WO2011157203A1 - 一种车架部件 - Google Patents

一种车架部件 Download PDF

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Publication number
WO2011157203A1
WO2011157203A1 PCT/CN2011/075586 CN2011075586W WO2011157203A1 WO 2011157203 A1 WO2011157203 A1 WO 2011157203A1 CN 2011075586 W CN2011075586 W CN 2011075586W WO 2011157203 A1 WO2011157203 A1 WO 2011157203A1
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WO
WIPO (PCT)
Prior art keywords
edge
vehicle
flange
frame component
vehicle frame
Prior art date
Application number
PCT/CN2011/075586
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English (en)
French (fr)
Inventor
贾秉成
Original Assignee
Jia Bingcheng
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Application filed by Jia Bingcheng filed Critical Jia Bingcheng
Publication of WO2011157203A1 publication Critical patent/WO2011157203A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D33/00—Superstructures for load-carrying vehicles
    • B62D33/04—Enclosed load compartments ; Frameworks for movable panels, tarpaulins or side curtains
    • B62D33/044—Enclosed load compartments ; Frameworks for movable panels, tarpaulins or side curtains built up with profiles of constant elongated shape, e.g. extruded, mechanically interconnected by coupling members, e.g. by clamping, riveting or bolting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D29/00—Superstructures, understructures, or sub-units thereof, characterised by the material thereof
    • B62D29/008—Superstructures, understructures, or sub-units thereof, characterised by the material thereof predominantly of light alloys, e.g. extruded

Definitions

  • the present invention relates to the field of automobile manufacturing, and more particularly to a frame member for a passenger car skeleton structure. Background technique
  • the first type is not ⁇ .
  • the car has a rigid frame, also known as a chassis frame.
  • the body of the body is suspended on the frame and connected by elastic elements.
  • the main body is supported by the frame and the body does not participate in the load.
  • This non-loaded body is bulky, of high quality, with high car center of mass and poor stability at high speeds.
  • the semi-loaded body car has no rigid girders, but only the front wall, side wall, rear wall, and underframe are strengthened.
  • the body and the bottom frame together form a rigid space structure of the body body.
  • This semi-loaded, body is only partially involved in the force, the quality is slightly smaller than the non-loaded body.
  • the third type is a full-loaded body structure welded by a giant steel pipe. Although the mass of the full-loaded body structure is smaller than the first two, it cannot effectively reduce the weight of the vehicle.
  • the above three structures are all made of steel.
  • the weight of the whole vehicle is large, resulting in a decrease in load carrying capacity.
  • the energy consumption of passenger cars is high, and the steel skeleton is easy to rust.
  • Even the life of the phosphated skeleton is only about 8 years, and it cannot recycle and re-use.
  • Phosphorus in the phosphating solution is a highly toxic substance, and the anti-rust paint sprayed on the rectangular steel pipe is seriously polluting the environment. Summary of the invention
  • the technical problem to be solved by the present invention is to provide a new aluminum profile component to replace the steel skeleton profile used in the side frame of the current passenger car, and to substantially reduce the weight of the vehicle body while ensuring the rigidity of the whole vehicle, and It is not easy to corrode and prolongs the service life of the skeleton.
  • the technical solution of the present invention to solve the above technical problems is as follows: A frame component, the frame component body is an elongated slot structure, and a width of a bottom edge of the elongated slot is greater than a width of two side edges,
  • the frame member material is aluminum alloy or magnesium alloy.
  • the utility model has the beneficial effects that: the structural design of the bottom edge width is greater than the width of the two side edges, the frame pillar and other components fixed to the bottom edge are firmly connected, and the frame is not easily twisted; the two side walls of the groove are effective.
  • the frame member of the present invention is prevented from being bent by an external force, and the impact resistance of the side wall of the vehicle body is ensured.
  • the groove type structure is matched with the thick wall thickness, which can greatly reduce the weight of the vehicle while ensuring the rigidity of the whole vehicle, and is advantageous for riveting with other aluminum profile parts, due to the aluminum alloy. Or the magnesium alloy is not easily corroded, so that the life of the skeleton itself can be as long as 25 years.
  • the present invention can also be improved as follows.
