CN116176700A

CN116176700A - Frame and passenger car

Info

Publication number: CN116176700A
Application number: CN202210257510.1A
Authority: CN
Inventors: 杨延功; 毛洪海; 张钦超; 杜凯; 杨杰
Original assignee: Weichai Power Co Ltd
Current assignee: Weichai Power Co Ltd
Priority date: 2022-03-16
Filing date: 2022-03-16
Publication date: 2023-05-30

Abstract

The application provides a frame and a passenger car, wherein the frame comprises a driving section and a front suspension section, and the driving section is connected to one end of the front suspension section, which faces the front end of the passenger car; one of the end of the front suspension section facing the driving section and the end of the front suspension section facing the driving section is provided with a plurality of mounting positions, and the other is connected with any one of the plurality of mounting positions; and a plurality of installation positions are arranged at intervals along the height direction of the passenger car. The utility model provides a frame and passenger train, its driver's cabin mountable is in the position for the not co-altitude of front overhang section, and the bottom surface height and the space size of the driver's cabin of corresponding passenger train also can change to satisfy the different demands of user to the driver's cabin of passenger train.

Description

Frame and passenger car

Technical Field

The application relates to the technical field of buses, in particular to a frame and a bus.

Background

A passenger car is a commercial vehicle capable of taking more than 9 persons (including a driver seat) for carrying passengers and their carry-on luggage, and is generally a square carriage, and such a car type is mainly used for public transportation and group transportation.

In recent years, the demands of users for configuration diversity of passenger cars are increasing, and driving comfort and personalization are important points pursued by people. In order to meet various demands of users, the layout of the driving area structure is becoming more and more abundant.

However, the flexibility of the structure of the driving area of the existing passenger car is limited, and different requirements of users on the driving area are difficult to meet.

Disclosure of Invention

The application provides a frame and passenger train for it is limited to solve the flexibility of the driver's cabin structure of current passenger train, is difficult to satisfy the different demands of user to the driver's cabin.

The application provides a frame which is used for a passenger car and comprises a driving section and a front suspension section, wherein the driving section is connected with one end of the front suspension section, which faces the front end of the passenger car;

one of the end of the front suspension section facing the driving section and the end of the front suspension section facing the driving section is provided with a plurality of mounting positions, and the other is connected with any one of the plurality of mounting positions; wherein, a plurality of installation positions are arranged at intervals along the height direction of the passenger car.

According to the frame, the driving section and the front suspension section are arranged in a segmented mode, so that the driving section can be independently adjusted under the condition that other parts such as the front suspension section are kept unchanged in structure, other parts of the passenger car do not need to be correspondingly adjusted while the driving section is adjusted, and the adjustment and the setting of the driving section are convenient and simple; the driving section can be arranged at different positions relative to the front suspension section by arranging a plurality of mounting positions at one of one end of the driving section facing the front suspension section and one end of the front suspension section facing the driving section, and the other end of the driving section is connected with any one of the plurality of mounting positions, so that the flexibility of the driving section is improved, and the flexibility of the driving area structure of the passenger car is improved; wherein, this application is specifically through setting up a plurality of installation positions along the direction of height interval of passenger train for the driver's cabin mountable is in for the position of the not co-altitude of front overhang section, and the height of driver's cabin can change, and the bottom surface height and the space size of the driver's cabin of corresponding passenger train also can change, and this frame can be applicable to the passenger train that has different arrangement form driver's cabin, in order to satisfy the different demands of user to the driver's cabin of passenger train.

In one implementation, the plurality of mounting locations are evenly spaced apart.

In one implementation, the front suspension section comprises two first longitudinal beams, wherein the two first longitudinal beams extend along the length direction of the passenger car, and the two first longitudinal beams are arranged at intervals along the width direction of the passenger car;

the driving section comprises two second longitudinal beams which extend along the length direction of the passenger car, the two second longitudinal beams are arranged at intervals along the width direction of the passenger car, and the two second longitudinal beams are respectively connected to one ends of the two first longitudinal beams, which face the front end of the passenger car;

the mounting position is arranged at one end of the first longitudinal beam, which faces the second longitudinal beam, or at one end of the second longitudinal beam, which faces the first longitudinal beam.

