CN115123386B - Integrated support structure suitable for lightweight frame assembly and frame front end assembly - Google Patents
Integrated support structure suitable for lightweight frame assembly and frame front end assembly Download PDFInfo
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- CN115123386B CN115123386B CN202210779170.9A CN202210779170A CN115123386B CN 115123386 B CN115123386 B CN 115123386B CN 202210779170 A CN202210779170 A CN 202210779170A CN 115123386 B CN115123386 B CN 115123386B
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- 230000007704 transition Effects 0.000 claims description 26
- 238000009434 installation Methods 0.000 claims description 13
- 230000000149 penetrating effect Effects 0.000 claims description 4
- 238000000034 method Methods 0.000 abstract description 7
- 230000008569 process Effects 0.000 abstract description 7
- 238000004519 manufacturing process Methods 0.000 abstract description 5
- 230000003014 reinforcing effect Effects 0.000 description 8
- 238000005457 optimization Methods 0.000 description 7
- 239000000463 material Substances 0.000 description 5
- 238000005266 casting Methods 0.000 description 4
- 238000003466 welding Methods 0.000 description 4
- 230000002035 prolonged effect Effects 0.000 description 3
- 239000013585 weight reducing agent Substances 0.000 description 3
- 238000009826 distribution Methods 0.000 description 2
- 238000000465 moulding Methods 0.000 description 2
- 229910000831 Steel Inorganic materials 0.000 description 1
- 230000000712 assembly Effects 0.000 description 1
- 238000000429 assembly Methods 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000005520 cutting process Methods 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 230000002452 interceptive effect Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 239000012778 molding material Substances 0.000 description 1
- 238000004904 shortening Methods 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
Classifications
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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
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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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D24/00—Connections between vehicle body and vehicle frame
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
Abstract
The invention relates to an integrated bracket structure suitable for a lightweight frame assembly, comprising: the device comprises a beam connecting section, a connecting frame and a towing hook end, wherein the beam connecting section, the connecting frame and the towing hook end are integrally combined to form a main body structure of the integrated bracket; one end of the beam connecting section is provided with a connecting step which is used for connecting the beam; the connecting frame is used for connecting at least the bumper and is arranged at the other end of the beam connecting section; and a towing hook end formed by extending outwards from the side surface of the beam connecting section, wherein the hook part of the towing hook end gradually deflects towards one side of the connecting step direction. The invention also relates to a front end assembly of the frame. The integrated bracket integrally combined with the cross beam connecting section, the connecting frame and the towing hook end is used as a mounting bracket of the front end assembly of the frame. The tensile strength of the integrated bracket is improved, meanwhile, the assembly steps are reduced, the processing flow is simplified, errors generated in the assembly process are reduced, and the production efficiency is improved.
Description
Technical Field
The invention relates to the technical field of automobile chassis, in particular to an integrated bracket structure suitable for a lightweight frame assembly, and particularly relates to a frame front end assembly.
Background
At present, most of front end assemblies of trucks at least comprise a front cross beam (or a front cross beam connecting bracket), a bumper bracket fixing seat and a front towing hook. The inventors have found the following problems in assembling the front end assembly of the frame:
In the existing frame front end assembly, a front cross beam and a bumper bracket fixing seat are mostly fixedly arranged on a frame longitudinal beam to realize connection among all parts in the frame front end assembly. Firstly, as the size chains in the front end assembly of the frame are more, the requirement on the assembly precision is higher, and the subsequent assembly is difficult due to the extremely small mounting position deviation in the assembly process, and the requirement on the assembly capability of workers is higher; on the other hand, the front towing hook is fixed on the front cross beam or the frame longitudinal beam through a connecting piece such as a bolt, and after a heavy object is hooked on the front towing hook, the connecting piece which plays a role in connection between the front towing hook and the front cross beam or the frame longitudinal beam is subjected to larger shear stress, so that the problem of damage of the connecting piece can occur. In order to increase the strength of the connector, it is currently common to increase the volume of the connector or to change the material of the connector. The weight of the connecting piece is increased by adopting the two modes, and the manufacturing cost is higher.
Disclosure of Invention
Based on this, it is necessary to provide an integrated bracket structure suitable for a lightweight frame assembly and a frame front end assembly, aiming at the problem of assembly accuracy and strength of the frame front end assembly.
