A composite side plate for a dump truck

Abstract

The utility model provides a kind of composite car box side plate for self-unloading truck belongs to self-unloading truck technical field, including side plate main body, upper crossbeam, bottom edge arc angle, side plate main body reinforcing corrugated board and apron. U-shaped insertion slot A of upper crossbeam bottom is inserted into the top of side plate main body, and the U-shaped insertion slot B of bottom edge arc angle upper part is inserted into the bottom of side plate main body;Side plate main body inside connects side plate reinforcing corrugated board with inner stud A and inner stud B, and side plate main body outside connects outer stud A and outer stud B. The buckle slot of bottom edge arc angle is buckled with the buckle convex lip of apron and the buckle locking of locking cam, and the support beam of apron is erected on the bottom of bottom edge arc angle and is connected with limiting boss. The utility model is made of aluminum alloy material, which can realize lightweight, and can solve the problem of traditional side plate weight, high energy consumption and aluminum alloy deformation by means of insertion, corresponding connection and corrugated board deformation prevention.

Description

Technical Field

[0001] This utility model relates to the field of dump truck technology, and in particular to a composite side panel for dump truck bodies. Background Technology

[0002] Currently, dump trucks are core equipment in the field of cargo transportation. The strength, lightweighting level, and deformation resistance of their cargo box structure directly determine the vehicle's carrying efficiency, energy consumption cost, and service life. As a key load-bearing component that carries cargo, the side panels of the cargo box must simultaneously meet the requirements of "sufficient load-bearing strength, light weight, and strong deformation resistance." Their structural design and material selection have always been the core focus of industry research and development.

[0003] At present, the mainstream technology for dump truck side panels in the industry is still based on steel structure, which can be further divided into two categories: "traditional steel side panels without structural optimization" and "steel side panels with structural improvement". However, neither can meet the above-mentioned core requirements. Taking the "structural improvement" scheme as an example, Chinese patent CN212353749U discloses a dump truck body. It prevents bulk goods from being left and spilled at the top side beam by setting a top side beam with an upward convex part on the upper outer side of the side plate. It designs multiple upper and lower adjacent outward convex parts on the side plate, specifically a first outward convex edge and a second outward convex edge symmetrically arranged with an included angle of 140° to 160° to improve the side plate's resistance to expansion. It welds the upper bend at the end of the bottom plate to the lower bend at the bottom of the side plate, and cooperates with the downward inclined skirt assembly, including the skirt extending front and rear and the spaced support plates. The support plates connect the upper bend and the lower bend, and the upper end of the skirt plate connects to the lower bend, which enhances the structural stability of the connection between the bottom plate and the side plate.

[0004] Although the aforementioned container body optimizes cargo storage and foundation strength, its side panels, top beams, and skirt components are still primarily made of steel, which cannot overcome the limitations of steel structures, such as large weight and high energy consumption. If aluminum alloy is directly used to replace steel components, the core connections of the container body—namely, the welding of the top beams to the side panels, the welding of the lower bends of the side panels to the upper bends of the bottom plate, and the welding of multiple parts of the skirt components—all rely on dense and continuous welding. Furthermore, since the coefficient of thermal expansion of aluminum alloy is significantly higher than that of steel, it is prone to thermal stress concentration, leading to deformation of the aluminum alloy side panel welds. This could result in minor issues affecting cargo loading stability, or even serious safety problems such as bulging of the container and cracking of welds.

[0005] Furthermore, the external protrusions of the side panels of this truck body rely solely on a single protrusion for strength enhancement, resulting in limited bending stiffness and fatigue resistance, which cannot be adapted to the low elastic modulus of aluminum alloy. The skirt assembly is fixed using only welding, and under long-term bumpy operating conditions, the aluminum alloy welds are prone to failure due to fatigue stress concentration, failing to meet the higher requirements for connection reliability in aluminum alloy structures. Therefore, developing a side panel structure for dump truck bodies that can adapt to the characteristics of aluminum alloy materials while simultaneously meeting the requirements for lightweight, high strength, and resistance to welding deformation has become a pressing technical bottleneck that the industry urgently needs to overcome. Utility Model Content

[0006] The purpose of this utility model is to overcome the shortcomings of existing box structures, such as large weight, low strength, and poor resistance to welding deformation, and to provide a composite side panel for dump trucks.

