longitudinal beams, middle columns, and supporting crossbeams are connected by a second cross joint.

[0008] This application utilizes T-joints and cross-joints for node connection, providing a precise positioning reference, improving welding efficiency and dimensional accuracy, reducing the investment in welding fixtures, and effectively controlling manufacturing costs. It also enhances the rigidity and strength of key nodes, avoiding problems such as eccentricity and misalignment that may occur with direct butt welding of members, effectively dispersing stress, and improving the strength and fatigue life of connection points. Furthermore, it optimizes the force transmission path, allowing the forces on the frame to be transmitted more smoothly through these reinforced nodes, thereby significantly improving the structural rigidity, strength, and dynamic performance of the vehicle body frame, ultimately achieving the goal of improving the overall reliability, safety, and durability of the bus.

[0009] Based on the above technical solution, the solution of this application can be further improved as follows: Preferably, the middle crossbeam is parallel to the side crossbeams and is spaced apart along the length of the side longitudinal beams. This design makes the stiffness distribution of the roof frame more uniform, effectively disperses and transfers loads, significantly improves the overall bending and torsional stiffness, and provides a uniform support foundation for the skin laying.

[0010] Preferably, the auxiliary crossbeam is arranged between two adjacent support crossbeams and between the side crossbeam and the adjacent support crossbeam. This solution enhances the overall planar stiffness and deformation resistance of the roof, avoids deformation caused by insufficient local stiffness, and makes the load transfer path of the roof frame more uniform and continuous, effectively improving stress distribution and further enhancing the overall stability and vibration characteristics of the vehicle body structure.

[0011] Preferably, the first T-joint includes a main pipe section and branch pipe sections vertically and symmetrically connected to both sides of the main pipe section; In this design, the end of the side longitudinal beam is inserted and fixed to the main pipe section, and the end of the side cross beam and the top of the side column are respectively inserted and fixed to the two branch pipe sections. By adopting this solution, precise alignment and insertion fixing are achieved at the four corners of the vehicle body, which improves the positioning accuracy and assembly process of the roof welding, reduces the dependence on docking fixtures, and strengthens the strength and rigidity of the connection part through the optimized node structure.

[0012] Preferably, the end of the side longitudinal beam is inserted and fixed to the main pipe section through a narrowing joint, and the ends of the side cross beam and the side column are respectively inserted and fixed to the branch pipe sections on both sides through narrowing joints. By adopting this solution, the narrowing joint process achieves precise insertion, which plays a self-positioning and guiding role, improves the assembly accuracy and operation convenience, and also ensures a tight fit in the connection area, effectively reducing stress concentration caused by assembly gaps, and strengthening the connection rigidity and fatigue durability of this key node.

[0013] Preferably, the first cross joint includes a first main channel steel and first branch channel steels vertically and symmetrically connected to both sides of the first main channel steel; The beam body of the supporting crossbeam is embedded and fixed in the first main channel steel, and the end of the middle longitudinal beam is embedded and fixed in the first support channel steel. This solution realizes multi-directional rigid constraints at the nodes, thereby providing precise assembly positioning, simplifying welding operations, and forming a high-rigidity force transmission node, which improves the structural integrity, deformation resistance and load distribution uniformity of the middle truss.

[0014] Preferably, the second T-joint includes an L-shaped steel and a second channel steel perpendicularly connected to one side of the L-shaped steel; The side beam is embedded and fixed within the L-shaped steel, and the end of the central longitudinal beam is embedded and fixed within the second channel steel. This solution achieves a stable connection between the central truss and the side beam, provides a precise positioning reference, improves assembly accuracy and efficiency, and enhances the bending and torsional stiffness of the nodes through the channel steel wrapping structure, ensuring effective load transfer and improving overall integrity and stability.

[0015] Preferably, the second cross joint includes a second main channel steel and a third branch channel steel that is vertically and symmetrically connected to both sides of the second main channel steel; In this design, the beam body of the side longitudinal beam is embedded and fixed in the second main channel steel, and the ends of the central column and the supporting crossbeam are respectively embedded and fixed in the two third support channel steels. This solution achieves precise positioning and firm connection, simplifies the assembly process of the side wall and the top cover, ensures the alignment accuracy of key nodes, and can also smoothly transfer the load from the top cover to the central column through the supporting crossbeam, significantly improving the load-bearing efficiency and connection rigidity of the nodes.

