CN210617958U

CN210617958U - Self-discharging carriage with bottom protection structure and lateral anti-collision structure

Info

Publication number: CN210617958U
Application number: CN201921146762.7U
Authority: CN
Inventors: 何峰; 陈世远
Original assignee: Chongqing Aluminum Age Technology Co ltd
Current assignee: Chongqing Aluminum Age Technology Co ltd
Priority date: 2019-07-19
Filing date: 2019-07-19
Publication date: 2020-05-26
Anticipated expiration: 2029-07-19

Abstract

The utility model discloses a self-discharging carriage with a bottom protection structure and a lateral anti-collision structure, which comprises a front carriage plate, a rear carriage plate, two side carriage plates and a carriage bottom plate, wherein a hollow anti-collision structure is arranged between the side carriage plates and the carriage bottom plate; a protective steel plate is arranged above the carriage bottom plate and consists of a bottom steel plate and side steel plates arranged on two sides of the bottom steel plate; wherein: the anti-collision structure comprises a first anti-collision area and a second anti-collision area, wherein the first anti-collision area is attached to the outer sides of the side carriage plates and the carriage bottom plate, the second anti-collision area is connected to the outer side of the first anti-collision area, the first anti-collision area and the second anti-collision area are both of hollow structures, the first anti-collision area is composed of a plurality of cavities with polygonal cross sections, and the second anti-collision area is connected to the middle of the first anti-collision area and protrudes out of the first anti-collision area. The remarkable effects are as follows: the deformation resistance of the carriage is improved; the collision avoidance performance of the carriage is improved by effectively dispersing the received impact force.

Description

Self-discharging carriage with bottom protection structure and lateral anti-collision structure

Technical Field

The utility model relates to tipper lightweight carriage technical field, concretely relates to self-discharging carriage with bottom protective structure and side direction anticollision structure.

Background

In recent years, with the increasingly perfect regulations of relevant national departments on road driving safety and the gradually strengthened social environmental awareness, the punishment of overload and overload of the dump truck by each law enforcement department in China is also increasingly severe. How to reduce the self weight of the dump truck, obtain higher loading quality and effectively reduce the exhaust emission is the focus of technical reform and innovation of domestic dump truck product production enterprises. Therefore, weight reduction is the mainstream of the development of the dump truck.

In the prior art, a carriage with an aluminum structure is proposed, and for the carriage with the aluminum structure, although energy can be saved, the deformation resistance of a bottom plate of the carriage with the aluminum structure is not satisfactory due to the limitation of aluminum materials. Meanwhile, in the aluminum vehicle body, the vehicle body side bottom portion which is susceptible to impact is always susceptible to deformation due to material restrictions.

Disclosure of Invention

Aiming at the defects of the prior art, the utility model aims to provide a self-discharging carriage with a bottom protection structure and a lateral anti-collision structure, which can improve the anti-deformation capability of the bottom plate of the aluminum carriage through a bottom protection steel plate; through install a class honeycomb additional at the lower side portion that the carriage was attacked easily to can effectively disperse the crashproof performance of the impact that receives, improvement carriage.

In order to achieve the above purpose, the utility model adopts the following technical scheme:

the utility model provides a self-discharging carriage with bottom protective structure and side direction anticollision structure which the key lies in: the anti-collision device comprises a front carriage plate, a rear carriage plate, two side carriage plates and a carriage bottom plate, wherein the front carriage plate and the rear carriage plate are made of aluminum, the two side carriage plates are symmetrically arranged, the side carriage plates are connected with the carriage bottom plate through a transition connecting plate, and a hollow anti-collision structure arranged along the length direction of a carriage is covered on the outer side of the transition connecting plate; a protective steel plate is arranged above the carriage bottom plate; wherein:

the anti-collision structure comprises a first anti-collision area attached to the outer sides of the side carriage plates and the carriage bottom plate and a second anti-collision area connected to the outer sides of the first anti-collision area, wherein the first anti-collision area and the second anti-collision area are both of hollow structures, the first anti-collision area is composed of a plurality of cavities with polygonal cross sections, and the second anti-collision area is connected to the middle part of the first anti-collision area and protrudes out of the first anti-collision area;