In one implementation, one of the end of the first longitudinal beam facing the second longitudinal beam and the end of the second longitudinal beam facing the first longitudinal beam is connected with a first connecting piece, and the other is connected with the first connecting piece;

the first connecting piece is prolonged along the height direction of the passenger car, and the plurality of mounting positions are a plurality of first mounting holes which are arranged at intervals along the height direction of the first connecting piece.

In one implementation, the first connector is connected to an end of the first stringer facing the second stringer.

In one implementation, an upper section of the first connector near the top of the passenger car is connected to an end face of the first longitudinal beam, and a lower section of the first connector extends beyond the first longitudinal beam.

In one implementation, the first connector includes a first front panel and two first side panels;

the first front plate corresponds to the end face of the first longitudinal beam, and the first mounting hole is formed in the first front plate; the two first side plates are respectively connected to two opposite sides of the first front plate, and the two first side plates are respectively connected with outer side walls of two sides of the first longitudinal beam.

In one embodiment, the first side panel has a widening, which is connected to the outer side wall of the first longitudinal beam.

In one implementation, one end of the second longitudinal beam facing the first longitudinal beam is connected with a second connecting piece, and the second connecting piece is connected with a part, corresponding to the first mounting hole, on the first connecting piece.

In one implementation manner, at least one second mounting hole is formed in the second connecting piece, the second mounting hole corresponds to the first mounting hole, and locking pieces penetrate through the second mounting hole and the plurality of first mounting holes.

In one implementation, the second connecting piece comprises a second front plate and two second side plates, the second front plate corresponds to the end face of the first longitudinal beam, and the second mounting hole is positioned on the second front plate; the two second side plates are respectively connected to the two opposite sides of the second front plate, and are respectively connected with the outer side walls of the two sides of the second longitudinal beam.

In one implementation, the vehicle further comprises a first cross beam suspended at one end of the first longitudinal beam near the second longitudinal beam, the first cross beam is located at one side of the first longitudinal beam facing the bottom of the passenger car, and a reinforcing member is connected between the first connecting member and the first cross beam.

In one embodiment, the outer wall surface of the second longitudinal beam is covered with a reinforcing plate.

In one implementation, the vehicle further comprises a second cross beam traversing the two second stringers;

the second cross beam comprises an extension part which extends out of the second longitudinal beam on the corresponding side, and the extension part is connected with a steering system.

On the other hand, the application also provides a passenger car, which comprises a shell and the frame, wherein the shell is arranged on the frame.

The passenger car comprises the shell and the frame, wherein the shell is arranged on the frame, the frame is used for sectionally arranging the driving section and the front suspension section, so that the driving section can be independently adjusted under the condition that the structures of other parts such as the front suspension section are kept unchanged, the driving section is not required to be adjusted correspondingly, and the adjustment setting of the driving section is convenient and simple; the driving section can be arranged at different positions relative to the front suspension section by arranging a plurality of mounting positions at one of one end of the driving section facing the front suspension section and one end of the front suspension section facing the driving section, and the other end of the driving section is connected with any one of the plurality of mounting positions, so that the flexibility of the driving section is improved, and the flexibility of the driving area structure of the passenger car is improved; wherein, this application is specifically through setting up a plurality of installation positions along the direction of height interval of passenger train for the driver's cabin can be installed on for the different height of front overhang section, and the height of driver's cabin can be changed, and the bottom surface height and the space size of the driver's cabin of corresponding passenger train also can be changed, and this frame can be applicable to the passenger train that has different arrangement form driver's cabin, in order to satisfy the different demands of user to the driver's cabin of passenger train

The construction of the present application, as well as other objects and advantages thereof, will be more readily understood from the description of the preferred embodiments taken in conjunction with the accompanying drawings.