[0016] Through the above technical solution, this utility model achieves the following beneficial effects: This application utilizes T-joints and cross-joints for node connection, providing a precise positioning reference, improving welding efficiency and dimensional accuracy, reducing the investment in welding fixtures, and effectively controlling manufacturing costs. It also enhances the rigidity and strength of key nodes, avoiding problems such as eccentricity and misalignment that may occur when directly welding rods, effectively dispersing stress, and improving the strength and fatigue life of the connection points. Furthermore, it optimizes the force transmission path, enabling the forces on the frame to be transmitted more smoothly through these reinforced nodes, thereby significantly improving the structural rigidity, strength, and dynamic performance of the vehicle body frame. Attached Figure Description

[0017] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the bus body frame structure described in a specific embodiment of this application; Figure 2 for Figure 1 The top view of the roof frame in the bus body frame structure shown. Figure 3 for Figure 1 A schematic diagram of the first T-joint in the bus body frame structure shown; Figure 4 for Figure 1 The diagram shows the structure of the second T-joint in the bus body frame structure. Figure 5 for Figure 1 A schematic diagram of the first cross joint in the bus body frame structure shown. Figure 6 for Figure 1 A schematic diagram of the second cross joint in the bus body frame structure shown. Explanation of reference numerals in the attached figures: 1. Top frame; 11. Outer frame; 111. Side crossbeams; 112. Side longitudinal beams; 12. Central truss; 1211. Supporting crossbeams; 1212. Auxiliary crossbeams; 121. Central crossbeams; 122. Central longitudinal beams; 2. Side frame; 21. Side columns; 22. Center column; 3. First T-joint; 31. Main pipe section; 32. Branch pipe section; 4. Second T-joint; 41. L-shaped steel; 42. Second support channel steel; 5. First cross joint; 51. First main channel steel; 52. First branch channel steel; 6. Second cross joint; 61. Second main channel steel; 62. Third branch channel steel. Detailed Implementation

[0019] The embodiments of the present invention will now be described in detail with reference to the accompanying drawings. These embodiments are merely illustrative of the present invention and should not be construed as limiting the scope of protection of the present invention.

[0020] 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 the stated features.

[0021] In this application, unless otherwise expressly specified and limited, the terms "installation" and "connection" 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 direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0022] To better understand the above technical solutions, the following will provide a detailed description of the technical solutions in conjunction with the accompanying drawings and specific embodiments.

[0023] Example: like Figure 1 and Figure 2 As shown in the figure, this application discloses a bus body frame structure, which improves welding efficiency and precision, strengthens the stiffness and strength of key nodes, and improves the vibration characteristics and durability of the bus as a whole; the specific structure includes: a roof frame 1 and a side frame 2.

[0024] The roof frame 1 is the supporting structure for the top of the vehicle, including: an outer frame 11 and a central truss 12.

[0025] The outer frame 11 forms the basic outline of the roof and is the main boundary connecting the roof and the side panels. It is formed by two side crossbeams 111 (located at the front and rear ends of the vehicle body) and two side longitudinal beams 112 (located on the left and right sides of the vehicle body).

[0026] The central truss 12 is located inside the outer frame 11 to enhance the rigidity and strength of the roof and prevent denting deformation under large spans. It includes multiple central crossbeams 121 and multiple central longitudinal beams 122. The middle crossbeam 121 is arranged in parallel between the two side longitudinal beams 112, and the middle longitudinal beam 122 is arranged between two adjacent middle crossbeams 121, as well as between the side crossbeam 111 and the adjacent middle crossbeam 121. Among them, the multiple central crossbeams 121 include a supporting crossbeam 1211 and an auxiliary crossbeam 1212. The supporting crossbeam 1211 is the main load-bearing beam, which corresponds to the central column 22 of the side wall and forms the main vertical support force transmission path. The auxiliary crossbeam 1212 plays an auxiliary strengthening role, making the stiffness distribution of the roof more uniform.

