Novel trough-shaped beam for commercial vehicle

Abstract

The utility model discloses a novel commercial trough -shaped yuanbao beam, its structure includes yuanbao beam main part, left combination support, right combination support and connecting piece, yuanbao beam main part is integral structure, and one side of yuanbao beam main part is connected with left combination support through fixed structure, and the other side of yuanbao beam main part is connected with right combination support through fixed structure, and the bottom of left combination support and right combination support respectively extends a cantilever, and the cantilever is connected with corresponding fixed structure, and yuanbao beam main part and left combination support and right combination support constitute the structure of '' several '' characters. This yuanbao beam has good processing technology and the superior bending -resistant torsional performance, stress distribution is even, and the simple structure has high processing efficiency, and the light weight, and the low cost, and the convenient assembly effectively reduce the part kind, reduce the cracking failure risk, make the whole car arrangement more compact and reasonable, and the production and manufacture are convenient, and the model extension development is favorable.

Description

Technical Field

[0001] This utility model relates to the field of automotive parts assembly technology, specifically a novel channel-shaped ingot beam for commercial vehicles. Background Technology

[0002] Heavy-duty dump trucks are mainly used for earthwork transportation at construction sites, loading and unloading of sand and gravel, transportation of minerals such as ore and coal, bulk cargo and container transshipment at ports and docks, garbage collection in municipal engineering projects, transportation of road construction materials, river dredging, dam construction, and transportation of grain crops and timber. The products are required to be reliable and durable, with strong load-bearing capacity, convenient maintenance, low cost of spare parts, and the ability to meet the needs of harsh working conditions. Therefore, heavy-duty dump trucks should possess sufficient strength, rigidity, and reliability, ensuring a firm and reliable connection between the frame and leaf spring supports to withstand various impacts from the road surface. The subframe should be easy to manufacture, easy to install, meet the overall vehicle layout requirements, be easy to maintain and have low cost, possess sufficient torsional rigidity, and have a certain degree of flexibility to ensure uniform stress distribution.

[0003] Currently, commonly used subframe structures are mostly one-piece stamped structures and welded structures. For example, the double-piece subframe structure disclosed in patent CN217532983 U, "A Double-Piece Subframe for Heavy Commercial Vehicles," is a traditional one-piece stamped structure, processed from thick steel plates using die stamping and cutting processes. However, the die investment for this one-piece stamped sheet subframe is large and inflexible. Local deformation after stamping can lead to localized material thinning, causing stress concentration and cracking. In actual vehicle applications, it has been found that this one-piece stamped sheet subframe has insufficient stiffness and strength, repeatedly exhibiting localized bending or dents, affecting the overall structural integrity. Simultaneously, the structure has poor torsional resistance, resulting in insufficient dynamic rigidity of the vehicle body and affecting overall vehicle handling. Furthermore, the left-side combined bracket integrated with the steering transition arm disclosed in the aforementioned patent is highly susceptible to failure due to steering system malfunctions.

[0004] Another commonly used type of welded subframe has low processing efficiency, is prone to stress concentration points in the weld area, suffers from degraded material properties in the heat-affected zone, and its residual stress affects the fatigue life of the structure. Welding quality control is difficult, and welding defects (porosity, slag inclusions, lack of fusion, etc.) are hard to completely avoid. Welder skills and welding equipment have a significant impact on quality, and stress concentration occurs in the beam under bending and torsional conditions. In real-world applications, welded subframes have been found to have insufficient stiffness and strength, resulting in repeated weld breakage and fractures, and persistently high claims. Utility Model Content

[0005] The objective of the present utility model is to provide a novel grooved undercarriage crossmember for commercial vehicles, which has favorable processing technology, superior bending and torsion resistance performance, uniform stress distribution, simple structure, high processing efficiency, light weight, low cost, and convenient assembly, effectively reduces the types of parts and components, lowers the risk of cracking failures, makes the overall vehicle layout more compact and reasonable, facilitates production and manufacturing, and is beneficial to the extended development of vehicle models.

[0006] The technical solution adopted by the present utility model to solve its technical problem is: A novel grooved undercarriage crossmember for commercial vehicles structurally comprises an undercarriage crossmember main body, a left combined bracket, a right combined bracket and connecting members, the undercarriage crossmember main body is of an integral structure, one side of the undercarriage crossmember main body is connected with the left combined bracket through a fixing structure, the other side of the undercarriage crossmember main body is connected with the right combined bracket through a fixing structure, and the undercarriage crossmember main body, the left combined bracket and the right combined bracket form a "several"-shaped structure.

