CN110254325B - Self-unloading carriage with anti-collision, bottom protection and auxiliary frame reinforcement - Google Patents
Self-unloading carriage with anti-collision, bottom protection and auxiliary frame reinforcement Download PDFInfo
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- CN110254325B CN110254325B CN201910654987.1A CN201910654987A CN110254325B CN 110254325 B CN110254325 B CN 110254325B CN 201910654987 A CN201910654987 A CN 201910654987A CN 110254325 B CN110254325 B CN 110254325B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
- B60P1/00—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading
- B60P1/04—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading with a tipping movement of load-transporting element
- B60P1/28—Tipping body constructions
- B60P1/283—Elements of tipping devices
- B60P1/286—Loading buckets
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
- B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
- B60R19/023—Details
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/02—Understructures, i.e. chassis frame on which a vehicle body may be mounted comprising longitudinally or transversely arranged frame members
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Abstract
The invention discloses a self-unloading carriage with anti-collision, bottom protection and auxiliary frame reinforcement, which comprises a side carriage plate and a carriage bottom plate, wherein a hollow anti-collision structure is arranged between the side carriage plate and the carriage bottom plate, the anti-collision structure comprises a first anti-collision area and a second anti-collision area connected to the outer side of the first anti-collision area, and the first anti-collision area and the second anti-collision area are both hollow structures; an auxiliary frame is arranged below the carriage bottom plate and comprises a first frame longitudinal beam, a second frame longitudinal beam and a frame cross beam, wherein the first frame longitudinal beam and the second frame longitudinal beam adopt a multi-cavity structure formed by integrally extruding aluminum alloy; the upper part of the carriage bottom plate is also provided with a protective steel plate, and the protective steel plate consists of a bottom steel plate and side steel plates which are respectively arranged at two sides of the bottom steel plate. The remarkable effects are as follows: the anti-collision capacity of the carriage is improved, and the light weight of the carriage is realized; the strength loss of the base metal of the hard gas heated by welding is effectively reduced.
Description
Technical Field
The invention relates to the technical field of light-weight carriages of dumpers, in particular to a dumper carriage with anti-collision, bottom protection and auxiliary frame reinforcement.
Background
In recent years, with the increasing perfection of regulations of national related departments on road driving safety and the gradual enhancement of environmental protection consciousness of the whole society, the punishment of overtime overload of dump trucks by national law enforcement departments is also more and more severe. How to reduce the self weight of the dumper, obtain higher load and effectively reduce the exhaust emission, and become the innovation point of the technical innovation of the production enterprises of the dumper products in China. Therefore, weight reduction is the mainstream of development of the dump truck.
In the prior art, a breast board car with an aluminum structure is proposed, and energy can be saved for an aluminum carriage, but the side bottom position of the carriage, which is easy to be impacted, of the aluminum carriage is always easy to deform due to the limitation of materials. Meanwhile, as the deformation resistance of the aluminum carriage structure is weak, the deformation resistance of the aluminum carriage bottom plate which is frequently impacted by cargoes is poor. In addition, if the aluminum carriage adopts the structure in the prior art, the longer the carriage is, the more difficult is the strength and rigidity of the auxiliary frame for installing the cargo box lifting cylinder, the cargo box overturning movable shaft support and the longitudinal beam for supporting the cargo box.
Disclosure of Invention
Aiming at the defects of the prior art, the invention aims to provide a self-discharging carriage with anti-collision, bottom protection and auxiliary frame reinforcement, the deformation resistance of an aluminum carriage bottom plate can be improved through a bottom protection steel plate, and meanwhile, the auxiliary frame can be effectively ensured in strength and rigidity by additionally arranging a reinforcing structure; the honeycomb-like structure is additionally arranged on the lower side part of the carriage, which is easy to be impacted, so that the impact force borne by the carriage can be effectively dispersed, and the anti-collision performance of the carriage is improved.
