CN220615948U - Frame structure - Google Patents

Abstract

The utility model relates to the field of automobile frames and discloses a frame structure, which comprises a pair of longitudinal beams made of aluminum alloy, a first reinforcing connecting piece, a second reinforcing connecting piece and a front cross beam, wherein the first reinforcing connecting piece and the second reinforcing connecting piece are arranged between an upper wing surface of the longitudinal beam and a lower wing surface of the longitudinal beam, the front cross beam is arranged between the pair of longitudinal beams, the first reinforcing connecting piece is made of aluminum alloy, the second reinforcing connecting piece is made of iron materials, the first reinforcing connecting piece comprises a pair of first reinforcing connecting piece wing surfaces and a first reinforcing connecting piece ventral surface, the second reinforcing connecting piece comprises a pair of end surfaces and a bottom surface, one end surface of the second reinforcing connecting piece is coated on the outer side of the first reinforcing connecting piece, and the other end surface of the second reinforcing connecting piece is coated on the outer side of the ventral surface of the longitudinal beam. Through setting up first reinforcement connecting piece and the second reinforcement connecting piece of cladding, interlock each other, increased the connection area, reduced the risk of single-point concentrated load to form relatively rigid structure, improved the joint strength in frame front cross member region.

Description

Frame structure

Technical Field

The utility model relates to the field of automobile frames, in particular to a frame structure.

Background

The frame is the skeleton texture of vehicle, including a pair of longeron, connect a plurality of crossbeams and relevant connecting piece between a pair of longeron for support automobile body and load, and firmly link together each component part, wherein, the longeron of C includes longeron upper airfoil, longeron lower airfoil and longeron upper airfoil and longeron lower airfoil between the longeron web face, and the height of longeron web face is longeron web height.

With the increasing strictness of energy efficiency and automobile carbon emission requirements, in order to seek solutions for reducing fuel consumption and reducing exhaust emissions, the use of aluminum alloy materials with lighter weight instead of a part of frame members made of steel materials has become an important way of designing a light frame.

For commercial vehicles, the load bearing capacity and stability are of greater concern in the frame design of commercial vehicles because they are designed to transport cargo or passengers, and commercial vehicles require higher load bearing capacity than passenger vehicles. Furthermore, since the front cross member area of the commercial vehicle needs to bear the weight of the engine, the front weight of the vehicle, the transmission system and other components, in contrast, the rest of the cross member only needs to bear part of the weight of the vehicle body structure, so that the load borne by the front cross member is larger than that borne by the rest of the cross member, and the structural strength of the front cross member area of the frame needs to be reinforced.

Disclosure of Invention

The utility model aims to provide a frame structure so as to solve the problem of how to strengthen the structural strength of a front cross beam area of a frame.

In order to achieve the above purpose, the utility model adopts the following technical scheme: the utility model provides a frame structure, including a pair of longeron, the longeron is made by aluminum alloy, still including installing first enhancement connecting piece between longeron upper airfoil surface and longeron lower airfoil surface, the second strengthens the connecting piece and sets up the front cross beam between a pair of longeron, first enhancement connecting piece is made by aluminum alloy, the second strengthens the connecting piece and comprises iron material, first enhancement connecting piece airfoil and first enhancement connecting piece ventral surface, the second strengthens the connecting piece and includes a pair of terminal surface and a bottom surface, an terminal surface cladding in the first enhancement connecting piece outside of second enhancement connecting piece, another terminal surface cladding in the longeron ventral surface outside of second enhancement connecting piece, front cross beam both sides terminal surface and first enhancement connecting piece and second enhancement connecting piece fixed connection.

The beneficial effects are as follows: in the design of frame lightweight of commercial car, often adopt the scheme of substituting the steel longeron that influences the weight the biggest with aluminum alloy system longeron, compare in steel material, aluminum alloy's intensity is usually lower, but because the front cross member region of frame needs to bear the weight of components such as engine, vehicle front portion weight and transmission system, the load and the vibration that the front cross member born are bigger, consequently need strengthen the structural strength of front cross member in the junction region of longeron to provide sufficient intensity and rigidity, avoid the junction region to appear becoming flexible, fracture or fracture scheduling problem. According to the scheme, through arranging the two U-shaped components which are mutually coated and meshed, namely the first reinforcing connecting piece and the second reinforcing connecting piece, the risk of single-point concentrated load is reduced by increasing the connecting area, a relatively rigid structure is formed, the connecting part can bear the load of a vehicle better, the structure can effectively resist transverse and longitudinal torque and deformation, vibration and distortion of the vehicle in the running process are reduced, and the connection reliability of a front cross beam area of the frame is improved.

In addition, due to the difference of melting points between the aluminum alloy and the steel materials, the two materials cannot be connected by adopting traditional welding, and due to the fact that the hardness of the aluminum alloy material is lower than that of the steel or iron material, the problem of a soft contact surface exists in the direct connection between the aluminum alloy material and the steel material, on one hand, the strength and the rigidity of the whole structure can be improved, and the stability and the bending resistance of the frame are improved by introducing the first reinforcing connecting piece and the second reinforcing connecting piece; and secondly, because the thermal expansion coefficient of the aluminum alloy is larger than that of the steel material and the iron material, the second reinforced connecting piece made of iron is wrapped outside the first reinforced connecting piece and the longitudinal beam made of the aluminum alloy, and when the longitudinal beam and the first reinforced connecting piece have the trend of outward deformation and expansion, the second reinforced connecting piece can play a limiting role on the longitudinal beam and the first reinforced connecting piece, so that the deformation degree of the connecting part among the front cross beam, the first reinforced connecting piece and the second reinforced connecting piece is consistent, and the connecting strength is ensured.