Drawings

The foregoing and other objects, features and advantages of embodiments of the present application will become more readily apparent from the following detailed description, which proceeds with reference to the accompanying drawings. Embodiments of the present application will now be described, by way of example and not limitation, in the figures of the accompanying drawings, in which:

FIG. 1 is a schematic view of a vehicle frame provided in an embodiment of the present application;

FIG. 2 is a schematic view of the front suspension section of FIG. 1;

FIG. 3 is a schematic view of the driving section of FIG. 1;

FIG. 4 is an enlarged view of a portion A of FIG. 2;

fig. 5 is a schematic view of the second connector in fig. 3.

Reference numerals:

100-front suspension section; 110-a first stringer; 120-a first beam; 130-a third beam;

200-driving range; 210-a second stringer; 230-a second beam; 231-extension; 240-a second connection plate;

300-mounting position;

400-first connection; 410-a first front plate; 411-a first mounting hole; 420-a first side plate; 421-widening; 422-first plug welding holes; 430-a first auxiliary mounting plate; 431-cross plate; 432-risers;

500-a second connector; 510-a second front plate; 511-a second mounting hole; 520-a second side plate; 521-second plug welding holes; 530-a second auxiliary mounting plate;

600-stiffeners;

700-first connection plate.

Detailed Description

Embodiments of the present application are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary and intended for the purpose of explaining the present application and are not to be construed as limiting the present application.

In the related art, a frame of a passenger car is generally a side sill. The side beam type frame is formed by riveting or welding two long longitudinal beams and a plurality of short cross beams, wherein the longitudinal beams mainly bear bending loads and generally adopt channel-shaped steel beams with larger bending strength; the cross beam has a groove shape, a tube shape or a mouth shape so as to ensure the torsional rigidity and the bending strength of the frame. In addition, the frame is also provided with a front suspension structure and a rear suspension structure so as to facilitate the installation of the shell of the passenger car.

The two long stringers of the frame extend from the head to the tail, if the position of the driving area of the passenger car is to be structurally changed, the arrangement form of the front suspension and the rear suspension of the whole passenger car needs to be redesigned, and the redesign also means that performance evaluation needs to be carried out again, for example, the fatigue durability of the rear suspension section of the frame needs to be further evaluated, and the workload is huge.

Therefore, the height of the driving area of the existing passenger car is difficult to adjust, the flexibility of the driving area structure is very limited, and different requirements of users on the driving area are difficult to meet.

In view of this, an embodiment of the present application provides a vehicle frame and a passenger car, wherein the vehicle frame includes a driver's section and a front suspension section, the driver's section is connected to a side of the front suspension section facing a front end of the passenger car, and one of an end of the driver's section facing the front suspension section and an end of the front suspension section facing the driver's section is provided with a plurality of mounting positions, and the other is connected to any one of the plurality of mounting positions; and particularly, the plurality of mounting positions are arranged at intervals along the height direction of the passenger car, so that the driving section can be mounted at positions with different heights relative to the front suspension section, and different requirements of users on the driving area of the passenger car are met.

The following describes the frame and the passenger car provided in the embodiments of the present application in detail with reference to the accompanying drawings.

Example 1

Fig. 1 is a schematic view of a vehicle frame according to an embodiment of the present application. As shown in fig. 1, the vehicle frame provided in the embodiment of the present application includes a front suspension section 100 and a driver section 200, where the driver section 200 is connected to an end of the front suspension section 100 facing the front end of the passenger car. By sectionally arranging the driving section 200 and the front suspension section 100, the driving section 200 can be independently adjusted under the condition that the structures of other parts such as the front suspension section 100 are kept unchanged, other parts of the passenger car do not need to be correspondingly adjusted while the driving section 200 is adjusted, and the adjustment and the arrangement of the driving section 200 are convenient and simple.