In order to achieve the above purpose, the invention adopts the following technical scheme:
the utility model provides a self-discharging carriage with anticollision, bottom protection and sub vehicle frame strengthen which the key lies in: the automobile front carriage comprises an aluminum front carriage plate, a rear carriage plate, two symmetrically arranged side carriage plates and a carriage bottom plate, wherein the side carriage plates are connected with the carriage bottom plate through a transition connecting plate, and a hollow anti-collision structure arranged along the length direction of a carriage is covered on the outer side of the transition connecting plate; the lower part of the carriage bottom plate is provided with a subframe, the front side of the subframe is connected with the carriage bottom plate through a jacking mechanism, the rear side of the subframe is pivoted with the rear side of the carriage bottom plate through a rotating shaft, and a protective steel plate is further arranged above the carriage bottom plate; wherein:
the anti-collision structure comprises a first anti-collision area attached to the outer sides of the side carriage plates and the carriage bottom plate and a second anti-collision area connected to the outer sides of the first anti-collision area, the first anti-collision area and the second anti-collision area are hollow structures, the first anti-collision area is composed of a plurality of cavities with polygonal sections, and the second anti-collision area is connected to the middle of the first anti-collision area and protrudes out of the first anti-collision area;
the auxiliary frame comprises a first frame longitudinal beam and a second frame longitudinal beam which are arranged along the length direction of a carriage, a plurality of frame cross beams are connected between the first frame longitudinal beam and the second frame longitudinal beam, the first frame longitudinal beam and the second frame longitudinal beam adopt a multi-cavity structure formed by integrally extruding aluminum alloy, and the structures of the first frame longitudinal beam and the second frame longitudinal beam are consistent, wherein the upper side and the lower side of the first frame longitudinal beam extend towards the left side and the right side of the first frame longitudinal beam to form convex edges, a containing groove is formed between the convex edges on the upper side and the lower side, a first reinforcing plate and a second reinforcing plate are respectively arranged on the front side, the middle side and the rear side of the containing groove, the depth of the containing groove is consistent with the thickness of the first reinforcing plate and the second reinforcing plate, and the edges on the upper side and the lower side of the first reinforcing plate and the second reinforcing plate are welded and fixed with the convex edges in a friction welding mode;
the protective steel plate consists of a bottom steel plate and side steel plates which are respectively arranged at two sides of the bottom steel plate, wherein the bottom steel plate is supported on the carriage bottom plate, the edges of the two sides of the bottom steel plate are respectively connected and fixed with the two sides of the carriage bottom plate, the lower side of the side steel plate is connected and fixed with the carriage bottom plate, and the upper side of the side steel plate is connected and fixed with the bottom of the carriage side plate;
the two sides of the carriage bottom plate are respectively provided with a bottom plate edge beam which is in an inverted T shape, the mounting grooves are arranged along the length direction of the carriage, T-shaped steel connecting pieces are clamped in the mounting grooves, the transverse parts of the steel connecting pieces are clamped in the mounting grooves, the vertical parts of the steel connecting pieces are arranged upwards, the upper ends of the steel connecting pieces are protruded out of the upper side edges of the mounting grooves, and the lower side edges of the bottom steel plates and the side steel plates are welded and fixed with the side walls of the two sides of the steel connecting pieces;
the side of the carriage side plate, which is close to the carriage, is provided with a T-shaped clamping groove, T-shaped steel is arranged in the clamping groove, the vertical part of the T-shaped steel extends out of the clamping groove, and the upper side edge of the side steel plate is welded and fixed with the lower side wall of the vertical part of the T-shaped steel.
Further, the arc surface transition is adopted at the joint of the first anti-collision area and the second anti-collision area, and the section of the protruding part of the second anti-collision area is arc-shaped.
Further, the first anti-collision area is provided with a first anti-collision cavity, a second anti-collision cavity, a third anti-collision cavity, a fourth anti-collision cavity and a fifth anti-collision cavity which are sequentially connected from top to bottom, wherein the first anti-collision cavity is connected with the bottom of the side carriage plate, and the fifth anti-collision cavity is connected with the carriage bottom plate; the first anti-collision cavity, the second anti-collision cavity, the third anti-collision cavity, the fourth anti-collision cavity and the fifth anti-collision cavity are connected and then are C-shaped, the second anti-collision area is connected between the third anti-collision cavity and the fourth anti-collision cavity, and two sides of the second anti-collision area extend to the middle part of the third anti-collision cavity and the middle part of the fourth anti-collision cavity respectively.
Further, a reinforcing frame is connected between the rear end of the first frame longitudinal beam and the rear end of the second frame longitudinal beam, the reinforcing frame is in an X shape, and each end of the reinforcing frame is connected to the connection position of the first frame longitudinal beam and the frame cross beam or the connection position of the second frame longitudinal beam and the frame cross beam.
Further, the top of each of the first frame longitudinal beam and the second frame longitudinal beam is integrally extruded with a guide rail, and the guide rail is formed at the outer side edge of the first frame longitudinal beam or the second frame longitudinal beam and is arranged outwards.
Further, the mounting groove is formed on one side of the bottom plate boundary beam away from the interior of the carriage.
Further, a supporting step is formed on one side, close to the carriage, of the bottom plate boundary beam, a limiting protrusion is formed on one side, close to the carriage, of the bottom plate boundary beam, and the mounting groove is located between the supporting step and the limiting protrusion.
Further, the bottom plate boundary beam and the mounting groove are integrally extruded and formed.
Further, the structure and the size of the mounting groove are consistent with those of the clamping groove, and the steel connecting piece is consistent with those of the T-shaped steel.
