JP2008080923A - Sub-frame structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To ensure mechanical strength without uselessly increasing weight of a sub-frame connected to a chassis frame while continuously providing a tank in a bulk vehicle. <P>SOLUTION: In the sub-frame structure, the sub-frame 10 connected to the chassis frame 1 while continuously providing the tank 2 positioned above the chassis frame 1 in the bulk vehicle, is formed into a rectangular box shape in a transverse cross section shape, that is, a vehicle width direction of the bulk vehicle, while being formed by a steel plate material reduced in rigidity as compared with the chassis frame 1. A bracket 4 continuously provided on an outer side surface of the sub-frame 10, that is, the left and right side surfaces of the bulk vehicle, and a bracket 5 also continuously provided on an outer side surface of the chassis frame 1, that is, left and right side surfaces of the bulk vehicle, are connected by utilization of a bolt and a nut 6. The sub-frame 10 has a reinforcement swash plate 14 comprising a steel plate material laid on an inner side surface of an outer side part 11a continuously provided with the bracket 4 on the outer side surface and an inner side surface of a bottom side part 11b having a bottom surface opposed to an upper end surface of the chassis frame 1 so as to be continued to the outer side part 11a. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a subframe structure, and more particularly to an improvement of the subframe structure suitable for implementation in a bulk vehicle having a subframe between a chassis frame and a tank positioned above the chassis frame.

  In bulk vehicles, in order to fix the tank positioned above the chassis frame in a fixed state to the chassis frame, in many cases, a method of connecting the tank to a subframe connected to the chassis frame is selected.

  That is, the shape of the chassis frame in a bulk vehicle is usually different depending on the manufacturer, and therefore, a tank of a specific shape, that is, a standardized tank, which is standardized in this chassis frame having a different shape is fixed. For the above, it is preferable to use a sub-frame as an intermediate member, and also from the viewpoint of avoiding the occurrence of problems caused by fixing the tank directly to the chassis frame, the sub-frame as an intermediate member is disposed. Is preferred.

  Thus, various proposals have been made for a subframe structure suitable for implementation in a bulk vehicle having a subframe between a chassis frame and a tank. Among them, for example, Patent Document 1 discloses a subframe. There has been disclosed a proposal that the vulnerability in the subframe can be improved without unnecessarily increasing the weight in the subframe constituting the structure.

  That is, in the sub-frame structure disclosed in Patent Document 1, it is assumed that the sub-frame has a reinforcing bracket, and the sub-frame in the front-and-rear direction in the bulk vehicle is made of a mold material integrally formed with the reinforcing bracket. The frame has a plurality of holes penetrating in the axial direction, and a plurality of holes are intermittently arranged in the subframe.

Therefore, according to this proposal, the subframe has a reinforcing bracket to increase the mechanical strength and improve the brittleness. On the other hand, when the reinforcing bracket is made of an integrally molded mold. As a result, the weight of the subframe is not increased unnecessarily, and the side bumper and other accessories are connected to the subframe having the reinforcing bracket by using bolts and nuts by having multi-stage holes in the front-rear direction. Can make it possible.
JP 2005-119326 (Summary, see FIGS. 1 and 2)

  However, in the proposal disclosed in Patent Document 1 described above, there is no problem in that the vulnerability of the subframe can be improved and the side bumper and other accessories can be connected. It may be pointed out that there is a slight problem in terms of weight reduction.

  That is, in the proposal disclosed in the above-mentioned Patent Document 1, it is assumed that the subframe has a reinforcing bracket, and that the reinforcing bracket is formed of an integrally molded product.

  Therefore, in view of the fact that this reinforcing bracket is formed so as to increase the mechanical strength of the subframe and not to be easily deformed by the external force action from the tank after dredging, it is at least formed of a steel material. It will be essential.

  If this is the case, even if a plurality of reinforcing brackets are intermittently arranged in the subframe, the overall weight of the subframe can easily be expected to increase considerably, and as a result, the most important tank in the bulk vehicle is empty. There is a concern that it is difficult to reduce the overall weight as much as possible.

  The present invention was devised in view of such a current situation, and the object of the present invention is, of course, suitable for use in positioning a tank above a chassis frame in a bulk vehicle. To provide a subframe structure that is optimal for expecting an improvement in versatility by ensuring a predetermined mechanical strength without unnecessarily increasing the weight of the frame.