Specifically, one of an end of the driving section 200 facing the front suspension section 100 and an end of the front suspension section 100 facing the driving section 200 has a plurality of mounting positions 300, and the other is connected to any one mounting position 300 of the plurality of mounting positions 300; wherein, a plurality of installation sites 300 are arranged at intervals along the height direction of the passenger car. In this way, the driving section 200 can be installed at different heights relative to the front suspension section 100, so that the flexibility of the driving section 200 is improved, the height of the driving section 200 can be changed, the bottom surface height and the space size of the driving area of the corresponding passenger car can be changed, and the frame can be suitable for passenger cars with driving areas in different arrangement forms so as to meet different requirements of users on the driving areas of the passenger cars.

For example, the plurality of mounting locations 300 may be uniformly spaced apart and spaced apart at appropriate intervals to facilitate adjustment of the driver's section 200 such that the driver's section 200 may be positioned at an appropriate height relative to the front suspension section 100.

It should be noted that the frame shown in fig. 1 is not a complete frame, and the frame further includes a rear suspension section located at the rear of the passenger car in addition to the driver section 200 and the front suspension section 100 located at the front of the passenger car, where the junction of the front suspension section 100 and the rear suspension section is an integral structure, and the two sections are located at the same height, and the relative height between the two sections is not adjustable.

Fig. 2 is a schematic view of the front suspension section of fig. 1. As shown in fig. 2, the front suspension section 100 may include two first stringers 110, each of the two first stringers 110 extending along a length direction of the passenger car, and the two first stringers 110 being disposed at intervals along a width direction of the passenger car.

Fig. 3 is a schematic view of the driving section in fig. 1. As shown in fig. 3, the driving section 200 may include two second stringers 210, where the two second stringers 210 extend along the length direction of the passenger car, and the two second stringers 210 are disposed at intervals along the width direction of the passenger car, and as shown in fig. 1, the rear ends of the two second stringers 210 are respectively connected to the front ends of the two first stringers 110.

In the present embodiment, an end of the first longitudinal beam 110 facing the front end of the passenger car is defined as a front end of the first longitudinal beam 110, and an end of the first longitudinal beam 110 facing the rear end of the passenger car is defined as a rear end of the first longitudinal beam 110; similarly, an end of the second side member 210 toward the front end of the passenger car is defined as the front end of the second side member 210, and an end of the second side member 210 toward the rear end of the passenger car is defined as the rear end of the second side member 210. The rear end of the second side member 210 is connected to the front end of the first side member 110, which means that the front end of the first side member 110 faces the rear end of the second side member 210, and the rear end of the second side member 210 faces the front end of the first side member 110.

Wherein, the mounting position 300 may be disposed at an end of the first longitudinal beam 110 facing the second longitudinal beam, i.e., the mounting position 300 may be disposed at a front end of the first longitudinal beam 110; alternatively, the mounting location 300 may be provided at an end of the second longitudinal beam 210 facing the first longitudinal beam 110, i.e., the mounting location 300 may be provided at a rear end of the second longitudinal beam 210. The second longitudinal beam 210 is movable relative to the first longitudinal beam 110 no matter where the mounting location 300 is located, and thus the driver's leg 200 may be moved relative to the front suspension section 100.

In addition, since the second longitudinal beam 210 plays a main bearing role in the driving area of the passenger car, the load is larger, and the outer wall surface of the second longitudinal beam 210 may be covered with a reinforcing plate (not shown in the figure) to improve the overall rigidity of the second longitudinal beam 210 and improve the load capacity of the second longitudinal beam 210. In practice, the second stringers 210 and the reinforcement plate may be bolted together to ensure the reliability of the connection.

One of an end of the first side member 110 facing the second side member 210 and an end of the second side member 210 facing the first side member 110 may be connected with the first connector 400, i.e., one of a front end of the first side member 110 and a rear end of the second side member 210 may be connected with the first connector 400, and the other may be connected with the first connector 400.