[0007] This utility model is achieved through the following technical solution: a composite side panel for a dump truck, comprising a side panel body, an upper crossbeam, a bottom arc corner, a side panel reinforcing corrugated plate, and a skirt; the bottom of the upper crossbeam is provided with a U-shaped insertion groove A, which is formed by an outer vertical rib A and an inner vertical rib A, and the top of the side panel body is inserted into the U-shaped insertion groove A; the side panel reinforcing corrugated plate is attached to the inner side of the side panel body, the inner side of the side panel body is connected to the side panel reinforcing corrugated plate and the inner vertical rib A, and the outer side of the side panel body is connected to the outer vertical rib A; a U-shaped insertion groove B is provided at the upper part of the bottom arc corner, which is formed by an outer vertical rib B and an inner vertical rib B. The bottom of the side panel body is inserted into a U-shaped insertion groove B. The inner side of the side panel body is connected to the side panel reinforcing corrugated plate and the inner vertical rib B, and the outer side of the side panel body is connected to the outer vertical rib B. A buckle groove is provided on the outer side of the bottom arc corner, and a buckle lip and a locking cam are provided on the top of the skirt panel. The buckle groove, buckle lip, and locking cam are locked by buckle engagement. The skirt panel is provided with an outwardly extending support beam. The support beam is placed at the bottom of the bottom arc corner, and the front part of the support beam extends to the limiting boss of the bottom arc corner and is connected to the limiting boss. The corrugation direction of the side panel reinforcing corrugated plate is perpendicular to the length direction of the vehicle body, which can form a three-dimensional support frame.

[0008] The side panels of this vehicle body reduce the amount of welding required in traditional all-welded structures through "plug-in positioning," avoiding deformation of the aluminum alloy due to excessive heat input and solving the problem of easy expansion of the body due to large welding volume of simple aluminum alloy side panels. The differentiated design of intermittent welding and continuous welding reduces thermal stress concentration while ensuring connection strength, further suppressing welding deformation. The three-dimensional support frame of the corrugated plate reinforced by the side panels significantly improves the bending stiffness of the main body of the side panels. Combined with the lightweight characteristics of the all-aluminum alloy components, it not only solves the problem of high vehicle energy consumption caused by the heavy weight of traditional steel side panels, but also achieves the dual requirements of "lightweight + high deformation resistance," ensuring the stability of the main body structure of the side panels and eliminating the risk of expansion of the body during transportation.

[0009] A further improvement of this utility model is that the upper crossbeam is an integrally extruded irregular closed cavity structural profile.

[0010] A further improvement of this utility model is that the upper crossbeam also includes an integrally extruded irregular body and reinforcing ribs. The irregular body constitutes the closed cavity body of the upper crossbeam, and the reinforcing ribs are distributed at intervals along the inner wall of the closed cavity of the irregular body and are perpendicularly connected to the inner wall of the irregular body.

[0011] A further improvement of this utility model is that the bottom arc corner is an integrally extruded irregular structural profile.

[0012] A further improvement of this utility model is that the bottom arc-shaped corner also includes an integrally extruded outer reinforcing rib, an arc-shaped corner body, and a bottom plate overlapping edge; the outer reinforcing rib is distributed at intervals along the outer side wall of the arc-shaped corner body, and the bottom plate overlapping edge extends outward along the bottom of the arc-shaped corner body, and can be connected to the bottom plate of the vehicle body.

[0013] A further improvement of this utility model is that the skirt board also includes an integrally extruded skirt board body, an L-shaped groove, and a brush interface; the skirt board body is the main support structure of the skirt board, the L-shaped groove is located in the middle of the skirt board body, and the brush interface is located at the bottom of the skirt board body, which can be used to install a dustproof brush.

[0014] A further improvement of this utility model is that a structural adhesive is coated between the mating surfaces of the side panel reinforcing corrugated plate and the side panel body. The thickness of the structural adhesive is 0.8-1.2 mm, and the structural adhesive is continuously distributed along the corrugated valley lines of the side panel reinforcing corrugated plate.