the protective steel plate consists of a bottom steel plate and side steel plates which are respectively arranged on two sides of the bottom steel plate, wherein the bottom steel plate is supported on the carriage bottom plate, two side edges of the bottom steel plate are respectively fixedly connected with two sides of the carriage bottom plate, the lower sides of the side steel plates are fixedly connected with the carriage bottom plate, and the upper sides of the side steel plates are fixedly connected with the bottoms of the side carriage plates;

the side beams of the bottom plate and the side beams of the bottom plate of the carriage are respectively provided with an inverted T-shaped mounting groove, the mounting grooves are arranged along the length direction of the carriage, T-shaped steel connecting pieces are clamped in the mounting grooves, the transverse parts of the steel connecting pieces are clamped in the mounting grooves, the vertical parts of the steel connecting pieces are arranged upwards, the upper ends of the steel connecting pieces protrude out of the upper side edges of the mounting grooves, and the lower side edges of the bottom steel plate and the side steel plates are welded and fixed with the side walls of the two sides of the steel connecting pieces;

the side carriage plate is characterized in that one side, close to the carriage, of the side carriage plate is provided with a T-shaped clamping groove, T-shaped steel is arranged in the clamping groove, the vertical part of the T-shaped steel extends out of the clamping groove, and the upper side edge of the side steel plate is welded and fixed with the lower side wall of the vertical part of the T-shaped steel.

Furthermore, the connection position of the first anti-collision area and the second anti-collision area adopts cambered surface transition, and the section of the protruding part of the second anti-collision area is arc-shaped.

Furthermore, a first anti-collision cavity, a second anti-collision cavity, a third anti-collision cavity, a fourth anti-collision cavity and a fifth anti-collision cavity are sequentially arranged in the first anti-collision area from top to bottom, wherein the first anti-collision cavity is connected with the bottom of the side compartment plate, and the fifth anti-collision cavity is connected with the compartment bottom plate.

Furthermore, the first anti-collision cavity, the second anti-collision cavity, the third anti-collision cavity, the fourth anti-collision cavity and the fifth anti-collision cavity are connected and then are in a C shape, the second anti-collision area is connected between the third anti-collision cavity and the fourth anti-collision cavity, and two sides of the second anti-collision area respectively extend to the middle of the third anti-collision cavity and the middle of the fourth anti-collision cavity.

Further, the mounting groove is formed on one side of the bottom plate side beam, which is far away from the interior of the carriage.

Furthermore, one side of the bottom plate boundary beam, which is close to the carriage, is provided with a supporting step, one side of the bottom plate boundary beam, which is far away from the carriage, is provided with a limiting bulge, and the mounting groove is positioned between the supporting step and the limiting bulge.

Furthermore, the bottom plate boundary beam and the mounting groove are integrally extruded and formed.

Furthermore, the mounting groove is consistent with the structure and the size of the clamping groove, and the steel connecting piece is consistent with the structure and the size of the T-shaped steel.

The utility model discloses a show the effect and be:

1. by the lateral honeycomb structure additionally arranged at the lateral bottom of the carriage, when the carriage is impacted, the second anti-collision area and the first anti-collision area deform inwards step by step to uniformly distribute the impacted impact force, so that the direct impact on the carriage in the traditional structure is effectively avoided, the impact resistance of the carriage is improved, and the light weight of the carriage is facilitated to be realized;

2. through the cooperation of the mounting groove, the draw-in groove and T shaped steel connecting piece, the T shaped steel that utilize the T font on the bottom plate boundary beam, realized the fixed connection between carriage bottom protective steel plate and the aluminium system carriage bottom plate, realized the combined use of different material materials, solved among the prior art difficult problem that different materials can not the direct weld fixation.