The invention has the remarkable effects that:
1. through the side direction honeycomb-like structure additionally arranged at the side bottom of the carriage, when the carriage is impacted, the second anti-collision area and the first anti-collision area are deformed step by step inwards to uniformly distribute the impact force, so that the impact on the carriage in the traditional structure is effectively avoided, the anti-impact capability of the carriage is improved, and the light weight of the carriage is facilitated;
2. the auxiliary frame is locally reinforced by adopting the reinforcing plate at the stress concentration part between the extrusion-molded convex edges, and the reinforcing plate is connected with the longitudinal beam by adopting friction welding, so that the strength of the base metal is reserved by 30% more than that of the conventional welding, and the strength loss of the base metal due to the heated hard gas of the welding is effectively reduced;
3. the auxiliary frame adopts a multi-cavity structure formed by extrusion of aluminum alloy, and the deformation resistance of the structure is higher than that of a steel structure under the condition of using the raw materials with the same volume, so that the raw material cost is saved;
4. through utilizing the cooperation of mounting groove, draw-in groove and T shaped steel connecting piece, T word steel of T font on the bottom plate boundary beam, realized the fixed connection between carriage bottom protection steel sheet and the aluminium system carriage bottom plate, realized the compound use of different material materials, solved the difficult problem that different materials can not direct welded fastening among the prior art.
Drawings
FIG. 1 is a schematic view of the structure of the present invention from one perspective;
FIG. 2 is a schematic view of another view of the present invention;
FIG. 3 is a bottom view of the present invention;
FIG. 4 is a cross-sectional view A-A of FIG. 3;
FIG. 5 is an enlarged partial schematic view of C in FIG. 4;
FIG. 6 is an enlarged partial schematic view of D of FIG. 4;
FIG. 7 is an enlarged partial schematic view of E in FIG. 4;
FIG. 8 is an enlarged partial schematic view of F in FIG. 4;
FIG. 9 is a B-B cross-sectional view of FIG. 3;
FIG. 10 is a schematic view of the floor;
FIG. 11 is a cross-sectional view of FIG. 10;
FIG. 12 is an enlarged partial schematic view of G of FIG. 11;
fig. 13 is a schematic view showing a connection state of the reinforcement beam and the floor side member;
FIG. 14 is an exploded view of FIG. 13;
FIG. 15 is a schematic view of the structure of the reinforcement beam at the gap;
FIG. 16 is a schematic cross-sectional view of the floor stringer;
FIG. 17 is a schematic view of the subframe;
fig. 18 is a schematic cross-sectional view of the first frame rail.
Detailed Description
The following describes the embodiments and working principles of the present invention in further detail with reference to the drawings.
As shown in fig. 1 to 18, the dump truck according to the present embodiment includes a front truck board 1, a rear truck board 2, two symmetrical side truck boards 3 and a truck bed 4, a sub-truck frame 5 is further disposed below the truck bed 4, the truck is connected to the truck chassis by the sub-truck frame 5, the front side of the sub-truck frame 5 is connected to the truck bed 4 by a jacking mechanism 6, and the rear side of the sub-truck frame 5 is pivotally connected to the rear side of the truck bed 4 by a rotating shaft 7, so as to realize lifting of the truck and a cargo dump process. Meanwhile, the side carriage plate 3 is connected with the carriage bottom plate 4 through a transition connecting plate 8, and an anti-collision structure 9 arranged along the length direction of the carriage is covered on the outer side of the transition connecting plate 8, so that the direct impact on the carriage is avoided, and the anti-collision capacity of the carriage is improved. In addition, a protective steel plate 10 is further arranged above the carriage bottom plate 4 to overcome the problem that the loading and unloading goods impact the aluminum carriage bottom plate 4, avoid deformation of the carriage bottom plate 4 and prolong the service life of the carriage bottom plate 4.
Regarding the front cabin board 1 and the rear cabin board 2:
the front carriage plate 1 and the rear carriage plate 2 are identical in structure and are composed of an aluminum frame structure which is adaptive to the cross section shape of the carriage and a double-layer aluminum plate arranged in the frame structure; therefore, the aluminum alloy material has better deformation resistance under the condition of using the aluminum alloy material with the same volume. The front compartment plate 1 and the rear compartment plate 2 are mounted and fixed in a conventional manner, and will not be described here.
The mounting and locking structure of the rear compartment plate 2 is not limited to the illustrated shape.
Regarding the side deck boards 3:
the side car body plate 3 includes a side plate upper side beam 301, a side plate lower side beam 302, a side plate front side beam (not shown), a side plate rear side beam (not shown), and a side plate body 303 connected between the side beams, wherein the side plate upper side beam 301 includes an upper side beam body 301a with an inverted L-shaped cross section, a lateral portion of the upper side beam body 301a is disposed towards an outer side of the car body, a canopy guide rail 304 is integrally extruded on a vertical portion of the upper side beam body 301a, and the canopy guide rail 304 is disposed towards an outer side of the car body, see fig. 5.
The canopy guide rail 304 includes a connecting portion 304a and a guide rail portion 304b, the connecting portion 304a is connected between the guide rail portion 304b and the roof side rail body 301a, the cross section of the guide rail portion 304b is circular arc, and the diameter of the circular arc is greater than the height of the connecting portion 304a, so that the upper and lower sides of the guide rail portion 304b form a limiting effect on the canopy, and the canopy is prevented from sliding out of the canopy guide rail 304.