In a first aspect, the present application provides an integrated bracket structure adapted for use in a lightweight frame assembly, comprising:
The beam connecting section is provided with a connecting step at one end, and the connecting step is used for connecting the beam;
the connecting frame is used for connecting at least the bumper and is arranged at the other end of the beam connecting section in a connecting mode; and
The towing hook end is arranged on the side surface of the beam connecting section, and the hook part of the towing hook end gradually deflects towards one side of the connecting step;
Wherein, crossbeam linkage segment, link and towing pintle end integral type combine to form the body construction of integrated support.
In the embodiment, the integrated bracket structure is integrated through the integral combination of the beam connecting section, the connecting frame and the towing hook end, so that the position accuracy of the beam connecting section and the connecting frame is ensured, and the assembly difficulty is simplified. Meanwhile, the integrated bracket is formed by integral combination, so that the strength of the whole bracket is higher, and the service life is prolonged.
In one embodiment, a bumper positioning hole is formed in the side face of the beam connecting section; the connecting frame comprises a bumper connecting end;
when the bumper is installed on the integrated support, the bumper is attached to the installation plane of the bumper connecting end, and the positioning column of the bumper is inserted into the bumper positioning hole.
In one embodiment, a bumper positioning hole is formed in the side face of the beam connecting section; the connecting frame comprises a bumper connecting end, and the bumper connecting end is provided with an installation plane;
when the bumper is installed on the integrated support, the bumper is attached to the installation plane of the bumper connecting end, and the positioning column of the bumper is inserted into the bumper positioning hole.
In one embodiment, the bumper positioning holes extend in a straight line direction through corresponding two side surfaces of the beam connecting section;
The extending direction of the bumper positioning hole is perpendicular to the installation plane of the bumper connecting end.
In one embodiment, the bumper connection end comprises a bracket portion, at least three bumper connection blocks are arranged on the bracket portion, and the surfaces of the bumper connection blocks in the same plane form a mounting plane of the bumper connection end.
In one embodiment, at least three bumper attachment blocks are circumferentially disposed on the side of the bracket portion;
The support portion is provided with a hollowed-out portion penetrating through the upper surface and the lower surface of the support portion, and the hollowed-out portion is arranged close to the bumper connecting block.
In one embodiment, the connector further comprises a transition end for connecting a longitudinal beam of the vehicle;
the transition end extends outwards from the other side of the bumper connecting end, which is opposite to the mounting plane, and the transition end and the bumper connecting end intersect to form an included angle;
the two corresponding side surfaces of the transition end are respectively connected with the end surface of the cross beam connecting section and the longitudinal beam.
In one embodiment, the transition ends extend outwardly perpendicular to the mounting plane such that the cross-sectional shape of the connector frame is L-shaped.
In one embodiment, the beam connection section includes an extension that is cylindrical;
the shoulder part is connected with the extension part and extends along the axial direction of the extension part, and the cross section area of the shoulder part gradually increases along the axial direction and away from the extension part;
The end face of the shoulder, which is far away from the shoulder, is provided with a raised beam positioning part, and the shoulder and the beam positioning part form a connecting step together.
In one embodiment, the connecting frame is connected to the other end of the extension portion;
The beam connecting section is hollow to form a hollow part;
the hollow part extends to the connecting frame and the beam positioning part to form an opening.
In a second aspect, the present application also provides a front end frame assembly comprising: two integrated brackets in the above embodiment are disposed opposite to each other;
The cross beam is positioned between the two integrated brackets, and two ends of the cross beam are respectively connected to the connecting steps of the two integrated brackets.
According to the technical scheme of the embodiment, the frame front end assembly simplifies assembly steps by shortening the size chain in the frame front end assembly, reduces assembly difficulty and effectively improves assembly efficiency and yield of the frame front end assembly.
Drawings
Fig. 1 is a schematic perspective view of an integrated bracket structure according to an embodiment of the present invention at a first view angle;
FIG. 2 is an enlarged schematic view of a portion of the structure of FIG. 1;
FIG. 3 is a schematic perspective view of an integrated bracket structure according to an embodiment of the present invention at a second view angle;
FIG. 4 is a schematic perspective view of an integrated bracket structure according to an embodiment of the present invention at a third view angle;
FIG. 5 is a schematic perspective view of an integrated bracket structure according to an embodiment of the present invention at a fourth view angle;
FIG. 6 is a cross-sectional view at A-A in FIG. 5;
FIG. 7 is a schematic perspective view of a front end assembly of a vehicle frame according to an embodiment of the present invention;
Fig. 8 is a partially enlarged schematic view at B in fig. 7.