[0015] A further improvement of this utility model is that the support beam is an aluminum alloy rectangular tube structure, and the support beam and the skirt plate body are integrally extruded and formed. The welding surface of the support beam and the limiting boss is also provided with a positioning groove for limiting.

[0016] A further improvement of this utility model is that the main body of the side plate, the upper crossbeam, the bottom arc corner, the side plate reinforcing corrugated plate and the skirt plate are all made of six-series aluminum alloy, and the outer surface of each component is anodized to form an oxide film with a thickness of 10-15μm.

[0017] A further improvement of this utility model is that the inner side of the side plate body is continuously welded to the side plate reinforcing corrugated plate and inner vertical rib A, and the inner side of the side plate body is continuously welded to the side plate reinforcing corrugated plate and inner vertical rib B; the outer side of the side plate body is continuously welded to the outer vertical rib A, the outer side of the side plate body is continuously welded to the outer vertical rib B, and the front part of the support beam is continuously welded to the limiting boss.

[0018] As can be seen from the above technical solutions, the beneficial effects of this utility model are: 1. The core components of the side panels of this vehicle are all made of 6-series aluminum alloy, which can replace the traditional heavy steel side panels and significantly reduce the weight; at the same time, the integral extrusion molding of the irregular structure ensures the load-bearing strength while reducing weight, which can effectively solve the problems of heavy weight and high vehicle energy consumption of traditional steel side panels.

[0019] 2. The side panels of this car body are positioned by the U-shaped insertion groove A on the upper crossbeam and the U-shaped insertion groove B on the bottom arc corner, which can effectively reduce the amount of welding. The continuous welding on the inner side ensures the connection strength of key parts, while the intermittent welding on the outer side reduces heat input and avoids thermal stress deformation of aluminum alloy. In addition, the corrugated plate with corrugated reinforcement that is attached to the inner side of the side panel body and is perpendicular to the length of the car body forms a three-dimensional support, which improves the bending stiffness. The dual function solves the deformation and expansion problems when aluminum alloy is replaced with steel.

[0020] 3. The side panels of this vehicle body are reinforced with upper crossbeams and outer reinforcing ribs at the bottom arc corners to enhance local bending resistance; the skirt panels are fitted with snap fasteners and intermittent welding, and the bottom arc corner lap design disperses stress and prevents weld failure; all aluminum alloy components are anodized to prevent corrosion and extend service life, ensuring structural stability and reliability during long-term transportation of bulk materials. Attached Figure Description

[0021] To more clearly illustrate the technical solution of this utility model, the drawings used in the description 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.

[0022] Figure 1 This is a structural schematic diagram of a specific embodiment of the present utility model.

[0023] Figure 2 yes Figure 1 A magnified view of part C in the middle.

[0024] Figure 3 yes Figure 1 A magnified view of part D in the middle.

[0025] Figure 4 This is a schematic diagram of the upper crossbeam in a specific embodiment of this utility model.

[0026] Figure 5 This is a schematic diagram of the bottom arc angle of a specific embodiment of the present invention.

[0027] Figure 6 This is a schematic diagram of the skirt panel in a specific embodiment of this utility model.

[0028] In the diagram: 1. Side panel main body; 2. Upper crossbeam; 201. Irregular body shape; 202. Reinforcing rib; 203. Outer vertical rib A; 204. U-shaped insertion groove A; 205. Inner vertical rib A; 3. Bottom edge arc corner; 301. Outer vertical rib B; 302. U-shaped insertion groove B; 303. Inner vertical rib B; 304. Outer reinforcing rib; 305. Snap-on groove; 306. Arc corner body; 307. Limiting boss; 308. Bottom plate overlap edge; 4. Side panel reinforcing corrugated plate; 5. Skirt panel; 501. Snap-on lip; 502. Locking cam; 503. Support beam; 504. Skirt panel body; 505. L-shaped groove; 506. Brush interface. Detailed Implementation

[0029] To make the objectives, features, and advantages of this utility model more apparent and understandable, the technical solutions of this utility model will be clearly and completely described below with reference to the accompanying drawings of the specific embodiments. Obviously, the embodiments described below are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this patent, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this patent.

