CN112829839A - Light truck cab and optimization method thereof - Google Patents
Light truck cab and optimization method thereof Download PDFInfo
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- CN112829839A CN112829839A CN202110276811.4A CN202110276811A CN112829839A CN 112829839 A CN112829839 A CN 112829839A CN 202110276811 A CN202110276811 A CN 202110276811A CN 112829839 A CN112829839 A CN 112829839A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D33/00—Superstructures for load-carrying vehicles
- B62D33/06—Drivers' cabs
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D33/00—Superstructures for load-carrying vehicles
- B62D33/077—Superstructures for load-carrying vehicles characterised by the connection of the superstructure to the vehicle frame
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D65/00—Designing, manufacturing, e.g. assembling, facilitating disassembly, or structurally modifying motor vehicles or trailers, not otherwise provided for
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Abstract
The utility model provides a light truck driver's cabin, includes the driver's cabin frame, optimizes the back suspension and includes suspension cushion, suspension support, and the suspension support includes preceding curb plate, posterior lateral plate, roof, bottom plate, and the bottom fixed connection of roof and suspension cushion is all passed through to the top of preceding curb plate, posterior lateral plate, and the top of suspension cushion and the bottom rear end fixed connection of driver's cabin frame, and the bottom of preceding curb plate, posterior lateral plate all passes through bottom plate and frame fixed connection. The optimized rear suspension in the design is easy to deform when the cab is toppled backwards due to serious collision, absorbs more collision energy, does not need to stack the structure of a cab frame and increase the material thickness of the cab frame, can improve the collision safety of the cab, and cannot increase the weight and the cost of the cab.
Description
Technical Field
The invention belongs to the technical field of cab optimization, and particularly relates to a light truck cab and an optimization method thereof, which are suitable for improving the collision safety of a cab and avoiding the overlarge weight and cost of the cab.
Background
The cab of the traditional light truck is easy to collapse and topple backwards when in severe collision, and the head, trunk and leg spaces of passengers are extruded, so that the living space of the passengers cannot be ensured, and the life safety is threatened.
The traditional light truck rear suspension has higher rigidity and strength, does not deform and hardly absorbs energy in collision, in order to ensure the collision safety, the cab absorbs most of collision energy by searching weak points and stress key areas of a cab frame, such as a top cover, a floor, a front wall, a rear wall, side walls and a vehicle door structure, and adopting an energy absorption design at an A column, although the scheme can meet the requirement of the collision safety of the cab, the requirement of national laws and regulations on the collision performance of the light truck cab is increasingly strict, the continuous reinforcement of the cab frame leads the weight and the cost of the cab to be increasingly larger, and for certain vehicle types with smaller passenger original space, the A column is limited by length, a cavity structure and materials, even if the reinforced cab frame can not completely absorb the collision energy, the passenger living space is compressed and invaded, the space requirement of the legs of the human body is difficult to meet when the double A columns collide, and the life safety of passengers cannot be protected. Therefore, there is a problem that improvement of collision safety of the cab and reduction of weight and cost of the cab cannot be simultaneously satisfied.
Disclosure of Invention
The present invention is directed to overcoming the above problems of the prior art and providing a light truck cab and an optimization method thereof, which can improve collision safety while avoiding excessive weight and cost of the cab.
In order to achieve the above purpose, the invention provides the following technical scheme:
the utility model provides a light truck driver's cabin, light truck driver's cabin includes driver's cabin frame, optimizes the back suspension, optimize the back suspension including suspension cushion, suspension support, the suspension support includes preceding curb plate, posterior lateral plate, roof, bottom plate, the bottom fixed connection of roof and suspension cushion is all passed through at the top of preceding curb plate, posterior lateral plate, the top of suspension cushion and the bottom rear end fixed connection of driver's cabin frame, the bottom of preceding curb plate, posterior lateral plate all is through bottom plate and frame fixed connection.
The front side plate, the rear side plate, the top plate and the bottom plate are all made of DL 510.