The first connecting piece 400 is extended along the height direction of the passenger car, the plurality of mounting positions 300 may be a plurality of first mounting holes 411 disposed at intervals along the height direction of the first connecting piece 400, and the second longitudinal beam 210 may move along the height direction of the passenger car relative to the first longitudinal beam 110, so that the driving section 200 may move along the height direction of the passenger car relative to the front suspension section 100, so as to improve the flexibility of the driving area structure of the passenger car.

Fig. 4 is a partial enlarged view of a portion a in fig. 2. As shown in fig. 4, in one possible example, the first connector 400 may be connected to an end of the first side member 110 facing the second side member 210, i.e., the first connector 400 may be connected to a front end of the first side member 110.

Specifically, an upper section of the first connector 400 near the top of the passenger car may be connected to an end surface of the first longitudinal beam 110, and a lower section of the first connector 400 extends out of the first longitudinal beam 110, and the height of the driving section 200 may be adjusted downward, so as to reduce the bottom surface height of the driving area of the passenger car and increase the space size of the driving area. Alternatively, a lower section of the first link 400 near the bottom of the passenger car may be connected to an end surface of the first longitudinal beam 110, and an upper section of the first link 400 protrudes beyond the first longitudinal beam 110.

For example, the first connector 400 may include a first front plate 410 and two first side plates 420, the first front plate 410 corresponding to an end surface of the first side member 110, and the first mounting hole 411 provided on the first front plate 410; the two first side plates 420 are respectively connected to opposite sides of the first front plate 410, and the two first side plates 420 are respectively connected to outer side walls of two sides of the first longitudinal beam 110, so as to realize connection between the first connecting piece 400 and the first longitudinal beam 110.

In actual manufacturing, the first front plate 410 and the two first side plates 420 may be integrally formed, or the first front plate 410 and the first side plates 420 may be spliced. As shown in fig. 4, the first connector 400 may include two first folded plates, the first folded plates include a first front plate 410 and a first side plate 420, the first side plate 420 is connected to a side edge of the first front plate 410, the first front plates 410 of the two first folded plates are overlapped and disposed on an end surface of the first longitudinal beam 110, and the two first side plates 420 are respectively located at opposite sides of the first longitudinal beam 110.

To improve the reliability of the connection of the first connecting member 400 to the first side member 110, the first side plate 420 may be partially widened, i.e., the first side plate 420 may have a widened portion 421, and the widened portion 421 is connected to the outer sidewall of the first side member 110. In this way, on the basis of ensuring that the overall size of the first connecting piece 400 is smaller and the weight is lighter, the connecting area of the connecting part of the first connecting piece 400 and the first longitudinal beam 110 is increased, so that the first connecting piece 400 and the first longitudinal beam 110 are connected more firmly.

Specifically, the widened portion 421 may be provided with a first plug welding hole 422, and the first connector 400 and the first longitudinal beam 110 may be welded together to enhance the connection strength therebetween.

In addition, the first connector 400 may further include a first auxiliary mounting plate 430 to facilitate positioning and mounting. As shown in fig. 4, the first auxiliary mounting plate 430 includes a cross plate 431 and a vertical plate 432, the vertical plate 432 is mounted at one side of the cross plate 431 and extends toward the bottom of the passenger car, the cross plate 431 is located at the top end of the first front plate 410 and the two first side plates 420 facing the top of the passenger car, and the vertical plate 432 is connected to the first side plates 420. When the transverse plate 431 is installed, the transverse plate 431 can be abutted against the top surface of the first cross beam 120 facing the top of the passenger car, so that the positioning of the first connecting piece 400 can be realized quickly, the connection strength of the connecting part of the first connecting piece 400 and the first longitudinal beam 110 can be improved, and the connection reliability of the first connecting piece 400 and the first longitudinal beam 110 is improved.