[0030] Now refer to Figures 1-6The following is a description of a specific embodiment: The composite side panel for a dump truck of this utility model includes a side panel body 1, an upper crossbeam 2, a bottom arc-shaped corner 3, a side panel reinforcing corrugated plate 4, and a skirt 5. The upper crossbeam 2 is an integrally extruded irregular closed cavity structural profile. A U-shaped insertion groove A204 is provided at the bottom of the upper crossbeam 2, which is formed by outer vertical ribs A203 and inner vertical ribs A205. The top of the side panel body 1... Inserted into the U-shaped insertion groove A204; the side plate reinforcing corrugated plate 4 is attached to the inner side of the side plate body 1, and the inner side of the side plate body 1 is continuously welded to the side plate reinforcing corrugated plate 4 and the inner vertical rib A205, while the outer side of the side plate body 1 is intermittently welded to the outer vertical rib A203; the bottom arc-shaped corner 3 is an integrally extruded irregular structural profile, and a U-shaped insertion groove B302 is provided on the upper part of the bottom arc-shaped corner 3, the U-shaped insertion groove B302 being formed from the outer... The side panel body 1 is formed by the vertical rib B301 and the inner vertical rib B303. The bottom of the side panel body 1 is inserted into the U-shaped insertion groove B302. The inner side of the side panel body 1 is continuously welded to the side panel reinforcing corrugated plate 4 and the inner vertical rib B303, while the outer side of the side panel body 1 is intermittently welded to the outer vertical rib B301. A snap-fit ​​groove 305 is provided on the outer side of the bottom arc angle 3. A snap-fit ​​lip 501 and a locking cam 502 are provided on the top of the skirt panel 5. 305 is locked to the buckle lip 501 and the locking cam 502 by buckle engagement; the skirt 5 is provided with an outwardly extending support beam 503, the support beam 503 is placed at the bottom of the bottom arc angle 3, and the front part of the support beam 503 extends to the limiting boss 307 of the bottom arc angle 3 and is connected to the limiting boss 307 by intermittent welding; the corrugated direction of the side plate reinforcing corrugated plate 4 is perpendicular to the length direction of the car body, which can form a three-dimensional support frame.

[0031] The upper crossbeam 2 adopts an integrally extruded irregular closed cavity structure. Its bottom U-shaped insertion groove A204 is surrounded by the outer vertical rib A203 and the inner vertical rib A205, providing precise insertion positioning for the top of the side plate body 1. At the same time, the closed cavity structure itself can disperse the lateral pressure during loading. After the top of the side plate body 1 is inserted into the U-shaped insertion groove A204, the inner side is rigidly connected to the side plate reinforcing corrugated plate 4 and the inner vertical rib A205 by continuous welding, and the outer side is flexibly fixed to the outer vertical rib A203 by intermittent welding, which not only ensures the connection strength of the key stress parts, but also reduces the welding heat input. The bottom arc corner 3 is similar, and its upper U-shaped insertion groove B302 is for the side plate body 1. The bottom of the main body 1 is provided with a plug-in support, which, together with the same "continuous welding on the inner side + intermittent welding on the outer side" method, achieves symmetrical fixation of the upper and lower ends of the main body 1 of the side panel. The skirt panel 5 is locked by the top buckle protrusion 501, the locking cam 502 and the buckle groove 305 of the bottom arc corner 3. After initial fixation, it is connected to the bottom of the bottom arc corner 3 by the outwardly extended support beam 503 and intermittently welded to the limiting boss 307, forming a double fixation of "buckle + welding". At the same time, the side panel reinforcing corrugated plate 4 is attached to the inner side of the main body 1 of the side panel in a way that the corrugation direction is perpendicular to the length of the carriage, forming a three-dimensional support frame that can directly bear the lateral pressure of bulk materials.