The cab frame is formed by enclosing a top cover, a floor, a front wall, a rear wall and 2 optimized side walls, wherein each optimized side wall comprises a side wall outer plate, a side wall inner plate and a middle plate, the side wall outer plates and the side wall inner plates enclose to form an annular cavity, the middle plate is positioned in the annular cavity, the middle plate is formed by enclosing an A column section and a reinforcing section, and the outer walls of the A column section and the reinforcing section are fixedly connected with the inner wall of the annular cavity;
the driver's cabin frame is still including setting up the optimization door on optimizing the side wall, optimize the door and include door planking, door inner panel, front and back anticollision roof beam, oblique anticollision board, oblique supporting beam, door planking encloses mutually and closes the vacuole formation, front and back anticollision roof beam, oblique anticollision board, oblique supporting beam all are located the inside of cavity, the both ends of front and back anticollision roof beam respectively with the front end middle part of cavity, rear end middle part fixed connection, oblique anticollision board's both ends respectively with front end middle part, the rear end bottom fixed connection of cavity, oblique anticollision board's middle part is provided with the recess along its length direction, be provided with the anticollision pipe in the recess, oblique supporting beam's one end and oblique anticollision board's middle part, the front end lower part fixed connection of cavity.
The manufacturing material of the A column section is a steel plate DC03, and the reinforcing section, the front and rear anti-collision beams and the inclined anti-collision plate are all made of cast steel HC 420-780.
The front and rear anti-collision beams, the front cross beam and the rear cross beam of the top cover are all of hollow structures.
Front corner vertical plates are arranged at two ends of a front cross beam of the floor, rear corner vertical plates are arranged at two ends of a rear cross beam of the floor, and reinforcing vertical plates are connected between the rear cross beam and a rear surrounding cross beam;
the front cross beam, the front corner vertical plate, the rear cross beam, the rear corner vertical plate and the reinforcing vertical plate are all made of cast steel ZGD 410-700, and the anti-collision circular tube is made of a 1500 MP-grade steel tube.
The optimization method of the light truck cab comprises the optimization of the rear suspension, wherein the optimization of the rear suspension is to optimize the rear suspension by taking the improvement of the energy absorption ratio of the rear suspension in the whole cab as a target, so that the optimized rear suspension is obtained.
The rear suspension optimization specifically comprises the following steps:
step one, constructing a simulation calculation model of double A columns of a cab;
replacing rear suspension in the cab double-A-column impact simulation calculation model with a compression energy absorption device, and calculating to obtain the energy absorption ratio of the cab frame 1 as lambda%;
and step three, optimizing the structure, the material thickness and the manufacturing material of the rear suspension by taking the energy absorption ratio of the rear suspension as the target to meet (100-lambda)% to obtain the optimized rear suspension, and optimizing the manufacturing material of the front side plate, the rear side plate, the top plate and the bottom plate to be DL 510.
The cab frame is formed by enclosing a top cover, a floor, a front wall, a rear wall and 2 optimized side walls, wherein each optimized side wall comprises a side wall outer plate, a side wall inner plate and a middle plate, the side wall outer plates and the side wall inner plates enclose to form an annular cavity, the middle plate is positioned in the annular cavity, the middle plate is formed by enclosing an A column section and a reinforcing section, and the outer walls of the A column section and the reinforcing section are fixedly connected with the inner wall of the annular cavity;
the cab frame further comprises an optimized vehicle door arranged on an optimized side wall, the optimized vehicle door comprises a vehicle door outer plate, a vehicle door inner plate, a front anti-collision beam, a rear anti-collision beam, an oblique anti-collision plate and an oblique supporting beam, the vehicle door outer plate and the vehicle door inner plate enclose to form a cavity, the front anti-collision beam, the rear anti-collision beam, the oblique anti-collision plate and the oblique supporting beam are all positioned in the cavity, two ends of the front anti-collision beam and the rear anti-collision beam are fixedly connected with the middle part of the front end and the middle part of the rear end of the cavity respectively, two ends of the oblique anti-collision plate are fixedly connected with the middle part of the front end and the bottom of the rear end of the cavity respectively, a groove is formed in the middle part of the oblique anti-collision plate along the length direction of the;
the optimization method further comprises cab frame optimization, wherein the cab frame optimization is positioned before rear suspension optimization, and the cab frame optimization is to optimize the structures of the upper side wall and the vehicle door of the initial cab frame by taking the requirements of double-A-column impact and top strength tests as targets, so as to obtain the optimized side wall and the optimized vehicle door.
