CN213199898U - Frame and cargo vehicle - Google Patents

Frame and cargo vehicle Download PDF

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Publication number
CN213199898U
CN213199898U CN202022076727.1U CN202022076727U CN213199898U CN 213199898 U CN213199898 U CN 213199898U CN 202022076727 U CN202022076727 U CN 202022076727U CN 213199898 U CN213199898 U CN 213199898U
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China
Prior art keywords
rear section
section beam
section
frame
cross
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CN202022076727.1U
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Chinese (zh)
Inventor
于洪瑞
桂海林
董桂武
刘桂波
王平
郝高云
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
FAW Jiefang Automotive Co Ltd
FAW Jiefang Qingdao Automobile Co Ltd
Original Assignee
FAW Jiefang Automotive Co Ltd
FAW Jiefang Qingdao Automobile Co Ltd
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Priority to CN202022076727.1U priority Critical patent/CN213199898U/en
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Abstract

The utility model belongs to the technical field of the truck, a frame and truck is disclosed, wherein the frame includes: the longitudinal beams are provided with a front section beam, a rear section beam and a transition beam positioned between the front section beam and the rear section beam along the length direction, and the horizontal plane of the rear section beam is lower than that of the front section beam; and the cross beams are arranged between the two longitudinal beams at intervals. The truck comprises the frame and a loading platform arranged on a rear section beam of the frame. The rear section beam part of the frame can be provided with a loading platform, after an upper layer car and a lower layer car are loaded, the whole car height can be controlled to be 3900mm or below, and the whole car height is reduced by at least 100mm compared with the traditional car type; not only meets the requirement of height limit of the whole vehicle, but also reduces the mass center position of the whole vehicle, and is beneficial to improving the running stability of the vehicle. The truck has the frame, so that the requirement of the height limit of the whole truck is met, the mass center position of the whole truck is reduced, and the running stability of the truck is improved.

