CN220809553U - Automobile frame longitudinal beam structure - Google Patents
Automobile frame longitudinal beam structure Download PDFInfo
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- CN220809553U CN220809553U CN202322314831.3U CN202322314831U CN220809553U CN 220809553 U CN220809553 U CN 220809553U CN 202322314831 U CN202322314831 U CN 202322314831U CN 220809553 U CN220809553 U CN 220809553U
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Abstract
The utility model provides an automobile frame longeron structure, relates to frame longeron technical field, including two longerons that set up side by side, horizontal rigid coupling has the diaphragm on the opposite lateral wall that two longerons are close to upper and lower both ends respectively, is in detachably installs a plurality of supporting component between two diaphragms of same group, and detachably installs a plurality of crossbeam side by side along longitudinal direction between two longerons, and the both ends of crossbeam are fixed in on the diaphragm through the locking piece, and the front end of two longerons still slides respectively and is equipped with the buffer board. The utility model solves the problems that in the prior art, at least two or more fastening screws are needed to fix each end of the cross beam when the cross beam is fixed with a longitudinal beam, when the screws are used for fixing, the screws are needed to be screwed into the cross beam at the same time to position the cross beam, if only one screw is screwed, the risk of deviation of a thread groove and a threaded hole exists, and the fixing process of the cross beam in the prior fixing mode is complicated; and the problem that the longitudinal beam is easy to deform after long-time use or in the process of pulling and loading heavy goods.
Description
Technical Field
The utility model relates to the technical field of frame longitudinal beams, in particular to an automobile frame longitudinal beam structure.
Background
The integral design structure of the frame longitudinal beam has the longitudinal beam length approaching 5m. Because the longitudinal beam has long length and complex shape, the forming internal stress is large, so that the longitudinal beam has large distortion, large longitudinal and transverse rebound and difficult process control. Firstly, the longitudinal beam is an assembly standard part of a frame, if the product quality is not guaranteed, great difficulty exists in welding and debugging of inner and outer plate assemblies of the longitudinal beam and welding and debugging of a frame body, the size adjustment of the frame is inflexible, no correction opportunity exists, and particularly risks exist for the application of a robot.
The prior art discloses a patent with the publication number CN201907562U, which comprises a longitudinal beam outer plate and a longitudinal beam inner plate, wherein the longitudinal beam outer plate is divided into at least two sections in length, and the at least two sections of longitudinal beam outer plates are in fastening connection. After the length of each section of the longitudinal beam is optimized, the torsional deformation and rebound of the longitudinal beam can be controlled through a stamping process means, and the quality of the product is high. The welding and debugging of the inner plate assembly and the outer plate assembly of the longitudinal beam and the welding and debugging of the frame body are convenient, the size adjustment of the frame is flexible, the deformation has a correction opportunity, and the welding and debugging method has no risk to the application of the robot. The sectional type longeron is strong to the motorcycle type adaptability of future wheelbase change, and the mould switches the flexibility strong, only needs the adjustment longeron middle section location just can change longeron length, and workman's operation labor intensity is low, and staff's operating efficiency is high. The die investment cost is low, a large-scale press is not needed, the production can be carried out in a connecting way, and the operation efficiency is high.
The prior art, including the above patents, has also gradually revealed the disadvantages of this technology with use, mainly in the following aspects:
First, some motorcycle type crossbeams in the current non-bearing type car are connected through threaded connection mode with the longeron, the thread groove is seted up to the crossbeam lateral wall, the screw hole is seted up to the longeron lateral wall, fix the crossbeam at the longeron lateral wall through the screw, carry out the transmission of power through the fastening screw between crossbeam and the longeron, along with the long-time use of car, the fastening screw has cracked problem, lead to the frame bearing capacity to reduce, every end needs two at least and more fastening screw to fix when fixing with the longeron to the crossbeam of current frame, need screw the screw part to screw in simultaneously and fix a position the crossbeam when using the screw, if only screw up the risk that has thread groove and screw hole off normal with one screw tightening, the fixed process of current fixed mode crossbeam is loaded down with trivial details.