[0007] Further, a cantilever extends from the bottom of each of the left combined bracket and the right combined bracket respectively, and the cantilevers are connected with the corresponding fixing structures.

[0008] The technical effect of adopting the above further solution is: The left combined bracket and the right combined bracket form a "several"-shaped structure with the undercarriage crossmember through the cantilevers, which improves the torsional stiffness of the frame assembly. The undercarriage crossmember with the "several"-shaped structure solves the problems in the prior art that the two-piece undercarriage crossmember is difficult to install and prone to cracking and breaking failures.

[0009] Further, the fixing structure comprises a mounting seat and a connecting member, the mounting seat is connected with the undercarriage crossmember main body through a fixing bolt, and the upper part of the mounting seat is provided with a connecting member for mounting the left combined bracket or the right combined bracket.

[0010] The technical effect of adopting the above further solution is: The convenience of assembly is improved, and the problems of stress concentration cracking and low processing efficiency existing in the previous tailor-welded undercarriage crossmembers are solved.

[0011] Further, the connecting member comprises a nut and a bolt, and both ends of the bolt sequentially pass through the side wall of the left combined bracket or the right combined bracket and the side wall of the mounting seat to be fastened and matched with the nut.

[0012] Further, the undercarriage crossmember main body is provided with a plurality of lightening holes.

[0013] The technical effect of adopting the above further solution is: By arranging a plurality of lightening holes on the undercarriage crossmember main body, the weight is reduced, and the lightweight design is realized.

[0014] Further, the bottoms of the left combined bracket and the right combined bracket are respectively provided with a leaf spring shackle fixing device.

[0015] The technical effect of adopting the above further solution is that the structure is simplified, only the leaf spring shackle fixing device is integrated, the steering transition swing arm is no longer integrated, the processing technology is simple, the reliability of the combined bracket is improved, the weight of the overall structure is reduced, and the maintenance is convenient.

[0016] Further, the side portions of the left combined bracket and the right combined bracket are connected to the frame longitudinal beam.

[0017] The technical effect of adopting the above further solution is that the subframe is connected to the left and right longitudinal beams of the frame to form a frame structure, which improves the torsional rigidity of the frame.

[0018] Beneficial effects of the utility model: The groove-shaped subframe of the utility model is in a shape of Chinese character "ji", which has high tensile strength and shear strength, is suitable for dynamic load bearing and vibration environments such as body and chassis connection, does not need to develop molds, is flexible in change, and has low cost. There is no heat-affected zone, which avoids material performance degradation caused by welding, has high quality consistency, and has low dependence on the skill of operating personnel. The maintenance and inspection are convenient, after damage, drilling and replacement can be carried out directly without welding, and the maintenance cost is low.

[0019] The structures of the left combined bracket and the right combined bracket provided by the utility model are simplified, only the leaf spring shackle fixing device is integrated, the steering transition swing arm is no longer integrated, and the reliability of the combined brackets is improved. Meanwhile, the combined bracket has a smaller structure, lighter weight, lower cost, simpler structure, and simpler and more efficient processing process. When maintaining the combined bracket, it is not necessary to remove the steering transition swing arm and the like, so the maintenance is more convenient. Brief Description of the Drawings

[0020] Figure 1 is a schematic structural diagram of the utility model; Figure 2 is a schematic structural diagram of the subframe; Figure 3 is a schematic partial structural diagram of the utility model in a use state.

[0021] In the figure: 1 subframe main body, 2 left combined bracket, 3 right combined bracket, 4 nut, 5 bolt, 6 connecting seat, 7 lightening hole, 8 leaf spring shackle fixing device, 9 leaf spring, 10 frame longitudinal beam. Detailed Description of the Embodiments

[0022] The technical solutions in the embodiments of the utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, rather than all the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by a person of ordinary skill in the art without creative efforts shall fall within the protection scope of the utility model.

[0023] As Figures 1 to 3 shown: A novel grooved type axle beam for commercial vehicles comprises an axle beam body, 2 left combined brackets, 3 right combined brackets and connecting members. The axle beam body is of an integral structure, one side of the axle beam body is connected with the left combined bracket through a fixing structure, and the other side of the axle beam body is connected with the right combined bracket through a fixing structure. The axle beam body, the left combined bracket and the right combined bracket form a "several"-shaped structure, which can improve the torsional stiffness of the frame assembly. The axle beam with the "several"-shaped structure solves the problems in the prior art that the two-piece axle beam is difficult to install and prone to cracking and fracture failures.