Description

Frame and cargo vehicle
Technical Field
The utility model relates to a cargo vehicle technical field especially relates to a frame and cargo vehicle.
Background
The vehicle transport vehicle is used as a special vehicle for transporting passenger vehicles, and when the upper and lower layers of passenger vehicles are loaded, the height of the whole vehicle easily exceeds the upper limit of the regulation by 4 m; meanwhile, the mass center of the whole vehicle is higher, and the driving stability of the vehicle is poorer.
The prior art reduces the height of the cross section of the longitudinal beam from 280mm to 250mm or below, thereby providing a reduction space of at least 30mm for the height of the whole vehicle. However, in order to ensure the strength of the frame, the height change cannot be made to a greater extent.
Therefore, how to reduce the height of the vehicle frame more greatly and meet the requirement of reducing the height of the whole vehicle becomes a technical problem which needs to be solved urgently by technical personnel in the field.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide a frame and cargo vehicle to solve the problem that can't guarantee frame strength after the frame height reduces.
To achieve the purpose, the utility model adopts the following technical proposal:
a vehicle frame, comprising:
the longitudinal beams are symmetrically arranged, a front section beam, a rear section beam and a transition beam positioned between the front section beam and the rear section beam are arranged along the length direction of the longitudinal beams, and the horizontal plane of the rear section beam is lower than that of the front section beam; and
and the cross beams are arranged between the two longitudinal beams at intervals.
Further, the back end beam includes a first back end beam subsection, a second back end beam subsection and a third back end beam subsection, wherein:
the horizontal plane where the second part of the rear section beam is located is higher than the horizontal plane where the first part of the rear section beam and the third part of the rear section beam are located.
Further, the transition beams are arranged between the second rear-section beam part and the first rear-section beam part and between the second rear-section beam part and the third rear-section beam part respectively.
Furthermore, arc-shaped chamfer structures are arranged at the front end and the rear end of the transition beam.
Further, the longeron is made by web, last pterygoid lamina and lower pterygoid lamina welding, the web sets up along vertical direction, go up the pterygoid lamina with the pterygoid lamina level sets up down the upper and lower both ends of web.
Furthermore, the section of the first subsection of the rear section beam is I-shaped, and the sections of the second subsection and the third subsection of the rear section beam are T-shaped.
Further, the cross member includes:
the first cross beam is arranged at one end, far away from the rear section beam, of the front section beam, the first cross beam is in a straight groove shape, and an upper wing surface and a lower wing surface of the first cross beam are respectively connected with the upper wing plate and the lower wing plate;
the second cross beam is arranged at one end, close to the front section beam, of the first part of the rear section beam and comprises a first arched beam and a first connecting plate, and the first arched beam is connected with the web plate through the first connecting plate;
the third cross beams are arranged on the first subsection of the rear section beam and comprise second arched beams, first upper connecting plates and first lower connecting plates, the first upper connecting plates and the first lower connecting plates are L-shaped, and the second arched beams are connected with the web plate through the first upper connecting plates and the first lower connecting plates; and
the fourth crossbeams are arranged on the second subsection of the rear section beam and the third subsection of the rear section beam and comprise straight channel beams, an upper connecting plate II and a lower connecting plate II, the upper connecting plate II and the lower connecting plate II are L-shaped, and the straight channel beams are connected with the web through the upper connecting plate II and the lower connecting plate II.
Further, the first part of the rear section beam is 140mm-160mm lower than the horizontal plane of the front section beam, the second part of the rear section beam is 35mm-40mm lower than the horizontal plane of the front section beam, and the third part of the rear section beam is 90mm-105mm lower than the horizontal plane of the front section beam.
A cargo vehicle comprising:
the above-mentioned frame; and
and the loading platform is arranged on the rear section beam of the frame.
The utility model has the advantages that:
the rear section beam part of the frame can be provided with a loading platform, after an upper layer car and a lower layer car are loaded, the whole car height can be controlled to be 3900mm or below, and the whole car height is reduced by at least 100mm compared with the traditional car type; not only meets the requirement of height limit of the whole vehicle, but also reduces the mass center position of the whole vehicle, and is beneficial to improving the running stability of the vehicle.
The truck has the frame, so that the requirement of the height limit of the whole truck is met, the mass center position of the whole truck is reduced, and the running stability of the truck is improved.
Drawings
FIG. 1 is a front view of a vehicle frame of an embodiment of the present application;
FIG. 2 is a top view of a vehicle frame according to an embodiment of the present application;
FIG. 3 is a front view of a left side rail of an embodiment of the present application;
FIG. 4 is a cross-sectional view of the stringer taken at line X-X of FIG. 3;
FIG. 5 is a cross-sectional view of the stringer taken at line Y-Y of FIG. 3;
FIG. 6 is a cross-sectional view of the stringer taken at line Z-Z of FIG. 3;
FIG. 7 is a schematic structural view of the first cross beam shown in FIG. 2;
FIG. 8 is a structural schematic diagram of the second cross beam shown in FIG. 2;
FIG. 9 is a schematic structural view of the third beam shown in FIG. 2;
FIG. 10 is a schematic structural view of the cross beam six shown in FIG. 2;
fig. 11 is a schematic structural view of the cargo vehicle according to the embodiment of the present application.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.
In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, detachably connected, or integral to one another; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the present disclosure, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may comprise direct contact between the first and second features, or may comprise contact between the first and second features not directly. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "right", etc. are used in an orientation or positional relationship based on that shown in the drawings only for convenience of description and simplicity of operation, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used only for descriptive purposes and are not intended to have a special meaning.
The utility model provides a vehicle frame, figure 1 is the front view of the vehicle frame 1 of this application embodiment. Fig. 2 is a plan view of the vehicle body frame 1 according to the embodiment of the present application.
The vehicle frame 1 includes: two longitudinal beams (a left longitudinal beam 11 and a right longitudinal beam 12) and a plurality of cross beams. The left longitudinal beam 11 and the right longitudinal beam 12 are arranged in a bilateral symmetry mode, a plurality of cross beams are arranged between the left longitudinal beam 11 and the right longitudinal beam 12 and are arranged at intervals from front to back, and the cross beams are respectively connected with the left longitudinal beam 11 and the right longitudinal beam 12 through rivets or bolts.
The height of the cross beam does not exceed the height of the longitudinal beam, and the height of the frame 1 is equal to the height of the longitudinal beam.