Secondly, the existing automobile longitudinal beam is easy to deform after long-time use or in the process of pulling and loading heavy goods, the longitudinal beam is required to be corrected after deformation, but the position of the longitudinal beam deformed is easy to deform again in the later use process after correction, and the safe running of the vehicle is affected.
Thirdly, when the front end of the existing automobile longitudinal beam lacks an emergency buffer structure and a car body collides, the whole frame is easily damaged greatly.
In summary, it is clear that the prior art has inconvenience and defects in practical use, so that improvement is needed.
Disclosure of utility model
Aiming at the defects in the prior art, the utility model solves the problems that at least two or more fastening screws are needed at each end to fix the cross beam in the prior art when the cross beam is fixed with a longitudinal beam, the screws are needed to be screwed into the cross beam to be positioned at the same time when the screws are used for fixing, and if only one screw is screwed, the risk of deviation between a thread groove and a thread hole exists, the fixing process of the cross beam in the prior fixing mode is complicated; and the problem that the longitudinal beam is easy to deform after long-time use or in the process of pulling and loading heavy goods.
In order to solve the problems, the utility model provides the following technical scheme:
The automobile frame longitudinal beam structure comprises two longitudinal beams arranged in parallel, transverse plates are respectively and horizontally fixedly connected on opposite side walls of the two longitudinal beams close to the upper end and the lower end, a plurality of supporting components are detachably arranged between the two transverse plates in the same group,
A plurality of cross beams are detachably arranged between the two longitudinal beams in parallel along the longitudinal direction, two ends of each cross beam are fixed on the cross plates through locking pieces,
The front end parts of the two longitudinal beams are also respectively provided with buffer plates in a sliding manner.
As an optimized scheme, the support assembly comprises a plurality of locking through holes which are arranged on the transverse plates above in parallel, and locking grooves which are arranged on the transverse plates below and correspond to the locking through holes, a support cylinder is arranged between the two transverse plates and corresponds to the locking through holes and the locking grooves, the support cylinder is internally connected with a support column in a threaded manner, the upper end part of the support cylinder is propped against the lower surface of the transverse plates above, and the lower end part of the support column is propped against the locking grooves.
As an optimized scheme, the upper end part of the supporting column is fixedly connected with a square groove, a locking bolt is detachably arranged in the locking through hole, and the lower end part of the locking bolt is fixedly connected with a square block inserted in the square groove.
As an optimized scheme, a fixing plate is fixedly connected to the position, close to the upper end part, of the supporting cylinder.
As an optimized scheme, a plurality of V-shaped plates are fixedly connected in parallel in the cross beam.
As an optimized scheme, the locking piece comprises two positioning holes which are arranged on the transverse plate above in parallel, the upper end part of the transverse beam is provided with positioning grooves corresponding to the positioning holes, one positioning hole is internally inserted with a positioning column which extends into the positioning groove, and the other positioning hole is internally inserted with a positioning cylinder which extends into the positioning groove.
As an optimized scheme, a connecting rod is fixedly connected between the positioning column and the upper end part of the positioning cylinder.
As an optimized scheme, a positioning bolt is inserted into the positioning cylinder, a thread groove is formed in the bottom of the positioning groove, and the lower end portion of the positioning bolt is in threaded connection with the thread groove.
As an optimized scheme, the front end parts of the longitudinal beams are fixedly connected with guide cylinders in parallel, sliding columns extending into the guide cylinders are fixedly connected to the back surfaces of the buffer plates, and damping springs propped against the inner end parts of the sliding columns are further arranged in the guide cylinders.
As an optimized scheme, the outer end part of the guide cylinder is sealed, a sliding hole avoiding the sliding column is formed in the seal, the guide column penetrates through the sliding hole and is fixedly connected with a retaining plate, and one end of the damping spring abuts against the retaining plate.