Reference numerals:
100. A cross beam;
200. an integrated bracket;
21. a transition end;
211. a stringer connecting portion; 212. a longitudinal beam connecting block; 213. reinforcing ribs;
22. A bumper connection end;
221. a bracket part; 222. a reinforcing part; 223. a hollowed-out part; 224. a first sink; 225. a second sink tank; 226. a bumper connection block;
23. A beam connection section;
231. an extension; 232. a shoulder; 233. a beam positioning part; 234. a first lightening hole; 235. a second lightening hole; 236. a bumper positioning hole;
24. A tow hook end;
241. Root part; 242. a hook portion;
300. And (5) a longitudinal beam.
Detailed Description
In order that the above objects, features and advantages of the invention will be readily understood, a more particular description of the invention will be rendered by reference to the appended drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The present invention may be embodied in many other forms than described herein and similarly modified by those skilled in the art without departing from the spirit of the invention, whereby the invention is not limited to the specific embodiments disclosed below.
In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present invention.
Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present invention, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.
In the present invention, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances.
In the present invention, unless expressly stated or limited otherwise, a first feature "up" or "down" a second feature may be the first and second features in direct contact, or the first and second features in indirect contact via an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.
It will be understood that when an element is referred to as being "fixed" or "disposed" on another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like are used herein for illustrative purposes only and are not meant to be the only embodiment.
For convenience of description, a frame front assembly according to an embodiment of the present application is described below with reference to fig. 7, and fig. 7 is a schematic perspective view of a frame front assembly according to some embodiments of the present application. The front end frame assembly includes a cross member 100, an integrated bracket 200, and a side member 300.
In some embodiments of the present application, an integrated bracket structure suitable for a lightweight frame assembly is provided, referring to fig. 7, and further referring to fig. 1 and 5, fig. 1 is a schematic perspective view of the integrated bracket structure at a first viewing angle according to some embodiments of the present application, and fig. 5 is a schematic perspective view of the integrated bracket structure at a fourth viewing angle according to some embodiments of the present application. The integrated bracket structure comprises a beam connecting section 23, a connecting frame (not shown) and a towing hook end 24, wherein the beam connecting section 23, the connecting frame and the towing hook end 24 are integrally combined to form a main body structure of the integrated bracket 200.
One end of the beam connecting section 23 is used for connecting a beam of a vehicle, and the other end is used for arranging a connecting frame. Illustratively, a connection step (not shown) is provided at one end of the cross member connection section 23 for connecting to the cross member 100 of the vehicle. Specifically, the cross beam 100 is erected at the step of the connection step, and the cross beam 100 is supported by the step-like structure of the connection step, so that stability when the cross beam 100 is connected with the connection step is ensured.
Illustratively, the towing hook end 24 is disposed on a side of the beam connecting section 23, and the towing hook end 24 is formed by extending outwardly from the side of the beam connecting section 23, specifically, the towing hook end 24 includes a root portion 241 and a hook portion 242, and the root portion 241 extends outwardly from the side of the beam connecting section 23. The hook portion 242 of the tow hook end 24 gradually shifts toward the connection step direction side. The hook 242 is provided at an end of the root 241 away from the side of the beam connecting section 23, the hook 242 gradually being offset from the root 241 toward the connecting step such that the hook 242 is bent toward the connecting step such that the entire tow hook end 24 assumes a barb shape. The tow hook end 24 surrounds an installation space in which an opening is formed; when the whole vehicle is towed, the steel wire rope enters the reserved installation space from the opening to complete the connection with the towing hook end 24. More specifically, the root portion 241 extends to the beam connecting section 23 and is combined on two adjacent sides of the beam connecting section 23, so that the contact area of the root portion 241 and the beam connecting section 23 is increased, and the tensile strength of the connection of the root portion 241 and the beam connecting section 23 is improved. On the other hand, the root portion 241 extends outwardly away from the beam connecting section 23 such that the hook portion 242 is exposed from the front end assembly of the frame, and the remaining mounting space is also away from the beam connecting section 23, facilitating the attachment of a cable to the hook portion 242 during towing of the vehicle.
Illustratively, the beam connecting section 23, the connecting frame, and the towing hook end 24 are integrally formed by casting. The bumper, the bracket of the cross beam 100 and the towing hook end 24 arranged on the cross beam 100 are integrated on the same integrated bracket 200, and the relative positions of the cross beam connecting section 23, the connecting frame and the towing hook end 24 in the integrated bracket 200 formed in an integrated casting mode are more accurate, so that the position deviation generated during the assembly of parts in an independent design mode is avoided, and the assembly precision is improved. In addition, the integrated bracket 200 formed integrally can reduce the number of connecting pieces used at the connecting positions of the parts in the independent design, and reduce the weight of the integrated bracket 200. Meanwhile, because the volume of the integrated support 200 is larger than that of a single part, the integrated support 200 is more convenient to topologically optimize, the weight of the integrated support 200 can be further reduced, the use amount of materials can be reduced, and the manufacturing cost can be reduced. The parts in the frame assembly are independently designed and are required to be independently molded by a plurality of dies, and the integrated bracket 200 in the scheme can complete the molding process by one casting die, so that the cost problem in the production process can be effectively reduced.