[0027] The side frame 2 is a supporting structure on the side of the vehicle body, including: two side pillars 21 and multiple central pillars 22. The central pillars 22 are correspondingly set with the supporting crossbeams 1211. The side pillars 21 are the pillars at the front and rear ends of the vehicle body, and the central pillars 22 are the pillars located between the side pillars 21. They are correspondingly set with the supporting crossbeams 1211, forming a continuous force transmission path from the roof to the side frame and then to the ground.

[0028] The side crossbeam 111, side longitudinal beam 112 and side pillar 21 are connected by the first T-joint 3; the first T-joint 3 is located at the four top corners of the body frame, which realizes the precise and firm connection between the outer frame 11 and the side pillar 21, forming the basic frame of the body.

[0029] The side beam 111 is connected to the middle longitudinal beam 122 on its side by a second T-joint 4; the second T-joint 4 is distributed at intervals along the side beam 111 to transfer the force of the middle truss 12 to the side beam 111 and to enhance the local stiffness of the side beam 111.

[0030] The supporting crossbeam 1211 is connected to the middle longitudinal beams 122 on both sides through the first cross joint 5; the first cross joint 5 is located at the key node of the middle truss 12, ensuring the reliable connection between the supporting crossbeam 1211 and the middle longitudinal beams 122, forming a robust grid unit.

[0031] The side longitudinal beam 112, the central column 22, and the supporting crossbeam 1211 are connected by a second cross joint 6. The second cross joint 6 is located at the connection between the side longitudinal beam 112 and the central column 22, and can smoothly transfer the load borne by the top cover through the supporting crossbeam 1211 to the central column 22 of the side wall.

[0032] This invention utilizes T-joints and cross-joints for node connection, providing a precise positioning reference, improving welding efficiency and dimensional accuracy, reducing the investment in welding fixtures, and effectively controlling manufacturing costs. It also enhances the rigidity and strength of key nodes, avoiding problems such as eccentricity and misalignment that may occur with direct butt welding of members, effectively dispersing stress, and improving the strength and fatigue life of connection points. Furthermore, it optimizes the force transmission path, allowing the forces on the frame to be transmitted more smoothly through these reinforced nodes, thereby significantly improving the structural rigidity, strength, and dynamic performance of the vehicle body frame, ultimately achieving the goal of improving the overall reliability, safety, and durability of the bus.

[0033] In some embodiments, such as Figure 2 As shown, the middle crossbeam 121 is parallel to the side crossbeam 111 and is spaced apart along the length of the side longitudinal beam 112.

[0034] The above arrangement makes the stiffness distribution of the top cover frame 1 more uniform, effectively disperses and transfers loads, significantly improves the overall bending and torsional stiffness, and provides a uniform support foundation for the skin laying.

[0035] In some embodiments, such as Figure 2 As shown, the auxiliary crossbeam 1212 is arranged between two adjacent support crossbeams 1211, and between the side crossbeam 111 and its adjacent support crossbeam 1211.

[0036] The above-mentioned design enhances the overall planar stiffness and deformation resistance of the roof, avoids deformation caused by insufficient local stiffness, and makes the load transfer path of the roof frame 1 more uniform and continuous, effectively improving stress distribution and further enhancing the overall stability and vibration characteristics of the vehicle body structure.

[0037] In some embodiments, such as Figure 3 As shown, the first T-type connector 3 includes a main pipe section 31 and branch pipe sections 32 that are vertically and symmetrically connected to both sides of the main pipe section 31; The end of the side longitudinal beam 112 is inserted and fixed to the main pipe section 31, and the end of the side transverse beam 111 and the top of the side column 21 are respectively inserted and fixed to the two branch pipe sections 32.

[0038] Understandably, during the welding process of the roof frame 1 and the side frame 2, the tops of the side pillars 21 at the four corners of the vehicle body are first precisely positioned using the first T-joint 3 before welding. This process provides a reliable benchmark for the assembly of large modules, significantly improves the dimensional accuracy and manufacturability of the welding process, strengthens the connection strength and rigidity of the corner nodes, and ensures the geometric foundation and mechanical support of the entire vehicle body frame.