[0024] A cantilever extends from the bottom of each of the left combined bracket and the right combined bracket respectively, and the cantilevers are connected with the corresponding fixing structures. The fixing structure comprises a mounting seat 6 and a connecting member, the mounting seat is connected with the axle beam body through a fixing bolt, and the upper part of the mounting seat is provided with a connecting member for mounting the left combined bracket or the right combined bracket. Preferably, two connecting members are provided, and the left combined bracket or the right combined bracket is firmly connected with the fixing structure through the two connecting members.

[0025] The connecting member comprises 4 nuts and 5 bolts, and both ends of the bolt sequentially pass through the side wall of the left combined bracket or the right combined bracket and the side wall of the mounting seat to be fastened and matched with the nuts. The left combined bracket and the right combined bracket are connected only through four sets of connecting members, which has a simple structure and high assembly convenience.

[0026] The axle beam body 1 is processed from channel steel by a cutting process, and a plurality of lightening holes are arranged on the axle beam body 1 for reducing the weight and realizing lightweight design.

[0027] The bottom of each of the left combined bracket and the right combined bracket is respectively provided with a leaf spring shackle fixing device for installing and fixing the leaf spring, so as to improve the integration level. The side parts of the left combined bracket and the right combined bracket are connected to the frame longitudinal beam.

[0028] The axle beam body is fixed below the left combined bracket 2 and the right combined bracket 3 through four sets of bolts, and is connected with the frame longitudinal beam 7 through the left and right combined brackets to form a frame-type structure; the left combined bracket 2 is installed on the left side of the frame, which integrates the installation functions of the front and rear leaf springs and the grooved type axle beam; the right combined bracket 3 is installed on the right side of the frame, which integrates the installation functions of the front and rear leaf springs and the grooved type axle beam, simplifying the original axle beam structure, facilitating assembly and improving the reliability of the combined brackets. At the same time, due to the smaller size, lighter weight, lower cost, simpler structure and simpler and more efficient processing process of the combined bracket. Since the axle beam no longer integrates the steering transition swing arm, there is no need to remove structures such as the steering transition swing arm during the maintenance of the combined bracket, making the maintenance more convenient.

[0029] This utility model connects the grooved sub-beam to the left and right longitudinal beams of the vehicle frame through left and right combined brackets to form a frame structure, which improves the torsional stiffness of the vehicle frame. It solves the problems of stress concentration cracking and low processing efficiency of welded sub-beam structures, as well as the problems of large investment, inflexibility and local material thinning due to deformation after stamping, which cause stress concentration and cracking in the product. It can be applied to single-front-axle or dual-front-axle models.

[0030] The above description is merely an illustration of some principles of this utility model. This specification is not intended to limit this utility model to the specific structure and applicable scope shown. Therefore, all possible modifications and equivalents that may be used fall within the scope of the patent application of this utility model.

[0031] Except for the technical features described in the specification, all other technical features are known to those skilled in the art.

Claims

1. A novel channel-shaped subframe for commercial vehicles, characterized in that, comprising a subframe body, a left combined bracket, a right combined bracket and connecting members, wherein the subframe body is of an integral structure, one side of the subframe body is connected with the left combined bracket through a fixing structure, the other side of the subframe body is connected with the right combined bracket through a fixing structure, and the subframe body, the left combined bracket and the right combined bracket form a zigzag structure shaped like the Chinese character "几".

2. The novel commercial vehicle channel-shaped subframe according to claim 1, characterized in that, A cantilever extends from the bottom of each of the left combined bracket and the right combined bracket, and the cantilevers are connected with the corresponding fixing structures.

3. A novel commercial vehicle channel-shaped subframe according to claim 1 or 2, characterized in that, Each of the fixing structures comprises a mounting seat and a connecting member, the mounting seat is connected with the subframe body via a fixing bolt, and the upper part of the mounting seat is provided with the connecting member for mounting the left combined bracket or the right combined bracket.

4. A novel commercial vehicle channel-shaped subframe according to claim 2, characterized in that, Each of the connecting members comprises a nut and a bolt, two ends of the bolt sequentially pass through the side wall of the left combined bracket or the right combined bracket and the side wall of the mounting seat to be in fastening fit with the nut.

5. A novel commercial vehicle channel-shaped subframe according to claim 1, characterized in that, The subframe body is provided with a plurality of lightening holes.

6. A novel commercial vehicle channel-shaped subframe according to claim 1, characterized in that, The bottom of each of the left combined bracket and the right combined bracket is respectively provided with a plate spring shackle fixing device.

7. A novel commercial vehicle channel-shaped subframe according to claim 1, characterized in that, The side parts of the left combined bracket and the right combined bracket are connected to a frame longitudinal beam.

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