A welding structure, a frame and an engineering vehicle suitable for a variable cross-section member

Abstract

The utility model discloses a kind of welding structure suitable for variable cross-section component, frame and engineering vehicle, belong to engineering machinery technical field, including first component and second component;The first component has variable cross-section side edge;The second component has opposite bottom surface and top surface, the bottom surface is welded on the first component and with the position adjacent to the variable cross-section side edge, recess is opened on the top surface, the opening position of the recess is configured with the cross-sectional variation area of the variable cross-section side edge corresponds, to weaken the rigidity of second component in this area, so that its rigidity with first component can be better matched, to reduce the stress of first component in its cross-sectional variation area, so that the weld of first component and second component in this area is not easy to crack, prolong the service life of the part weld. The welding structure is applied in the welding process of frame side plate and cover plate, can improve the firmness and reliability between frame side plate and cover plate welding.

Description

Technical Field

[0001] This utility model belongs to the field of engineering machinery technology, and relates to a chassis of an engineering vehicle. Specifically, it relates to a welded structure designed for variable cross-section components on the chassis. Background Technology

[0002] In construction machinery, there are numerous variable cross-section components (components whose cross-sectional dimensions change along the axial direction). Some of these variable cross-section components require welding with other components. For example, in construction vehicles such as excavators and cranes, the side panels of the frame often require a variable cross-section design, necessitating the welding of cover plates to the variable cross-section sides. These cover plates are fixed to the outer edge of the side panel through welding, forming a convex structure that effectively improves the bending and torsional rigidity and overall strength of the side panel. When the vehicle experiences a side impact, the cover plate can disperse some of the impact force, reducing the risk of vehicle body deformation.

[0003] Because the stiffness of the side plate of the frame changes significantly at the section change point, stress concentration occurs, forming a high-stress zone. This leads to a mismatch between the stiffness of the side plate and the cover plate in this area, which makes the weld in this area prone to cracking when the vehicle is subjected to a large external load.

[0004] To address the aforementioned issues, Chinese invention patent application CN103085834A discloses a traction beam for rail vehicles and its processing method. This method involves butt-jointing thick steel plates at the variable cross-sections of the web and lower cover plate, followed by laser welding for fixation to prevent stress concentration. While this method solves the problem of weld cracking, the welding operation is complex, using thick steel plates wastes materials, and it also affects the overall aesthetics of the equipment. Summary of the Invention

[0005] This utility model addresses at least one of the aforementioned technical problems in the prior art by proposing a welding structure suitable for variable cross-section components. By matching the stiffness of the two components in the variable cross-section region, the stress distribution is improved, thus solving the problem of easy cracking of the weld.

[0006] To solve the above-mentioned technical problems, the present invention adopts the following technical solution: In one aspect, this utility model proposes a welded structure suitable for variable cross-section members, comprising: The first component has a variable cross-section side; The second component has a bottom surface and a top surface that are positioned opposite each other. The bottom surface is welded to the first component and is adjacent to the variable cross-section side. A groove is formed on the top surface, and the groove is positioned to correspond to the cross-sectional change area of ​​the variable cross-section side.

[0007] In some embodiments of this application, the length of the groove can be configured to be greater than 60% of the span of the cross-sectional change region of the variable cross-section side, and the opening depth of the groove can be 5% to 50% of the width of the second component, so as to better match the stiffness of the second component and the first component.

[0008] In some embodiments of this application, the first component and the second component are welded perpendicularly. The bending shape of the second component in its length direction can be configured to match the shape of the variable cross-section side of the first component. In this way, the extension shape of the groove opened on the second component is the same as the shape of the cross-sectional change area of ​​the first component, so that the stiffness of each part of the first component and the second component can be better matched.

[0009] In some embodiments of this application, the cross-sectional change region of the variable cross-section side of the first component can be configured as a circular arc transition region to further reduce the stress concentration factor of the first component.

[0010] In another aspect, this utility model also proposes a frame, including a frame body and frame side plates welded to opposite sides of the frame body; the frame side plates have free edges that are not connected to the frame body, and the free edges are variable cross-section sides; a cover plate is perpendicularly welded to the frame side plate at a position adjacent to its variable cross-section side, the cover plate has a bottom surface and a top surface that are positioned opposite each other, the bottom surface of the cover plate is welded to the frame side plate, and a groove is formed on the top surface of the cover plate, the position of the groove corresponding to the cross-sectional change area of ​​the variable cross-section side of the frame side plate.