  • the bottom edge extends to one side to extend the flange, and the end of the flange extends a support edge to a side of the flange away from the side of the groove.
  • a further advantage of the above-described further solution is that the extended cuffs and support edges replace the original inner trim strips and further enhance the bending resistance of the frame components of the present invention.
  • edge of the support edge away from the flange is rounded.
  • a further advantage of the above-described further solution is that, when the frame member of the invention is deformed or twisted by an external force, the edge of the support side is cracked due to stress concentration.
  • the supporting edge extends away from the end of the flange to a side of the supporting edge away from the flange.
  • the beneficial effect of using the above further solution is that the extended reinforcing edge can continue to enhance the bending resistance of the frame member of the present invention, and the decorative effect is better.
  • the corner between the reinforcing edge and the supporting edge is rounded, and the edge of the reinforcing edge away from the supporting edge is rounded.
  • the advantageous effect of the above further solution is to prevent the corner between the reinforcing side and the supporting side or the edge of the reinforcing side from being cracked due to stress concentration when the frame member of the invention is deformed or twisted by an external force.
  • the corner between the bottom edge and the side edge is rounded, and the edge of the side edge away from the bottom edge is rounded.
  • a further advantage of the above-described further solution is that, when the frame member of the invention is deformed or twisted by an external force, the corners or the side edges between the bottom and the side edges are cracked due to stress concentration.
  • a corner between the flange and the side edge is rounded; a corner between the support edge and the flange is rounded.
  • a further advantage of the above-described further solution is to prevent the corner between the flange and the side or the corner between the support side and the flange from being cracked by stress concentration when the frame member of the invention is deformed or twisted by an external force.
  • the groove length is 40 - 14000 mm
  • the bottom side width is 100 ⁇ 400 mm
  • the side width is 10 ⁇ 100 mm
  • the groove bottom side and the side wall thickness are 2 ⁇ 30 mm
  • side and bottom sides The angle between them is 50° - 170°.
  • the thickness of the support side is 0.22.
  • the thickness of the support side is 0. 2 ⁇ 8 ⁇ , the thickness of the support side is 0. 2 ⁇ 8 mm.
  • the reinforcing side has a width of from 1 to 80 mm, and the reinforcing side has a thickness of from 0.2 to 8 mm.
  • the aluminum alloy is a 6005T5, 6005 ⁇ 6, 6082 ⁇ 5, 6082 ⁇ 6, 7 ⁇ 04, 7003 or 7005 type aluminum alloy.
  • a further advantage of the above-described further solution is to ensure that the frame member of the present invention achieves strength similar to or higher than that of steel.
  • Figure 1 is a structural view of a first embodiment of a frame member of the present invention
  • Figure 2 is a cross-sectional view of the frame member of the first embodiment of the present invention taken along the ⁇ direction;
  • Figure 3 is a structural view showing a second embodiment of the frame member of the present invention;
  • Figure 4 is a cross-sectional view of the frame member of Embodiment 2 of the present invention taken along line A in the direction of A;
  • Figure 5 is a structural view showing a third embodiment of the frame member of the present invention.
  • Figure 6 is a cross-sectional view of the frame member of the third embodiment of the present invention taken along line A in the direction of A;
  • Figure 7 is a view showing a connection structure of a frame member as a reinforcing stringer according to Embodiment 1 of the present invention.
  • Figure 8 is a cross-sectional structural view of the large corner code used in Figure 7;
  • Figure 9 is a cross-sectional structural view of the top cross member and the post used in Figure 7;
  • Figure 10 is a view showing another connection structure of the frame member as a reinforcing stringer according to Embodiment 1 of the present invention;
  • Figure 11 is a cross-sectional structural view of the middle corner code used in Figure 10;
  • Figure 12 is a cross-sectional structural view of the side window lower side member used in Figure 10. detailed description
  • the frame member of the present embodiment has a groove structure, and the width of the groove bottom edge 101 is larger than the width of the first side edge 102 and the width of the second side edge 103, and the bottom edge 101 and the first side edge.
  • the corner between the corners 102 is rounded
  • the corner between the bottom edge 101 and the second side edge 103 is rounded
  • the edge of the first side 102 away from the bottom edge 101 is rounded
  • the second side 103 is away from the bottom edge 101.