As shown in fig. 2 and fig. 4, the vehicle frame provided in this embodiment of the present application may further include a first cross member 120, where the first cross member 120 is suspended at an end of the first longitudinal member 110 near the second longitudinal member 210, and the first cross member 120 is located at a side of the first longitudinal member 110 facing the bottom of the passenger car, and a reinforcement member 600 is connected between the first connector 400 and the first cross member 120. The reinforcement member 600 may provide a supporting force to the first connector 400, and increase the local rigidity of the first connector 400 to prevent the first connector 400 from being deformed due to long-term stress.

Specifically, both sides of the reinforcement member 600 may be connected to the first connection member 400 through the first connection plate 700, one end of the first connection plate 700 is fixed to the first side plate 420 of the first connection member 400, and the other end of the first connection plate 700 is fixed to the outer wall surface of the reinforcement member 600 to enhance the connection strength between the reinforcement member 600 and the first connection member 400.

Referring again to fig. 2, a third cross member 130 may be further connected between the two first connecting members 400 to enhance the structural strength of the front suspension section 100, and in addition, a plurality of cross members may be further connected between the two first longitudinal members 110, and the third cross member 130 and the plurality of cross members may jointly ensure the torsional rigidity and the bending strength of the front suspension section 100.

As shown in fig. 1, in practical application, the cross-sectional dimension of the second longitudinal beam 210 is generally smaller, so that it is inconvenient to connect with the first connecting member 400, and therefore, in this embodiment, the end of the second longitudinal beam 210 facing the first longitudinal beam 110 may be connected with the second connecting member 500, and the second connecting member 500 is connected with the first connecting member 400 at a position corresponding to the first mounting hole 411, so as to connect the first longitudinal beam 110 with the first connecting member 400.

Fig. 5 is a schematic diagram of the second connector 500 in fig. 3. As shown in fig. 3 and 5, at least one second mounting hole 511 may be formed in the second connector 500, and the second mounting hole 511 is disposed corresponding to the first mounting hole 411, so that the reliability of the connection between the first connector 400 and the second connector 500 is ensured by inserting a locking member (not shown) into the corresponding second mounting hole 511 and first mounting hole 411.

In addition, the apertures of the first mounting holes 411 and the second mounting holes 511 may be set to the same size, for example, the apertures of the first mounting holes 411 and the second mounting holes 511 may be 15mm, 20mm, 28mm, or the like; and, the locking member can be tightly inserted into the first mounting hole 411 and the second mounting hole 511 to avoid the second mounting member from being displaced relative to the first mounting member after being stressed.

In this example, two second mounting holes 511 may be disposed on the second connecting member 500 along the height direction of the passenger car, and the interval between the two second mounting holes 511 may be the same as the interval between the two adjacent first mounting holes 411, so as to ensure that each of the two second mounting holes 511 may have a corresponding first mounting hole 411, so as to improve the connection strength between the first connecting member 400 and the second connecting member 500; alternatively, the interval between the two second mounting holes 511 may be the same as the distance between the three or more first mounting holes 411 to improve the accuracy of the height adjustment of the driver's leg 200.

In other examples, three or four or more second mounting holes 511 may be provided on the second connector 500 in the height direction of the passenger car to improve the connection strength between the first connector 400 and the second connector 500.

As shown in fig. 5, the second connector 500 may include a second front plate 510 and two second side plates 520, the second front plate 510 corresponds to an end surface of the first side member, and the second mounting hole 511 is located on the second front plate 510; the two second side plates 520 are respectively connected to opposite sides of the second front plate 510, and the two second side plates 520 are respectively connected to outer side walls of two sides of the second longitudinal beam 210, so as to realize connection of the second connecting piece 500 and the second longitudinal beam 210.