[0011] In some embodiments of this application, the length of the groove on the cover plate can be configured to be greater than 60% of the span of the cross-sectional change region of the variable cross-section side of the frame side plate, and the depth of the groove can be 5% to 50% of the width of the cover plate, so as to better match the rigidity of the cover plate and the frame side plate.

[0012] In some embodiments of this application, the cross-sectional change region of the variable cross-section side of the frame side plate can be configured as an arc transition region to reduce the stress concentration factor of the frame side plate in the cross-sectional change region. At the same time, the bending shape of the cover plate in its length direction is configured to match the shape of the variable cross-section side of the frame side plate. Combined with the groove that matches the shape of the cross-sectional change region, the stress distribution on the frame side plate can be further balanced, reducing the risk of weld cracking.

[0013] In another aspect, this utility model also proposes an engineering vehicle, including a frame, the frame including a main frame body and frame side plates welded to opposite sides of the main frame body; the frame side plates have free edges not connected to the main frame body, the free edges being variable cross-section sides; a cover plate is perpendicularly welded to the frame side plate at a position adjacent to its variable cross-section side, the cover plate having a bottom surface and a top surface opposite to each other, the bottom surface of the cover plate being welded to the frame side plate, and a groove being formed on the top surface of the cover plate, the groove being formed at a position corresponding to the cross-sectional change area of ​​the variable cross-section side of the frame side plate.

[0014] Compared with the prior art, the advantages and positive effects of this utility model are mainly reflected in: 1. This utility model addresses the situation where a second component needs to be welded to a first component with a variable cross-section side. It adopts a method of opening a groove on the second component to change the bending section modulus of the second component. The groove on the second component is configured to correspond to the cross-sectional change area of ​​the first component. This can reduce the stiffness of the second component in this area, so that its stiffness can be better matched with that of the first component. This reduces the stress of the first component in the cross-sectional change area, making the weld between the first and second components in this area less prone to cracking and extending the service life of the weld in this part.

[0015] 2. The welding structure of this utility model is applied to the frame of an engineering vehicle, specifically in the welding process of the side plate and the cover plate of the frame. This can solve the problem that the weld is prone to cracking due to the high stress at the variable cross section between the side plate and the cover plate of the frame, thereby improving the strength and reliability of the weld between the side plate and the cover plate of the frame.

[0016] Other features and advantages of this utility model will become clearer after reading the detailed embodiments of this utility model in conjunction with the accompanying drawings. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the embodiments will be briefly described 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 any creative effort.

[0018] Figure 1 This is a schematic diagram of an embodiment of the welding structure applicable to variable cross-section components proposed in this utility model; Figure 2 This is a schematic diagram of the structure of one embodiment of the frame proposed in this utility model; Figure 3 yes Figure 2 A schematic diagram of the welding structure between the side plate and the cover plate of the vehicle frame; Figure 4 yes Figure 3 This is a schematic diagram of another perspective of the welded structure between the side panel and the cover plate of the vehicle frame.

[0019] In the figure, 10 is the first component; 11 is the variable cross-section side; 12 is the cross-section change area; 20 is the second component; 21 is the bottom surface; 22 is the top surface; 23 is the groove; 100 is the frame; 110 is the main frame; 120 is the side plate; 121 is the variable cross-section side; 122 is the cross-section change area; 123 is the weld; 130 is the cover plate; 131 is the top surface; and 132 is the groove. Detailed Implementation

[0020] 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 a part of the embodiments of the present utility model, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the protection scope of the present utility model.

[0021] In the description of this utility model, it should be understood that the terms "middle", "inner", "outer", "left", "right", "top", "bottom", 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 simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed or operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0022] In the description of this utility model, it should be noted that, unless otherwise explicitly 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 internal communication within components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances. In the description of the embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[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.

[0024] In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0025] When two rigid components need to be fixedly connected, welding is usually used. When both components are made of steel with equal cross-sections, the stress distribution on each component is even, and the weld is not prone to cracking unless subjected to a large external impact, making it a very strong connection method.

[0026] When one of the components adopts a variable cross-section design to form a variable cross-section side, if another component with a constant cross-section is welded onto the variable cross-section component and located adjacent to the variable cross-section side, the weld between the two is prone to cracking, affecting the firmness of the connection between them. In severe cases, the two components may even detach, affecting normal use.