Preferably, the side plate body 303 adopts a double-layer aluminum plate structure to ensure the overall strength and deformation resistance.
Regarding the floor 4:
referring to fig. 10 to fig. 16, in this example, the cabin floor 4 includes a floor side beam 407, and a cross-connected floor longitudinal beam 401 and a floor cross beam 402 connected inside the floor side beam 407, where the floor longitudinal beam 401, the floor cross beam 402, and the floor side beam 407 form a rectangular frame structure (in other embodiments, may also form other polygons, etc.), where the floor longitudinal beam 401 is disposed along the length direction of the cabin, a first floor body 403 and a second floor body 404 are laid on the rectangular frame structure, a reinforcing beam 405 is integrally extruded at the bottom of the first floor body 403 by using an aluminum alloy material, the reinforcing beam 405 is disposed parallel to the floor cross beam 402, and a plurality of second floor bodies 404 are disposed between two adjacent first floor bodies 403, and friction welding is fixedly connected between the first floor body 403 and the second floor bodies 404 and between two adjacent second floor bodies 404. It will be appreciated that, in other embodiments, the second bottom plate bodies 404 disposed between the first bottom plate bodies 403 may be any number between 0 and N, that is, if the loading capacity of the vehicle cabin is large, the reinforcement beams 405 are disposed more densely, the vehicle cabin bottom plate 4 may be formed by sequentially splicing the first bottom plate bodies 403, and if the loading capacity is small, the setting interval of the reinforcement beams 405 is increased, so that the second bottom plate bodies 404 belong to unnecessary components.
The stiffening beam 405 and the carriage bottom plate 4 are welded in the prior art, and the stiffening beam 405 and the carriage bottom plate 4 are integrally extruded to form, so that the base metal is prevented from being weakened after welding, and meanwhile, the production mode of integrally extruding is adopted, so that the process steps are reduced, and the production cost is reduced.
Because the deformation resistance of the double-layer aluminum plate structure is greater than that of the single-layer steel plate when the same volume of raw materials are used, the first bottom plate body 403 and the second bottom plate body 404 in this example both adopt double-layer aluminum plate structures, so that the deformation resistance of the carriage bottom plate 4 is enhanced.
In this example, a supporting step 407a is formed on a side of the floor side beam 407 near the cabin, and the supporting step 407a is used for supporting the first floor body 403 and the second floor body 404; a limit protrusion 407b is formed on one side of the carriage far away from the bottom plate side beam 407, and the limit protrusion 407b is used for being clamped with the side carriage plate 3 to realize the closed connection between the side carriage plate 3 and the carriage bottom plate 4; the mounting groove 408 is located between the support step 407a and the limit protrusion 407 b.
In this example, the floor edge beam 407 and the mounting groove 408 are integrally formed by extrusion, so as to simplify the production process and enhance the structural strength of the floor edge beam 407.
Regarding the floor stringer 401:
two sides of the lower part of the bottom plate longitudinal beam 401 respectively extend outwards to form flanges 401a; the bottom plate longitudinal beam 401 and the flange 401a are integrally extruded and formed by adopting aluminum alloy, and the bottom plate longitudinal beam 401 adopts a multi-cavity structure so as to enhance deformation resistance.
Further, the floor stringer 401 has four cavities, and the height of the cavities on both sides of the upper side is greater than that of the cavities on both sides of the lower side, and the separation of the cavities on both sides of the upper and lower sides is adapted to the forming position of the flange 401 a.
Regarding the connection between the floor stringers 401 and the reinforcement beams 405:
the reinforcing beam 405 is provided with a notch 406 adapted to the bottom plate longitudinal beam 401, the notch 406 is in an inverted T shape, a longitudinal portion of the notch 406 is adapted to the bottom plate longitudinal beam 401 above the flange 401a, the bottom plate longitudinal beam 401 below the flange 401a protrudes from the lower surface of the reinforcing beam 405, a transverse portion of the notch 406 is adapted to the flange 401a, and when the bottom plate longitudinal beam 401 is clamped in the notch 406 formed in the reinforcing beam 405, the lower surface of the reinforcing beam 405 is flush with the lower surface of the flange 401a, thereby meeting the requirement of a large plane required by friction welding. Therefore, the lower surface of the reinforcement beam 405 and the lower surface of the flange 401a are welded and fixed by friction welding, and the rest of the contact part between the reinforcement beam 405 and the floor longitudinal beam 401 is welded and fixed by argon arc welding.