Fig. 3 is a front view of the left side member 11 according to the embodiment of the present invention, and as shown in fig. 3, the height of the left side member 11 changes in the longitudinal direction, and the upper surfaces of the left side member 11 are not all in the same horizontal plane. According to the difference of the heights, the left longitudinal beam 11 is divided into a front section beam 1101 and a rear section beam 1102 from front to back, the front section beam 1101 and the rear section beam 1102 are integrated, and the overall height of the rear section beam 1102 is lower than that of the front section beam 1101 and is used for placing a loading platform.
In the present embodiment, the back section beam 1102 includes a back section beam first section 11021, a back section beam second section 11022, and a back section beam third section 11023. With the upper airfoil of the forward section beam 1101 as the datum plane, the upper airfoil of the rear section beam first section 11021 is 150mm below the forward section beam 1101, the upper airfoil of the rear section beam second section 11022 is 38mm below the forward section beam 1101, and the upper airfoil of the rear section beam third section 11023 is 100mm below the forward section beam 1101. Transition beams are arranged between the second rear-section beam division 11022 and the front-section beam 1101, between the first rear-section beam division 11021 and the second rear-section beam division 11022 and between the second rear-section beam division 11022 and the third rear-section beam division 11023.
The above values may be adjusted as needed according to design.
The front section beam 1101 and the rear section beam 1102 of the left longitudinal beam 11 are both horizontal (namely, the upper wing surface and the lower wing surface of the left longitudinal beam 11 are horizontal planes), and an inclined transition beam is arranged only at the height turning part, so that the influence of height change on the upper mounting can be reduced.
In order to avoid stress concentration at the height turning position, the front end and the rear end of each transition beam are respectively provided with an arc-shaped chamfer angle structure. The radius of the fillet of the chamfer structure in this embodiment is 20mm, and the above values can be adjusted appropriately according to design requirements.
The longitudinal beam can be produced by welding or stamping steel plates. Compare the punching press mode because of the welding mode and do not need special mould, the design flexibility is better, so the utility model discloses the longeron is produced according to the welding mode.
FIG. 4 is a cross-sectional view of the stringer taken at line X-X of FIG. 3; FIG. 5 is a cross-sectional view of the stringer taken at line Y-Y of FIG. 3; figure 6 is a cross-sectional view of the stringer taken at line Z-Z of figure 3.
The left longitudinal beam 11 is produced by a steel plate welding mode and is formed by welding a web plate 111, an upper wing plate 112 and a lower wing plate 113, the material thickness of the web plate 111 is 8mm, and the material thickness of the upper wing plate 112 and the lower wing plate 113 is 12 mm. As shown in FIG. 4, the front section beam 1101 of the left side member 11 has a channel shape in cross section and a height of 280 mm. As shown in fig. 5, the cross-sectional shape of the rear-end first branch 11021 of the left side member 11 is i-shaped, and the cross-sectional height is 320 mm. As shown in fig. 6, the rear-end beam second section 11022 of the left side member 11 has a t-shaped cross section and a height of 280mm, and the cross-sectional structure of the rear-end beam third section 11023 is the same as that of the rear-end beam second section 11022. The above values can be adjusted according to design requirements.
The right longitudinal beam 12 and the left longitudinal beam 11 are symmetrical in shape and are not described in detail herein.
The crossbeam includes: the first cross beam, the second cross beam, the third cross beam and the fourth cross beam are arranged from front to back at intervals.
It should be noted that the above cross beams (the first cross beam, the second cross beam, the third cross beam and the fourth cross beam) are all produced by a steel plate stamping method.
Fig. 7 is a schematic structural view of the first beam 13 shown in fig. 2.
The first cross beam 13 is used as a first cross beam, the first cross beam 13 is arranged at one end, far away from the rear section beam 1102, of the front section beam 1101, the first cross beam 13 is a straight channel beam, and the upper wing surface and the lower wing surface of the first cross beam 13 are respectively connected with the upper wing plate 112 and the lower wing plate 113 of the longitudinal beam.
Fig. 8 is a schematic structural view of the second beam 14 shown in fig. 2.
The second beam 14 is used as a second beam, the second beam 14 is arranged at one end, close to the front beam 1101, of the first branch 11021 of the rear beam, and the second beam 14 is composed of a first arched beam 141 and a first connecting plate 142. The first arched beam 141 is connected with the web 111 of each of the left longitudinal beam 11 and the right longitudinal beam 12 through the first connecting plate 142. When the automobile is assembled, the chassis transmission shaft penetrates through the upper part of the arched beam I141, and the structure leaves space for arrangement of the transmission shaft.
Fig. 9 is a schematic structural view of the third beam 15 shown in fig. 2, the third beam 15 being disposed on the first subsection of the back section beam, the third beam 15 being composed of an arched beam two 151, an upper tie plate one 152, and a lower tie plate one 153. The first upper connecting plate 152 and the first lower connecting plate 153 are L-shaped, and the arched beam 151 is connected with the web 111 of each of the left longitudinal beam 11 and the right longitudinal beam 12 through the upper connecting plate 152 and the lower connecting plate 153. The chassis transmission shaft penetrates through the lower part of the arched beam II 151, and the structure leaves space for arrangement of the transmission shaft.
It should be noted that a side of the beam three 15, which is far away from the beam two 14, is further provided with a beam four 16 and a beam five 17 in sequence, and the structures of the beam four 16 and the beam five 17 are the same as those of the beam three 15, and are used as a third beam together.
Fig. 10 is a schematic structural view of the cross beam six 18 shown in fig. 2, and as shown in fig. 10, the cross beam six 18 is composed of a straight channel beam 181, an upper connecting plate two 182 and a lower connecting plate two 183. The second upper connecting plate 182 and the second lower connecting plate 183 are both L-shaped, and the straight channel beam 181 is connected with the web plates 111 of the left longitudinal beam 11 and the right longitudinal beam 12 through the second upper connecting plate 182 and the second lower connecting plate 183.
It should be noted that a side of the beam six 18, which is far away from the beam five 17, is further provided with a beam seven 19 and a beam eight 20 in sequence, and the beam six 18, the beam seven 19 and the beam eight 20 have the same structure and are collectively used as a fourth beam.
Fig. 11 is a schematic structural view of the cargo vehicle according to the embodiment of the present application.
The truck comprises a frame 1 and a loading platform 2 as described above.
The loading platform 2 is mounted on the rear section beam first part 11021, the rear section beam second part 11022 and the rear section beam third part 11023 of the frame 1. After the upper layer of car and the lower layer of car are loaded on the truck, the height of the whole truck can be controlled to be 3900mm or below, and the height of the whole truck is reduced by at least 100mm compared with that of the conventional truck. The requirement of the whole vehicle for the height limit of 4 meters is met, the mass center position of the whole vehicle is reduced, and the driving stability of the vehicle is improved.
It is obvious that the above embodiments of the present invention are only examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Numerous obvious variations, rearrangements and substitutions will now occur to those skilled in the art without departing from the scope of the invention. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.