[0032] The side panels of this vehicle body reduce the amount of welding required in traditional all-welded structures through "plug-in positioning," avoiding deformation of the aluminum alloy due to excessive heat input and solving the problem of easy expansion of the body due to large welding volume of simple aluminum alloy side panels. The differentiated design of intermittent welding and continuous welding reduces thermal stress concentration while ensuring connection strength, further suppressing welding deformation. The three-dimensional support frame of the corrugated plate 4 of the side panel greatly improves the bending stiffness of the main body 1 of the side panel. Combined with the lightweight characteristics of the all-aluminum alloy components, it not only solves the problem of high vehicle energy consumption caused by the heavy weight of traditional steel side panels, but also achieves the dual requirements of "lightweight + high deformation resistance," ensuring the stability of the side panel structure and no risk of expansion of the body during transportation.

[0033] Specifically, refer to Figure 4 The upper crossbeam 2 also includes an integrally extruded irregular body 201 and reinforcing ribs 202. The irregular body 201 constitutes the closed cavity body of the upper crossbeam 2. The reinforcing ribs 202 are distributed at intervals along the inner wall of the closed cavity of the irregular body 201 and are perpendicularly connected to the inner wall of the irregular body 201.

[0034] The upper crossbeam 2 is equipped with an integrally extruded irregular body 201 and a reinforcing rib 202: the irregular body 201 serves as the main structure of the closed cavity of the upper crossbeam 2, and its irregular contour can be adapted to the stress characteristics of the top of the carriage, dispersing the lateral pressure transmitted from the side plate body 1; the reinforcing rib 202 is distributed at intervals along the inner wall of the closed cavity of the irregular body 201 and is perpendicular to the inner wall, which is equivalent to forming a "transverse support rib" inside the cavity, which can directly bear the local stress of the inner wall of the cavity, and avoid the local depression or deformation of the upper crossbeam 2 due to the simple cavity structure.

[0035] The side panel of this car body, through the integral extrusion molding of the irregular body 201 and the reinforcing ribs 202, further improves the deformation resistance and overall rigidity of the upper crossbeam 2, and avoids structural failure of the upper crossbeam 2 when subjected to the lateral pressure transmitted by the side panel body 1 for a long time. At the same time, the spacing of the reinforcing ribs 202 can optimize the stress transmission path without adding too much weight, taking into account both lightweight and high strength, extending the service life of the upper crossbeam 2, and indirectly improving the load-bearing stability of the entire car body side panel.

[0036] Specifically, refer to Figure 5 The bottom arc-shaped corner 3 also includes an integrally extruded outer reinforcing rib 304, an arc-shaped corner body 306, and a bottom plate overlapping edge 308; the outer reinforcing rib 304 is distributed at intervals along the outer side wall of the arc-shaped corner body 306, and the bottom plate overlapping edge 308 extends outward along the bottom of the arc-shaped corner body 306 and can be connected to the bottom plate of the vehicle body.

[0037] The arc-shaped corner body 306 serves as the main body of the bottom arc-shaped corner 3. Its arc-shaped structure can buffer the vertical impact force transmitted by the side panel body 1 when the vehicle is bumpy. The outer reinforcing ribs 304 are distributed at intervals along the outer side wall of the arc-shaped corner body 306, which is equivalent to adding a "reinforcing ridge" to the outer side of the arc. This can enhance the bending resistance of the arc-shaped corner body 306 and prevent the arc-shaped structure from being "flattened" by lateral pressure. The bottom plate overlapping edge 308 extends outward along the bottom of the arc-shaped corner body 306, which can form a large-area overlap with the bottom plate of the vehicle body and expand the connection contact area.

[0038] The side panel of this carriage can effectively improve the bending stiffness of the bottom arc corner 3 by means of the external reinforcing rib 304, which solves the problem that the bottom arc corner 3 is prone to deformation due to long-term pressure on the bottom of the side panel body 1; the bottom plate overlap edge 308 increases the connection area with the bottom plate of the carriage, disperses the stress at the connection point, avoids weld fatigue cracking caused by traditional small-area welding, and at the same time improves the connection stability between the bottom arc corner 3 and the bottom plate of the carriage, reducing structural shaking during transportation bumps.

[0039] Specifically, refer to Figure 6The skirt board 5 also includes an integrally extruded skirt board body 504, an L-shaped groove 505, and a brush interface 506; the skirt board body 504 is the main support structure of the skirt board 5, the L-shaped groove 505 is located in the middle of the skirt board body 504, and the brush interface 506 is located at the bottom of the skirt board body 504, which can be used to install a dustproof brush.