Drawings

Fig. 1 is a schematic view of the structure of a viewing angle of the present invention;

fig. 2 is a schematic structural view of another view angle of the present invention;

fig. 3 is a bottom view of the present invention;

FIG. 4 is a cross-sectional view A-A of FIG. 3;

FIG. 5 is an enlarged partial schematic view of C in FIG. 4;

FIG. 6 is an enlarged partial schematic view of D of FIG. 4;

FIG. 7 is an enlarged partial schematic view of E in FIG. 4;

FIG. 8 is an enlarged partial schematic view of F in FIG. 4;

FIG. 9 is a cross-sectional view B-B of FIG. 3;

FIG. 10 is a schematic view of the structure of the bed;

FIG. 11 is a cross-sectional view of FIG. 10;

FIG. 12 is an enlarged partial schematic view of G of FIG. 11;

FIG. 13 is a schematic view showing a state where the reinforcing beam is connected to the floor side member;

FIG. 14 is an exploded view of FIG. 13;

FIG. 15 is a schematic view of the reinforcement beam at the gap;

FIG. 16 is a cross-sectional view of the floor stringer;

FIG. 17 is a schematic structural view of the subframe;

fig. 18 is a cross-sectional schematic view of the first frame rail.

Detailed Description

The following provides a more detailed description of the embodiments and the operation of the present invention with reference to the accompanying drawings.

As shown in fig. 1 to 18, the self-discharging carriage described in this embodiment includes a front carriage plate 1, a rear carriage plate 2, two side carriage plates 3 and a carriage bottom plate 4 which are symmetrically arranged, wherein an auxiliary frame 5 is further disposed below the carriage bottom plate 4, the carriage is connected to a vehicle chassis through the auxiliary frame 5, the front side of the auxiliary frame 5 is connected to the carriage bottom plate 4 through a jacking mechanism 6, and the rear side of the auxiliary frame 5 is pivotally connected to the rear side of the carriage bottom plate 4 through a rotating shaft 7, so as to lift the carriage and achieve a cargo self-discharging process. Meanwhile, the side carriage plate 3 is connected with the carriage bottom plate 4 through a transition connecting plate 8, and an anti-collision structure 9 arranged along the length direction of the carriage is covered on the outer side of the transition connecting plate 8, so that the impact on the carriage is avoided directly, and the anti-collision capacity of the carriage is improved. In addition, a protective steel plate 10 is arranged above the carriage bottom plate 4 to overcome the impact of goods loading and unloading on the aluminum carriage bottom plate 4, so that the carriage bottom plate 4 is prevented from deforming, and the service life of the carriage bottom plate 4 is prolonged.

Regarding the front and rear bed panels 1, 2:

the front carriage plate 1 and the rear carriage plate 2 are consistent in structure and both comprise an aluminum frame structure which is adaptive to the section appearance of the carriage and a double-layer aluminum plate arranged in the frame structure; therefore, the aluminum alloy material has better deformation resistance under the condition of using the aluminum alloy material with the same volume. The front compartment plate 1 and the rear compartment plate 2 are fixed and installed in a conventional manner, which is not described herein.

The mounting and locking structure of the rear compartment panel 2 is not limited to the shape shown in the drawings, and may be in various forms.

With respect to the side compartment panel 3:

the side car compartment plate 3 comprises a side plate upper edge beam 301, a side plate lower edge beam 302, a side plate front edge beam (not shown), a side edge rear edge beam (not shown) and a side plate body 303 connected between the side plates, wherein the side plate upper edge beam 301 comprises an upper edge beam body 301a with an inverted-L-shaped cross section, the transverse part of the upper edge beam body 301a faces the outer side of the car compartment, a canopy guide rail 304 is integrally extruded on the vertical part of the upper edge beam body 301a, and the canopy guide rail 304 faces the outer side of the car compartment, specifically referring to fig. 5.

The canopy guide rail 304 comprises a connecting part 304a and a guide rail part 304b, the connecting part 304a is connected between the guide rail part 304b and the upper edge beam body 301a, the cross section of the guide rail part 304b is circular arc-shaped, and the diameter of the circular arc-shaped is larger than the height of the connecting part 304a, so that the upper side and the lower side of the guide rail part 304b form a limiting effect on the canopy, and the canopy is prevented from sliding out of the canopy guide rail 304.

Preferably, the side plate body 303 is of a double-layer aluminum plate structure, so as to ensure the overall strength and deformation resistance.