Further, the front cross beam is a steel pipe body and extends out of a pair of longitudinal beams, the first reinforcing connecting piece comprises a U-shaped groove formed by digging along the length direction of the ventral surface of the first reinforcing connecting piece, a pair of holes are formed in the end surface of the second reinforcing connecting piece, a pair of end surfaces of the second reinforcing connecting piece are respectively wrapped outside the ventral surface of the first reinforcing connecting piece and outside the ventral surface of the longitudinal beam, the bottom surface of the second reinforcing connecting piece is wrapped outside the lower airfoil surface of the longitudinal beam, and the second reinforcing connecting piece is connected with the ventral surface of the first reinforcing connecting piece, the ventral surface of the longitudinal beam and the lower airfoil surface of the longitudinal beam in a riveting mode; wherein, the front cross beam is erected between a pair of longitudinal beams through the holes on the U-shaped groove and the second reinforcing connecting piece.

The beneficial effects are as follows: on one hand, the front cross beam is configured into a round steel pipe due to larger load, and the steel material has higher strength and rigidity and can effectively bear transverse and longitudinal stress, so that the stability and rigidity of the structure of the vehicle in various road conditions and working environments can be ensured; on the other hand, since the round steel pipe provides sufficient strength and rigidity as compared with other shaped steel materials, a lightweight design can be realized; in addition, due to the geometric characteristics of the circular cross section, the round steel tube has better torsion resistance, which is of great importance for the front cross beam of the commercial vehicle, because the front cross beam needs to cope with torsion forces caused by wheels, steering, suspension systems and the like during driving. Further, still include front end supporting seat, front end supporting seat sets up on the surface that the front cross beam stretches out the longeron outward, and front end supporting seat includes the bracket, and the connecting hole has been seted up to the bracket upper surface, and front end supporting seat still includes annular location lip, and annular location lip sets up in the bracket upper surface and guarantees at the connecting hole periphery.

The beneficial effects are as follows: on one hand, the annular positioning lip can provide accurate position control for operators, and ensure the correct alignment and matching of the cab connecting seat; on the other hand, the raised annular positioning lip can increase the stability and rigidity of connection, is favorable for preventing the connection part of the front end supporting seat and the cab from loosening or shaking or sliding relatively, and improves the connection firmness between the cab and the frame.

Further, the front cross beam comprises two L-shaped cross beam members and four cross beam connecting pieces, the L-shaped cross beam members comprise an L-shaped cross beam member wing surface and an L-shaped cross beam member web surface, the two L-shaped cross beam member web surfaces are overlapped, the two L-shaped cross beam member wing surfaces are oppositely arranged, two ends of the L-shaped cross beam member wing surface are provided with a pair of first adjusting holes, and at least two groups of second adjusting holes are arranged along the height direction of the L-shaped cross beam member web surface; one end of the transverse and longitudinal beam connecting piece is overlapped with the wing surface of the L-shaped transverse beam piece, the other end of the transverse and longitudinal beam connecting piece is fixedly connected with the web surface of the longitudinal beam, the transverse and longitudinal beam connecting piece comprises a first connecting plate, a second connecting plate and a third connecting plate which are sequentially connected, at least two pairs of connecting piece adjusting holes are formed in the first connecting plate, and a connecting groove is formed in the third connecting plate; the distance from the connecting groove to one end of the third connecting plate far away from the second connecting plate is greater than the lengths of the upper wing surface of the longitudinal beam and the lower wing surface of the longitudinal beam, the wing surface of the first reinforcing connecting piece is arranged between the pair of third connecting plates, one end surface of the second reinforcing connecting piece is inserted into the connecting groove, the bottom surface of the second reinforcing connecting piece is wrapped outside the upper wing surface of the longitudinal beam and the lower wing surface of the longitudinal beam, and the other end surface of the second reinforcing connecting piece is wrapped outside the web surface of the longitudinal beam.

The beneficial effects are as follows: firstly, because the height and the width of the longitudinal beams are different, if the longitudinal beams with each height or width are designed and manufactured, the longitudinal beams are required to be subjected to blanking and die sinking for many times, repeated positioning, cutting and the like are involved, waste of raw materials can be caused, and the production parameters are required to be readjusted and set up for each time, so that the production efficiency is reduced. According to the scheme, the two L-shaped cross beam parts are arranged, so that the integrity of a cross beam structure can be maintained while the height is adjusted, and higher torsional rigidity and bending rigidity are achieved; secondly, the front cross beam is designed to be formed by riveting a plurality of components, on one hand, each component can be freely combined and adjusted according to the needs, so that the front cross beam is suitable for longitudinal beams with different sizes, the whole cross beam structure does not need to be subjected to die sinking and blanking, only the L-shaped cross beam piece or the cross beam connecting piece is required to be adjusted, and the process difficulty is reduced; on the other hand, after the front cross beam is split into a plurality of components, the size of each component is relatively small, so that the front cross beam is convenient to transport and carry.