  • the edges are rounded.
  • the frame member material of the present embodiment is made of magnesium alloy or 6005T5, 6005 ⁇ 6, 6082 ⁇ 5, 6082 ⁇ 6, 7 ⁇ 04, 7003, 7005 type aluminum alloy.
  • the length of the groove is 40 ⁇ 1 4 000 ⁇ , more preferably 5000 ⁇ 13500 ⁇ ;
  • the width of the bottom side 101 is 100 ⁇ 400 mm, more preferably 120 ⁇ 300 mm;
  • the thickness of 101 is 2 to 30 mm, more preferably 3 to 15 mm;
  • the width of the first side 102 is 10 to 100 mm, more preferably 15 to 50 mm;
  • the thickness of the side 102 is 2 to 30 ⁇ , more preferably 3 to 15 mm;
  • the width of the second side 103 is 10 to 100 mm, more preferably 15 to 50 ⁇ ;
  • the angle between the first side 102 and the bottom 101 is 50° - 170°, more preferably 80° - 130°;
  • the angle between the side edge 103 and the bottom edge 101 is 50° - 170°, more preferably 80° - 130.
  • the aluminum profile member according to Embodiment 1 can be used for various parameters of different automobiles.
  • the specific lengths are as follows:
  • Embodiment 1 Embodiment 2 Embodiment 3 Embodiment 4 Embodiment 5 Length of groove
  • the frame member according to the second embodiment of the present invention is based on the first embodiment, and the bottom edge 101 extends a flange 104 toward the end of the first side edge 102, and the end of the flange 104 faces the flange 104 away from the groove.
  • One side of the one side 102 and the second side 103 extends a supporting edge 105; the corner between the flange 104 and the first side 102 is rounded; the corner between the flange 104 and the supporting edge 105 is a circle
  • the support edge 105 is away from the flange 104 - the edge of the side is rounded.
  • the thickness of the supporting edge 105 is 10 ⁇ 100 ⁇ , more preferably 15 ⁇ 70 ⁇ ; the thickness of the supporting edge 105 is 0. 2 ⁇ 8 mm, more preferably 0. 5 ⁇ 5 mm.
  • the aluminum profile member according to Embodiment 2 can be used for various parameters of different automobiles.
  • the specific lengths are as follows:
  • the frame member according to the third embodiment of the present invention is based on the second embodiment.
  • the support edge 105 extends away from the end of the flange 104 toward the side of the support edge 105 away from the flange 104.
  • a reinforcing edge 106 is extended; the support edge 105 and the reinforcing edge 106 The corners between the corners are rounded; the edges of the reinforcing edges 106 away from the support side 105 are rounded.
  • the thickness of the reinforcing edge 106 is 0 ⁇ 5 mm, more preferably 5 ⁇ 55 mm; the thickness of the reinforcing edge 106 is 0. 2 ⁇ 8 mm, more preferably 0. 5 ⁇ 5 mm .
  • the specific lengths of the parameters that can be used for different automobiles are as follows:
  • the frame member and other components in the frame of the first embodiment of the present invention are shown. Connection diagram.
  • the frame component of the invention is an important component in the frame on both sides of the frame structure, and plays an important role in the stability and impact resistance and torsion resistance of both sides of the vehicle body.
  • the frame member of the present invention is used as the reinforcing stringer 1 in the frame structure, and is riveted to one end of the large corner code 1 and the column 4 by the rivet 5, and the other end of the large corner code 2 is riveted to the top beam 3, wherein the reinforcing stringer 1 is riveted at the large angle Between the code 1 and the column 4, the column 4 and the top beam 3 can be stabilized.
  • the reinforcing longitudinal beam 1 can be extended, and at the same time, the plurality of columns 4, the large corner code 2 and the top beam 3 are riveted, so that the impact of the column 4 by the side can be quickly transmitted to the whole.
  • the body of the car disperses the local force and ensures the impact resistance of the car body.
  • the cross-sectional structure of the large corner code 2 in the connecting structure of Fig. 7 is as shown in Fig. 8.