With respect to the floor 4:

referring to fig. 10 to 16, in this example, the floor 4 includes floor side members 407 and cross-connected floor longitudinal members 401 and floor cross members 402 connected to the inside of the floor side members 407, the floor stringers 401, floor cross-beams 402 and floor edge beams 407 form a rectangular frame structure (in other embodiments, other polygons, etc.), wherein the longitudinal beams 401 of the bottom plate are arranged along the length direction of the carriage, a first bottom plate body 403 and a second bottom plate body 404 are laid on the rectangular frame type structure, a reinforcing beam 405 is integrally extruded and formed on the bottom of the first bottom plate body 403 by adopting an aluminum alloy material, the reinforcing beam 405 is disposed in parallel with the floor cross member 402, a plurality of second floor bodies 404 are disposed between two adjacent first floor bodies 403, the first bottom plate body 403 and the second bottom plate body 404 and two adjacent second bottom plate bodies 404 are fixedly connected by friction welding. It is understood that in other embodiments, the second floor bodies 404 disposed between the first floor bodies 403 may be any number between 0 and N, that is, if the load capacity of the car is large, the reinforcing beams 405 are disposed more densely, the car floor 4 may be formed by sequentially splicing the first floor bodies 403, and if the load capacity is small, the disposing distance of the reinforcing beams 405 is increased, so that the second floor bodies 404 are unnecessary components.

In the prior art, the stiffening beam 405 and the platform floor 4 are welded, the stiffening beam 405 and the platform floor 4 are integrally extruded and formed, so that the base metal is prevented from being weakened after welding, and meanwhile, the process steps are reduced and the production cost is reduced by adopting the production mode of integrally extruded and formed.

Because the deformation resistance of the double-layer aluminum plate structure is greater than that of the single-layer steel plate when the same volume of raw materials is used, the first bottom plate body 403 and the second bottom plate body 404 both adopt the double-layer aluminum plate structure, so that the deformation resistance of the platform floor 4 is enhanced.

In this example, a support step 407a is formed on one side of the floor side member 407 adjacent to the compartment, and the support step 407a is used for supporting the first floor body 403 and the second floor body 404; a limiting bulge 407b is formed on one side of the far side carriage of the bottom plate side beam 407, and the limiting bulge 407b is used for being clamped with the side carriage plate 3 to realize the closed connection of the side carriage plate 3 and the carriage bottom plate 4; the mounting groove 408 is located between the support step 407a and the limit protrusion 407 b.

In this embodiment, the bottom plate edge beam 407 and the mounting groove 408 are integrally formed by extrusion, so as to simplify the manufacturing process and enhance the structural strength of the bottom plate edge beam 407.

With respect to floor stringer 401:

two sides of the lower part of the bottom plate longitudinal beam 401 extend outwards to form flanges 401a respectively; the bottom plate longitudinal beam 401 and the flange 401a are integrally formed by extrusion of aluminum alloy, and the bottom plate longitudinal beam 401 is of a multi-cavity structure so as to enhance the deformation resistance.

Further, the floor longitudinal beam 401 has four cavities, the height of the cavities on both sides of the upper side is greater than that of the cavities on the lower side, and the separation of the cavities on both sides of the upper side and the lower side is adapted to the formation position of the flange 401 a.

Regarding the connection between the floor stringer 401 and the reinforcement beam 405:

the reinforcing beam 405 is provided with a notch 406 corresponding to the floor longitudinal beam 401, the notch 406 is approximately in an inverted T shape, the longitudinal part of the notch 406 is corresponding to the floor longitudinal beam 401 above the flange 401a, the floor longitudinal beam 401 below the flange 401a is arranged by protruding out of the lower surface of the reinforcing beam 405, the transverse part of the notch 406 is corresponding to the flange 401a, when the floor longitudinal beam 401 is clamped in the notch 406 arranged on the reinforcing beam 405, the lower surface of the reinforcing beam 405 is flush with the lower surface of the flange 401a, and therefore the requirement of large plane required by friction welding is met. Therefore, the lower surface of the reinforcing beam 405 and the lower surface of the flange 401a are welded and fixed by friction welding, and the rest contact part of the reinforcing beam 405 and the floor longitudinal beam 401 is welded and fixed by argon arc welding.

Adopt argon arc welding between traditional bottom plate longeron 401 and the bottom plate crossbeam 402, the not enough department of intensity adds the triangle piece reinforcement, and construction process is complicated, and the welding is heated can change material strength, and joint strength is limited. In the embodiment, the first bottom plate body 403 with the reinforcing beam 405 and the bottom plate longitudinal beam 401 with the flange 401a which are integrally extruded are structurally clamped, and the friction welding part is added, so that the overall strength of the bottom plate is enhanced, and the influence of heat of the traditional welding mode on the strength of the base material is reduced.