In another direction, the connection relationship among the beam connection section 23, the connection frame and the towing hook end 24 is more stable in an integral casting mode, and compared with the mode that the beam connection section 23, the connection frame and the towing hook end 24 are connected through intermolecular acting force after the existing independent design, the tensile strength of the beam connection section 23, the connection frame and the towing hook end 24 can be increased.
Referring to fig. 2 and 4, fig. 2 is a partially enlarged schematic view of a portion of the structure of fig. 1, and fig. 4 is a schematic view of a third perspective of an integrated bracket structure according to some embodiments of the present application. In some embodiments of the present application, bumper positioning holes 236 are formed in the side surfaces of the beam connecting sections 23; the connecting frame includes a bumper connecting end 22, and the bumper connecting end 22 has a mounting plane (not shown). When the bumper is mounted on the integrated bracket 200, the bumper is attached to the mounting plane of the bumper attachment end 22, and the positioning posts of the bumper are inserted into the bumper positioning holes 236.
Through setting up bumper locating hole 236, when the assembly bumper, borrow bumper locating hole 236 and the reference column on the bumper to carry out thick location to the bumper, reduce the position deviation to follow-up assembly of bumper goes on smoothly.
Illustratively, the mounting plane of the bumper attachment end 22 is the plane in which the bumper attachment end 22 joins the bumper. The mounting plane is formed to correspond to the mounting surface of the bumper to ensure that the contact surface between the bumper and the bumper attachment end 22 is greater after the bumper is assembled, so that the weight per unit area is smaller to extend the service life. Although not shown, it is understood that the mounting plane is not limited to a plane, and the mounting plane of the bumper attachment end 22 conforms to the surface shape of the bumper to ensure the fit of the bumper attachment end 22 to the bumper. If the surface of the bumper is arc-shaped, in order to avoid shaking caused by the existence of a gap, the installation plane is designed to be the same arc-shaped surface as the arc-shaped surface of the bumper, so as to enlarge the contact area after assembly. On the other hand, the bumper positioning hole 236 is formed in the beam connecting section 23, so that the weight of the integrated bracket 200 can be reduced.
In some embodiments of the present application, the mounting plane of the bumper attachment end 22 is a planar surface based on the above embodiments. The bumper positioning holes 236 extend in a straight line direction through the corresponding two side surfaces of the cross member connecting section 23. The bumper positioning hole 236 extends in a direction perpendicular to the mounting plane of the bumper attachment end 22.
The bumper positioning holes 236 penetrate through the beam connecting section 23, so that the bumper positioning holes 236 cut out more molding materials in the beam connecting section 23, the materials used by the beam connecting section 23 are further reduced, and the weight of the integrated bracket 200 is further reduced. On the other hand, the through bumper positioning hole 236 is more convenient to realize in the forming process, and the influence of the precision of the cutting depth on the assembly precision can be avoided. When the bumper is assembled, the bumper-receiving bumper positioning post and the bumper positioning hole 236 define a linear extension direction of the bumper positioning hole 236 toward the integrated bracket 200. Because the extending direction of the bumper positioning hole 236 is perpendicular to the installation plane of the bumper connection end 22, when the bumper is assembled, the bumper and the bumper connection end 22 are conveniently aligned with the installation position in advance before being connected, so that the installation accuracy is improved, and the operation of workers is facilitated.
In some embodiments of the present application, the bumper attachment end 22 further includes a bracket 221, at least three bumper attachment blocks 226 are disposed on the bracket 221, and the surface of the bumper attachment blocks 226 in the same plane forms the mounting plane of the bumper attachment end 22.
Illustratively, a plurality of bumper attachment blocks 226 are disposed on the bracket portion 221, the bumper attachment blocks 226 including a surface, the surface of the bumper attachment blocks 226 being in a common plane such that the surface of the bumper attachment blocks 226 forms a mounting plane. Specifically, the bumper connection block 226 is provided with a mounting hole, and the mounting hole corresponds to a connecting piece on the bumper to realize connection between the bumper connection block 226 and the bumper.