[0040] The skirt body 504 serves as the main supporting structure of the skirt 5, bearing the force transmitted by the support beam 503 and distributing it to the bottom arc angle 3; the L-shaped groove 505 is located in the middle of the skirt body 504, and its groove structure can enhance the local rigidity of the skirt body 504 and prevent the skirt body 504 from being dented due to its own weight or external collision; the brush interface 506 is located at the bottom of the skirt body 504, and a dustproof brush can be directly inserted to form a dustproof barrier at the bottom of the vehicle body.

[0041] The side panel of this carriage, through the combination design of the skirt body 504 and the L-shaped groove 505, can improve the overall rigidity of the skirt 5, prevent the skirt 5 from deforming due to structural weakness during long-term use, and ensure its auxiliary support for the bottom arc angle 3; the brush interface 506 can easily install a dustproof brush to prevent sand and dust from entering from the gaps at the bottom of the carriage during transportation, reduce component wear, reduce later cleaning and maintenance costs, and improve the ease of use of the side panel of the carriage.

[0042] In one embodiment, structural adhesive is applied between the mating surfaces of the side panel reinforcing corrugated plate 4 and the side panel body 1. The thickness of the structural adhesive is 0.8-1.2 mm, and the structural adhesive is continuously distributed along the corrugated valley lines of the side panel reinforcing corrugated plate 4.

[0043] Structural adhesive fills the tiny gaps between the corrugated board 4 and the main body 1 of the side panel, forming a double fixation of "adhesion + bonding"; the continuous distribution along the corrugated valley line allows the structural adhesive to be applied precisely to the weak stress parts of the corrugated board. The valley line is prone to stress accumulation, which helps to disperse the local pressure at the valley line.

[0044] The addition of structural adhesive to the side panels of this vehicle body enhances the tightness of the bonding between the corrugated sheet 4 and the main body 1, preventing relative displacement caused by vehicle bumps and ensuring the stability of the three-dimensional support frame. At the same time, the structural adhesive can share some of the welding stress, reducing reliance on welding connections and further reducing the risk of welding deformation. The thickness of 0.8-1.2mm ensures the bonding strength without increasing the weight due to excessive adhesive layer thickness, thus balancing lightweight and connection reliability.

[0045] In one embodiment, the support beam 503 is an aluminum alloy rectangular tube structure, and the support beam 503 and the skirt body 504 are integrally extruded structures. The welding surface of the support beam 503 and the limiting boss 307 is also provided with a positioning groove for limiting.

[0046] Compared to solid structures, aluminum alloy rectangular tube structures have higher bending stiffness for the same weight, and can better bear the force between the skirt plate 5 and the bottom arc angle 3; the one-piece extrusion molding avoids the later connection between the support beam 503 and the skirt plate body 504, reduces welding or riveting processes, and lowers the risk of structural failure; the positioning groove can quickly align the support beam 503 and the limiting boss 307 during welding, ensuring accurate welding position.

[0047] The side panels of this vehicle body utilize an aluminum alloy rectangular tube structure to achieve a balance between lightweight and high strength for the support beam 503. This prevents the support beam 503 from increasing the load on the vehicle body due to excessive weight or bending due to insufficient strength. The integrated extrusion molding enhances the overall connection between the support beam 503 and the skirt body 504, reducing subsequent assembly errors. The positioning grooves simplify welding operations, improve assembly efficiency, and ensure precise welding positions. This prevents uneven stress on the support beam 503 due to welding misalignment and extends the service life of the connection structure between the skirt 5 and the bottom arc angle 3.

[0048] In one embodiment, the side plate body 1, the upper crossbeam 2, the bottom arc corner 3, the side plate reinforcing corrugated plate 4, and the skirt plate 5 are all made of six-series aluminum alloy, and the outer surface of each component is anodized to form an oxide film with a thickness of 10-15μm.

