CN210235094U

CN210235094U - Automobile frame longitudinal beam reinforcing structure

Info

Publication number: CN210235094U
Application number: CN201920387279.1U
Authority: CN
Inventors: Fuqiang Wu; 吴富强
Original assignee: Ningbo Guang Yi Automobile Sales & Service Co Ltd
Current assignee: Ningbo Guang Yi Automobile Sales & Service Co Ltd
Priority date: 2019-03-26
Filing date: 2019-03-26
Publication date: 2020-04-03
Anticipated expiration: 2029-03-26

Abstract

The utility model relates to a car frame equipment technical field, more specifically relate to a car frame longeron additional strengthening, including the frame body, the frame body comprises frame ventral surface and multifacet, multifacet and frame ventral surface both sides integrated into one piece, just multifacet incurving, the utility model discloses a multifacet and frame ventral surface both sides integrated into one piece, just the multifacet is inwards bent, can make the frame longeron rely on the multifacet of inwards bending to obtain higher bending strength to solved traditional frame and only become by frame ventral surface and frame airfoil composition, the problem that produced bending strength is low.

Description

Automobile frame longitudinal beam reinforcing structure

Technical Field

The utility model relates to a car frame equipment technical field, more specifically relate to a car frame longeron additional strengthening.

Background

The frame is a frame structure bridged on the front and rear axles of the automobile, commonly called a crossbeam, is a base body of the automobile, and has the functions of supporting and connecting various assemblies of the automobile, such as an engine, a transmission system, a suspension, a steering system, a cab, a container and related operating mechanisms, so that the assemblies keep relatively correct positions and bear various loads inside and outside the automobile, and the assemblies and parts fixed on the frame of the automobile are not interfered during the complex running process of the automobile. Generally, during the running process of an automobile, a frame is subjected to four types of acting forces, namely load bending, non-horizontal torsion, transverse bending and horizontal diamond torsion, and particularly, when the automobile runs on a rugged road, the frame can generate torsional deformation and bending deformation in a height plane under the action of load; when one side wheel encounters an obstacle, it is also possible to twist the entire frame into a diamond shape, and these deformations will change the relative position of the parts mounted on the frame, thus affecting its normal operation, for example a conventional frame rail, as shown in fig. 8, with the following disadvantages: the first traditional frame longitudinal beam comprises a frame ventral surface and a frame wing surface, when the frame longitudinal beam needs to be structurally reinforced, the bending resistance and torsion resistance of the frame are improved by adopting a double-layer U-shaped cross section or adopting a mode of thickening a plate, but the frame is heavy, secondly, the wing surface of the traditional frame longitudinal beam is only a straight edge, the problems of concentrated stress on the edge of the upper wing surface and large fracture risk exist, and thirdly, the traditional frame longitudinal beam is low in bending strength because of no auxiliary wing surface.

SUMMERY OF THE UTILITY MODEL

In view of this, the utility model aims at providing a frame is light, the fracture risk is little and bending strength is high car frame longeron additional strengthening.

In order to solve the technical problem, the technical scheme of the utility model is that:

the utility model provides an automobile frame longeron additional strengthening, includes the frame body, its characterized in that, the frame body comprises frame ventral surface and multifaceted surface, multifaceted surface and frame ventral surface both sides integrated into one piece, just the multifaceted surface is inwards bent, because multifaceted surface and frame ventral surface both sides integrated into one piece, just the multifaceted surface is incurved, can make the frame longeron rely on the multifaceted surface of incurving to obtain higher bending strength to solved traditional frame and only become by frame ventral surface and frame airfoil, the problem that produced bending strength is low, its advantage is bending strength height.

Preferably, the frame ventral surface and the multiple wing surfaces are integrally formed, and the frame ventral surface and the multiple wing surfaces are integrally formed, so that the problem that the frame is heavy due to the fact that a double-layer U-shaped section or a thickened plate is needed when the traditional frame longitudinal beam is structurally reinforced is solved, and the frame is light.

Preferably, the multi-wing surface is formed by a wing surface I, a wing surface II, a wing surface III and a wing surface IV or formed by a wing surface I, a wing surface II and a wing surface III, and the multi-wing surface is integrally formed by machining.

Preferably, the airfoil four can be upward or downward as required, and as the airfoil four can be upward or downward as required, the frame longitudinal beam can be reinforced in bending strength by virtue of the upward or downward airfoil four, so that the problems of low bending strength and high fracture risk of the traditional frame are solved, and the frame longitudinal beam has the advantage of high bending strength.

Preferably, the first wing surface is in an inward semicircular arc shape, an outward semicircular arc shape or a W shape, and the first wing surface is in the inward semicircular arc shape, the outward semicircular arc shape or the W shape, so that the frame longitudinal beam can disperse stress by means of the first wing surface in the inward semicircular arc shape, the outward semicircular arc shape or the W shape, and the problems that the wing surface of the traditional frame longitudinal beam is only a straight edge, the stress concentration of the edge of the upper wing surface exists, and the fracture risk is large are solved.