Preferably, the flange 401a is provided with a yielding groove 401b corresponding to the transverse part of the notch 406, and when the bottom plate longitudinal beam 401 is clamped in the notch 406, the inner wall of the yielding groove 401b is in contact with the inner wall of the transverse part of the notch 406, so that friction welding is facilitated.

It will be appreciated that the attachment of the reinforcement beam 405 to the floor rail 402 is not limited to the floor 4, and other frame-type attachments, such as those that require cross-and-rail attachment, may be used.

With respect to the subframe 5:

referring to fig. 1, 17 and 18, the subframe 5 is a rectangular frame structure, and has a first frame longitudinal beam 501 and a second frame longitudinal beam 502 that are arranged in the same direction as the length direction of the car, the first frame longitudinal beam 501 and the second frame longitudinal beam 502 are arranged in the same direction and back to back, a plurality of frame cross beams 503 are connected between the first frame longitudinal beam 501 and the second frame longitudinal beam 502, the frame cross beams 503 are arranged along the width direction of the car, the jacking mechanisms 6 are mounted on the front sides of the first frame longitudinal beam 501 and the second frame longitudinal beam 502 through brackets, and mounting holes 504 for connecting with the rotating shaft 7 are formed at the rear ends of the first frame longitudinal beam 501 and the second frame longitudinal beam 502, so that the car can rotate at a certain angle under the action of the mounted rotating shaft 7, and the self-discharging purpose is achieved.

Specifically, the first frame longitudinal beam 501 and the second frame longitudinal beam 502 are of a multi-cavity structure formed by integrally extruding aluminum alloy, the upper side and the lower side of the first frame longitudinal beam 501 extend towards the left side and the right side of the first frame longitudinal beam to form convex edges 505, a containing groove 506 is formed between the convex edges 505 on the upper side and the lower side, a first reinforcing plate 507 and a second reinforcing plate 508 are respectively arranged on the front side and the middle rear side of the containing groove, the depth of the containing groove 506 is consistent with the thicknesses of the first reinforcing plate 507 and the second reinforcing plate 508, and the upper side edge and the lower side edge of the first reinforcing plate 507 and the second reinforcing plate 508 are welded and fixed with the convex edges 505 in a friction welding mode.

Further, a reinforcing frame 509 is connected between the rear end of the first frame longitudinal member 501 and the rear end of the second frame longitudinal member 502, the reinforcing frame 509 is X-shaped, four top ends of the reinforcing frame 509 are connected to the joints of the first frame longitudinal member 501, the second frame longitudinal member 502, and the frame cross member 503, and the structural strength of the subframe 5 at the rotational stress concentration portion is further enhanced by the reinforcing frame 509 having this structure.

In this example, the first reinforcing plate 507 extends from the front side of the receiving groove 506 to a seventh of the receiving groove, and the second reinforcing plate 508 extends from two fifths of the receiving groove 506 to the rear end of the receiving groove, so that the stress concentration parts at the two ends of the subframe 5, that is, the two positions of the front jacking mechanism and the rear turning mechanism, are adapted, and the structural strength of the subframe 5 is effectively enhanced.

The auxiliary frame 5 adopting the structure adopts a multi-cavity structure, and the anti-deformation capacity of the structure is greater than that of a traditional I-shaped steel structure under the condition of using raw materials with the same volume; secondly, through the mode that local reinforcement and friction welding combine together, remain at least 30% more the base metal intensity than traditional welding mode for the intensity of sub vehicle frame 5 increases by a wide margin.

Preferably, a guide rail 510 is further integrally formed on the top of the first frame longitudinal beam 501 and the second frame longitudinal beam 502 in an extrusion molding manner, the guide rail 510 is formed on the outer side edge of the first frame longitudinal beam 501 and the outer side edge of the second frame longitudinal beam 502 and is arranged outwards, and the floor longitudinal beam 401 is guided by the guide rail 510 in the process of falling back after the car is lifted.