  In order to achieve the above-described object, the sub-frame structure according to the present invention basically includes a chassis frame in a bulk vehicle, a tank positioned above the chassis frame, and a chassis connected with the tank. The cross-sectional shape in the transverse direction, which is the vehicle width direction of the bulk car, is formed into a rectangular box shape while the sub-frame is formed of a steel plate material having rigidity lower than that of the chassis frame. In the subframe structure that is extended so that the length in the longitudinal direction, which is the longitudinal direction of the car, is the same length or almost the same length as the chassis frame, it is connected to the outer side surface of the subframe that is the left and right side surfaces of the bulk car The brackets connected to the outer side of the chassis frame, which are the left and right sides of the bulk car, are the bolt nuts. The inner side surface of the outer side portion that is connected by use, and the sub-frame continuously connects the bracket to the outer side surface, and the inner side surface of the bottom side portion that has a bottom surface that continues to the outer side and faces the upper end surface of the chassis frame, Suppose that it has the reinforcement swash plate which consists of a steel plate material spanned over.

  Therefore, in the present invention, since the sub-frame is reinforced with the reinforcing swash plate, the rigidity can be increased as compared with the case without the reinforcing swash plate. The mechanical strength can be improved while being formed of a steel plate material having low rigidity.

  In the present invention, since the reinforcing swash plate is disposed inside the subframe, the reinforcing swash plate does not prevent the bracket from being continuously provided on the outer surface of the subframe, and the side surface is disposed on the outer surface of the subframe. It may be possible to connect bumpers and other accessories.

  Further, in the present invention, since the reinforcing swash plate is made of a steel plate material, it is possible to avoid unnecessarily increasing the weight of the subframe as compared with the case where the reinforcing swash plate is formed in a so-called block shape. Will get.

  Hereinafter, the present invention will be described based on the illustrated embodiment. The subframe structure according to the present invention, as shown in FIG. 1, is suitable for implementation in a bulk vehicle, also referred to as a granular material transport vehicle. In addition, a chassis frame 1 in a bulk vehicle, a tank 2 positioned above the chassis frame 1, and a subframe 10 connected to the chassis frame 1 while the tank 2 is connected are provided.

  Incidentally, as described above, in a bulk vehicle, the tank 2 positioned above the chassis frame 1 is not directly connected to the chassis frame 1, and in many cases, the subframe 10 as an intermediate member is used. The tank 2 is connected to the chassis frame 1.

  This is also the same as described above, but the shape of the chassis frame 1 in a bulk vehicle is usually different depending on the manufacturer. Therefore, a specific type shape that is positioned above the chassis frame 1 having a different shape is used. It is preferable to use the sub-frame 10 as an intermediate member for connecting the standard tank 2 to the chassis frame 1, and connecting the tank 2 directly to the chassis frame 1. From the viewpoint of avoiding the occurrence of problems due to the above, it is preferable to dispose the subframe 10 as an intermediate member.

  On the other hand, the chassis frame 1 is a so-called skeleton of a bulk vehicle. Therefore, the chassis frame 1 is normally formed so as to have extremely high rigidity so that the chassis frame 1 is not easily deformed by a load after the dredging. It is.

  Therefore, in the past, it was said that a girder made of wood such as a beam material in a building was used. However, in recent years, a steel material, that is, a mold material that can easily be expected to have high rigidity, for example, shown in FIG. Thus, in many cases, a steel material having an appropriate thickness and having a cross-sectional wide-width U-shape is used.

  It should be noted that in implementing the subframe structure of the present invention, the structure of the chassis frame 1, that is, the shape and material of the chassis frame 1 are not particularly limited, so the chassis frame 1 may be arbitrarily set. Instead of having a cross-section with a horizontal angle U-shape as described above, although not shown, the cross-section can be an I-type, or it is not shown, but it can be freely formed in a truss structure. .

  It is well known that the tank 2 is devised in various ways depending on the properties of the contents. However, in embodying the subframe structure of the present invention, there is no particular limitation on the structure of the tank 2 itself. Absent.

  Rather, in embodying the subframe structure of the present invention, it is important that the tank 2 is formed in a structure that does not unnecessarily deform due to the weight of the contents or the load action during travel of the bulk vehicle. Yes, that's enough.

  In contrast to the above, the sub-frame 10 is formed of a steel plate material having rigidity lower than that of the chassis frame 1, and as shown in FIG. In addition to the box shape, as shown in FIG. 1, the length in the longitudinal direction, which is the front-rear direction of the bulk vehicle, is extended to be the same as or substantially the same as the chassis frame.