The optimization method further comprises material thickness optimization, wherein the material thickness optimization is positioned between cab frame optimization and rear suspension optimization, the material thickness optimization aims at meeting the top strength as constraint and reducing the weight of the cab, the manufacturing materials and the material thicknesses of the reinforcing section, the front and rear anti-collision beams and the oblique anti-collision plate are optimized, and the manufacturing materials of the reinforcing section, the front and rear anti-collision beams and the oblique anti-collision plate are optimized to be cast steel HC 420-780.
Compared with the prior art, the invention has the beneficial effects that:
1. the invention relates to a light truck cab, which comprises a cab frame and an optimized rear suspension, wherein the optimized rear suspension comprises a suspension cushion and a suspension support, the suspension support comprises a front side plate, a rear side plate, a top plate and a bottom plate, the tops of the front side plate and the rear side plate are fixedly connected with the bottom of the suspension cushion through the top plate, the top of the suspension cushion is fixedly connected with the rear end of the bottom of the cab frame, and the bottoms of the front side plate and the rear side plate are fixedly connected with a vehicle frame through the bottom plate, compared with the traditional rear suspension, the optimized rear suspension in the design can not only meet the daily requirements of the cab, but also can easily generate larger deformation when the cab is toppled backwards due to the fact that a left side plate and a right side plate are cancelled, thereby absorbing more collision energy, improving the collision safety of the cab, avoiding stacking the structure of the cab frame and increasing the material thickness of the cab frame, the weight and cost of the cab are not increased. Therefore, the present invention does not increase the weight and cost of the cab while improving cab collision safety.
2. The optimization method of the light truck cab comprises cab frame optimization, material thickness optimization and rear suspension optimization, wherein the cab frame optimization aims at meeting the requirements of double-A-column impact and top strength tests, optimizing the structures of the upper side wall and the vehicle door of the initial cab frame to obtain the optimized side wall and the optimized vehicle door, optimizing the material thickness to meet the constraint of the top strength and reduce the weight of the cab, the manufacturing materials and the material thicknesses of the reinforcing section, the front and rear anti-collision beams and the inclined anti-collision plate are optimized, the manufacturing materials of the reinforcing section, the front and rear anti-collision beams and the inclined anti-collision plate are optimized to be cast steel HC 420-780, the design not only further improves the collision safety of the cab by optimizing the side wall and the vehicle door, and moreover, the manufacturing materials and material thicknesses of the reinforcing section, the front and rear anti-collision beams and the inclined anti-collision plate are optimized, so that the top strength is met, and the weight and cost of the cab are reduced. Therefore, the invention not only further improves the collision safety of the cab, but also reduces the weight and cost of the cab.
Drawings
FIG. 1 is a schematic structural diagram of the present invention.
Fig. 2 is a schematic structural diagram of the rear suspension in fig. 1.
Fig. 3 is a schematic structural view of the floor panel of fig. 1.
FIG. 4 is a schematic view of the door of FIG. 1.
Fig. 5 is a longitudinal sectional view of the cap of fig. 1.
Fig. 6 is a longitudinal cross-sectional view of the front and rear impact beams of fig. 4.
Fig. 7 is a longitudinal cross-sectional view of the angled impact beam of fig. 4.
Fig. 8 is a schematic structural view of the side panel in fig. 1.
Fig. 9 shows the energy absorption ratio of the cab frame in example 1.
In the figure, a cab frame 1, an optimized rear suspension 2, a suspension cushion 21, a suspension bracket 22, a front side plate 221, a rear side plate 222, a top plate 223, a bottom plate 224, a vehicle frame 3, a roof panel 4, a floor 5, a front cross beam 51, a front corner riser 52, a rear cross beam 53, a rear corner riser 54, a reinforced riser 55, a front wall 6, a rear wall 7, an optimized side wall 8, a side wall outer plate 81, a side wall inner plate 82, a middle plate 83, an a column section 831, a reinforced section 832, an annular cavity 84, an optimized vehicle door 9, a vehicle door outer plate 91, a vehicle door inner plate 92, a front and rear impact beam 93, an oblique impact plate 94, a groove 941, an impact round tube 942, an oblique support beam 95 and.