The traditional bottom plate longitudinal beam 401 and the bottom plate transverse beam 402 are welded by argon arc welding, triangular blocks are added for reinforcement at the defects of strength, the construction process is complex, the material strength can be changed when the welding is heated, and the connection strength is limited. In this embodiment, the first base plate body 403 with the reinforcing beam 405 and the base plate longitudinal beam 401 with the flange 401a which are integrally extruded are adopted to perform structural clamping, and the friction welding part is added to enhance the overall strength of the base plate, so that the influence of heat of the traditional welding mode on the strength of the base material is reduced.
Preferably, the flange 401a is provided with a relief groove 401b corresponding to the transverse portion of the notch 406, and when the bottom plate longitudinal beam 401 is clamped in the notch 406, the inner wall of the relief groove 401b contacts with the inner wall of the transverse portion of the notch 406, so that friction welding is facilitated.
It should be understood that the connection between the reinforcement beam 405 and the floor stringer 402 is not limited to the floor 4, and other frame-type connection structures, such as those required to connect the cross beam to the stringer, may be used.
Regarding the sub frame 5:
referring to fig. 1 and fig. 17 and 18, the auxiliary frame 5 is in a rectangular frame structure, and has a first frame longitudinal beam 501 and a second frame longitudinal beam 502 which are arranged in the same direction as the length direction of the carriage, the first frame longitudinal beam 501 and the second frame longitudinal beam 502 are structurally consistent and are arranged back to each other, a plurality of frame cross beams 503 are connected between the first frame longitudinal beam 501 and the second frame longitudinal beam 502, the frame cross beams 503 are arranged along the width direction of the carriage, the front sides of the first frame longitudinal beam 501 and the second frame longitudinal beam 502 are provided with a jacking mechanism 6 through brackets, and mounting holes 504 used for being connected with a rotating shaft 7 are formed at the rear ends of the first frame longitudinal beam 501 and the second frame longitudinal beam 502, so that the carriage can rotate at a certain angle under the action of the installed rotating shaft 7, and the purpose of self-unloading is achieved.
Specifically, the first frame longitudinal beam 501 and the second frame longitudinal beam 502 adopt a multi-cavity structure formed by integrally extruding aluminum alloy, the upper side and the lower side of the first frame longitudinal beam 501 extend to the left side and the right side of the first frame longitudinal beam to form convex edges 505, a containing groove 506 is formed between the convex edges 505 on the upper side and the lower side, a first reinforcing plate 507 and a second reinforcing plate 508 are respectively arranged on the front side, the middle side and the rear side of the containing cavity, the depth of the containing groove 506 is consistent with the thicknesses of the first reinforcing plate 507 and the second reinforcing plate 508, and the edges on the upper side and the lower side of the first reinforcing plate 507 and the second reinforcing plate 508 are welded and fixed with the convex edges 505 in a friction welding mode.
Further, a reinforcement frame 509 is connected between the rear end of the first frame rail 501 and the rear end of the second frame rail 502, the reinforcement frame 509 has an X-shape, and four top ends of the reinforcement frame 509 are connected to the connection parts of the first frame rail 501, the second frame rail 502 and the frame cross member 503, so that the structural strength of the subframe 5 at the rotational stress concentration part is further reinforced by the reinforcement frame 509 of the structure.
In this example, the first reinforcing plate 507 extends from the front side of the accommodating groove 506 to a seventh position thereof, and the second reinforcing plate 508 extends from two fifths position of the accommodating groove 506 to the rear end thereof, so as to adapt to the stress concentration positions at the two ends of the subframe 5, namely, the front side jacking mechanism and the rear side rotating mechanism, thereby effectively enhancing the structural strength of the subframe 5.
The auxiliary frame 5 adopting the structure adopts a multi-cavity structure, and the deformation resistance of the structure is higher than that of the traditional I-steel structure when the same volume of raw materials are used; secondly, by combining the local reinforcement and friction welding, at least 30% of the strength of the base metal is reserved more than that of the traditional welding mode, so that the strength of the auxiliary frame 5 is greatly increased.
Preferably, the top parts of the first frame longitudinal beam 501 and the second frame longitudinal beam 502 are further integrally extruded to form a guide rail 510, the guide rail 510 is formed with the outer side edges of the first frame longitudinal beam 501 and the second frame longitudinal beam 502 and is arranged outwards, and the bottom plate longitudinal beam 401 is guided by the guide rail 510 in the falling process after the carriage is lifted.
Regarding the impact structure 9:
as shown in fig. 6, the anti-collision structure 9 includes a first anti-collision area 901 attached to the outer side of the transition connection board 8 and a second anti-collision area 902 connected to the outer side of the first anti-collision area 901, where the first anti-collision area 901 and the second anti-collision area 902 are hollow structures, the first anti-collision area 901 is formed by a plurality of cavities with polygonal cross sections, the second anti-collision area 902 is connected to the middle of the first anti-collision area 901 and protrudes out of the first anti-collision area 901, an arc surface is adopted at the connection part of the first anti-collision area 901 and the second anti-collision area 902 for transition, and the cross section of the protruding part of the second anti-collision area 902 is an arc.