When the bumper is assembled to the bumper connection end 22, the bumper is supported by the at least three bumper connection blocks 226, so that the stability of the bumper and the bumper connection end 22 is guaranteed, and meanwhile, the supporting force to the bumper is shared by the plurality of bumper connection blocks 226, so that acting force borne by the single bumper connection block 226 is reduced, the risk of damage to the joint of the bumper connection block 226 and the bumper is reduced, and the service life is prolonged.
Referring to fig. 3 and 4, fig. 3 is a schematic perspective view of an integrated bracket structure at a second viewing angle according to some embodiments of the present application. In some embodiments of the present application, the bumper attachment block 226 is circumferentially disposed on the side of the bracket portion 221. The bracket 221 is provided with a weight-reducing portion for reducing the weight of the bracket 221; the weight-reducing portion includes a hollowed portion 223 penetrating through the upper and lower surfaces of the bracket portion 221, and the hollowed portion 223 is disposed near the bumper connection block 226.
Illustratively, the bumper connection blocks 226 are circumferentially arranged on the edge side of the bracket 221, such that the bumper connection blocks 226 are spaced apart from each other, and the bumper is stably attached to the surface of each bumper connection block 226, so that the weight of the bumper is uniformly distributed to each bumper connection block 226, and the problem of unstable connection caused by uneven stress of the bumper is avoided. The bracket 221 is provided with a weight reduction portion on the bracket 221 by topology optimization; topology optimization (topology optimization): by taking material distribution as an optimization object and through topological optimization, an optimal lightening hole distribution scheme can be found in a design space of uniformly distributed materials. Because the integrated bracket 200 in this solution is integrally cast from multiple components, the integrated bracket 200 has a larger volume than the separately designed components, and more space is available on the integrated bracket 200 for topology optimization, so that the weight of the integrated bracket 200 is smaller.
The topology optimization setting weight reduction part can effectively reduce the weight of the bracket part 221 on the premise of ensuring the strength of the bracket part 221, thereby ensuring the weight reduction of the whole integrated bracket 200. The weight-reducing portion includes a hollow portion 223, wherein the hollow portion 223 is a through hole penetrating through the bracket portion 221. The hollowed-out portion 223 is formed at the edge of the support portion 221. Specifically, the hollowed-out portion 223 is disposed near the bumper connection block 226, so that the bracket portion 221 at the connection with the bumper connection block 226 is in a beam-like or net-like structure.
It should be noted that, the weight-reducing portion includes, but is not limited to, a hollow portion 223 of the through hole, the weight-reducing portion may be a sink of the deep groove, and if the weight-reducing hole is provided at a position with a larger stress, the deformation of the through hole is likely to occur due to insufficient supporting force of the through hole, so as to ensure the strength and further achieve light weight, and the sink can meet the strength requirement and also reduce the weight. The sink groove is provided at a position near the center of the bracket portion 221. In this embodiment, the sinking grooves include a first sinking groove 224 and a second sinking groove 225, the first sinking groove 224 and the second sinking groove 225 are respectively disposed on two corresponding surfaces of the bracket 221, and the first sinking groove 224 and the second sinking groove 225 are disposed in a staggered manner, so as to ensure the depth of the sinking grooves.
As shown in fig. 1 and 5, in some embodiments of the present application, the connecting frame further includes a transition end 21, and the transition end 21 is used to connect the stringers 300. The transition end 21 extends outwards from the other side of the bumper connecting end 22 opposite to the mounting plane, and the transition end 21 intersects the bumper connecting end 22 to form an included angle. The two opposite side surfaces of the transition end 21 are respectively connected with the end surface of the cross beam connecting section 23 and the longitudinal beam 300.
In this embodiment, the connector also includes a mounting bracket for the stringers 300. Illustratively, the transition end 21 serves as a stringer 300 mounting bracket; the transition end 21 is connected to the bumper attachment end 22 to form the main body structure of the attachment bracket. The transition end 21 includes a stringer connecting portion 211, the stringer connecting portion 211 is a plate-shaped structure formed outwardly from one side surface of the bracket portion 221, and the mounting plane and the transition end 21 are respectively located on two corresponding side surfaces of the bracket portion 221. The stringer connecting portion 211 is provided with at least three stringer connecting blocks 212, and the stringer 300 is connected to the stringer connecting blocks 212. The plurality of girder connection blocks 212 share the supporting force to the girder 300, so that the acting force applied to the single girder connection block 212 is reduced, the risk of damage to the connection part of the girder connection block 212 and the girder 300 is reduced, and the service life is prolonged. The connection position of the bracket 221 and the longitudinal beam connecting portion 211 is a reinforcing portion 222, and the thickness of the reinforcing portion 222 is greater than that of the bracket 221 and/or the longitudinal beam connecting portion 211, so as to improve the strength of the intersection angle between the transition end 21 and the bumper connecting end 22. More specifically, the transition end 21, the bumper connection end 22, and the cross beam connection section 23 form a Z-shaped cross section of the integrated bracket 200, avoiding interference of the side member 300, the cross beam 100, and the bumper during assembly.