Further, the transverse and longitudinal beam connecting piece further comprises a supporting connecting plate, the supporting connecting plate is a folded plate, one surface of the supporting connecting plate is integrally formed with the end surfaces of the first connecting plate, the second connecting plate and the third connecting plate, which are close to the ventral surface direction of the L-shaped transverse beam piece, and the other surface of the supporting connecting plate is connected with the ventral surface of the longitudinal beam.

The beneficial effects are as follows: firstly, the contact area of the joint of the web surfaces of the cross beam and the longitudinal beam is increased by the support connecting plate, so that the stress condition is improved, and the risk of stress concentration is reduced; in addition, through increasing area of contact, can provide more tie points for crossbeam structure and longeron, promote the torsional rigidity of frame, avoid taking place bending deformation. Secondly, compared with a straight line connection mode, the bent arrangement mode can enable the shorter cross beam structure to be matched with the higher longitudinal beam, so that the material consumption is saved, and the manufacturing cost is reduced; in addition, the deformation of the bending part can play a role in certain shock absorption and low vibration. When the structure is impacted or vibrated, the deformation of the bending part can absorb and slow down the impact force, so that the vibration transmission to the whole structure is reduced, and the stability and riding comfort of the structure are improved.

Further, a weight-reducing square hole and a weight-reducing round hole are formed in the ventral surface of the first reinforcing connecting piece.

The beneficial effects are as follows: the overall weight of the vehicle directly affects fuel consumption. By reducing the weight of the frame members, the overall weight of the vehicle can be reduced, energy consumption can be reduced, and fuel economy can be improved. The commercial vehicle has long working time and large fuel consumption, so the reduction of the total weight of the vehicle is particularly obvious to the improvement of the fuel economy of the commercial vehicle.

Further, the vehicle frame structure also comprises a traction hook which is fixedly connected with the vehicle frame structure.

Further, the traction hook comprises a connecting seat and a hook body which are connected in sequence, wherein the connecting seat is fixedly connected with the outer side of the bottom surface of the second reinforcing connecting piece.

The beneficial effects are as follows: because this scheme has carried out the structure to front cross beam and longeron connected region and has strengthened the design, consequently set up the integrated structure that sets up in the frame with the towing hook and strengthen the region, can guarantee the bearing of atress to the towing hook, and then guarantee at the in-process to the vehicle towing, frame structure can not take place structural failure because of sufficient bearing capacity.

Further, the traction hook comprises a first supporting plate, a second supporting plate welded with the first supporting plate, a connecting nut and a base plate welded with the end face of the connecting nut, the first supporting plate is fixedly connected with the upper wing face of the longitudinal beam, the second supporting plate is fixedly connected with the web face of the longitudinal beam, the first supporting plate comprises a first supporting plate vertical part, a first supporting plate transition part and a first supporting plate butt joint part which are sequentially connected and integrally formed, and the second supporting plate comprises a second supporting plate vertical part, a second supporting plate transition part and a second supporting plate butt joint part which are sequentially connected and integrally formed; the end surfaces of the first supporting plate vertical part and the second supporting plate vertical part are welded with the backing plate, and the end surfaces of the first supporting plate vertical part and the second supporting plate vertical part are respectively arranged on two sides of the radial outer surface of the connecting nut.

The beneficial effects are as follows: on the one hand, the traction hooks are arranged on the longitudinal beams in an eccentric mode, so that hiding of the traction hooks 5 is better achieved, attractive appearance is improved, and meanwhile the risk of collision of the traction hooks with other vehicles or objects is reduced. On the other hand, the first supporting plate and the second supporting plate are respectively fixedly connected with the upper wing surface of the longitudinal beam of the frame and the web surface of the longitudinal beam of the frame, so that when the power vehicle drags, the pulling force generated by dragging can be transmitted to the frame through the first supporting plate and the second supporting plate; in addition, because the first supporting plate and the second supporting plate are welded with each other, the first supporting plate and the second supporting plate can be mutually supported, stress concentration is reduced, a stable eccentric supporting structure is formed, and damage to the towing hook is avoided, so that the phenomenon that a towed vehicle is out of control due to damage to the towing hook in the towing process of the vehicle is avoided, and safety accidents are caused.

Further, the traction hook further comprises a triangular support plate arranged between the lower surface of the transition part of the second support plate and the side surface end part of the vertical joint part of the second support plate, one right-angle side of the triangular support plate is welded with the lower surface of the transition part of the second support plate, and the other right-angle side is welded with the side surface end part of the vertical joint part of the second support plate.

The beneficial effects are as follows: through the setting of triangle backup pad, can play the supporting role to second layer board transition portion, coupling nut and backing plate, share the moment that second layer board transition portion and second layer board perpendicularity portion bending part bore, improve the problem of stress concentration, improve the structural reliability of towing pintle.