The first collision avoidance area 901 is provided with a first collision avoidance cavity 9011, a second collision avoidance cavity 9012, a third collision avoidance cavity 9013, a fourth collision avoidance cavity 9014 and a fifth collision avoidance cavity 9015 which are sequentially connected from top to bottom, and the outer surfaces of the first collision avoidance cavity 9011, the second collision avoidance cavity 9012, the third collision avoidance cavity 9013, the fourth collision avoidance cavity 9014 and the fifth collision avoidance cavity 9015 are all arc-shaped, wherein the first collision avoidance cavity 9011 is connected with the bottom of the side carriage plate 3, the fifth collision avoidance cavity 9015 is connected with the carriage bottom plate 4, and the first collision avoidance cavity 9011, the second collision avoidance cavity 9012, the third collision avoidance cavity 9013, the fourth collision avoidance cavity 9014 are C-shaped after being connected with the fifth collision avoidance cavity 9015. It will be appreciated that in the implementation, the first crash area 3 may also be formed as a different number of crash cavities, or a different shape.
Further, the second anti-collision area 902 is connected between the third anti-collision cavity 9013 and the fourth anti-collision cavity 9014, and two sides of the second anti-collision area 902 extend to the middle part of the third anti-collision cavity 9013 and the middle part of the fourth anti-collision cavity 9014 respectively, so that the impact force born by the second anti-collision area 902 is better dispersed to the first anti-collision area 901, and the force dispersing effect of the anti-collision structure 9 is further ensured.
Preferably, protruding portions 901a are formed outside the third collision avoidance cavity 9013 and the fourth collision avoidance cavity 9014, a transitional cambered surface is formed between the protruding portions 901a and the second collision avoidance cavity 9012 and between the protruding portions 901a and the fifth collision avoidance cavity 9015, and the protruding portions 901a are connected with the second collision avoidance area 902.
In this example, through above-mentioned class honeycomb to can be when receiving the striking, inwards take place deformation step by step through second anticollision district 902 and first anticollision district 901, thereby evenly distributed receives the impact force, effectively avoided the direct impact to the carriage in the traditional structure, improved the anti-collision ability of carriage.
It will be appreciated that the transition connection plate 8 is not an essential structure, and the connection between the floor 4 and the side panels 3 can be directly achieved by the anti-collision structure 9 in this example, so as to further reduce components and process steps.
Regarding the shield steel sheet 10:
as shown in fig. 4, the protection steel plate 10 is composed of a bottom steel plate 10a and side steel plates 10b respectively provided at both sides of the bottom steel plate 10a, wherein the bottom steel plate 10a is supported on the floor 4, both side edges of the bottom steel plate 10a are respectively connected and fixed to both sides of the floor 4, the lower side of the side steel plate 10b is connected and fixed to the floor 4, and the upper side thereof is connected and fixed to the bottom of the side floor 3.
Regarding the connection fixation between the bottom steel plate 10a, the side steel plates 10b and the floor 4:
as shown in fig. 7, the floor side beams 407 on the left and right sides of the carriage floor 4 are respectively formed with an installation groove 408 in the shape of an inverted T, the installation grooves 408 are arranged along the length direction of the carriage, T-shaped steel connectors 409 are clamped in the installation grooves 408, the transverse parts of the steel connectors 409 are clamped in the installation grooves 408, the vertical parts of the steel connectors 409 are arranged upwards, the upper ends of the steel connectors protrude from the upper side edges of the installation grooves 408, and the lower side edges of the bottom steel plates 10a and the side steel plates 10b are welded and fixed with the side walls of the two sides of the steel connectors 409.
Regarding the connection between the side steel plate 10b and the side cabin plate 3:
as shown in fig. 8, a T-shaped clamping groove 305 is formed in a side, close to the cabin, of the side plate lower edge beam 302 of the side cabin plate 3, a T-shaped steel 306 is arranged in the clamping groove 305, a vertical portion of the T-shaped steel 306 extends out of the clamping groove 305, and an upper side edge of the side steel plate 10b is welded and fixed with a lower side wall of the vertical portion of the T-shaped steel 306.
It is well known that steel materials and aluminum materials cannot be connected and fixed in a welding mode, so that the connection structure is used for connecting and fixing different materials between the steel plate and the aluminum plate, the composite use of the different materials is realized, and a foundation is laid for realizing the weight reduction and high strength of a carriage.
In this embodiment, through reinforcing carriage bottom plate 4, sub vehicle frame 5, locate crashproof structure and the guard steel plate 10 etc. of carriage bottom plate 4 top of locating both sides bottom, both strengthened the overall structural strength of aluminium system carriage, satisfied the requirement of aluminium system lightweight carriage to carriage bulk strength, still made the carriage have sufficient structural anti-deformation ability simultaneously, guaranteed the intensity and the rigidity of carriage for aluminium system carriage can adapt to long carriage.