In some embodiments of the present application, the beam connection section 23 includes an extension 231 in the shape of a column, and the extension 231 serves as a main body structure of the beam connection section 23. A shoulder 232 connected to the extension 231 and extending in the axial direction of the extension 231. The cross-sectional area of the shoulder 232 increases gradually in size along the axial direction of the extension 231 and away from the extension 231. The shoulder 232 is provided with a raised beam positioning portion 233 on an end surface remote from one end of the extension 231. The shoulder 232 and the beam positioning portion 233 together form a connecting step.
The extension portion 231 serves as an extension portion of the cross beam 100 to increase the width of the whole frame assembly, and the extension portion 231 extends towards a direction away from the connecting frame, so that the mounting position of the cross beam 100 is away from the connecting frame, and further, the mounting positions of the cross beam 100, the longitudinal beam 300 and the bumper are spaced apart, so that interference between parts during assembly is avoided.
Illustratively, the shoulder 232 is located at an end of the extension 231 remote from the connection link. The extension 231 has a rectangular column structure, so that the positioning is convenient when the bumper positioning hole 236 is formed; meanwhile, the towing hook end 24 is formed at the side of the extension 231. To increase the tensile strength of the hitch end 24 may be achieved by increasing the contact area where the hitch end 24 joins the extension 231. The tail end of the towing hook end 24 extends to two adjacent sides of the extension part 231, and the rectangular columnar extension part 231 can increase the contact area of the joint of the towing hook end 24 and the extension part 231. The cross-sectional shape of the shoulder 232 is identical to the cross-sectional shape of the cross-beam 100, and the end face of the end of the shoulder 232 provided with the cross-beam positioning portion 233 has the same size as the cross-sectional shape of the cross-beam 100.
In this embodiment, the beam 100 has a cylindrical tubular structure; the cross beam 100 is connected to the shoulder 232 by welding. In order to ensure the connection strength of the beam 100 and the shoulder 232, the beam positioning portion 233 extends into one end of the tubular beam 100, so that the beam positioning portion 233 supports the tubular beam 100, and meanwhile, welding spots are welded on the circumferential direction of the edge where the beam 100 is attached to the shoulder 232, so that fixed connection is realized, and the shape and the size of the end face of the shoulder 232 are equal to the shape and the size of the cross section of the beam 100, so that better consistency is ensured when the beam 100 is attached to the shoulder 232. Still further, the end face edge of the shoulder 232 with one end of the beam positioning portion 233 is provided with a chamfer, when the beam 100 is attached to the shoulder 232, an annular groove is formed at the chamfer, and the welding spot is contained in the annular groove, so that the consistency of the joint of the beam 100 and the beam connecting section 23 is better, the occurrence of a convex welding spot at the joint is avoided, and the appearance is more attractive.
In some embodiments of the application, further, the transition end 21 extends outwardly perpendicular to the mounting plane such that the cross-sectional shape of the connection frame is L-shaped.
In this embodiment, the extension 231 extends outward in a straight direction from the side of the rail connecting portion 211. A reinforcing rib 213 is provided at the side member connecting portion 211 and the extension portion 231. Illustratively, the reinforcing ribs 213 extend from the longitudinal beam connecting portion 211 to the extending portion 231, triangular cross sections of the reinforcing ribs 213 support between the longitudinal beam connecting portion 211 and the extending portion 231, and strength of the connecting portion 211 and the extending portion 231 is improved by the reinforcing ribs 213, deformation caused by stress of the longitudinal beam connecting portion 211 and the extending portion 231 is avoided, and stability is guaranteed.
In some embodiments of the present application, the connection frame is connected to the other end of the extension 231. The beam connecting section 23 is hollow to form a hollow portion inside, and the hollow portion extends to the connecting frame and the beam positioning portion 233 to form an opening, respectively. The hollow portion serves as a lightening hole for the beam connecting section 23.