Drawings

FIG. 1 is a schematic overall structure of embodiment 1 of the present utility model;

FIG. 2 is an enlarged schematic view of embodiment 1A of the present utility model;

FIG. 3 is a schematic view of a first reinforcing connector according to embodiment 1 of the present utility model;

fig. 4 is a schematic view of the front beam structure of embodiment 2 of the present utility model;

FIG. 5 is a schematic view of a first reinforcing connector according to embodiment 2 of the present utility model;

FIG. 6 is a schematic overall structure of embodiment 3 of the present utility model;

FIG. 7 is an enlarged schematic view of embodiment 3 of the present utility model at B;

fig. 8 is a schematic view showing the structure of a towing hook in embodiment 4 of the present utility model.

Detailed Description

The following is a further detailed description of the embodiments:

reference numerals in the drawings of the specification include: the front cross member 1, the L-shaped cross member 11, the first adjustment hole 111, the second adjustment hole 112, the lightening hole 113, the side rail connecting member 12, the first connecting plate 121, the connecting member adjustment hole 1211, the second connecting plate 122, the third connecting plate 123, the connecting groove 1231, the support connecting plate 124, the first reinforcing connecting member 2, the U-shaped groove 21, the lightening square hole 22, the lightening round hole 23, the second reinforcing connecting member 3, the front end support seat 4, the bracket 41, the connecting hole 42, the annular positioning lip 43, the towing hook 5, the first pallet 51, the first pallet vertical portion 511, the first pallet transition portion 512, the first pallet flat connection portion 513, the second pallet 52, the second pallet vertical portion 521, the second pallet transition portion 522, the second pallet vertical connection portion 523, the triangular support plate 524, the connecting nut 53, the tie plate 54.

Example 1

Embodiment 1 is substantially as shown in fig. 1-3, and a frame structure as shown in fig. 1-2, comprising: the pair of longitudinal beams made of aluminum alloy materials, the first reinforcing connecting piece 2, the second reinforcing connecting piece 3 and the front cross beam 1 are arranged between the upper wing surface and the lower wing surface of the longitudinal beam, the front cross beam 1 is a steel pipe body, the front cross beam 1 can be a 20# round steel pipe, the first reinforcing connecting piece 2 is made of aluminum alloy, and the second reinforcing connecting piece 3 is made of iron materials. The front end supporting seat 4 is arranged on the surface of the front cross beam 1 extending out of the longitudinal beam, the front end supporting seat 4 comprises a bracket 41, a connecting hole 42 is formed in the upper surface of the bracket 41, the front end supporting seat 4 further comprises an annular positioning lip 43, and the annular positioning lip 43 is arranged on the upper surface of the bracket 41 and ensures the outer periphery of the connecting hole 42. The front end supporting seat 4 is used for being connected with the cab above the frame structure, and due to the arrangement of the annular positioning lip 43, in the hoisting process of the cab, operators can conveniently judge the position relationship between the cab and the connecting hole 42 by feeling the difference of the strength of the annular positioning lip 43 or not, so that quick installation is realized.

As shown in fig. 3, the first reinforcing connector 2 includes a pair of first reinforcing connector wing surfaces and a first reinforcing connector web surface, the pair of first reinforcing connector wing surfaces are respectively attached to the upper wing surface of the longitudinal beam and the lower wing surface of the longitudinal beam, the short side end of the first reinforcing connector web surface is taken as the bottom edge, the U-shaped groove 21 is formed by digging along the length direction of the first reinforcing connector web surface, the first reinforcing connector web surface is further provided with the weight-reducing square hole 22 and the weight-reducing round hole 23, the weight of the first reinforcing connector 2 can be reduced to a certain extent by the weight-reducing square hole 22 and the weight-reducing round hole 23, and the weight of the whole frame is reduced, so that the fuel economy of the vehicle is improved, and the energy efficiency is increased.

Referring to fig. 1 to 2 again, the second reinforcing connecting piece 3 is U-shaped, opposite end surfaces of the second reinforcing connecting piece 3 are respectively wrapped on the outer side of the web surface of the first reinforcing connecting piece and the outer side of the web surface of the longitudinal beam, the bottom surface of the second reinforcing connecting piece 3 is wrapped on the outer side of the lower wing surface of the longitudinal beam, and the second reinforcing connecting piece 3 is riveted with the outer side of the web surface of the first reinforcing connecting piece, the outer side of the web surface of the longitudinal beam and the outer side of the lower wing surface of the longitudinal beam. A pair of holes are formed in two opposite end faces of the second reinforcing connecting piece 3, and the front cross beam 1 is erected between the pair of longitudinal beams through the U-shaped groove 21 and the holes in the second reinforcing connecting piece 3. The reason for connecting the second reinforcing connection 3 to the first reinforcing connection 2 and to the outside of the stringers is: the thermal expansion coefficient of the aluminum alloy is between 21 x 10-6/°c and 24 x 10-6/°c, the thermal expansion coefficient of the iron or steel material is between 11 x 10-6/°c and 13 x 10-6/°c, that is, the thermal expansion coefficient of the aluminum alloy is larger than that of the iron material, and under the same temperature change, the deformation of the first reinforcing joint 2 made of the aluminum alloy material and the side member is larger than that of the second reinforcing joint 3 made of the iron material and the front cross member 1 made of the steel material, and if the second reinforcing joint 3 is not encased outside the first reinforcing joint 2 and the side member, the stress of the joints (welds or welds, etc.) between the front cross member 1, the first reinforcing joint 2 and the second reinforcing joint 3 is increased, which not only reduces the joint strength between the front cross member 1, the first reinforcing joint 2 and the second reinforcing joint 3, but also seriously breaks the joints. This scheme is with second reinforcement connector 3 outsourcing in first reinforcement connector 2 and longeron outside, when longeron and first reinforcement connector 2 have the trend of outwards deformation inflation, second reinforcement connector 3 alright play the restriction effect to longeron and first reinforcement connector 2, guarantee that the deformation degree of junction is unanimous between front beam 1, first reinforcement connector 2 and the second reinforcement connector 3, guarantee joint strength.