  • the cross section is "L" type structure, and the inner side is arc-shaped, so as to avoid stress from being concentrated and broken at this portion, the angle angle of the large angle code 2 is The range is 80° - 140°, more preferably 100° - 120°, and the change of the angle can directly lead to the change of the shape of the frame of the vehicle body; the cross section of the top beam 3 and the column 4 is as shown in FIG.
  • one side 301 of the square tubular structure extends to the sides to form a first flange 302 and a second flange 303.
  • the reinforcing longitudinal beam 1, the large corner code 2, the top beam 3 and the column 4 in Fig. 7 are all made of magnesium alloy or 6005T5, 6005 ⁇ 6, 6082 ⁇ 5, 6082 ⁇ 6, 7 ⁇ 04, 7003, 7005 type aluminum alloy, and are riveted, without reducing
  • the strength of the frame greatly reduces the weight of the frame, making the car more fuel-efficient, and the frame can be recycled and reused after the car is scrapped.
  • Fig. 10 is a view showing another connection structure of the frame member according to the first embodiment of the present invention as a reinforcing stringer.
  • the bottom edge of the reinforcing stringer 1 is riveted to the inner skin 6 by the rivet 5, and is riveted to the column 4 through the inner skin 6 and the two flanges of the column 4, the square tubular structure of the column 4, and two Two side walls adjacent to each other are riveted by two middle corners 7 and two side window lower longitudinal beams 8 respectively, and one side of the side window lower longitudinal beams 8 passes through the inner skin 6 and Reinforce the stringer 1 riveting.
  • FIG 10 The mid-angle code 7 cross-sectional structure in the connection structure is shown as "L"-type right-angle structure in Figure 11.
  • the inner corner and the edges of the two sides are rounded to avoid excessive local stress and medium angle.
  • the code creates a crack.
  • Figure 10 is a side view of the side window.
  • the cross-sectional structure of the side member 8 is a "U" type structure.
  • One side wall is longer than the other side wall, and the side window lower side frame 8 is longer.
  • One side wall is riveted to the reinforcing longitudinal beam 1 and the inner skin 6 , and the shorter side wall end protrudes from a curved wall 801.
  • the curved wall 801 is more Close to the outer skin, the distance between it and the outer skin is closer, which saves a lot of glue for connection and reduces the manufacturing cost of the frame without any loss of frame strength.
  • the invention Compared with the steel components used in the skeleton structure of the current passenger car, the invention has the characteristics of light weight and long service life, and the strength of the frame component of the invention is not lower than that of the steel component.
  • 3 ⁇ 4 mouth 3 ⁇ 4 mouth:
  • the tensile strength is
  • the steel frame longitudinal beam is assumed to be a 120 x 50 x 2 rectangular steel pipe, which is 1 m long.
  • the weight is 5.34kg, and its tensile strength to the yield limit is
  • the reinforcing beam shown in Fig. 1 is made of 6082T6 type aluminum alloy, and when it is slightly lower than -f 120 x 50 x 2 rectangular steel pipe, it reaches the yield limit.