[0039] Through the above design, the side longitudinal beam 112, side transverse beam 111 and side pillar 21 are precisely aligned and fixed at the four corners of the vehicle body, which improves the positioning accuracy and assembly process of the roof welding, reduces the dependence on docking fixtures, and strengthens the strength and rigidity of the connection part through the optimized node structure.

[0040] In this embodiment, the end of the side longitudinal beam 112 is fixed to the main pipe section 31 by means of a narrowing, and the ends of the side transverse beam 111 and the side column 21 are fixed to the branch pipe sections 32 on both sides by means of a narrowing, respectively. The narrowing process achieves precise insertion, plays a self-positioning and guiding role, improves the assembly accuracy and operation convenience, and also ensures a tight fit in the connection area, effectively reduces stress concentration caused by assembly gaps, and strengthens the connection rigidity and fatigue durability of this key node.

[0041] In this embodiment, as Figure 5 As shown, the first cross joint 5 includes a first main channel steel 51 and a first branch channel steel 52 that is vertically and symmetrically connected to both sides of the first main channel steel 51. The beam body of the supporting crossbeam 1211 is embedded and fixed in the first main channel steel 51, and the end of the middle longitudinal beam 122 is embedded and fixed in the first branch channel steel 52.

[0042] It should be noted that during welding, the first main channel steel 51 can be pre-welded to the beam body of the support beam 1211, which serves as the reference, and then the end of the middle longitudinal beam 122 can be embedded and welded into the first support channel steel 52. This provides a precise and reliable positioning foundation for the installation of non-through beams, thereby simplifying the assembly process, reducing the complexity of positioning multiple components simultaneously, effectively improving the convenience and efficiency of welding operations, ensuring the alignment accuracy of nodes, and guaranteeing the overall connection strength and rigidity of the skeleton.

[0043] Through the above design, multi-directional rigid constraints at the nodes are achieved, thereby providing precise assembly positioning, simplifying welding operations, and forming high-rigidity force transmission nodes, which improves the structural integrity, deformation resistance, and load distribution uniformity of the central truss 12 of the top cover.

[0044] In this embodiment, as Figure 4 As shown, the second T-joint 4 includes an L-shaped steel 41 and a second channel steel 42 vertically connected to one side of the L-shaped steel 41; Among them, the beam body of the side beam 111 is embedded and fixed in the L-shaped steel 41, and the end of the middle longitudinal beam 122 is embedded and fixed in the second support channel steel 42.

[0045] It should be noted that during welding, the second T-joint 4 can be pre-welded onto the side beam 111 so that it can serve as a positioning reference during the subsequent welding of the middle longitudinal beam 122. This improves the alignment accuracy and connection strength of the node, simplifies the welding operation process, and improves assembly efficiency while ensuring structural reliability.

[0046] The above design achieves a stable connection between the central truss 12 and the side beams 111, provides a precise positioning reference, improves assembly accuracy and efficiency, and enhances the bending and torsional stiffness of the nodes through the channel steel wrapping structure, ensuring effective load transfer and improving overall integrity and stability.

[0047] In some embodiments, such as Figure 6 As shown, the second cross joint 6 includes a second main channel steel 61 and a third branch channel steel 62 that is vertically and symmetrically connected to both sides of the second main channel steel 61. Among them, the beam body of the side longitudinal beam 112 is embedded and fixed in the second main channel steel 61, and the ends of the central column 22 and the supporting crossbeam 1211 are respectively embedded and fixed in the two third branch channel steels 62.

[0048] It should be noted that during welding, the second cross joint 6 can be pre-welded to the side longitudinal beam 112, thus providing a positioning reference for the installation of the supporting beam 1211. This simplifies the welding process, ensures the alignment accuracy of the node, and enhances the connection strength at this point. During final assembly, the inherent flexibility of the side frame 2 can be utilized to weld the central column 22 to the pre-fixed second cross joint 6 on the side longitudinal beam 112. This effectively absorbs dimensional deviations during assembly, ensuring connection reliability while further improving the strength of the force transmission node.