The specific implementation process is as follows: first, install first enhancement connecting piece 2 to longeron ventral surface, install the both ends face of second enhancement connecting piece 3 in the outside of first enhancement connecting piece 2 and longeron ventral surface respectively again, adjust U type groove 21, hole and front beam 1's terminal surface to align, make front beam 1 erect between a pair of longeron through U type groove 21 and hole to carry out fixed connection through the welding. Next, the bracket 41 of the front end support seat 4 is mounted on the outer peripheral surface of the front cross member 1 beyond the pair of longitudinal beam portions, and the operator lifts the cab above the front end support seat 4, and by feeling the difference in the strength of the contact between the cab and the annular positioning lip 43, the accurate connection of the cab and the front end support seat 4 is achieved.

Example 2

As shown in fig. 4 to 5, the present embodiment differs from embodiment 1 in the structure of the front cross member 1. In this embodiment, the front cross member 1 is provided with an adjustable length and width in order to accommodate the difference in distance between stringers of different vehicle type decks and the difference in web height of the stringers. The front cross member 1 is disposed between a pair of side members, and the length of the front cross member 1 does not exceed the distance between the pair of side members. The front cross beam 1 comprises two L-shaped cross beam members 11 and four cross beam and longitudinal beam connecting members 12, the L-shaped cross beam members 11 comprise an L-shaped cross beam member wing surface and an L-shaped cross beam member web surface, the two L-shaped cross beam member web surfaces are overlapped, the two L-shaped cross beam member wing surfaces are oppositely arranged, one end of each cross beam and longitudinal beam connecting member 12 is overlapped with the corresponding L-shaped cross beam member wing surface, and the other end of each cross beam and longitudinal beam connecting member 12 is fixedly connected with the corresponding longitudinal beam web surface.

A pair of first adjusting holes 111 are formed in two ends of the wing surface of the L-shaped cross beam member, three groups of second adjusting holes 112 are formed in the height direction of the web surface of the L-shaped cross beam member, and the second adjusting holes 112 can be arranged at equal intervals or at unequal intervals according to the size requirement of actual production. The height of the front cross beam 1 can be adjusted by connecting different second adjusting holes 112 on the two L-shaped cross beam members 11, so that the difference of the longitudinal beam web heights between platforms of different vehicle types is adapted. Preferably, in order to improve fuel economy and acceleration performance of the vehicle, two lightening holes 113 are symmetrically formed on the ventral surface of the L-shaped beam member.

The transverse-longitudinal beam connecting piece 12 comprises a first connecting plate 121, a second connecting plate 122 and a third connecting plate 123 which are sequentially connected, wherein the transverse-longitudinal beam connecting piece 12 further comprises a supporting connecting plate 124, the supporting connecting plate 124 is a folded plate which is bent at 90 degrees, one surface of the supporting connecting plate 124 is integrally formed with the end surfaces of the first connecting plate 121, the second connecting plate 122 and the third connecting plate 123, which are close to the ventral surface direction of the L-shaped transverse beam, and the other surface of the supporting connecting plate 124 is connected with the ventral surface of the longitudinal beam. The arrangement of the support connection plates 124 increases the contact area between the transverse beam connection piece 12 and the web surface of the longitudinal beam, can provide more connection points for the front transverse beam 1 and the longitudinal beam, can optimize stress conditions, and can improve the torsional rigidity of the frame to avoid bending deformation.

The first connecting plate 121 is lapped with the airfoil of the L-shaped beam member, at least two pairs of connecting member adjusting holes 1211 are formed in the first connecting plate 121, preferably three pairs of connecting member adjusting holes 1211 in the embodiment, and the length of the front beam 1 can be adjusted by connecting the first adjusting holes 111 with different connecting member adjusting holes 1211, so that the front beam is adapted to different longitudinal beam pitches. The second connecting plate 122 is bent relative to the first connecting plate 121 in a direction away from the center of the ventral surface of the L-shaped beam member, and the width of the connecting end of the second connecting plate 122 and the first connecting plate 121 is smaller than that of the connecting end of the second connecting plate 122 and the third connecting plate 123. By providing the second connecting plate 122 in a gradually enlarged and bent form, it is possible to disperse the force, reduce the stress concentration, and optimize the transmission of vibration in the side to side beam connecting member 12, improving riding comfort.