[0049] Based on existing technologies, six-series aluminum alloys are aluminum alloys with magnesium and silicon as the main alloying elements. They are strengthened through the magnesium-silicon phase, possessing good weldability, formability, and moderate strength, as well as excellent corrosion resistance. This material maintains lightweight characteristics while meeting the strength and deformation resistance requirements of structural components, and is widely used in automotive manufacturing, rail transportation, and other fields, especially suitable for components such as dump truck side panels that require a balance between weight reduction and load-bearing capacity. Because six-series aluminum alloys have a good balance between strength and plasticity, they can meet the load-bearing requirements of truck side panels and are easy to extrude; the oxide film formed by anodizing has a porous structure that can tightly adhere to the aluminum alloy surface, forming a physical barrier to isolate air, moisture, and corrosive media. Alternatively, based on existing technologies, five-series aluminum alloys can also be used. Five-series aluminum alloys—also known as aluminum-magnesium alloys—are another typical aluminum alloy widely used in automotive manufacturing, with a magnesium content of 3%-5%, possessing three core advantages: lightweight, high corrosion resistance, and easy welding.

[0050] The side panels of this vehicle body utilize the lightweight properties of 6-series aluminum alloy to further reduce the overall weight of the vehicle body, directly reducing vehicle energy consumption and solving the problems of heavy weight and high energy consumption associated with traditional steel side panels. The 10-15μm oxide film significantly improves the corrosion resistance of the components, preventing oxidation and rust of the aluminum alloy in outdoor transportation environments, extending the service life of the entire side panel, reducing later maintenance costs, and at the same time, the oxide film does not add excessive weight and does not affect the lightweight advantage of the components.

[0051] In one embodiment, the inner side of the side plate body 1 is continuously welded to the side plate reinforcing corrugated plate 4 and the inner vertical rib A205, and the inner side of the side plate body 1 is continuously welded to the side plate reinforcing corrugated plate 4 and the inner vertical rib B303; the outer side of the side plate body 1 is continuously welded to the outer vertical rib A203, the outer side of the side plate body 1 is continuously welded to the outer vertical rib B301, and the front part of the support beam 503 is continuously welded to the limiting boss 307.

[0052] The inner side of the side plate body 1 is continuously welded to the side plate reinforcing corrugated plate 4 and inner vertical ribs A205 / B303 to ensure a rigid connection between the side plate body 1 and the core support components corrugated plate and vertical ribs, and to bear the main lateral pressure. The outer side of the side plate body 1 is intermittently welded to the outer vertical ribs A203 / B301, the support beam 503 and the limiting boss 307. This reduces the welding heat input while ensuring the strength of the foundation connection and avoids excessive thermal stress on the aluminum alloy due to continuous welding.

[0053] By employing a differentiated welding strategy of "continuous welding of critical load-bearing parts + intermittent welding of non-critical parts" for the side panels of this vehicle body, the connection strength between the main body 1 of the side panel and the supporting components is ensured, preventing structural failure of core parts due to weak welding. At the same time, the intermittent welding reduces the concentration of welding heat stress, further suppressing the welding deformation of aluminum alloy components from a process perspective. This completely solves the problem of easy deformation and expansion of the body due to the large amount of welding of pure aluminum alloy side panels, while simplifying the welding process and improving production efficiency.