Detailed Description
The present invention will be further described with reference to the following embodiments.
Referring to fig. 1 to 8, the light truck cab comprises a cab frame 1 and an optimized rear suspension 2, wherein the optimized rear suspension 2 comprises a suspension cushion 21 and a suspension bracket 22, the suspension bracket 22 comprises a front side plate 221, a rear side plate 222, a top plate 223 and a bottom plate 224, the tops of the front side plate 221 and the rear side plate 222 are fixedly connected with the bottom of the suspension cushion 21 through the top plate 223, the top of the suspension cushion 21 is fixedly connected with the bottom rear end of the cab frame 1, and the bottoms of the front side plate 221 and the rear side plate 222 are fixedly connected with a vehicle frame 3 through the bottom plate 224.
The front side plate 221, the rear side plate 222, the top plate 223 and the bottom plate 224 are all made of DL 510.
The cab frame 1 is formed by enclosing a top cover 4, a floor 5, a front wall 6, a rear wall 7 and 2 optimized side walls 8, wherein each optimized side wall 8 comprises a side wall outer plate 81, a side wall inner plate 82 and an intermediate plate 83, the side wall outer plates 81 and the side wall inner plates 82 enclose to form an annular cavity 84, the intermediate plate 83 is located inside the annular cavity 84, the intermediate plate 83 is formed by enclosing an A-column section 831 and a reinforcement section 832, and the outer walls of the A-column section 831 and the reinforcement section 832 are fixedly connected with the inner wall of the annular cavity 84;
cab frame 1 is still including setting up the optimization door 9 on optimizing side wall 8, it includes door planking 91, door inner panel 92, front and back crashproof roof beam 93, oblique crashproof board 94, oblique supporting beam 95 to optimize door 9, door planking 91, door inner panel 92 enclose mutually and close vacuole formation 96, front and back crashproof roof beam 93, oblique crashproof board 94, oblique supporting beam 95 all are located the inside of vacuole 96, the both ends of front and back crashproof roof beam 93 respectively with the front end middle part of vacuole 96, rear end middle part fixed connection, the both ends of oblique crashproof board 94 respectively with the front end middle part of vacuole 96, rear end bottom fixed connection, the middle part of oblique crashproof board 94 is provided with recess 941 along its length direction, be provided with crashproof pipe 942 in the recess 941, the one end of oblique supporting beam 95 and the middle part of oblique crashproof board 94, the front end lower part fixed connection of vacuole 96.
The A-pillar 831 is made of a steel plate DC03, and the reinforcing section 832, the front and rear impact beams 93 and the inclined impact plate 94 are all made of cast steel HC 420-780.
The front and rear impact beams 93, the front cross beam 41 and the rear cross beam 42 of the roof 4 are all hollow structures.
the front cross beam 51, the front corner vertical plate 52, the rear cross beam 53, the rear corner vertical plate 54 and the reinforced vertical plate 55 are all made of cast steel ZGD 410-700, and the round crash pipes 942 are made of 1500 MP-grade steel pipes.
The optimization method of the light truck cab comprises the optimization of the rear suspension, wherein the optimization of the rear suspension is to optimize the rear suspension by taking the improvement of the energy absorption ratio of the rear suspension in the whole cab as a target, and an optimized rear suspension 2 is obtained.
The rear suspension optimization specifically comprises the following steps:
step one, constructing a simulation calculation model of double A columns of a cab;
replacing rear suspension in the cab double-A-column impact simulation calculation model with a compression energy absorption device, and calculating to obtain the energy absorption ratio of the cab frame 1 as lambda%;
and step three, optimizing the structure, the material thickness and the manufacturing material of the rear suspension by taking the energy absorption ratio of the rear suspension as the target to meet (100-lambda)% to obtain an optimized rear suspension 2, and optimizing the manufacturing material of the front side plate 221, the rear side plate 222, the top plate 223 and the bottom plate 224 to be DL 510.