Correspondingly, to accommodate the variation of the front cross member 1, the structures of the second reinforcing connecting member 3 and the first reinforcing connecting member 2 in this embodiment are also adjusted accordingly. As shown in fig. 5, the first reinforcing connection member 2 in this embodiment eliminates the arrangement of the U-shaped groove 21, the first reinforcing connection member airfoil is installed between the pair of third connection plates 123, no holes are formed on two end surfaces of the second reinforcing connection member 3, a connection groove 1231 is formed on the third connection plate 123, the connection groove 1231 is formed outside the vertical space defined by the upper wing surface of the longitudinal beam and the lower wing surface of the longitudinal beam, that is, the distance from the connection groove 1231 to one end of the third connection plate 123, which is far away from the second connection plate 122, is greater than the length of the upper wing surface of the longitudinal beam and the lower wing surface of the longitudinal beam, one end surface of the second reinforcing connection member 3 is inserted into the connection groove 1231, the bottom surface of the second reinforcing connection member 3 is externally coated on the upper wing surface of the longitudinal beam and the lower wing surface of the longitudinal beam, the other end surface of the second reinforcing connection member 3 is externally coated on the web surface of the longitudinal beam, so that the engagement strength of the second reinforcing connection member 3 to the first reinforcing connection member 2 and the transverse longitudinal beam connection member 12 is improved.

A connecting rod is fixedly connected between two end faces of the outer side of the web surface of the longitudinal beam, which are oppositely arranged up and down along the height direction of the longitudinal beam, of a pair of second reinforcing connecting pieces 3, one end of the connecting rod is welded on the web surface of the longitudinal beam, and the surface of the other end of the connecting rod is provided with a front end supporting seat 4.

Preferably, the first reinforcing connecting piece 2 comprises a weight-reducing square hole 22 formed in the center of the ventral surface of the first reinforcing connecting piece and two weight-reducing round holes 23 symmetrically arranged relative to the weight-reducing square hole 22, so that the structure of the first reinforcing connecting piece 2 is symmetrical and bending and torsion resistance are improved while the vehicle frame is further light.

The specific implementation process is as follows: the difference between the implementation process of this embodiment and embodiment 1 is that after confirming the height of the web surface of the longitudinal beam and the width between the pair of longitudinal beams, the corresponding second adjustment holes 112 on the pair of L-shaped cross members 11 are selected for connection, so that the height of the front cross member 1 formed after connection meets the height requirement of the web surface of the longitudinal beam. And secondly, the first adjusting holes 111 are connected with the corresponding connecting piece adjusting holes 1211, so that the width of the front cross beam 1 formed after connection meets the width requirement between a pair of longitudinal beams, and the support connecting plate 124 is fixedly connected with the web surface of the longitudinal beam. Next, the first reinforcing connector 2 is mounted between a pair of vertically opposite third connecting plates 123, the wing surfaces of the first reinforcing connector are parallel to the surfaces of the first reinforcing connector, the web surface of the first reinforcing connector faces one side close to the second connecting plates 122, one end surface of the second reinforcing connector 3 is inserted into the connecting groove 1231, the bottom surface of the second reinforcing connector 3 is wrapped outside the upper wing surface of the longitudinal beam and the lower wing surface of the longitudinal beam, the other end surface of the second reinforcing connector 3 is wrapped outside the web surface of the longitudinal beam, and the second reinforcing connector 3 is fixedly connected with the first reinforcing connector 2, the third connecting plates 123, the web surface of the longitudinal beam and the wing surfaces of the longitudinal beam. Finally, a connecting rod is arranged between two end faces of a pair of second reinforcing connecting pieces 3 which are oppositely arranged up and down along the height direction of the longitudinal beam and are externally covered on the outer side of the web surface of the longitudinal beam, one end of the connecting rod is welded on the web surface of the longitudinal beam, and a front end supporting seat 4 is arranged on the surface of the other end of the connecting rod. It is worth noting that for front cross members 1 of different heights, first reinforcement connections 2 of different heights are chosen to be adapted thereto.

Example 3

As shown in fig. 6 to 8, the present embodiment differs from the foregoing embodiment in that: the traction hook 5 is further included, and the traction hook 5 comprises a connecting seat and a hook body which are connected in sequence, wherein the connecting seat and the hook body are fixedly connected with the outer side of the bottom surface of the second reinforcing connecting piece 3. Because the utility model carries out structural reinforcement design on the connecting area of the front cross beam 1 and the longitudinal beam, the traction hook 5 is integrally arranged in the structural reinforcement area of the frame, so that the bearing of the traction hook 5 can be ensured, and further, the frame structure can not be damaged due to enough bearing capacity in the process of dragging the vehicle.

The specific implementation process is as follows: the connecting seat of the traction hook 5 is fixedly connected to the outer side of the bottom surface of the second reinforcing connecting piece 3, and the hook body is fixedly connected with one end of the connecting seat, which is far away from the second reinforcing connecting piece 3. When the vehicle is required to be towed due to the loss of power, the towing hook on the powered vehicle is buckled with the hook body of the vehicle with the rear loss of power, so that the rear vehicle can be driven to travel.