Compared with the prior art, the utility model has the beneficial effects that:
The middle part of the beam is provided with a V-shaped plate, so that the weight of the beam is reduced on the premise of unchanged supporting strength of the beam;
The two ends of the cross beam are also provided with positioning grooves, when the cross beam and the longitudinal beam are fixed, the connecting rods are lifted, the cross beam is inserted into the longitudinal beam to enable the positioning holes on the cross beam to correspond to the positioning grooves, the connecting rods are loosened, the positioning columns and the positioning cylinders are inserted into the positioning grooves under the action of the compression springs, the cross beam and the longitudinal beam are positioned, then the positioning bolts are screwed into the positioning grooves, the cross beam and the longitudinal beam are locked, the force transmission between the cross beam and the longitudinal beam is carried out through the top and the bottom of the cross beam, the positioning and the installation processes of the cross beam and the longitudinal beam are facilitated, and the function of improving the bearing capacity of the frame is achieved;
After the automobile longitudinal beam is deformed and corrected, the supporting device is arranged at the deformation position, the supporting cylinder is arranged between the two transverse plates at the deformation position, the supporting cylinder is prevented from rotating by contacting the side wall of the longitudinal beam through the fixing plate, the square block of the locking bolt is inserted into the square groove of the positioning column, the locking bolt is screwed, the supporting column extends downwards along the supporting cylinder, the lower end part of the supporting column is clamped into the locking groove, and the two transverse plates at the deformation position are supported by the supporting cylinder and the supporting column along with the continuous screwing out of the supporting column, so that the strength of the deformation position of the longitudinal beam is enhanced, the longitudinal beam is prevented from deforming again, and the safety of a vehicle is improved;
The end part of the longitudinal beam is also provided with a buffer plate, the end part of the buffer plate is connected with the longitudinal beam through a damping spring, so that the function of absorbing kinetic energy generated by collision and protecting the frame is realized.
Drawings
In order to more clearly illustrate the embodiments of the present utility model or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below. Like elements or portions are generally identified by like reference numerals throughout the several figures. In the drawings, elements or portions thereof are not necessarily drawn to scale.
FIG. 1 is a schematic diagram of the structure of the present utility model;
Fig. 2 is a schematic structural view of the locking groove of the present utility model.
In the figure: 1-a longitudinal beam; 2-a cross plate; 3-a cross beam; 4-V-shaped plates; 5-a support cylinder; 6-supporting columns; 7-fixing plates; 8-locking through holes; 9-locking the through hole; 10-locking grooves; 11-a guide cylinder; 12-a damping spring; 13-a retaining plate; 14-a buffer plate; 15-a spool; 16-positioning columns; 17-connecting rods; 18-positioning a cylinder; 19-positioning bolts; 20-square block.
Detailed Description
Embodiments of the technical scheme of the present utility model will be described in detail below with reference to the accompanying drawings. The following examples are only for more clearly illustrating the technical aspects of the present utility model, and thus are merely examples, and are not intended to limit the scope of the present utility model.
As shown in fig. 1 and 2, the automobile frame longitudinal beam structure comprises two longitudinal beams 1 arranged in parallel, transverse plates 2 are respectively and horizontally fixedly connected on opposite side walls of the two longitudinal beams 1 near the upper end and the lower end, a plurality of supporting components are detachably arranged between the two transverse plates 2 in the same group,
A plurality of cross beams 3 are detachably arranged between the two longitudinal beams 1 in parallel along the longitudinal direction, two ends of each cross beam 3 are fixed on the cross plate 2 through locking pieces,
The front end parts of the two longitudinal beams 1 are also respectively provided with a buffer plate 14 in a sliding manner.
The supporting component comprises a plurality of locking through holes which are arranged on the upper transverse plate 2 in parallel, and locking grooves 10 which are arranged on the lower transverse plate 2 and correspond to the locking through holes, a supporting cylinder 5 is arranged between the two transverse plates 2 and corresponds to the locking through holes and the locking grooves 10, the supporting cylinder 5 is internally connected with a supporting column 6 in a threaded manner, the upper end part of the supporting cylinder 5 abuts against the lower surface of the upper transverse plate 2, and the lower end part of the supporting column 6 abuts against the locking grooves 10.