The cab frame 1 is formed by enclosing a top cover 4, a floor 5, a front wall 6, a rear wall 7 and 2 optimized side walls 8, wherein each optimized side wall 8 comprises a side wall outer plate 81, a side wall inner plate 82 and an intermediate plate 83, the side wall outer plates 81 and the side wall inner plates 82 enclose to form an annular cavity 84, the intermediate plate 83 is located inside the annular cavity 84, the intermediate plate 83 is formed by enclosing an A-column section 831 and a reinforcement section 832, and the outer walls of the A-column section 831 and the reinforcement section 832 are fixedly connected with the inner wall of the annular cavity 84;
the cab frame 1 further comprises an optimized vehicle door 9 arranged on an optimized side wall 8, wherein the optimized vehicle door 9 comprises a vehicle door outer plate 91, a vehicle door inner plate 92, a front and rear collision-proof beam 93, an oblique collision-proof plate 94 and an oblique supporting beam 95, the vehicle door outer plate 91 and the vehicle door inner plate 92 enclose to form a cavity 96, the front and rear collision-proof beams 93, the oblique collision-proof plate 94 and the oblique supporting beam 95 are all located inside the cavity 96, two ends of the front and rear collision-proof beam 93 are respectively and fixedly connected with the middle part of the front end and the middle part of the rear end of the cavity 96, two ends of the oblique collision-proof plate 94 are respectively and fixedly connected with the middle part of the front end and the bottom part of the rear end of the cavity 96, a groove 941 is arranged in the middle part of the oblique collision-proof plate 94 along the length direction of the oblique collision-proof plate 94, an anti-collision circular tube 942 is arranged;
the optimization method further comprises cab frame optimization, wherein the cab frame optimization is positioned before rear suspension optimization, and the cab frame optimization is to optimize the structures of the upper side wall and the vehicle door of the initial cab frame by taking the requirements of double-A-column impact and top strength tests as targets, so as to obtain an optimized side wall 8 and an optimized vehicle door 9.
The optimization method further comprises material thickness optimization, wherein the material thickness optimization is located between cab frame optimization and rear suspension optimization, the material thickness optimization aims at meeting the top strength as constraint and reducing the weight of the cab, the manufacturing materials and the material thicknesses of the reinforcing section 832, the front and rear impact-proof beams 93 and the oblique impact-proof plate 94 are optimized, and the manufacturing materials of the reinforcing section 832, the front and rear impact-proof beams 93 and the oblique impact-proof plate 94 are optimized to be cast steel HC 420-780.
The principle of the invention is illustrated as follows:
the optimized rear suspension 2 in the light truck cab has higher energy absorption ratio in the whole cab, compared with the traditional cab only absorbing energy through a cab frame, the invention does not need to stack the structure of the cab frame and increase the material thickness of the cab frame, reduces the problem that the collision safety of the cab is difficult to reach the standard, and is particularly suitable for certain vehicle types with smaller space of original passengers and insufficient energy absorption of the cab.
The principle of optimizing the side wall 8 in the invention is explained as follows:
the strength of the side wall is improved by designing the optimized side wall 8 into a three-layer reinforced structure, and the A column 831 and the reinforcing section 832 on the middle plate 83 are respectively optimized into a steel plate DC03 with better punching property and ductility and cast steel HC 420-780 with higher strength, so that not only is the strength of the optimized side wall 8 further improved, but also the A column 831 absorbs collision energy and has higher collision safety;
the optimized vehicle door 9 comprises a front and a rear anti-collision beams 93, an oblique anti-collision plate 94 and an oblique supporting beam 95, wherein the front and the rear anti-collision beams 93 and the oblique anti-collision plate 94 improve the front and rear impact resistance and the oblique downward extrusion resistance of a cab, the living space of passengers is ensured to a great extent, and the oblique supporting beam 95 is used for supporting a vehicle door outer plate 91.
The front cross beam 41 and the rear cross beam 42 of the top cover 4 are both of hollow structures, so that the transmission of stress on the cab side is facilitated, the purpose of jointly bearing the left side and the right side of the cab is achieved, and the side-pat impact resistance of the cab is improved.
The front cross beam 51, the front corner vertical plate 52, the rear cross beam 53, the rear corner vertical plate 54 and the reinforced vertical plate 55 of the floor 5 are made of the optimized cast steel ZGD 410-700, so that the bending resistance and the front and rear corner torsion resistance of the floor 5 are improved.