As illustrated in fig. 2 and 3, the weight-reducing hole includes a first weight-reducing hole 234 and a second weight-reducing hole 235, and the first weight-reducing hole 234 extends from the beam connecting section 23 toward the beam positioning portion 233 and forms an opening in the beam positioning portion 233. The second lightening holes 235 extend from the beam connection section 23 towards the connection frame and finally form openings in the transition end 21. Specifically, referring to FIG. 5, and with further reference to FIG. 6, FIG. 6 is a cross-sectional view at A-A in FIG. 5. The first and second lightening holes 234 and 235 are not connected, and the first and second lightening holes 234 and 235 are respectively disposed at both sides of the bumper positioning hole 236. By providing the first and second lightening holes 234 and 235, the weight of the beam connecting section 23 is reduced.
Further, the shape of the first lightening hole 234 corresponds to the cross-sectional shape of the beam positioning portion 233. The shape of the second lightening hole 235 corresponds to the cross-sectional shape of the extension 231. Specifically, in this embodiment, the first weight reducing holes 234 and the second weight reducing holes 235 are formed with different cross sections. The first lightening hole 234 has a cylindrical shape and the second lightening hole 235 has a rectangular cylindrical shape. The shape of the lightening hole is designed to be consistent with the cross section shape of the external structure where the lightening hole is positioned, namely, the cross beam connecting section 23 at the position where the lightening hole is formed is tubular, and the wall thickness in the circumferential direction is kept consistent due to the fact that the shape of the lightening hole is consistent with the corresponding external shape, so that the strength of the cross beam connecting section 23 is ensured, and deformation caused by insufficient strength due to small local wall thickness in the use process is avoided.
Referring to fig. 7, 8, fig. 8 is a partially enlarged schematic view at B in fig. 7. The application also provides a front end assembly of a vehicle frame, comprising: in the two integrated bracket structures in the above embodiments, the two integrated brackets 200 are disposed opposite to each other; and a cross beam 100, the cross beam 100 being located between two integrated brackets 200. Both ends of the cross beam 100 are respectively connected to the connection steps of the two integrated brackets 200.
In this scheme, the two integrated brackets 200 are symmetrically arranged, so that the beam connecting sections 23 on the two integrated brackets 200 are oppositely arranged, and two ends of the beam 100 are correspondingly connected to the two beam connecting sections 23, so that the integrated brackets 200 and the beam 100 are connected to form an integral structure.
The front end assembly of the frame further comprises two longitudinal beams 300, wherein the two longitudinal beams 300 are arranged in parallel, and the longitudinal beams 300 are positioned on two sides of the integrated bracket 200, so that the longitudinal beams 300 are connected with the transition ends 21 on the integrated bracket 200 in a one-to-one correspondence manner. The mounting planes of the bumper attachment ends 22 on the two integrated brackets 200 are in the same plane, and the bumper is simultaneously connected with the two bumper attachment ends 22. Specifically, the bumper is disposed in parallel with the cross member 100.
Because the integrated bracket 200 is formed by integral molding, the bumper, the cross beam 100 and the longitudinal beam 300 are independently arranged on the integrated bracket 200 during assembly, the size chain in the front end assembly of the frame can be shortened, the assembly steps are simplified, the assembly difficulty is reduced, and the assembly efficiency and the yield of the front end assembly of the frame are improved.
At the same time, the side member 300 is mounted on the transition end 21 while being restrained by one side surface of the bumper attachment end 22. The bumper is assembled on the opposite side surface of the bumper attachment end 22 such that the bumper is spaced from the side member 300 by the bumper attachment end 22. While the bumper is disposed parallel to the cross member 100. The mounting positions of the bumper, the cross beam 100 and the longitudinal beam 300 are determined through the integrated bracket 200, and the bumper, the cross beam 100 and the longitudinal beam 300 are separated, so that the bumper, the cross beam 100 and the longitudinal beam 300 are prevented from interfering in the assembly process, the assembly process is simpler, and the production efficiency is improved.
The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.
The above examples illustrate only a few embodiments of the invention, which are described in detail and are not to be construed as limiting the scope of the invention. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the invention, which are all within the scope of the invention. Accordingly, the scope of protection of the present invention is to be determined by the appended claims.
Claims (10)
1. An integrated bracket structure for a lightweight frame assembly, comprising:
the beam connecting section (23), one end of the beam connecting section (23) is provided with a connecting step which is used for connecting the beam (100);
The connecting frame is used for connecting at least a bumper, the connecting frame is arranged at the other end of the beam connecting section (23), the connecting frame comprises a bumper connecting end (22) and a transition end (21), the bumper connecting end (22) is provided with an installation plane, the installation plane is used for connecting the bumper, the transition end (21) extends outwards from the other side of the bumper connecting end (22) which is relatively provided with the installation plane, the transition end (21) and the bumper connecting end (22) intersect to form an included angle, and two corresponding side surfaces of the transition end (21) are respectively connected with the end surface of the beam connecting section (23) and a longitudinal beam; and
A towing hook end (24) arranged on the side surface of the beam connecting section (23), wherein a hook part (242) of the towing hook end (24) gradually deviates towards one side of the connecting step;
Wherein, crossbeam linkage segment (23), link and towing pintle end (24) are integrated to form the major structure of integrated support (200).