The technical scheme provided by the invention is described in detail. The principles and embodiments of the present invention have been described herein with reference to specific examples, the description of which is intended only to facilitate an understanding of the method of the present invention and its core ideas. It should be noted that it will be apparent to those skilled in the art that various modifications and adaptations of the invention can be made without departing from the principles of the invention and these modifications and adaptations are intended to be within the scope of the invention as defined in the following claims.
Claims (7)
1. The utility model provides a self-discharging carriage with anticollision, bottom protection and sub vehicle frame strengthen, includes preceding carriage board, back carriage board, two side carriage boards and carriage bottom plate that the symmetry set up, its characterized in that: the side carriage plates are connected with the carriage bottom plate through a transition connecting plate, and a hollow anti-collision structure arranged along the length direction of the carriage is covered on the outer side of the transition connecting plate; the lower part of the carriage bottom plate is provided with a subframe, the front side of the subframe is connected with the carriage bottom plate through a jacking mechanism, the rear side of the subframe is pivoted with the rear side of the carriage bottom plate through a rotating shaft, and a protective steel plate is further arranged above the carriage bottom plate; wherein:
the anti-collision structure comprises a first anti-collision area attached to the outer sides of the side carriage plates and the carriage bottom plate and a second anti-collision area connected to the outer sides of the first anti-collision area, the first anti-collision area and the second anti-collision area are hollow structures, the first anti-collision area is composed of a plurality of cavities with polygonal sections, and the second anti-collision area is connected to the middle of the first anti-collision area and protrudes out of the first anti-collision area;
the auxiliary frame comprises a first frame longitudinal beam and a second frame longitudinal beam which are arranged along the length direction of a carriage, a plurality of frame cross beams are connected between the first frame longitudinal beam and the second frame longitudinal beam, the first frame longitudinal beam and the second frame longitudinal beam adopt a multi-cavity structure formed by integrally extruding aluminum alloy, and the structures of the first frame longitudinal beam and the second frame longitudinal beam are consistent, wherein the upper side and the lower side of the first frame longitudinal beam extend towards the left side and the right side of the first frame longitudinal beam to form convex edges, a containing groove is formed between the convex edges on the upper side and the lower side, a first reinforcing plate is arranged on the front side of the containing groove, a second reinforcing plate is arranged on the middle rear side of the containing groove, the depth of the containing groove is consistent with the thicknesses of the first reinforcing plate and the second reinforcing plate, and the edges on the upper side and the lower side of the first reinforcing plate and the second reinforcing plate are welded and fixed with the convex edges in a friction welding mode;
the protection steel plate consists of a bottom steel plate and side steel plates which are respectively arranged at two sides of the bottom steel plate, wherein the bottom steel plate is supported on the carriage bottom plate, the edges of the two sides of the bottom steel plate are respectively connected and fixed with the two sides of the carriage bottom plate, the lower side of the side steel plate is connected and fixed with the carriage bottom plate, and the upper side of the side steel plate is connected and fixed with the bottom of the side carriage plate;
the two sides of the carriage bottom plate are respectively provided with a bottom plate edge beam which is in an inverted T shape, the mounting grooves are arranged along the length direction of the carriage, T-shaped steel connecting pieces are clamped in the mounting grooves, the transverse parts of the steel connecting pieces are clamped in the mounting grooves, the vertical parts of the steel connecting pieces are arranged upwards, the upper ends of the steel connecting pieces protrude out of the upper side edges of the mounting grooves, the two side edges of the bottom steel plate are fixedly welded with the two side walls of the steel connecting pieces, and the lower side edges of the side steel plates are fixedly welded with the two side walls of the steel connecting pieces;
a T-shaped clamping groove is formed in one side, close to a carriage, of the side carriage plate, T-shaped steel is arranged in the clamping groove, the vertical part of the T-shaped steel extends out of the clamping groove, and the upper side edge of the side steel plate is welded and fixed with the lower side wall of the vertical part of the T-shaped steel;
the connection part of the first anti-collision area and the second anti-collision area adopts cambered surface transition, and the section of the protruding part of the second anti-collision area is arc-shaped;
the first anti-collision area is provided with a first anti-collision cavity, a second anti-collision cavity, a third anti-collision cavity, a fourth anti-collision cavity and a fifth anti-collision cavity which are sequentially connected from top to bottom, wherein the first anti-collision cavity is connected with the bottom of the side carriage plate, and the fifth anti-collision cavity is connected with the carriage bottom plate; the first anti-collision cavity, the second anti-collision cavity, the third anti-collision cavity, the fourth anti-collision cavity and the fifth anti-collision cavity are connected and then are C-shaped, the second anti-collision area is connected between the third anti-collision cavity and the fourth anti-collision cavity, and two sides of the second anti-collision area extend to the middle part of the third anti-collision cavity and the middle part of the fourth anti-collision cavity respectively;
the third anti-collision cavity and the fourth anti-collision cavity are both formed with protruding portions to the outer sides, transition cambered surfaces are formed between the protruding portions and the second anti-collision cavity and between the protruding portions and the fifth anti-collision cavity, and the protruding portions are connected with the second anti-collision area.