According to the invention, the reinforced vertical plate 55 is connected between the cross beam on the rear wall 7 and the rear cross beam 54, so that the bearing load of the rear wall 7 is improved, the rear wall 7 is prevented from falling backwards, and the living space of passengers is further ensured.
Example 1:
referring to fig. 1 to 9, a light truck cab comprises a cab frame 1 and an optimized rear suspension 2, wherein the cab frame 1 is formed by enclosing a top cover 4, a floor 5, a front wall 6, a rear wall 7 and 2 optimized side walls 8, the optimized rear suspension 2 comprises a suspension cushion 21 and a suspension bracket 22, the suspension bracket 22 comprises a front side plate 221, a rear side plate 222, a top plate 223 and a bottom plate 224, the tops of the front side plate 221 and the rear side plate 222 are fixedly connected with the bottom of the suspension cushion 21 through the top plate 223, the front side plate 221, the rear side plate 222, the top plate 223 and the bottom plate 224 are made of DL510, the top of the suspension cushion 21 is fixedly connected with the bottom rear end of the floor 5, the bottoms of the front side plate 221 and the rear side plate 222 are fixedly connected with a vehicle frame 3 through the bottom plate 224, the optimized rear suspension 8 comprises a side wall outer plate 81, a side wall inner plate 82 and a middle plate 83, the side wall outer plate 81 and the side wall inner plate 82 are enclosed to form an annular cavity 84, the middle plate 83 is located inside the annular cavity 84, the middle plate 83 is formed by enclosing an A column section 831 and a reinforcement section 832, outer walls of the A column section 831 and the reinforcement section 832 are fixedly connected with an inner wall of the annular cavity 84, the A column section 831 and the reinforcement section 832 are made of steel plates DC03 and cast steels HC 420-780 respectively, the optimized side wall 8 is provided with the optimized vehicle door 9, the optimized vehicle door 9 comprises a vehicle door outer plate 91, a vehicle door inner plate 92, a front impact beam 93, a rear impact beam 93, an inclined impact plate 94 and an inclined support beam 95, the vehicle door outer plate 91 and the vehicle door inner plate 92 are enclosed to form a cavity 96, the front impact beam 93, the inclined impact plate 94 and the inclined support beam 95 are located inside the cavity 96, the front impact beam 93 and the rear impact beam 93 are of a hollow structure, and two ends of the front impact beam and the rear impact beam are fixedly connected, the two ends of the inclined anti-collision plate 94 are respectively fixedly connected with the middle part of the front end and the bottom part of the rear end of the cavity 96, the middle part of the inclined anti-collision plate 94 is provided with a groove 941 along the length direction thereof, anti-collision round pipes 942 are arranged in the groove 941, one end of the inclined supporting beam 95 is fixedly connected with the middle part of the inclined anti-collision plate 94 and the lower part of the front end of the cavity 96, the manufacturing material of the inclined supporting beam 95 is a steel plate DC03, the manufacturing materials of the front and rear anti-collision beams 93 and the inclined anti-collision plate 94 are cast steel HC 420-780, the manufacturing material of the anti-collision round pipes 942 is a steel pipe with the material thickness of 2mm and the material grade of 1500MP, the front cross beam 41 and the rear cross beam 42 of the top cover 4 are both hollow structures, the front corner riser 52 is arranged at the two ends of the front cross beam 51 of the floor 5, the rear cross beam 53 of the floor 5 is, the front cross beam 51, the front corner vertical plate 52, the rear cross beam 53, the rear corner vertical plate 54 and the reinforced vertical plate 55 are all made of cast steel ZGD 410-700.