Claims (9)

1. A vehicle frame, comprising:
the longitudinal beams are symmetrically arranged, a front section beam, a rear section beam and a transition beam positioned between the front section beam and the rear section beam are arranged along the length direction of the longitudinal beams, and the horizontal plane of the rear section beam is lower than that of the front section beam; and
and the cross beams are arranged between the two longitudinal beams at intervals.
2. The vehicle frame of claim 1, wherein the rear section beam comprises a rear section beam first subsection, a rear section beam second subsection, and a rear section beam third subsection, wherein:
the horizontal plane where the second part of the rear section beam is located is higher than the horizontal plane where the first part of the rear section beam and the third part of the rear section beam are located.
3. The vehicle frame of claim 2, wherein the transition beam is disposed between the rear section beam second section and each of the rear section beam first section and the rear section beam third section.
4. The vehicle frame of claim 3, wherein the front end and the rear end of the transition beam are provided with circular arc-shaped chamfer structures.
5. The frame of claim 2, wherein the side rails are welded together by a web, an upper wing plate and a lower wing plate, the web is vertically disposed, and the upper wing plate and the lower wing plate are horizontally disposed at upper and lower ends of the web.
6. The frame of claim 5, wherein the cross-section of the first rear-end rail section is "I" shaped, and the cross-sections of the second and third rear-end rail sections are "T" shaped.
7. The vehicle frame of claim 6, wherein said cross member comprises:
the first cross beam is arranged at one end, far away from the rear section beam, of the front section beam, the first cross beam is in a straight groove shape, and an upper wing surface and a lower wing surface of the first cross beam are respectively connected with the upper wing plate and the lower wing plate;
the second cross beam is arranged at one end, close to the front section beam, of the first part of the rear section beam and comprises a first arched beam and a first connecting plate, and the first arched beam is connected with the web plate through the first connecting plate;
the third cross beams are arranged on the first subsection of the rear section beam and comprise second arched beams, first upper connecting plates and first lower connecting plates, the first upper connecting plates and the first lower connecting plates are L-shaped, and the second arched beams are connected with the web plate through the first upper connecting plates and the first lower connecting plates; and
the fourth crossbeams are arranged on the second subsection of the rear section beam and the third subsection of the rear section beam and comprise straight channel beams, an upper connecting plate II and a lower connecting plate II, the upper connecting plate II and the lower connecting plate II are L-shaped, and the straight channel beams are connected with the web through the upper connecting plate II and the lower connecting plate II.
8. The frame of claim 2, wherein the rear section first section is 140mm to 160mm below the horizontal plane of the front section, the rear section second section is 35mm to 40mm below the horizontal plane of the front section, and the rear section third section is 90mm to 105mm below the horizontal plane of the front section.
9. A truck, comprising:
the vehicle frame of any of claims 1-8; and
and the loading platform is arranged on the rear section beam of the frame.
CN202022076727.1U 2020-09-21 2020-09-21 Frame and cargo vehicle Active CN213199898U (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202022076727.1U CN213199898U (en) 2020-09-21 2020-09-21 Frame and cargo vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202022076727.1U CN213199898U (en) 2020-09-21 2020-09-21 Frame and cargo vehicle

Publications (1)

Publication Number Publication Date
CN213199898U true CN213199898U (en) 2021-05-14

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Application Number Title Priority Date Filing Date
CN202022076727.1U Active CN213199898U (en) 2020-09-21 2020-09-21 Frame and cargo vehicle

Country Status (1)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113442816A (en) * 2021-07-27 2021-09-28 山东中策专用车股份有限公司 Unloading type semi-trailer

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113442816A (en) * 2021-07-27 2021-09-28 山东中策专用车股份有限公司 Unloading type semi-trailer

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