[0054] The above description of the disclosed embodiments enables those skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A composite side panel for a dump truck, comprising a side panel body (1), an upper crossbeam (2), a bottom arc-shaped corner (3), a side panel reinforcing corrugated plate (4), and a skirt (5), characterized in that, The bottom of the upper crossbeam (2) is provided with a U-shaped insertion groove A (204), which is formed by the outer vertical rib A (203) and the inner vertical rib A (205). The top of the side plate body (1) is inserted into the U-shaped insertion groove A (204). The side plate reinforcing corrugated plate (4) is attached to the inner side of the side plate body (1). The inner side of the side plate body (1) is connected to the side plate reinforcing corrugated plate (4) and the inner vertical rib A (205). The outer side of the side plate body (1) is connected to the outer vertical rib A (203); a U-shaped insertion groove B (302) is provided on the upper part of the bottom arc corner (3), the U-shaped insertion groove B (302) is formed by the outer vertical rib B (301) and the inner vertical rib B (303), the bottom of the side plate body (1) is inserted into the U-shaped insertion groove B (302), and the inner side of the side plate body (1) is connected to the outer vertical rib A (203); The side panel is reinforced with corrugated plate (4) and inner vertical rib B (303). The outer side of the side panel body (1) is connected to the outer vertical rib B (301). The outer side of the bottom arc corner (3) is provided with a buckle groove (305). The top of the skirt (5) is provided with a buckle lip (501) and a locking cam (502). The buckle groove (305) is locked with the buckle lip (501) and the locking cam (502) by buckle engagement. The skirt (5) is provided with an outwardly extending support beam (503). The support beam (503) is placed at the bottom of the bottom arc corner (3), and the front part of the support beam (503) extends to the limiting boss (307) of the bottom arc corner (3) and is connected to the limiting boss (307). The corrugation direction of the side panel reinforced corrugated plate (4) is perpendicular to the length direction of the car body, which can form a three-dimensional support frame.

2. The composite side panel for a dump truck according to claim 1, characterized in that, The upper crossbeam (2) is an integrally extruded irregular closed cavity structure profile.

3. A composite side panel for a dump truck according to claim 2, characterized in that, The upper crossbeam (2) also includes an integrally extruded irregular body (201) and reinforcing ribs (202). The irregular body (201) constitutes the closed cavity body of the upper crossbeam (2). The reinforcing ribs (202) are distributed at intervals along the inner wall of the closed cavity of the irregular body (201) and are vertically connected to the inner wall of the irregular body (201).

4. The composite side panel for a dump truck according to claim 1, characterized in that, The bottom arc angle (3) is an integrally extruded irregular structural profile.

5. A composite side panel for a dump truck according to claim 4, characterized in that, The bottom arc corner (3) also includes an integrally extruded outer reinforcing rib (304), an arc corner body (306), and a bottom plate overlapping edge (308); the outer reinforcing rib (304) is distributed at intervals along the outer side wall of the arc corner body (306), and the bottom plate overlapping edge (308) extends outward along the bottom of the arc corner body (306), and the bottom plate overlapping edge (308) can be connected to the bottom plate of the car body.

6. A composite side panel for a dump truck according to claim 1, characterized in that, The skirt board (5) also includes an integrally extruded skirt board body (504), an L-shaped groove (505), and a brush interface (506); the skirt board body (504) is the main support structure of the skirt board (5), the L-shaped groove (505) is located in the middle of the skirt board body (504), and the brush interface (506) is located at the bottom of the skirt board body (504) and can be used to install a dustproof brush.

7. A composite side panel for a dump truck according to claim 1, characterized in that, Structural adhesive is applied between the mating surfaces of the side panel reinforcing corrugated plate (4) and the side panel body (1). The thickness of the structural adhesive is 0.8-1.2 mm, and the structural adhesive is continuously distributed along the corrugated valley lines of the side panel reinforcing corrugated plate (4).

8. A composite side panel for a dump truck according to claim 1, characterized in that, The support beam (503) is an aluminum alloy rectangular tube structure, and the support beam (503) and the skirt body (504) are integrally extruded and formed. The welding surface of the support beam (503) and the limiting boss (307) is also provided with a positioning groove for limiting.

9. A composite side panel for a dump truck according to claim 1, characterized in that, The main body of the side plate (1), the upper crossbeam (2), the bottom arc corner (3), the side plate reinforcing corrugated plate (4) and the skirt plate (5) are all made of six-series aluminum alloy, and the outer surface of each component is anodized to form an oxide film with a thickness of 10-15μm.

10. A composite side panel for a dump truck according to claim 1, characterized in that, The inner side of the side plate body (1) is continuously welded to the side plate reinforcing corrugated plate (4) and the inner vertical rib A (205), and the inner side of the side plate body (1) is continuously welded to the side plate reinforcing corrugated plate (4) and the inner vertical rib B (303); the outer side of the side plate body (1) is continuously welded to the outer vertical rib A (203), the outer side of the side plate body (1) is continuously welded to the outer vertical rib B (301), and the front part of the support beam (503) is continuously welded to the limiting boss (307).

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