Lightweight sub-frame device for cargo compartment vehicle

Abstract

The utility model discloses a lightweight auxiliary frame device for van, relates to the technical field of automobile, including two main longitudinal beams, a plurality of crossbeams fixed between two main longitudinal beams and a plurality of auxiliary frames fixed on main longitudinal beam, the equal interval of two adjacent crossbeams, the through hole is set up on main longitudinal beam along main longitudinal beam length direction, and the section of through hole of main longitudinal beam is inverted trapezoid, and the auxiliary frame includes two auxiliary beams and a connecting beam, and one end of auxiliary beam is fixed in the side of main longitudinal beam away from crossbeam, and the connecting beam is fixed between two auxiliary beams, the utility model discloses through main longitudinal beam, crossbeam, auxiliary beam and connecting beam all adopt aluminum alloy material, cooperate main longitudinal beam inverted trapezoidal through hole, vertical support plate triangular weight reduction hole's structural design, realizes remarkable weight reduction under the premise of guaranteeing structural strength, effectively reduces vehicle prepared mass, reduces driving oil consumption, and accords with the lightweight development trend.

Description

Technical Field

[0001] This utility model relates to the field of automotive technology, and in particular to a lightweight subframe device for cargo vans. Background Technology

[0002] As a core piece of equipment for logistics transportation, the chassis subframe of a cargo truck is a key load-bearing component that connects the chassis, cargo box, and suspension system. It must simultaneously meet the requirements for bending and torsional stiffness and fatigue resistance under full load conditions.

[0003] In existing technologies, the main drawbacks of cargo box truck subframes are as follows: Traditional subframes mostly use Q235 steel welded structures, which have strong load-bearing capacity but are heavy, with a single unit typically weighing 180-220kg, leading to increased vehicle curb weight and fuel consumption, which does not conform to the trend of lightweight development; some lightweight solutions use single aluminum alloy or carbon fiber composite materials, which can reduce weight, but single aluminum alloy subframes are prone to local deformation under heavy cargo box loads, while carbon fiber subframes have problems such as excessive cost and poor impact resistance at connection points; Therefore, there is an urgent need for a lightweight subframe device for cargo vans that combines lightweight design with high load-bearing capacity to solve the aforementioned technical problems. Utility Model Content

[0004] The purpose of this invention is to provide a lightweight subframe device for cargo vans to solve the aforementioned technical problems.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: A lightweight subframe device for a cargo van includes two main longitudinal beams, several crossbeams fixed between the two main longitudinal beams, and several auxiliary frames fixed on the main longitudinal beams. The crossbeams are spaced equally apart. Through holes are provided on the main longitudinal beams along their length, and the cross-section of the through holes is an inverted trapezoid. Each auxiliary frame includes two auxiliary beams and a connecting beam. One end of each auxiliary beam is fixed to the side of the main longitudinal beam away from the crossbeams, and the connecting beam is fixed between the two auxiliary beams.

[0006] Furthermore, the crossbeam includes two transverse support plates and a vertical support plate fixed between the two transverse support plates. The transverse support plates are integrally connected to a first extension at both ends. The vertical support plate is placed between the two main longitudinal beams, and both ends of the vertical support plate are fixedly connected to the two main longitudinal beams respectively. A first groove adapted to the first extension is provided at the top and bottom of the main longitudinal beams.

[0007] Furthermore, the auxiliary beam is a hollow square tube, and a second extension is integrally connected to the top and bottom sides of the auxiliary beam near the main longitudinal beam. A second groove adapted to the second extension is provided at the top and bottom of the main longitudinal beam.

[0008] Furthermore, the connecting beam has a "ㄩ" shaped structure and is a hollow square tube.

[0009] Furthermore, the main longitudinal beams, cross beams, auxiliary beams, and connecting beams are all made of aluminum alloy.

[0010] Furthermore, the surfaces of the main longitudinal beams, transverse beams, auxiliary beams, and connecting beams are all coated with an anti-corrosion layer.

[0011] Furthermore, a plurality of weight-reducing holes are evenly provided on the vertical support plate, and the weight-reducing holes are triangular.