The optimization method of the light truck cab comprises the following steps in sequence:
step one, optimizing a cab frame
Optimizing the structures of the upper side wall and the vehicle door of the initial cab frame by taking the requirements of double-A-column impact and top strength test as targets to obtain an optimized side wall 8 and an optimized vehicle door 9;
step two, optimizing the material thickness
Optimizing the manufacturing materials and material thicknesses of the reinforcement section 832 in the optimized side wall 8, the front and rear impact beams 93 and the oblique impact plate 94 in the optimized vehicle door 9 by taking the requirement of meeting the top strength as constraint and reducing the weight of the cab as a target, optimizing the manufacturing materials of the reinforcement section 832, the front and rear impact beams 93 and the oblique impact plate 94 into cast steel HC 420-780 and optimizing the material thickness from the original 2mm to 1.4mm so as to reduce the weight of the cab by 25 kg;
step three, optimizing rear suspension
The rear suspension optimization is carried out according to the following steps in sequence:
step a, constructing a double-A-column impact simulation calculation model of a cab;
b, replacing rear suspension in the cab double-A-column impact simulation calculation model with a compression energy absorption device, and calculating to obtain the energy absorption ratio of the cab frame 1 to be 81% (as shown in FIG. 9);
and c, optimizing the structure, the material thickness and the manufacturing material of the rear suspension by taking the energy absorption ratio of the rear suspension as a target to meet 19%, obtaining an optimized rear suspension 2, and optimizing the manufacturing material of the front side plate 221, the rear side plate 222, the top plate 223 and the bottom plate 224 into DL510 and the material thickness to be 5 mm.
Claims (10)
1. A light truck cab, characterized in that: light truck driver's cabin includes driver's cabin frame (1), optimizes rear suspension (2), optimize rear suspension (2) including suspension cushion (21), suspension support (22) include preceding curb plate (221), posterior lateral plate (222), roof (223), bottom plate (224), the top of preceding curb plate (221), posterior lateral plate (222) all is through the bottom fixed connection of roof (223) with suspension cushion (21), the top of suspension cushion (21) and the bottom rear end fixed connection of driver's cabin frame (1), the bottom of preceding curb plate (221), posterior lateral plate (222) all is through bottom plate (224) and frame (3) fixed connection.
2. A light truck cab as set forth in claim 1, wherein: the front side plate (221), the rear side plate (222), the top plate (223) and the bottom plate (224) are all made of DL 510.
3. A light truck cab as set forth in claim 1 or 2, characterized in that:
the cab frame (1) is formed by enclosing a top cover (4), a floor (5), a front wall (6), a rear wall (7) and 2 optimized side walls (8), the optimized side walls (8) comprise side wall outer plates (81), side wall inner plates (82) and middle plates (83), the side wall outer plates (81) and the side wall inner plates (82) enclose to form an annular cavity (84), the middle plates (83) are located inside the annular cavity (84), the middle plates (83) are formed by enclosing an A column section (831) and a reinforcing section (832), and the outer walls of the A column section (831) and the reinforcing section (832) are fixedly connected with the inner wall of the annular cavity (84);
the cab frame (1) further comprises an optimized vehicle door (9) arranged on an optimized side wall (8), the optimized vehicle door (9) comprises a vehicle door outer plate (91), a vehicle door inner plate (92), a front and a rear anti-collision beams (93), an oblique anti-collision plate (94) and an oblique supporting beam (95), the vehicle door outer plate (91) and the vehicle door inner plate (92) are enclosed to form a cavity (96), the front and the rear anti-collision beams (93), the oblique anti-collision plate (94) and the oblique supporting beam (95) are all located in the cavity (96), two ends of the front and the rear anti-collision beams (93) are respectively fixedly connected with the front end middle part and the rear end middle part of the cavity (96), two ends of the oblique anti-collision plate (94) are respectively fixedly connected with the front end middle part and the rear end bottom part of the cavity (96), a groove (941) is arranged in the middle part of the oblique anti-collision plate (94) along the length direction of the oblique, one end of the inclined support beam (95) is fixedly connected with the middle part of the inclined anti-collision plate (94) and the lower part of the front end of the cavity (96).
4. A light truck cab as set forth in claim 3, wherein: the manufacturing material of the A-pillar section (831) is a steel plate DC03, and the manufacturing materials of the reinforcing section (832), the front and rear anti-collision beams (93) and the inclined anti-collision plate (94) are all high-strength steel HC 420-780.
5. A light truck cab as set forth in claim 3, wherein: the front and rear anti-collision beams (93), the front cross beam (41) of the top cover (4) and the rear cross beam (42) are all of hollow structures.