With respect to the crash structure 9:

as shown in fig. 6, the anti-collision structure 9 includes a first anti-collision region 901 attached to the outer side of the transition connecting plate 8 and a second anti-collision region 902 connected to the outer side of the first anti-collision region 901, the first anti-collision region 901 and the second anti-collision region 902 are both hollow structures, wherein the first anti-collision region 901 is formed by a plurality of cavities with polygonal cross sections, the second anti-collision region 902 is connected to the middle of the first anti-collision region 901 and protrudes from the first anti-collision region 901, a curved surface transition is adopted at the connection between the first anti-collision region 901 and the second anti-collision region 902, and the cross section of the protruding portion of the second anti-collision region 902 is arc-shaped.

The first anti-collision area 901 is provided with a first anti-collision cavity 9011, a second anti-collision cavity 9012, a third anti-collision cavity 9013, a fourth anti-collision cavity 9014 and a fifth anti-collision cavity 9015 which are sequentially connected from top to bottom, the outer surfaces of the first anti-collision cavity 9011, the second anti-collision cavity 9012, the third anti-collision cavity 9013, the fourth anti-collision cavity 9014 and the fifth anti-collision cavity 9015 are all arc-shaped, the first anti-collision cavity 9011 is connected with the bottom of the side compartment plate 3, the fifth anti-collision cavity 9015 is connected with the compartment bottom plate 4, and the first anti-collision cavity 9011, the second anti-collision cavity 9012, the third anti-collision cavity 9013, the fourth anti-collision cavity 9014 and the fifth anti-collision cavity 9015 are connected and then form a C shape. It is understood that, in the implementation process, the first collision-avoidance zone 3 may be formed by collision-avoidance cavities with other numbers or shapes.

Further, the second anti-collision region 902 is connected between the third anti-collision cavity 9013 and the fourth anti-collision cavity 9014, and two sides of the second anti-collision region 902 respectively extend to the middle of the third anti-collision cavity 9013 and the middle of the fourth anti-collision cavity 9014, so that impact force borne by the second anti-collision region 902 is better dispersed to the first anti-collision region 901, and the force dispersion effect of the anti-collision structure 9 is further ensured.

Preferably, the third anti-collision cavity 9013 and the fourth anti-collision cavity 9014 are both formed with a protrusion 901a outward, transition arc surfaces are formed between the protrusion 901a and the second anti-collision cavity 9012 and the fifth anti-collision cavity 9015, and the protrusion 901a is connected to the second anti-collision region 902.

In this example, through the above-mentioned kind of honeycomb structure, thus can be when receiving the striking, inwards take place to deform step by step through second anticollision district 902 and first anticollision district 901 to evenly distributed receives the impact, effectively avoided the direct impact to the carriage in traditional structure, improved the anti striking ability in carriage.

It is understood that the transition connecting plate 8 is not a necessary structure, and the connection between the platform floor 4 and the side platform plate 3 can be directly realized by the crash-proof structure 9 in this example, so as to further reduce parts and processes.

With respect to the armor plate 10:

as shown in fig. 4, the protective steel plate 10 is composed of a bottom steel plate 10a and side steel plates 10b respectively disposed at two sides of the bottom steel plate 10a, wherein the bottom steel plate 10a is supported on the platform floor 4, two side edges of the bottom steel plate 10a are respectively connected and fixed with two sides of the platform floor 4, a lower side of the side steel plate 10b is connected and fixed with the platform floor 4, and an upper side thereof is connected and fixed with the bottom of the side platform plate 3.

Regarding the connection fixation between the floor steel plate 10a, the side steel plates 10b, and the floor panel 4:

FIG. 7 shows be formed with the mounting groove 408 that is the font of falling T on the bottom plate boundary beam 407 of the 4 left and right sides of platform floor respectively, mounting groove 408 sets up along the length direction of carriage the inside callipers of mounting groove 408 is equipped with T font steel connecting piece 409, the horizontal part card of steel connecting piece 409 is located in the mounting groove 408, the vertical part of steel connecting piece 409 sets up, and the upper end protrusion in the upside edge of mounting groove 408, bottom steel sheet 10a, side steel sheet 10 b's downside edge and steel connecting piece 409's both sides lateral wall welded fastening.