  By the way, the subframe 10 is formed of a steel plate material having rigidity lower than that of the chassis frame 1, but as described above, there are unavoidable circumstances in which the subframe 10 is used in a bulk vehicle. Although the frame 10 is used, even in that case, the total weight of the loaded bulk vehicle in which the contents are stored in the tank 2 is required to be within the legal framework. Cannot be exceeded.

  At this time, since the thickness and shape of the chassis frame 1 are determined by the manufacturer and cannot be easily changed, in order to increase the amount of the contents accommodated in the tank 2 as much as possible, It is required to make the weight of the frame 10 as small as possible.

  In order to reduce the mass of the subframe 10 as much as possible, the plate thickness of the steel plate material constituting the subframe 10 is reduced. That is, the subframe 10 is a steel plate material having a plate thickness thinner than that of the chassis frame 1. Will be formed.

  For placing the sub frame 10 on the chassis frame 1, as shown in FIG. 3, the buffer member 3 for avoiding metal touch is provided between the bottom surface of the sub frame 10 and the upper end surface of the chassis frame 1. Although it is normally disposed, a rubber sheet or the like is often selected as the buffer member 3 for avoiding this metal touch, and the tank 2 and the chassis frame 1 as well as the silencing effect are exhibited. It is intended to avoid resonance between the two.

  Here, the illustrated subframe 10 will be described. As shown in FIG. 3, the main body portion 10a placed on the chassis frame 1 has a rectangular box shape in cross section, and is connected to the main body portion 10a. In other words, the leg portion 10b whose upper end is connected to the tank 2 has a bifurcated cross-sectional shape.

  More specifically, the main body 11 mainly forms the outer part 11a, the bottom part 11b, and the inner part 11c in the subframe 10, and at this time, the outer part 11a forms a leg part 10b. In addition, the inner portion 11c is integrally provided with an upper end bent portion 11e that is a part of the lid portion 12.

  And the cover part 12 shall weld one end part 12a to said upper end bending part 11e, and shall weld the downward bending part 12b which is an other end part to the inner surface of the above-mentioned outer part 11a.

  Incidentally, a main body portion 10a having a rectangular box shape is formed by welding the lid portion 12 to the main body portion 11. In the present invention, the subframe 10 is provided with a reinforcing swash plate 14 described later. Therefore, after the welding of the reinforcing swash plate 14 to the predetermined position is completed, the welding of the lid portion 12 is practiced.

  In the subframe 10, the lower end portion of the leg portion 13 that forms the other of the leg portions 10 b is welded to the upper end portion of the inner portion 11 c in the main body portion 11. The upper end of the base is welded to the tank 2 in the same manner as the upper end of the leg 11d that forms one of the leg portions 10b.

  On the other hand, regarding the reinforcing swash plate 14 in the sub-frame 10, in the present invention, it is assumed that the reinforcing swash plate 14 is made of the same steel plate material as the material constituting the main body 11 in the sub-frame 10.

  As a result, when preparing a steel plate material for forming the sub-frame 10, it is of course advantageous in that a steel plate material for forming the reinforcing swash plate 14 can be prepared. Providing the swash plate 14 in the subframe 10 is advantageous in that it is possible to prevent the weight of the subframe 10 from becoming unnecessarily large.

  As shown in FIG. 3, the reinforcing swash plate 14 is connected to the inner surface of the outer portion 11a forming the main body portion 11 in the subframe 10 and the chassis frame 1 continuously to the outer portion 11a. It is supposed that it is arranged so as to be bridged over the inner side surface of the bottom side portion 11b having a bottom surface facing the upper end surface of the upper side surface, that is, welded.

  At this time, the bracket 4 is continuously provided on the outer surface of the outer portion 11a to which the reinforcing swash plate 14 is welded, and the bracket 4 is located at a position indicated by an imaginary line in FIG. That is, it is said that it is intermittently arranged at a plurality of locations in the longitudinal direction, which is the longitudinal direction of the bulk vehicle.

  Also, as shown in FIG. 4, with respect to the bracket 4 described above, that is, with respect to the bracket 4 continuously provided on the outer side surface of the subframe 10 which is the left and right side surfaces of the bulk vehicle, The bracket 5 connected to the outer side surface of the chassis frame 1 serving as the left and right side surfaces is aimed.

  Further, the bracket 5 connected to the outer surface of the chassis frame 1 is also in the same manner as the bracket 4 described above in the position indicated by the phantom line in FIG. Assume that the upper and lower brackets 4 and 5 are connected to each other by using bolts and nuts 6.