[0012] This utility model discloses the following technical effects: This utility model discloses a lightweight subframe device for cargo vans. By using aluminum alloy for the main longitudinal beams, cross beams, auxiliary beams, and connecting beams, and with the structural design of inverted trapezoidal through holes in the main longitudinal beams and triangular weight-reducing holes in the vertical support plates, significant weight reduction is achieved while ensuring structural strength. This effectively reduces the vehicle's curb weight and lowers fuel consumption, which is in line with the trend of lightweight development. Furthermore, the cross beams, auxiliary beams, and connecting beams provide support for the middle and side parts of the overall subframe, improving the overall load-bearing capacity of the subframe and preventing local deformation of the subframe. Attached Figure Description

[0013] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0014] Figure 1 Top view of a lightweight subframe device for a cargo van according to this utility model; Figure 2 This utility model provides a sectional view of a main longitudinal beam. Figure 3 : Schematic diagram of the crossbeam structure of this utility model; Figure 4 : Schematic diagram of the auxiliary beam structure of this utility model; Figure 5 : Schematic diagram of the connecting beam structure of this utility model; Figure 6 Top view of the main longitudinal beam of this utility model; Specifically, 1. Main longitudinal beam; 2. Cross beam; 3. Through hole; 4. Auxiliary beam; 5. Connecting beam; 6. Horizontal support plate; 7. Vertical support plate; 8. First extension; 9. Second extension; 10. First groove; 11. Second groove; 12. Weight reduction hole. Detailed Implementation

[0015] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0016] To make the above-mentioned objectives, features and advantages of this utility model more apparent and understandable, the utility model will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0017] The specific implementation method is as follows: like Figures 1-6 As shown, this utility model discloses a lightweight subframe device for a cargo box truck, including two main longitudinal beams 1, several crossbeams 2 fixed between the two main longitudinal beams 1, and several auxiliary frames fixed on the main longitudinal beams 1. The two adjacent crossbeams 2 are spaced equally apart. Through holes 3 are provided on the main longitudinal beams 1 along the length direction of the main longitudinal beams 1, and the cross section of the through holes 3 of the main longitudinal beams 1 is an inverted trapezoid. The auxiliary frames include two auxiliary beams 4 and a connecting beam 5. One end of the auxiliary beam 4 is fixed on the side of the main longitudinal beam 1 away from the crossbeams 2, and the connecting beam 5 is fixed between the two auxiliary beams 4.

[0018] In this embodiment, as Figure 1 As shown, five crossbeams 2 are set between two main longitudinal beams 1, and six auxiliary beams 4 are set on each main longitudinal beam 1. Two adjacent auxiliary beams 4 are located on both sides of the crossbeam 2. In actual application, different lengths of main longitudinal beams 1 are adapted according to the length of the truck, and the connecting beams 5 are set to avoid the wheels.

[0019] The bottom of the inverted trapezoidal through hole 3 of the main longitudinal beam 1 is wider than the top, making the lower bearing surface of the main longitudinal beam 1 larger. Together with the vertical support plate 7 of the sandwich crossbeam 2, it disperses the longitudinal load and avoids local deformation of the subframe. This reduces the self-weight, optimizes the internal stress distribution of the beam, and reduces fatigue damage under long-term heavy-load driving. The crossbeam 2, auxiliary beam 4, and connecting beam 5 provide support for the middle and side parts of the frame, improving the overall load-bearing capacity of the subframe.

[0020] In this embodiment, the crossbeam 2 includes two transverse support plates 6 and a vertical support plate 7 fixed between the two transverse support plates 6. The two ends of the transverse support plates 6 are integrally connected with a first extension 8. The vertical support plate 7 is placed between the two main longitudinal beams 1, and the two ends of the vertical support plate 7 are respectively fixedly connected to the two main longitudinal beams 1. A first groove 10 adapted to the first extension 8 is provided at the top and bottom of the main longitudinal beams 1.

[0021] In this embodiment, the auxiliary beam 4 is a hollow square tube. A second extension 9 is integrally connected to the top and bottom sides of the auxiliary beam 4 near the main longitudinal beam 1. A second groove 11 adapted to the second extension 9 is provided at the top and bottom of the main longitudinal beam 1.

[0022] The crossbeam 2 of this utility model is adapted to the first groove 10 of the main longitudinal beam 1 through the first extension 8, and the auxiliary beam 4 is adapted to the second groove 11 of the main longitudinal beam 1 through the second extension 9. This allows for quick positioning and assembly, while significantly increasing the contact area between the components. The first extension 8 and the second extension 9 are fixedly connected to the main longitudinal beam 1 by bolts or welding, making stress transmission more uniform and avoiding local stress concentration.