The upper end of the support column 6 is fixedly connected with a square groove, a locking bolt is detachably arranged in the locking through hole, and the lower end of the locking bolt is fixedly connected with a square block 20 inserted in the square groove.
The position of the supporting cylinder 5 near the upper end is fixedly connected with a fixing plate 7.
A plurality of V-shaped plates are fixedly connected in parallel in the cross beam 3.
The locking piece comprises two positioning holes which are arranged on the transverse plate 2 above in parallel, the upper end part of the transverse beam 3 is provided with positioning grooves corresponding to the positioning holes, one positioning hole is internally inserted with a positioning column 16 which extends into the positioning groove, and the other positioning hole is internally inserted with a positioning cylinder 18 which extends into the positioning groove.
A connecting rod 17 is fixedly connected between the positioning column 16 and the upper end part of the positioning barrel 18, and an avoidance groove for avoiding the connecting rod 17 is also formed in the upper surface of the transverse plate 2.
The positioning cylinder 18 is internally provided with a positioning bolt 19, the bottom of the positioning groove is provided with a thread groove, and the lower end part of the positioning bolt 19 is in threaded connection with the thread groove.
The front end of the longitudinal beam 1 is fixedly connected with a guide cylinder 11 in parallel, a sliding column 15 extending into the guide cylinder 11 is fixedly connected on the back surface of a buffer plate 14, and a damping spring 12 propped against the inner end of the sliding column 15 is further arranged in the guide cylinder 11.
The outer end of the guide cylinder 11 is provided with a seal, a sliding hole for avoiding the sliding column 15 is formed in the seal, the guide column penetrates through the sliding hole and is fixedly connected with the retaining plate 13, and one end of the damping spring 12 abuts against the retaining plate 13.
The working principle of the device is as follows:
The middle part of the cross beam 3 is provided with the V-shaped plate 4, so that the weight of the cross beam 3 is reduced on the premise that the supporting strength of the cross beam 3 is unchanged;
The two ends of the cross beam 3 are also provided with positioning grooves, when the cross beam 3 and the longitudinal beam 1 are fixed, the connecting rod 17 is lifted, the cross beam 3 is inserted into the longitudinal beam 1 to enable the positioning holes on the cross beam 3 to correspond to the positioning grooves, the connecting rod 17 is loosened, the positioning column 16 and the positioning cylinder 18 are inserted into the positioning grooves under the action of the compression spring, the cross beam 3 and the longitudinal beam 1 are positioned, then the positioning bolts 19 are screwed into the positioning grooves, the cross beam 3 and the longitudinal beam 1 are locked, the cross beam 3 and the longitudinal beam 1 are in force transmission through the top and the bottom of the cross beam 3, the positioning and mounting processes of the cross beam 3 and the longitudinal beam 1 are facilitated, and the function of improving the bearing capacity of a frame is achieved;
After the automobile longitudinal beam 1 is deformed and corrected, a supporting device is arranged at the deformation position, a supporting cylinder 5 is arranged between two transverse plates 2 at the deformation position, the supporting cylinder 5 is contacted with the side wall of the longitudinal beam 1 through a fixing plate 7, the rotation of the supporting cylinder 5 can be prevented, a square block 20 of a locking bolt is inserted into a square groove of a positioning column 16, the locking bolt is screwed, a supporting column 6 extends downwards along the supporting cylinder 5, the lower end part of the supporting column 6 is clamped into the locking groove 10, and the supporting cylinder 5 and the supporting column 6 are utilized to support the two transverse plates 2 at the deformation position along with the continuous screwing-out of the supporting column 6, so that the strength of the deformation position of the longitudinal beam 1 is enhanced, the longitudinal beam 1 is prevented from deforming again, and the safety of a vehicle is improved;
The end part of the longitudinal beam 1 is also provided with a buffer plate 14, the end part of the buffer plate 14 is connected with the longitudinal beam 1 through a damping spring 12, and the functions of absorbing kinetic energy generated by collision and protecting a frame are realized.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present utility model, and not for limiting the same; although the utility model has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the utility model, and are intended to be included within the scope of the appended claims and description.