[0027] To address the aforementioned issues, this embodiment employs slotting on the uniform cross-section member to reduce the stiffness of the corresponding areas of stress concentration between the member and the variable cross-section member. This allows the stiffness of the two members to be matched as closely as possible, thereby resolving the problem of easy cracking of the weld between them.

[0028] Specifically, such as Figure 1 As shown, the first component 10 is a steel plate with a variable cross-section design, having at least one variable cross-section side 11. This variable cross-section side 11 is formed by removing part of the material, resulting in a higher stress concentration in this area compared to other parts, i.e., a high-stress zone is formed on the first component 10. If the second component 20 is welded in this area, the stiffness distribution of the second component 20 needs to be adjusted to match the stiffness of the first component 10, thereby reducing the risk of weld cracking.

[0029] This embodiment uses slots in the second component 20 to change the stiffness distribution of the second component 20. For example... Figure 1 As shown, the side of the second component 20 that is welded to the first component 10 is defined as the bottom surface 21 of the second component, and the side opposite to the bottom surface 21 is defined as the top surface 22 of the second component. The second component 20 is welded perpendicularly to the first component 10, so that the top surface 22 of the second component is located away from the first component 10.

[0030] A groove 23 is formed on the top surface 22 of the second component, and the position of the groove 23 corresponds to the cross-sectional change region 12 on the variable cross-section side 11 of the first component. By reducing the width of the portion of the second component 20 corresponding to the cross-sectional change region 12 of the first component, the bending section modulus of the second component 20 is changed, and the stiffness of the second component 20 at that portion is reduced to match the stiffness of the first component 10, thereby improving the stress distribution and preventing weld cracking. Here, the width of the second component 20 is the distance between the top surface 22 and the bottom surface 21 of the second component 20.

[0031] In some embodiments, the size of the groove 23 formed on the second component 20 can be determined based on the stiffness distribution of the first component 10 in its cross-sectional change region 12. Specifically, the length of the groove 23 formed on the second component 20 should not be less than 60% of the span of the cross-sectional change region 12 of the first component 10, and preferably the length of the groove 23 is greater than the span of the cross-sectional change region 12 of the first component 10, so that the stiffness of the second component 20 matches the stiffness of the first component 10 better. The depth of the groove 23 can be configured to be 5% to 50% of the width of the second component 20. The specific dimensions can be determined by actual measurement based on the actual stress distribution of the first component 10.

[0032] To further reduce the stress concentration factor of the first component 10, the cross-sectional change region 12 of the variable cross-section side 11 of the first component 10 can be configured as a circular arc transition region to effectively disperse bending stress.

[0033] In some embodiments, the bending shape of the second component 20 in its length direction can be configured to match the shape of the variable cross-section side 11 of the first component 10, so that the extension shape of the groove 23 opened on the second component 20 can be the same as the shape of the cross-sectional change region 12 of the first component 10. This can better match the stiffness of each part of the first component 10 and the second component 20, thereby further reducing the risk of weld cracking.

[0034] Industrial applicability

[0035] For existing engineering vehicles, they are all equipped with a steel frame 100, such as Figure 2 As shown, the frame 100 serves as the main load-bearing component, on which functional units such as the power system, running gear, actuator, and cab can be installed to complete certain specific work tasks.

[0036] Most current chassis 100 are equipped with a frame body 110, on which various types of steel plates are installed. By installing steel plates, the support strength of the frame body 110 can be improved.

[0037] Figure 1 The frame 100 has a rigid side plate 120 (frame side plate) installed on the left and right sides of its frame body 110. Three sides of the side plate 120 are welded to the frame body 110, and the remaining side is suspended to form a free side. The free side is designed as a variable cross-section side 121, and the middle part forms a cross-section change region 122.

[0038] On the inner side of the side plate 120, adjacent to its variable cross-section side 121, a cover plate 130 needs to be welded perpendicularly to improve the bending and torsional rigidity and overall strength of the side plate 120. Because the stiffness of the side plate 120 changes significantly in its cross-section variation region 122, stress concentration is easily caused, which can lead to cracking of the weld 123 between the side plate 120 and the cover plate 130 at this location. Figure 4 As shown, there is a safety hazard.