6. A light truck cab as set forth in claim 3, wherein: front corner vertical plates (52) are arranged at two ends of a front cross beam (51) of the floor (5), rear corner vertical plates (54) are arranged at two ends of a rear cross beam (53) of the floor (5), and a reinforcing vertical plate (55) is connected between the rear cross beam (54) and a rear wall (7) cross beam;
the front cross beam (51), the front corner vertical plate (52), the rear cross beam (53), the rear corner vertical plate (54) and the reinforcing vertical plate (55) are all made of high-strength steel HC 420-780, and the round anti-collision tube (942) is made of 1500 MP-grade steel tubes.
7. A method for optimizing a light truck cab is characterized by comprising the following steps: the optimization method comprises a rear suspension optimization for optimizing the rear suspension with the aim of increasing the energy absorption ratio of the rear suspension throughout the cab, resulting in an optimized rear suspension (2) according to claim 1.
8. The optimization method of the light truck cab according to claim 7, wherein:
the rear suspension optimization specifically comprises the following steps:
step one, constructing a simulation calculation model of double A columns of a cab;
replacing rear suspension in the cab double-A-column impact simulation calculation model with a compression energy absorption device, and calculating to obtain the energy absorption ratio of the cab frame (1) as lambda%;
and step three, optimizing the structure, the material thickness and the manufacturing material of the rear suspension by taking the energy absorption ratio of the rear suspension as the target to meet (100-lambda)% to obtain the optimized rear suspension (2), and optimizing the manufacturing material of the front side plate (221), the rear side plate (222), the top plate (223) and the bottom plate (224) to be DL 510.
9. The optimization method of the light truck cab according to claim 7 or 8, characterized in that:
the cab frame (1) is formed by enclosing a top cover (4), a floor (5), a front wall (6), a rear wall (7) and 2 optimized side walls (8), the optimized side walls (8) comprise side wall outer plates (81), side wall inner plates (82) and middle plates (83), the side wall outer plates (81) and the side wall inner plates (82) enclose to form an annular cavity (84), the middle plates (83) are located inside the annular cavity (84), the middle plates (83) are formed by enclosing an A column section (831) and a reinforcing section (832), and the outer walls of the A column section (831) and the reinforcing section (832) are fixedly connected with the inner wall of the annular cavity (84);
the cab frame (1) further comprises an optimized vehicle door (9) arranged on an optimized side wall (8), the optimized vehicle door (9) comprises a vehicle door outer plate (91), a vehicle door inner plate (92), a front and a rear anti-collision beams (93), an oblique anti-collision plate (94) and an oblique supporting beam (95), the vehicle door outer plate (91) and the vehicle door inner plate (92) are enclosed to form a cavity (96), the front and the rear anti-collision beams (93), the oblique anti-collision plate (94) and the oblique supporting beam (95) are all located in the cavity (96), two ends of the front and the rear anti-collision beams (93) are respectively fixedly connected with the front end middle part and the rear end middle part of the cavity (96), two ends of the oblique anti-collision plate (94) are respectively fixedly connected with the front end middle part and the rear end bottom part of the cavity (96), a groove (941) is arranged in the middle part of the oblique anti-collision plate (94) along the length direction of the oblique, one end of the inclined support beam (95) is fixedly connected with the middle part of the inclined anti-collision plate (94) and the lower part of the front end of the cavity (96);
the optimization method further comprises cab frame optimization, wherein the cab frame optimization is positioned before rear suspension optimization, and the cab frame optimization is used for optimizing the structures of the upper side wall and the vehicle door of the initial cab frame by taking the requirements of double-A-column impact and top strength tests as targets to obtain an optimized side wall (8) and an optimized vehicle door (9).
10. The optimization method of the light truck cab according to claim 9, wherein:
the optimization method further comprises material thickness optimization, wherein the material thickness optimization is located between the cab frame optimization and the rear suspension optimization, the material thickness optimization aims at meeting the top strength as constraint and reducing the weight of the cab, manufacturing materials and material thicknesses of the reinforcing section (832), the front and rear impact-proof beams (93) and the oblique impact-proof plate (94) are optimized, and the manufacturing materials of the reinforcing section (832), the front and rear impact-proof beams (93) and the oblique impact-proof plate (94) are optimized to be high-strength steel HC 420-780.
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| CN112829839B (en) | 2022-07-22 |
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