For example, the second side plate 520 may be provided with second plug welding holes 521, and two second side plates 520 may be welded to the outer sidewalls of the two sides of the second longitudinal beam 210, respectively. Specifically, two second plug welding holes 521 may be disposed on each second side plate 520, and the diameters of the second plug welding holes 521 may be 60mm, 70mm, or 80mm, etc. to ensure the connection reliability of the second connector 500 and the second longitudinal beam 210.

In actual manufacturing, the second front plate 510 and the two second side plates 520 may be integrally formed, or the second front plate 510 and the two second side plates 520 may be spliced.

In addition, the second connector 500 may further include a second auxiliary mounting plate 530 to facilitate positioning and mounting. As shown in fig. 5, the side edges of the second auxiliary mounting plate 530 are connected to the second front plate 510 and the two second side plates 520 of the second connector 500. When the auxiliary mounting plate 530 is mounted, the second auxiliary mounting plate 530 can abut against the top surface of the second cross beam 230 facing the top of the passenger car, and besides the positioning of the second connecting piece 500 can be quickly realized, the connection strength of the connection part between the second connecting piece 500 and the second longitudinal beam 210 can be improved, and the connection reliability of the second connecting piece and the second longitudinal beam 210 is improved.

As shown in fig. 3, the vehicle frame provided in the embodiment of the present application may further include a second cross member 230, where the second cross member 230 traverses the two second longitudinal members 210, and the second cross member 230 includes a protruding portion 231, where the protruding portion 231 protrudes out of the second longitudinal member 210 on the corresponding side, and the protruding portion 231 is connected with a steering system.

It should be noted that, the driver seat of the domestic passenger car is generally installed at the left side in the passenger car, and the steering system is correspondingly installed at the right side in the passenger car, and at this time, the extension 231 of the second cross member 230 extends to the right side of the second longitudinal member 210. When the driver's seat is installed on the right side of the passenger car, the steering system is also correspondingly installed on the left side of the passenger car, and at this time, the extension 231 of the second cross member 230 extends to the left side of the second longitudinal member 210.

Illustratively, the second cross member 230 may be coupled to the second longitudinal member 210 by a second coupling plate 240. The second connection plate 240 may be made of channel steel, the upper and lower plates of the second connection plate 240 may be bolted to the second longitudinal beam 210, and the front plate of the second connection plate 240 may be welded to the first cross member 120 to increase the connection strength of the second cross member 230 to the second longitudinal beam 210 and to increase the torsional rigidity of the frame.

It should be understood that the structure illustrated in the embodiments of the present application does not constitute a specific limitation on the vehicle frame. In other examples of the present application, the frame may include more or fewer components than shown, or certain components may be combined, or certain components may be split, or different arrangements of components may be provided. For example, the frame may also include spare tire brackets and the like.

Example two

The present embodiments provide a passenger vehicle including a housing, a steering system, and a frame provided in the first embodiment, both of which are fixed to the frame, and in particular, the steering system may be mounted to an extension 231 of a second cross member 230 of the frame.

The frame is a basic component for supporting the body of the passenger car, is commonly called a chassis girder frame, and is also subjected to dynamic load generated when the passenger car runs besides static load, so that the frame must have enough strength and rigidity to ensure that the passenger car cannot be damaged and deformed under various stresses when the passenger car is normally used.

The frame comprises a driving section 200 and a front suspension section 100, the driving section 200 is connected to the front end of the front suspension section 100, one of the rear end of the driving section 200 and the front end of the front suspension section 100 is provided with a plurality of mounting positions 300, the other one is connected with any one of the plurality of mounting positions 300, and the plurality of mounting positions 300 are arranged at intervals along the height direction of the passenger car, so that the driving section 200 can be mounted at different heights relative to the front suspension section 100, the height of the driving section 200 can be changed, the bottom surface height and the space size of the driving area of the corresponding passenger car can be changed, and the frame can be suitable for the passenger car with different arrangement forms of driving areas so as to meet different requirements of users on the driving area of the passenger car.

The structure and function of the frame are described in detail in the first embodiment, and are not described herein.