Example 4

This embodiment differs from embodiment 3 in that: the structure and the setting position of the towing hook 5 are different. In this embodiment, the traction hook 5 is mounted on the longitudinal beam in an eccentric manner, so as to better hide the traction hook 5, and reduce the risk of collision between the traction hook 5 and other vehicles or objects while increasing the aesthetic property.

The towing hook 5 in this embodiment includes a first pallet 51, a second pallet 52 welded to the first pallet 51, a coupling nut 53, and a backing plate 54 welded to the front end of the coupling nut 53, the first pallet 51 is of a W shape, the first pallet 51 includes a first pallet vertical portion 511, a first pallet transition portion 512, and a first pallet butt portion 513 that are sequentially connected and integrally formed, the second pallet 52 is of a Z shape, and the second pallet 52 includes a second pallet vertical portion 521, a second pallet transition portion 522, and a second pallet butt portion 523 that are sequentially connected and integrally formed. The end surfaces of the first and second pallet vertical portions 511 and 521 are welded to the backing plate 54, and the end surfaces of the first and second pallet vertical portions 511 and 521 are disposed on both sides of the radially outer surface of the coupling nut 53, respectively. The first and second pallet uprights 511 and 521 and the coupling nut 53 are welded to the backing plate 54, which can increase a supporting area, form a more stable coupling point, avoid the off-welding, and can increase structural stability of the towing hook 5.

The second pallet transition part 522 is bent downwards relative to the second pallet vertical part 521 and passes below the connecting nut 53, the second pallet vertical part 523 is bent downwards at 90 degrees relative to the second pallet transition part 522, the setting direction of the second pallet vertical part 523 is parallel to the web surface of the longitudinal beam, and the second pallet vertical part 523 is fixedly connected with the web surface of the longitudinal beam.

The first pallet transition portion 512 is bent in an L-shaped manner relative to the first pallet vertical portion 511, the first pallet transition portion 512 is located on the upper surface of the second pallet transition portion 522 and is welded with the second pallet transition portion 522, the end portion, away from the first pallet vertical portion 511, of the first pallet transition portion 512 is bent downwards, the first pallet flat connection portion 513 is integrally formed, the first pallet flat connection portion 513 is arranged in parallel with the upper wing surface of the longitudinal beam, and the first pallet flat connection portion 513 is fixedly connected with the upper wing surface of the longitudinal beam. In general, the towing hook 5 is disposed near the front end of the driver side rail, the first pallet butt portion 513 is fixedly connected to the rail upper wing, and the second pallet butt portion 523 is fixedly connected to the rail web.

The second supporting plate 52 further includes a triangular supporting plate 524 disposed between the lower surface of the second supporting plate transition portion 522 and the side end of the second supporting plate vertical portion 523, one right-angle side of the triangular supporting plate 524 is welded to the lower surface of the second supporting plate transition portion 522, and the other right-angle side is welded to the side end of the second supporting plate vertical portion 523. Through the setting of triangle backup pad 524, can play the supporting role to second layer board transition portion 522, coupling nut 53 and backing plate 54, share the moment that second layer board transition portion 522 and second layer board perps portion 523 buckling department bore, improve the problem of stress concentration, improve the structural reliability of towing pintle 5.

The specific implementation process is as follows: after the hooked bolt on the power vehicle is in threaded connection with the connecting nut 53 on the rear vehicle, the rear vehicle can be driven to travel. After the rear vehicle reaches the destination or no further towing is required, the hooked bolt and the connecting nut 53 are unlocked, i.e. the separation of the powered vehicle from the rear vehicle is achieved.

The fixed connection mode can adopt riveting, bolt connection or welding according to the actual connection condition.

Directional terms, such as "upper", "lower", "left", "right", etc., in the present utility model are merely for better, more clearly explaining and understanding the present utility model, and do not indicate or imply that the apparatus or element being referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present utility model.

The foregoing is merely exemplary of the present utility model, and specific technical solutions and/or features that are well known in the art have not been described in detail herein. It should be noted that, for those skilled in the art, several variations and modifications can be made without departing from the technical solution of the present utility model, and these should also be regarded as the protection scope of the present utility model, which does not affect the effect of the implementation of the present utility model and the practical applicability of the patent. The protection scope of the present application shall be subject to the content of the claims, and the description of the specific embodiments and the like in the specification can be used for explaining the content of the claims.

Claims (10)

1. The utility model provides a frame structure, includes a pair of longeron, and the longeron is made its characterized in that by aluminum alloy: the first reinforcing connecting piece, the second reinforcing connecting piece and the front cross beam are arranged between the upper wing surface and the lower wing surface of the longitudinal beam, the first reinforcing connecting piece is made of aluminum alloy, the second reinforcing connecting piece is made of iron materials, the first reinforcing connecting piece comprises a pair of first reinforcing connecting piece wing surfaces and a first reinforcing connecting piece web surface, the second reinforcing connecting piece comprises a pair of end surfaces and a bottom surface, one end surface of the second reinforcing connecting piece is coated on the outer side of the first reinforcing connecting piece, the other end surface of the second reinforcing connecting piece is coated on the outer side of the web surface of the longitudinal beam, and the end surfaces of two sides of the front cross beam are fixedly connected with the first reinforcing connecting piece and the second reinforcing connecting piece.