[0049] Through the above design, the precise positioning and firm connection between the side longitudinal beam 112, the central column 22 and the supporting crossbeam 1211 are achieved, simplifying the assembly process of the side wall and the top cover, ensuring the alignment accuracy of key nodes, and also smoothly transferring the load from the top cover to the central column 22 through the supporting crossbeam 1211, significantly enhancing the load-bearing efficiency and connection rigidity of the nodes.

[0050] Preferably, the end of the supporting beam 1211 is embedded and fixed in the third channel steel 62 through a narrowing, thereby achieving precise guidance and tight fit, effectively improving the assembly alignment accuracy and welding processability, and significantly reducing stress concentration through the optimized cross-sectional transition, thereby strengthening the local stiffness, load-bearing capacity and fatigue durability of the node.

[0051] Numerous specific details are set forth in this specification. However, it will be understood that embodiments of this invention may be practiced without these specific details. In some instances, well-known methods, structures, and techniques have not been shown in detail so as not to obscure the understanding of this specification.

[0052] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0053] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and not to limit it. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this utility model, and they should all be covered within the scope of the claims and specification of this utility model.

Claims

1. A bus body frame structure, comprising: The top cover frame and side frame are characterized by: The top cover frame includes: The outer frame is formed by two side horizontal beams and two side vertical beams; The central truss, located within the outer frame, includes multiple central crossbeams and multiple central longitudinal beams. The central crossbeams are arranged parallel to each other between two side longitudinal beams, and the central longitudinal beams are arranged between two adjacent central crossbeams and between the side crossbeams and adjacent central crossbeams. The multiple central crossbeams include supporting crossbeams and auxiliary crossbeams. The side frame includes: Two side columns and multiple central columns, with each central column corresponding to a supporting crossbeam; The side crossbeams, side longitudinal beams, and side columns are connected by a first T-joint; the side crossbeams are connected to the middle longitudinal beams on their sides by a second T-joint; the supporting crossbeams are connected to the middle longitudinal beams on both sides by a first cross joint; and the side longitudinal beams, middle columns, and supporting crossbeams are connected by a second cross joint.

2. The bus body frame structure according to claim 1, characterized in that, The middle crossbeam is parallel to the side crossbeams and is spaced apart along the length of the side longitudinal beams.

3. The bus body frame structure according to claim 1, characterized in that, The auxiliary crossbeam is arranged between two adjacent support crossbeams, and between the side crossbeam and the support crossbeam adjacent to it.

4. The bus body frame structure according to claim 1, characterized in that, The first T-type connector includes a main pipe section and branch pipe sections that are vertically and symmetrically connected to both sides of the main pipe section; The end of the longitudinal beam is inserted and fixed to the main pipe section, and the end of the transverse beam and the top of the side column are respectively inserted and fixed to the two branch pipe sections.

5. The bus body frame structure according to claim 4, characterized in that, The end of the side longitudinal beam is fixed to the main pipe section by a constriction joint, and the ends of the side cross beam and the side column are fixed to the branch pipe sections on both sides by constriction joints, respectively.

6. The bus body frame structure according to claim 1, characterized in that, The first cross joint includes a first main channel steel and a first branch channel steel that is vertically and symmetrically connected to both sides of the first main channel steel; The beam body of the supporting crossbeam is embedded and fixed in the first main channel steel, and the end of the middle longitudinal beam is embedded and fixed in the first support channel steel.

7. The bus body frame structure according to claim 1, characterized in that, The second T-joint includes an L-shaped steel and a second channel steel perpendicularly connected to one side of the L-shaped steel; The side beam is embedded and fixed within the L-shaped steel, and the end of the middle longitudinal beam is embedded and fixed within the second support channel steel.

8. The bus body frame structure according to claim 1, characterized in that, The second cross joint includes a second main channel steel and a third branch channel steel that is vertically and symmetrically connected to both sides of the second main channel steel; The side longitudinal beam is embedded and fixed in the second main channel steel, and the ends of the central column and the supporting crossbeam are respectively embedded and fixed in the two third support channel steels.

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