2. The dump truck with crashworthiness, bottom guard and subframe reinforcement of claim 1, wherein: the automobile frame comprises a first automobile frame longitudinal beam, a second automobile frame longitudinal beam, a reinforcing frame and a reinforcing frame, wherein the reinforcing frame is connected between the rear end of the first automobile frame longitudinal beam and the rear end of the second automobile frame longitudinal beam, the reinforcing frame is in an X shape, two ends of the reinforcing frame are connected to the joint of the first automobile frame longitudinal beam and the automobile frame cross beam, and the other two ends of the reinforcing frame are connected to the joint of the second automobile frame longitudinal beam and the automobile frame cross beam.
3. The dump truck with crashworthiness, bottom guard and subframe reinforcement of claim 1, wherein: the top of first frame longeron and second frame longeron all integrative extrusion has the guide rail, the guide rail form in the outside edge of first frame longeron or second frame longeron and outwards set up.
4. The dump truck with crashworthiness, bottom guard and subframe reinforcement of claim 1, wherein: the mounting groove is formed in one side, far away from the interior of the carriage, of the bottom plate boundary beam.
5. A dump truck with crashproof, bottom guard and subframe reinforcement according to claim 1 or 3, characterized in that: the side of the bottom plate boundary beam, which is close to the carriage, is provided with a supporting step, one side of the bottom plate boundary beam, which is far away from the carriage, is provided with a limiting protrusion, and the mounting groove is positioned between the supporting step and the limiting protrusion.
6. The dump truck with crashworthiness, bottom guard and subframe reinforcement of claim 1, wherein: and the bottom plate side beam and the mounting groove are integrally extruded and formed.
7. The dump truck with crashproof, bottom guard and subframe reinforcement of claim 1 or 6, wherein: the mounting groove is consistent with the structure and the size of the clamping groove, and is adaptive to the structure and the size of the steel connecting piece and the T-shaped steel.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910654987.1A CN110254325B (en) | 2019-07-19 | 2019-07-19 | Self-unloading carriage with anti-collision, bottom protection and auxiliary frame reinforcement |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910654987.1A CN110254325B (en) | 2019-07-19 | 2019-07-19 | Self-unloading carriage with anti-collision, bottom protection and auxiliary frame reinforcement |
Publications (2)
| Publication Number | Publication Date |
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| CN110254325A CN110254325A (en) | 2019-09-20 |
| CN110254325B true CN110254325B (en) | 2023-07-18 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201910654987.1A Active CN110254325B (en) | 2019-07-19 | 2019-07-19 | Self-unloading carriage with anti-collision, bottom protection and auxiliary frame reinforcement |
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| CN (1) | CN110254325B (en) |
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| CN102935820A (en) * | 2012-11-21 | 2013-02-20 | 云南力帆骏马车辆有限公司 | Horizontal reinforcing and longitudinal auxiliary positioning device for container of dump truck |
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| FR2735430B1 (en) * | 1995-06-19 | 1997-09-05 | Marrel Sa | TIPPER AND VEHICLE COMPRISING THE SAME |
| US6612643B1 (en) * | 2001-08-14 | 2003-09-02 | Vantage Dump Trailers, Inc. | Bi-metallic trailer rail |
| CN202389458U (en) * | 2011-12-26 | 2012-08-22 | 南京徐工汽车制造有限公司 | Frame structure of concrete pump truck |
| CN202879295U (en) * | 2012-11-06 | 2013-04-17 | 张忠成 | Lightweight self-discharging and semi-trailer car body |
| CN203580735U (en) * | 2013-11-20 | 2014-05-07 | 三河市新宏昌专用车有限公司 | Reinforced U-shaped carriage wide-body mining dump vehicle |
| CN204774858U (en) * | 2015-06-19 | 2015-11-18 | 中国重汽集团湖北华威专用汽车有限公司 | Aluminum alloy U type semi -mounted tipper |
| CN108248704A (en) * | 2018-02-06 | 2018-07-06 | 无锡市华吉型材科技有限公司 | Knock into the back buffer-type cargo steel construction section bar |
| CN108973821A (en) * | 2018-05-11 | 2018-12-11 | 河南骏通车辆有限公司 | A kind of dump truck van |
| CN210912158U (en) * | 2019-07-19 | 2020-07-03 | 重庆铝器时代科技有限公司 | Self-discharging carriage with anticollision, bottom protection and auxiliary frame reinforcement |
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- 2019-07-19 CN CN201910654987.1A patent/CN110254325B/en active Active
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN102935820A (en) * | 2012-11-21 | 2013-02-20 | 云南力帆骏马车辆有限公司 | Horizontal reinforcing and longitudinal auxiliary positioning device for container of dump truck |
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| CN110254325A (en) | 2019-09-20 |
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