Regarding the connection between the side steel plate 10b and the side compartment plate 3:

as shown in fig. 8, a T-shaped slot 305 is formed in one side of the side plate lower side beam 302 of the side car plate 3 close to the car, a T-shaped steel 306 is installed in the slot 305, a vertical portion of the T-shaped steel 306 extends out of the slot 305, and an upper side edge of the side steel plate 10b is welded and fixed to a lower side wall of the vertical portion of the T-shaped steel 306.

As is well known, the steel material and the aluminum material cannot be fixedly connected in a welding mode, so that the connection and fixation of different materials between the steel plate and the aluminum plate are realized through the connecting structure, the composite use of the different materials is realized, and a foundation is laid for realizing the light weight and the high strength of the carriage.

In this embodiment, through the platform floor 4 of reinforcing, sub vehicle frame 5, locate the crashproof structure of carriage both sides bottom and locate the protection steel sheet 10 etc. of platform floor 4 top, both strengthened the overall structure intensity in aluminium system carriage, satisfied aluminium system lightweight carriage to the requirement of carriage bulk strength, still make the carriage have sufficient structural anti deformability simultaneously, guaranteed the intensity and the rigidity in carriage for the aluminium system carriage can be adapted to long carriage.

The technical scheme provided by the utility model is introduced in detail above. The principles and embodiments of the present invention have been explained herein using specific examples, and the above descriptions of the embodiments are only used to help understand the method and its core ideas of the present invention. It should be noted that, for those skilled in the art, without departing from the principle of the present invention, the present invention can be further modified and modified, and such modifications and modifications also fall within the protection scope of the appended claims.

Claims

1. The utility model provides a self-discharging carriage with bottom protective structure and side direction anticollision structure, includes preceding carriage board, back carriage board, the side carriage board and the carriage bottom plate that two symmetries set up of aluminium system, its characterized in that: the side carriage plate is connected with the carriage bottom plate through a transition connecting plate, and a hollow anti-collision structure arranged along the length direction of the carriage is covered on the outer side of the transition connecting plate; a protective steel plate is arranged above the carriage bottom plate; wherein:

2. The dump body having a bottom guarding structure and a side impact preventing structure according to claim 1, wherein: and the joint of the first anti-collision area and the second anti-collision area adopts cambered surface transition, and the section of the protruding part of the second anti-collision area is arc-shaped.

3. The dump body having the bottom fender structure and the side bumper structure according to claim 1 or 2, wherein: the first anti-collision area is provided with a first anti-collision cavity, a second anti-collision cavity, a third anti-collision cavity, a fourth anti-collision cavity and a fifth anti-collision cavity from top to bottom, wherein the first anti-collision cavity is connected with the bottom of the side carriage plate, and the fifth anti-collision cavity is connected with the carriage bottom plate.

4. The dump body having a bottom guarding structure and a side impact preventing structure according to claim 3, wherein: the first anti-collision cavity, the second anti-collision cavity, the third anti-collision cavity, the fourth anti-collision cavity and the fifth anti-collision cavity are connected and then are in a C shape, the second anti-collision area is connected between the third anti-collision cavity and the fourth anti-collision cavity, and two sides of the second anti-collision area respectively extend to the middle of the third anti-collision cavity and the middle of the fourth anti-collision cavity.

5. The dump body having a bottom guarding structure and a side impact preventing structure according to claim 1, wherein: the mounting groove is formed on one side of the bottom plate edge beam far away from the interior of the carriage.

6. The dump body having a bottom guarding structure and a side impact preventing structure according to claim 5, wherein: the side of the bottom plate boundary beam close to the carriage is provided with a supporting step, one side of the carriage far away from the bottom plate boundary beam is provided with a limiting bulge, and the mounting groove is located between the supporting step and the limiting bulge.

7. The dump body having a bottom guarding structure and a side impact preventing structure according to claim 1, wherein: the bottom plate boundary beam and the mounting groove are integrally extruded and formed.

8. The dump body having a bottom guarding structure and a side impact preventing structure according to claim 1, 5, 6 or 7, wherein: the mounting groove is consistent with the structure and the size of the clamping groove, and the steel connecting piece is consistent with the structure and the size of the T-shaped steel.