2. A frame structure according to claim 1, wherein: the front cross beam is a steel pipe body and extends out of a pair of longitudinal beams, the first reinforcing connecting piece comprises a U-shaped groove formed by digging along the length direction of the web surface of the first reinforcing connecting piece, a pair of holes are formed in the end surface of the second reinforcing connecting piece, the pair of end surfaces of the second reinforcing connecting piece are respectively wrapped outside the web surface of the first reinforcing connecting piece and outside the web surface of the longitudinal beam, the bottom surface of the second reinforcing connecting piece is wrapped outside the lower wing surface of the longitudinal beam, and the second reinforcing connecting piece is connected with the web surface of the first reinforcing connecting piece, the web surface of the longitudinal beam and the lower wing surface of the longitudinal beam in a riveting mode; wherein, the front cross beam is erected between a pair of longitudinal beams through the holes on the U-shaped groove and the second reinforcing connecting piece.

3. A frame structure according to claim 2, wherein: the front end support seat is arranged on the surface of the front cross beam extending out of the longitudinal beam, the front end support seat comprises a bracket, the upper surface of the bracket is provided with a connecting hole, the front end support seat further comprises an annular positioning lip, and the annular positioning lip is arranged on the upper surface of the bracket and ensures the outer periphery of the connecting hole.

4. A frame structure according to claim 1, wherein: the front cross beam comprises two L-shaped cross beam members and four cross beam connecting pieces, wherein the L-shaped cross beam members comprise an L-shaped cross beam member wing surface and an L-shaped cross beam member web surface, the two L-shaped cross beam member web surfaces are overlapped, the two L-shaped cross beam member wing surfaces are oppositely arranged, a pair of first adjusting holes are formed in two ends of each L-shaped cross beam member wing surface, and at least two groups of second adjusting holes are formed along the height direction of each L-shaped cross beam member web surface;

one end of the transverse and longitudinal beam connecting piece is overlapped with the wing surface of the L-shaped transverse beam piece, the other end of the transverse and longitudinal beam connecting piece is fixedly connected with the web surface of the longitudinal beam, the transverse and longitudinal beam connecting piece comprises a first connecting plate, a second connecting plate and a third connecting plate which are sequentially connected, at least two pairs of connecting piece adjusting holes are formed in the first connecting plate, and a connecting groove is formed in the third connecting plate; the distance from the connecting groove to one end of the third connecting plate far away from the second connecting plate is greater than the lengths of the upper wing surface of the longitudinal beam and the lower wing surface of the longitudinal beam, the wing surface of the first reinforcing connecting piece is arranged between the pair of third connecting plates, one end surface of the second reinforcing connecting piece is inserted into the connecting groove, the bottom surface of the second reinforcing connecting piece is wrapped outside the upper wing surface of the longitudinal beam and the lower wing surface of the longitudinal beam, and the other end surface of the second reinforcing connecting piece is wrapped outside the web surface of the longitudinal beam.

5. A frame structure according to claim 4, wherein: the transverse longitudinal beam connecting piece further comprises a supporting connecting plate, the supporting connecting plate is a folded plate, one surface of the supporting connecting plate is integrally formed with the first connecting plate, the second connecting plate and the end surface, close to the ventral surface direction of the L-shaped transverse beam piece, of the third connecting plate, and the other surface of the supporting connecting plate is connected with the ventral surface of the longitudinal beam.

6. A frame structure according to any one of claims 1 to 5, wherein: the web surface of the first reinforcing connecting piece is provided with a weight-reducing square hole and a weight-reducing round hole.

7. A frame structure according to claim 6, wherein: the bicycle frame also comprises a traction hook which is fixedly connected with the bicycle frame structure.

8. A frame structure according to claim 7, wherein: the traction hook comprises a connecting seat and a hook body which are connected in sequence, wherein the connecting seat is fixedly connected with the outer side of the bottom surface of the second reinforcing connecting piece.

9. A frame structure according to claim 7, wherein: the traction hook comprises a first supporting plate, a second supporting plate welded with the first supporting plate, a connecting nut and a backing plate welded with the end face of the connecting nut, the first supporting plate is fixedly connected with an upper wing surface of the longitudinal beam, the second supporting plate is fixedly connected with a web surface of the longitudinal beam, the first supporting plate comprises a first supporting plate vertical part, a first supporting plate transition part and a first supporting plate butt joint part which are sequentially connected and integrally formed, and the second supporting plate comprises a second supporting plate vertical part, a second supporting plate transition part and a second supporting plate butt joint part which are sequentially connected and integrally formed; the end surfaces of the first supporting plate vertical part and the second supporting plate vertical part are welded with the backing plate, and the end surfaces of the first supporting plate vertical part and the second supporting plate vertical part are respectively arranged on two sides of the radial outer surface of the connecting nut.

10. A frame structure according to claim 9, wherein: the traction hook further comprises a triangular support plate arranged between the lower surface of the second support plate transition part and the side surface end part of the second support plate vertical connection part, one right-angle side of the triangular support plate is welded with the lower surface of the second support plate transition part, and the other right-angle side is welded with the side surface end part of the second support plate vertical connection part.