2. The integrated bracket structure according to claim 1, characterized in that a bumper positioning hole (236) is provided on the side of the beam connecting section (23);
When the bumper is mounted on the integrated bracket (200), the bumper is attached to the mounting plane of the bumper connection end (22), and the positioning column of the bumper is inserted into the bumper positioning hole (236).
3. The integrated bracket structure of claim 2, wherein the bumper positioning holes (236) extend in a straight direction through corresponding sides of the beam connecting section (23);
The extending direction of the bumper positioning hole (236) is perpendicular to the mounting plane of the bumper connection end (22).
4. The integrated bracket structure according to claim 2, wherein the bumper attachment end (22) comprises a bracket portion (221), at least three bumper attachment blocks (226) are provided on the bracket portion (221), and the surfaces of the bumper attachment blocks (226) in the same plane form a mounting plane of the bumper attachment end (22).
5. The integrated bracket structure according to claim 4, characterized in that at least three of the bumper attachment blocks (226) are circumferentially provided on the side of the bracket portion (221);
the support portion (221) is provided with a hollowed-out portion (223) penetrating through the upper surface and the lower surface of the support portion (221), and the hollowed-out portion (223) is arranged close to the bumper connecting block (226).
6. The integrated bracket structure of claim 2, wherein the bumper positioning hole (236) extends through the beam connecting section (23).
7. The integrated bracket structure according to claim 1, characterized in that the transition end (21) extends outwards perpendicular to the mounting plane, such that the cross-sectional shape of the connection frame is L-shaped.
8. -Integrated bracket structure according to any one of claims 1 to 7, characterized in that the beam connection section (23) comprises an extension (231) that is cylindrical;
A shoulder portion (232) connected to the extension portion (231) and extending in an axial direction of the extension portion (231), a cross-sectional area of the shoulder portion (232) gradually increasing in size along the axial direction and away from the extension portion (231);
the end face, far away from the shoulder (232), of the shoulder (232) is provided with a protruding beam positioning part (233), and the shoulder (232) and the beam positioning part (233) form the connecting step together.
9. The integrated bracket structure according to claim 8, characterized in that the connection rack is connected to the other end of the extension (231);
the beam connecting section (23) is hollow to form a hollow part;
the hollow portions extend to the connecting frame and the beam positioning portion (233) to form openings.
10. A front end assembly for a vehicle frame, comprising: the two integrated stent structure according to any one of claims 1-9, the two integrated stents (200) being arranged opposite;
the cross beam (100), the cross beam (100) is located between two integrated supports (200), and two ends of the cross beam (100) are respectively connected to the connection steps of the two integrated supports (200).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210779170.9A CN115123386B (en) | 2022-07-04 | 2022-07-04 | Integrated support structure suitable for lightweight frame assembly and frame front end assembly |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210779170.9A CN115123386B (en) | 2022-07-04 | 2022-07-04 | Integrated support structure suitable for lightweight frame assembly and frame front end assembly |
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| CN115123386A CN115123386A (en) | 2022-09-30 |
| CN115123386B true CN115123386B (en) | 2024-06-07 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202210779170.9A Active CN115123386B (en) | 2022-07-04 | 2022-07-04 | Integrated support structure suitable for lightweight frame assembly and frame front end assembly |
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| CN215475354U (en) * | 2021-04-28 | 2022-01-11 | 一汽解放汽车有限公司 | Front beam connecting support and front beam assembly |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US9914332B2 (en) * | 2016-06-07 | 2018-03-13 | Ford Global Technologies, Llc | Trailer hitch assembly for a vehicle |
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| JP2007237867A (en) * | 2006-03-07 | 2007-09-20 | Toyota Motor Corp | Towing hook structure of vehicle |
| CN202213458U (en) * | 2011-08-23 | 2012-05-09 | 东风汽车有限公司 | Integrated towing hook assembly |
| CN203753238U (en) * | 2014-04-14 | 2014-08-06 | 中国重汽集团济南动力有限公司 | Anti-torque transverse beam assembly fixed on front end of rack |
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Also Published As
| Publication number | Publication date |
|---|---|
| CN115123386A (en) | 2022-09-30 |
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