  Therefore, in the subframe structure of the present invention having the subframe 10 formed as described above, the tank 2 positioned above the chassis frame 1 in the bulk vehicle is used with the chassis frame 1 under the use of the subframe 10. Can be fixedly connected to each other.

  In the subframe structure of the present invention, the reinforcing swash plate 14 provided in the subframe 10 is intermittently disposed at a plurality of positions in the longitudinal direction, which is the front-rear direction of the bulk vehicle. It will not unnecessarily increase the weight.

  Further, in the subframe structure of the present invention, when the reinforcing swash plate 14 is provided on the subframe 10, it is provided at a portion where the bracket 4 is arranged outside the subframe 10. The vulnerability of the subframe 10 is improved so as to respond to the load acting on the bracket 4.

  Further, when the tank 2 is rolling so that the tank 2 rolls with respect to the chassis frame 1 by traveling on a wavy road, the left and right brackets 4, 5 are A load acts so as to be far and near.

  At this time, when the upper and lower brackets 4 and 5 are separated from each other, since the upper and lower brackets 4 and 5 are connected by the bolts and nuts 6, as shown in FIG. In the non-subframe 7, the main body portion is distorted, and accordingly, the space between the upper and lower brackets 4 and 5 is narrowed, and the bolt nut 6 is loosened, so that the tank 2 is fixed to the chassis frame. However, in the case of the present invention, since the main body portion 10a of the subframe 10 has the reinforcing diagonal member 14, the above-described distortion is not caused. It can be permanently guaranteed that the chassis frame 1 is connected to the chassis frame 1 in a fixed state.

  As described above, it is important that the subframe 10 has the reinforcing diagonal member 14, but that does not mean that the reinforcing diagonal member 14 need only be provided. Needless to say, considering the above-described portion shown in FIG. 4, that is, in particular, considering that distortion is generated in the portion 7 a where the bracket 4 is not continuously provided, this reinforcing diagonal member 14. 3 is preferably provided so as to form a triangle at the lower left corner in the figure, and it is not meaningful to provide a diagonal line as indicated by a virtual line in the figure. It can be said.

  As described above, in the subframe 10 according to the present invention, the reinforcing diagonal member 14 is welded to a predetermined position and then the lid portion 12 is welded to the main body portion 11. In the case where the diagonal members 14 are set diagonally, a problem that the reinforcing diagonal members 14 cannot be disposed will be caused, and it will be difficult to implement the present invention.

It is a schematic side view which shows the bulk vehicle using the sub-frame structure by this invention. It is a schematic sectional drawing of the sub-frame structure shown by the YY line position in FIG. It is sectional drawing which expands and shows the subframe structure of the left side in FIG. It is sectional drawing which shows the modification of the sub-frame which does not have a reinforcement swash plate.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Chassis frame 2 Tank 3 Buffering member 4,5 Bracket 10 Sub frame 11a Outer part 11b Bottom side part

Claims (4)

A steel plate material having a chassis frame in a bulk vehicle, a tank positioned above the chassis frame, and a sub-frame connected to the chassis frame while the tank is continuously provided, and the sub-frame having lower rigidity than the chassis frame The cross-sectional shape in the lateral direction, which is the vehicle width direction of the bulk vehicle, is formed into a rectangular box shape, and the length in the longitudinal direction, which is the front-rear direction of the bulk vehicle, is the same length or almost the same length as the chassis frame. In the subframe structure extended to the bracket, the bracket connected to the outer surface of the chassis frame, which is the left and right side surfaces of the bulk vehicle, and the bracket connected to the outer surface of the subframe, which is the left and right side surfaces of the bulk vehicle, Are connected using bolts and nuts, and the sub-frame A sub-board having a reinforcing swash plate made of a steel plate spanned between a side surface and an inner side surface of a bottom side portion having a bottom surface facing the upper end surface of the chassis frame. Frame structure. Brackets that are connected to the outer surface of the subframe and brackets that are connected to the outer surface of the chassis frame are intermittently arranged at multiple locations in the longitudinal direction, which is the front-rear direction of the bulk vehicle. The subframe structure according to claim 1, wherein the subframe structure is connected to an inner side surface of an outer portion of the subframe so as to be aimed at a side bracket. The subframe structure according to claim 1, wherein a buffer member for avoiding metal touch is disposed between a bottom surface of the subframe and an upper end surface of the chassis frame. The sub-frame structure according to claim 1, wherein the sub-frame is made of a steel plate material having a thickness smaller than that of the chassis frame.

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