In the description of the present application, it should be understood that 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 an implicit indication of the number of technical features being 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 application, the meaning of "plurality" is at least two, such as two, three, etc., unless explicitly defined otherwise.

Furthermore, in the present application, 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; 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 terms in this application will be understood by those of ordinary skill in the art as the case may be.

Finally, it should be noted that: the above embodiments are merely for illustrating the technical solution of the present application, and are not limiting thereof; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced with equivalents; such modifications and substitutions do not depart from the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A frame for a passenger vehicle, comprising a driver's leg and a front suspension section, the driver's leg being connected to the front suspension section at an end thereof facing the front end of the passenger vehicle;

one of the end of the driving section facing the front suspension section and the end of the front suspension section facing the driving section is provided with a plurality of mounting positions, and the other is connected with any one of the mounting positions; wherein, a plurality of installation positions are arranged at intervals along the height direction of the passenger car.

2. The frame of claim 1, wherein a plurality of said mounting locations are uniformly spaced apart.

3. The frame of claim 1, wherein the front suspension section comprises two first stringers, each of the two first stringers extending along a length direction of the passenger car and the two first stringers being spaced apart along a width direction of the passenger car;

the driving section comprises two second longitudinal beams, the two second longitudinal beams extend along the length direction of the passenger car, the two second longitudinal beams are arranged at intervals along the width direction of the passenger car, and the two second longitudinal beams are respectively connected to one ends of the two first longitudinal beams, which face the front end of the passenger car;

the mounting position is arranged at one end of the first longitudinal beam, which faces the two longitudinal beams, or at one end of the second longitudinal beam, which faces the first longitudinal beam.

4. A frame as claimed in claim 3, wherein one of an end of the first side member facing the second side member and an end of the second side member facing the first side member is connected with a first connecting member, the other being connected with the first connecting member;

the first connecting piece is extended along the height direction of the passenger car, and the plurality of mounting positions are a plurality of first mounting holes which are arranged at intervals along the height direction of the first connecting piece.

5. The frame of claim 4, wherein the first connector is connected to an end of the first rail that faces the second rail.

6. The frame of claim 5, wherein an upper section of the first connector near the top of the passenger car is connected to an end surface of the first rail, and a lower section of the first connector extends beyond the first rail.

7. The frame of claim 5, wherein the first connector comprises a first front panel and two first side panels;

8. The frame of claim 7, wherein the first side panel has a widened portion that is connected to an outer side wall of the first rail.

9. The frame of claim 5, wherein a second connector is connected to an end of the second longitudinal beam facing the first longitudinal beam, the second connector being connected to the first connector at a location corresponding to the first mounting hole.

10. The frame of claim 9, wherein the second connector is provided with at least one second mounting hole, the second mounting hole is disposed corresponding to the first mounting hole, and a locking member is disposed through the second mounting hole and the plurality of first mounting holes.

11. The frame of claim 10, wherein the second connector includes a second front plate and two second side plates, the second front plate corresponding to an end face of the second side member, the second mounting hole being located on the second front plate; the two second side plates are respectively connected to two opposite sides of the second front plate, and the two second side plates are respectively connected with outer side walls of two sides of the second longitudinal beam.

12. The frame according to any one of claims 5 to 11, further comprising a first cross member suspended from an end of the first side member adjacent to the second side member, the first cross member being located on a side of the first side member facing the bottom of the passenger car, a reinforcement being connected between the first connector and the first cross member.

13. The frame as claimed in any one of claims 3 to 11, wherein an outer wall surface of the second side member is covered with a reinforcing plate.

14. The frame of any one of claims 3-11, further comprising a second cross member traversing both of the second stringers;

the second cross beam comprises an extension portion extending beyond the second longitudinal beam on the respective side, the extension portion being connected with a steering system.

15. A passenger vehicle comprising a housing and a frame as claimed in any one of claims 1 to 14, the housing being mounted on the frame.