[0023] In this embodiment, the connecting beam 5 has a "ㄩ" shaped structure and is a hollow square tube.

[0024] The connecting beam 5 of this utility model adopts a "ㄩ"-shaped hollow square tube structure, which lowers the center of gravity of the overall subframe and makes the subframe more stable during use.

[0025] In this embodiment, the main longitudinal beam 1, the cross beam 2, the auxiliary beam 4, and the connecting beam 5 are all made of aluminum alloy.

[0026] This utility model uses 6061-T6 aluminum alloy, which is lightweight and high-strength, significantly reducing the weight of the subframe while ensuring its high load-bearing capacity.

[0027] In this embodiment, the surfaces of the main longitudinal beam 1, the cross beam 2, the auxiliary beam 4, and the connecting beam 5 are all coated with an anti-corrosion layer to effectively resist the erosion of rainwater, dust, and corrosive media during logistics transportation.

[0028] In this embodiment, a plurality of weight-reducing holes 12 are evenly provided on the vertical support plate 7. The weight-reducing holes 12 are triangular; specifically, the triangles are equilateral triangles and are arranged in a forward and reverse order.

[0029] The triangular weight-reducing holes 12 in the vertical support plate 7 of this utility model not only reduce weight, but their triangular structure itself has good resistance to deformation, further enhancing the fatigue resistance of the crossbeam 2.

[0030] In the description of this utility model, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0031] In the description of this utility model, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" 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 of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0032] The embodiments described above are merely preferred embodiments of the present utility model and are not intended to limit the scope of the present utility model. Various modifications and improvements made to the technical solutions of the present utility model by those skilled in the art without departing from the spirit of the present utility model should fall within the protection scope defined by the claims of the present utility model.

Claims

1. A lightweight subframe device for a cargo van, characterized in that, It includes two main longitudinal beams (1), several cross beams (2) fixed between the two main longitudinal beams (1), and several auxiliary frames fixed on the main longitudinal beams (1). The two adjacent cross beams (2) are spaced equally apart. A through hole (3) is provided on the main longitudinal beam (1) along the length direction of the main longitudinal beam (1), and the cross section of the through hole (3) of the main longitudinal beam (1) is an inverted trapezoid. The auxiliary frame includes two auxiliary beams (4) and a connecting beam (5). One end of the auxiliary beam (4) is fixed on the side of the main longitudinal beam (1) away from the cross beam (2), and the connecting beam (5) is fixed between the two auxiliary beams (4).

2. The lightweight subframe device for a cargo compartment vehicle according to claim 1, characterized by The crossbeam (2) includes two transverse support plates (6) and a vertical support plate (7) fixed between the two transverse support plates (6). The two ends of the transverse support plate (6) are integrally connected with a first extension (8). The vertical support plate (7) is placed between the two main longitudinal beams (1), and the two ends of the vertical support plate (7) are respectively fixedly connected to the two main longitudinal beams (1). The top and bottom ends of the main longitudinal beams (1) are provided with a first groove (10) that is adapted to the first extension (8).

3. The lightweight subframe device for a cargo compartment vehicle according to claim 1, characterized by The auxiliary beam (4) is a hollow square tube. A second extension (9) is integrally connected to the top and bottom sides of the auxiliary beam (4) near the main longitudinal beam (1). A second groove (11) adapted to the second extension (9) is provided at the top and bottom of the main longitudinal beam (1).

4. The lightweight subframe device for a cargo compartment vehicle according to claim 1, characterized by The connecting beam (5) has a "ㄩ" shaped structure and is a hollow square tube.

5. The lightweight subframe device for a cargo compartment vehicle according to claim 1, characterized by The main longitudinal beam (1), cross beam (2), auxiliary beam (4) and connecting beam (5) are all made of aluminum alloy.

6. The lightweight subframe device for a cargo compartment vehicle according to claim 1, characterized by The surfaces of the main longitudinal beam (1), cross beam (2), auxiliary beam (4) and connecting beam (5) are all coated with an anti-corrosion layer.

7. The lightweight subframe device for a cargo compartment vehicle according to claim 2, characterized by Multiple weight-reducing holes (12) are evenly provided on the vertical support plate (7), and the weight-reducing holes (12) are triangular.

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