[0039] To address the aforementioned issues, this embodiment designs the cross-sectional change region 122 of the side plate 120 as a circular arc transition region to reduce the stress concentration factor of the side plate 120 in its cross-sectional change region 122. On the other hand, a groove is cut into the cover plate 130 to weaken the stiffness of the cover plate 130 at the cross-sectional change region 122 of the side plate 120, thereby further reducing the stress of the side plate 120 at its cross-sectional change region 122 and reducing the risk of cracking of the weld 123 between the side plate 120 and the cover plate 130.

[0040] Specifically, combined Figure 2 , Figure 3 As shown, the cover plate 130 can be configured to be curved in its length direction to match the shape of the variable cross-section side 121 of the frame side plate 120, and the bottom surface of the cover plate 130 can be welded to the inner wall of the side plate 120, so that the top surface 131 of the cover plate 130 extends inward toward the interior of the frame body 110.

[0041] A groove 132 is formed on the top surface 131 of the cover plate 130, and the position of the groove 132 is configured to correspond to the position of the cross-sectional change region 122 formed on the variable cross-section side 121 of the frame side plate 120. By reducing the width of the cover plate 130 corresponding to the cross-sectional change region 122, the bending section modulus of the cover plate 130 at this part can be reduced, and the stiffness of this part can be reduced, so that it matches the stiffness of the frame side plate 120 at the cross-sectional change region 122, thereby achieving the technical effect of reducing the risk of cracking of the weld 123 at this part.

[0042] In some embodiments, the length of the groove 132 on the cover plate 130 can be configured to be greater than 60% of the span of the cross-sectional change region 122 of the frame side plate 120, and the depth of the groove 132 can be configured to be 5% to 50% of the width of the cover plate 130 to ensure the stiffness matching effect between the cover plate 130 and the side plate 120.

[0043] By adding a groove structure to the cover plate 130, the life of the weld can be increased by more than three times, and reliable welding of the cover plate 130 to the frame side plate 120 is achieved.

[0044] Of course, the above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it; although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions claimed by this utility model.

Claims

1. A welded structure suitable for variable cross-section members, characterized in that, include: The first component has a variable cross-section side; The second component has a bottom surface and a top surface that are positioned opposite each other. The bottom surface is welded to the first component and is adjacent to the variable cross-section side. A groove is formed on the top surface, and the groove is positioned to correspond to the cross-sectional change area of ​​the variable cross-section side.

2. The welded structure applicable to variable cross-section members according to claim 1, characterized in that, The length of the groove is greater than 60% of the span of the cross-sectional change region on the variable cross-section side.

3. The welded structure applicable to variable cross-section members according to claim 1, characterized in that, The distance between the top and bottom surfaces of the second component is the width of the second component, and the depth of the groove is 5% to 50% of the width of the second component.

4. The welded structure applicable to variable cross-section members according to any one of claims 1 to 3, characterized in that, The first component is welded perpendicularly to the second component, and the bending shape of the second component in its length direction is adapted to the shape of the variable cross-section side of the first component.

5. The welded structure applicable to variable cross-section members according to claim 4, characterized in that, The cross-sectional change region on the side of the variable cross-section is a circular arc transition region.

6. A vehicle frame, comprising a frame body and frame side plates welded to opposite sides of the frame body, characterized in that, The side plate of the frame has a free edge that is not connected to the main frame body, and the free edge is a variable cross-section side edge; A cover plate is vertically welded to the side plate of the frame adjacent to the variable cross-section side. The cover plate has a bottom surface and a top surface that are opposite each other. The bottom surface of the cover plate is welded to the side plate of the frame. The top surface of the cover plate has a groove. The groove is located in a position corresponding to the cross-sectional change area of ​​the variable cross-section side of the side plate of the frame.

7. The frame according to claim 6, characterized in that, The length of the groove on the cover plate is greater than 60% of the span of the cross-sectional change region of the variable cross-section side of the frame side plate.

8. The frame according to claim 6, characterized in that, The distance between the top and bottom surfaces of the cover plate is the width of the cover plate, and the depth of the groove is 5% to 50% of the width of the cover plate.

9. The frame according to any one of claims 6 to 8, characterized in that, The cross-sectional change region of the variable cross-section side of the frame side plate is a circular arc transition region; The curved shape of the cover plate along its length is adapted to the shape of the variable cross-section side of the frame side plate.

10. An engineering vehicle, characterized in that, Includes the frame as described in any one of claims 6 to 9.

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