Compared with the prior art, the utility model has the advantages of: the utility model has the advantages that the frame longitudinal beam can obtain higher bending strength by virtue of the inward bending multi-wing surfaces because the multi-wing surfaces and the two sides of the frame ventral surface are integrally formed and are bent inwards, thereby solving the problem that the traditional frame is only composed of the frame ventral surface and the frame wing surfaces and the generated bending strength is low, the frame ventral surface and the multi-wing surfaces are integrally formed, thereby solving the problem that the frame is heavy because the double-layer U-shaped cross section or the thickening plate is needed when the structure of the traditional frame longitudinal beam is strengthened, the frame is light, the multi-wing surfaces are composed of a wing surface I, a wing surface II, a wing surface III and a wing surface IV or composed of a wing surface I, a wing surface II and a wing surface III, and the multi-wing surfaces are integrally formed by machining, and the frame longitudinal beam can be in a structure of the multi-wing surfaces, the utility model has the advantages of obtaining higher bending strength, thereby solving the problem that the traditional frame is only composed of the frame ventral surface and the frame airfoil surface, the produced bending strength is low, the bending strength is high, simultaneously, the airfoil surface four can be upward or downward according to the needs, the bending strength can be strengthened by the upward or downward airfoil surface four, thereby the problems that the traditional frame is not high in bending strength and large in fracture risk are solved, the bending strength is high, the airfoil surface one is in an inward semi-arc shape, an outward semi-arc shape or a W shape, the frame longitudinal beam can disperse stress by the airfoil surface one in an inward semi-arc shape, an outward semi-arc shape or a W shape, the problems that the airfoil surface of the traditional frame longitudinal beam is only a straight edge, the upper airfoil surface edge stress is concentrated and the fracture risk is large are solved, the utility model has the advantages of small fracture risk, the structure is simple, the modern design accords with market demand, is fit for extensive popularization.

Drawings

FIG. 1: the first structure schematic diagram of the utility model;

FIG. 2: the second structure of the utility model is shown schematically;

FIG. 3: the third structure of the utility model is shown schematically;

FIG. 4: the fourth structure schematic diagram of the utility model;

FIG. 5: the fifth structure of the utility model is shown schematically;

FIG. 6: the sixth structural schematic diagram of the utility model;

FIG. 7: the seventh structure of the utility model is shown schematically;

FIG. 8: the eighth structural schematic diagram of the utility model;

FIG. 9: the ninth structure of the utility model is shown schematically;

FIG. 10: the tenth structural schematic diagram of the utility model;

FIG. 11: the eleventh structural schematic diagram of the utility model;

FIG. 12: the twelfth structure of the utility model is shown schematically;

FIG. 13: the thirteenth structure of the utility model is schematically shown;

FIG. 14: the fourteenth structure of the present invention is schematically shown;

FIG. 15: the fifteenth structural schematic diagram of the present invention;

FIG. 16: the frame longitudinal beam is in a traditional existing structural schematic view.

Wherein; 1-a frame body; 2-a frame ventral surface; 3-multiple airfoil surfaces; 4, first wing surface; 5, a second wing surface; 6-wing surface III; 7-wing four.

Detailed Description

The following detailed description of the embodiments of the present invention is made with reference to the accompanying drawings, so that the technical solution of the present invention can be more easily understood and grasped.

As shown in fig. 1 to 15, an automobile frame rail reinforcing structure comprises a frame body 1, and is characterized in that the frame body 1 is composed of a frame web surface 2 and multiple airfoil surfaces 3, the multiple airfoil surfaces 3 are integrally formed with two sides of the frame web surface 2, the multiple airfoil surfaces 3 are bent inwards, the frame web surface 2 and the multiple airfoil surfaces 3 are integrally formed, the multiple airfoil surfaces 3 are composed of an airfoil surface one 4, an airfoil surface two 5, an airfoil surface three 6 and an airfoil surface four 7 or composed of an airfoil surface one 4, an airfoil surface two 5 and an airfoil surface three 6, the multiple airfoil surfaces 3 are integrally formed by machining, the airfoil surface four 7 can be upwards or downwards according to needs, and the airfoil surface one 4 is in an inwards semicircular arc shape, an outwards semicircular arc shape or a W shape.

The working principle of the automobile frame longitudinal beam reinforcing structure is as follows: the utility model discloses be equivalent to on traditional frame airfoil inwards increased the turn-up structure be airfoil two, airfoil three and airfoil four, this structure has broken the single U-shaped cross-section mode of traditional frame, thereby high torsion resistance has been improved, because the fillet transition of frame airfoil and aileron, so the risk of frame anti-fatigue deformation inefficacy has been reduced, and be the frame airfoil of circular arc shape or W shape, except having increased outer end turn-up structural strength, still improved the anti-fatigue deformation inefficacy risk of frame, it is the load that the frame met most often in the use to indicate above, the load that the frame received when the frame uses actually often is mutual superimposed load, this design just effectually has solved above problem, in addition, this structural design adopts integrated into one piece structure s design, realize the frame lightweight, the whole weight of car has been alleviateed.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those skilled in the art that various changes in the embodiments and modifications thereof may be made, and equivalents may be substituted for elements thereof; such modifications and substitutions do not depart from the spirit and scope of the present invention in its corresponding aspects.

Claims

1. The automobile frame longitudinal beam reinforcing structure comprises a frame body (1) and is characterized in that the frame body (1) is composed of a frame ventral surface (2) and multiple airfoil surfaces (3), the multiple airfoil surfaces (3) and two sides of the frame ventral surface (2) are integrally formed, and the multiple airfoil surfaces (3) are bent inwards.

2. The vehicle frame rail reinforcement structure according to claim 1, wherein the frame web (2) and the multi-wing surface (3) are integrally formed.

3. The automobile frame rail reinforcing structure according to claim 1, wherein the multiple airfoils (3) are composed of a first airfoil (4), a second airfoil (5), a third airfoil (6) and a fourth airfoil (7) or composed of a first airfoil (4), a second airfoil (5) and a third airfoil (6), and the multiple airfoils (3) are integrally formed by machining.

4. The vehicle frame rail reinforcement structure of claim 3, wherein the four airfoils (7) may be directed upward or downward as desired.

5. The automobile frame rail reinforcing structure as claimed in claim 3, wherein said first airfoil (4) has an inward semicircular arc shape, an outward semicircular arc shape or a W shape.