Claims (10)
1. Automobile frame longitudinal beam structure, its characterized in that: comprises two side beams (1) which are arranged in parallel, transverse plates (2) are respectively and horizontally fixedly connected on the opposite side walls of the two side beams (1) which are close to the upper end and the lower end, a plurality of supporting components are detachably arranged between the two transverse plates (2) which are in the same group,
A plurality of cross beams (3) are detachably arranged between the two longitudinal beams (1) in parallel along the longitudinal direction, two ends of each cross beam (3) are fixed on the cross plate (2) through locking pieces,
The front end parts of the two longitudinal beams (1) are also respectively provided with buffer plates (14) in a sliding way.
2. The automotive frame rail structure of claim 1, wherein: the support assembly comprises a plurality of locking through holes which are arranged on the transverse plate (2) above the support assembly in parallel, and locking grooves (10) which are arranged on the transverse plate (2) below and correspond to the locking through holes, a support cylinder (5) is arranged between the two transverse plates (2) corresponding to the locking through holes and the locking grooves (10), the support cylinder (5) is internally connected with a support column (6) in a threaded manner, the upper end part of the support cylinder (5) is propped against the lower surface of the transverse plate (2) above, and the lower end part of the support column (6) is propped against the locking grooves (10).
3. The automotive frame rail structure of claim 2, wherein: the upper end part of the support column (6) is fixedly connected with a square groove, a locking bolt is detachably arranged in the locking through hole, and the lower end part of the locking bolt is fixedly connected with a square block (20) inserted in the square groove.
4. A vehicle frame rail structure according to claim 3, wherein: the position of the supporting cylinder (5) close to the upper end part is fixedly connected with a fixing plate (7).
5. The automotive frame rail structure of claim 4, wherein: a plurality of V-shaped plates are fixedly connected in parallel in the cross beam (3).
6. The automotive frame rail structure of claim 5, wherein: the locking piece comprises two positioning holes which are arranged on the transverse plate (2) above in parallel, positioning grooves corresponding to the positioning holes are formed in the upper end part of the transverse beam (3), one positioning hole is internally inserted with a positioning column (16) extending into the positioning groove, and the other positioning hole is internally inserted with a positioning cylinder (18) extending into the positioning groove.
7. The automotive frame rail structure of claim 6, wherein: a connecting rod (17) is fixedly connected between the positioning column (16) and the upper end part of the positioning cylinder (18).
8. The automotive frame rail structure of claim 7, wherein: the positioning cylinder (18) is internally provided with a positioning bolt (19), the bottom of the positioning groove is provided with a thread groove, and the lower end part of the positioning bolt (19) is in threaded connection with the thread groove.
9. The automotive frame rail structure of claim 8, wherein: the front end part of the longitudinal beam (1) is fixedly connected with a guide cylinder (11) in parallel, a sliding column (15) extending into the guide cylinder (11) is fixedly connected on the back surface of the buffer plate (14), and a damping spring (12) propped against the inner end part of the sliding column (15) is further arranged in the guide cylinder (11).
10. The automotive frame rail structure of claim 9, wherein: the outer end of the guide cylinder (11) is provided with a seal, a sliding hole avoiding the sliding column (15) is formed in the seal, the guide column penetrates through the sliding hole and is fixedly connected with the retaining plate (13), and one end of the damping spring (12) is abutted against the retaining plate (13).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202322314831.3U CN220809553U (en) | 2023-08-28 | 2023-08-28 | Automobile frame longitudinal beam structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202322314831.3U CN220809553U (en) | 2023-08-28 | 2023-08-28 | Automobile frame longitudinal beam structure |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN220809553U true CN220809553U (en) | 2024-04-19 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202322314831.3U Active CN220809553U (en) | 2023-08-28 | 2023-08-28 | Automobile frame longitudinal beam structure |
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| Country | Link |
|---|---|
| CN (1) | CN220809553U (en) |
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2023
- 2023-08-28 CN CN202322314831.3U patent/CN220809553U/en active Active
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