  • the tensile strength of the rectangular steel tube is 1.84 times. Therefore, the use of the aluminum profile member of the present invention can greatly reduce the weight, and can achieve the strength of a passenger car having a rectangular steel pipe structure, and reduce the load of the passenger car. Light, reduced energy consumption, and no rust, its service life is greatly extended compared to steel parts, up to 25 years.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Structural Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Description

说 明 书
一种车架部件 技术领域
本发明涉及汽车制造领域，尤其是指一种用于客车骨架结构的车 架部件。 背景技术
现有的客车骨架结构形式主要有三种：
第一种， 非^ ^载式。 汽车有刚性车架， 又称底盘大梁架。 车身本 体悬置于车架上， 用弹性元件联接， 主要靠车架承重， 车身不参与受 力。 这种非承载式车身比较笨重， 质量大， 汽车质心高， 高速行驶稳 定性较差。
第二种， 半承载式。 半承载式车身的汽车没有刚性大梁架， 只是 加强了前围， 侧围， 后围， 底架等部位， 车身和底架共同组成了车身 本体的刚性空间结构。 这种半承载式， 车身只是部分参与受力， 质量 比非承载式车身稍小。
第三种， 采用巨型钢管焊接而成的全承载式车身结构。 该全承载 式车身结构虽然质量比前两种小，但还不能有效的大幅度降低车身重 量。
以上三种结构均为钢制结构， 整车重量大， 导致承载能力下降， 客车能耗偏高，再有钢骨架容易生锈， 即使磷化处理过的骨架寿命也 不过 8年左右， 而且不能回收利用。 磷化液中的磷是一种剧毒物质， 以及矩型钢管上所喷的防锈漆， 均严重污染环境。 发明内容
本发明所要解决的技术问题是提供一种新的铝型材部件来替代 目前客车在侧围骨架中所使用的钢制骨架型材，在保证整车刚度需要 的同时， 大幅度降低车身的重量， 并且不易腐蚀， 延长骨架的使用寿 命。 本发明解决上述技术问题的技术方案如下： 一种车架部件， 所述 车架部件本体为长条形 槽结构，所述长条形 槽的底边宽度大于两 个侧边的宽度， 所述车架部件材料为铝合金或镁合金。
本发明的有益效果是： 底边宽度大于两个侧边宽度的结构设计， 可使与底边相固定的车架立柱以及其他部件连接稳固， 车架不易扭 曲； 槽的两个侧壁可有效防止本发明车架部件受外力沖击而弯曲， 保证了车体侧围的抗沖击能力。 本部件作为车身骨架的主要承重部 件， 其凹槽型结构配合壁厚加厚， 能在保证整车刚度的情况下大幅度 降低车身重量， 且有利于和其它铝型材部件配合铆接， 由于铝合金或 镁合金不易被腐蚀的特点， 使得骨架本身寿命可长达 25年， 整车报 废后该部件还可回收利用， 相对降低了整车成本， 公开号为 US6598923B2 , US2072804A的专利以及李阳在 2009年第 1期的 《客 车技术与研究》 中发表的 《客车车身轻量化技术探讨》， 均没有公开 本发明车架部件在保证整车刚度的情况大幅度降低车身重量，且有利 于和其它铝型材部件配合铆接， 由于合金不易被腐蚀的特点， 使得骨 架本身寿命可长达 25年。
在上述技术方案的基础上， 本发明还可以做如下改进。
进一步， 所述底边向一侧延展出翻边， 翻边的末端向翻边远离 槽侧边的一侧延展出一支撑边。
采用上述进一步方案的有益效果是，延展出的翻边以及支撑边取 代原来的内装饰条并进一步加强了本发明车架部件的抗弯曲能力。
进一步， 所述支撑边远离翻边的边缘为圓角。
采用上述进一步方案的有益效果是，防止当发明车架部件受到外 力而变形或扭转时， 支撑边的边缘因应力集中而产生裂纹。
进一步，所述支撑边远离翻边的末端向支撑边远离翻边的一侧延 展出一加强边。
采用上述进一步方案的有益效果是，延展出的加强边可继续加强 本发明车架部件的抗弯曲能力， 装饰效果更好。
进一步， 所述加强边与支撑边之间的拐角为圓角， 所述加强边远 离支撑边的边缘为圓角。 采用上述进一步方案的有益效果是，防止当发明车架部件受到外 力而变形或扭转时，加强边与支撑边之间的拐角或者加强边的边缘因 应力集中而产生裂紋。
进一步， 所述底边与侧边之间的拐角为圓角， 所述侧边远离底边 的边缘为圓角。
采用上述进一步方案的有益效果是，防止当发明车架部件受到外 力而变形或扭转时，底边与侧边之间的拐角或者侧边边缘因应力集中 而产生裂紋。
进一步， 所述翻边与侧边之间的拐角为圓角； 所述支撑边与翻边 之间的拐角为圓角。
采用上述进一步方案的有益效果是，防止当发明车架部件受到外 力而变形或扭转时，翻边与侧边之间的拐角或者支撑边与翻边之间的 拐角因应力集中而产生裂纹。
进一步， 所述凹槽长度为 40 - 14000 mm, 底边宽度为 100 ~ 400 mm, 侧边宽度为 10 ~ 100 mm, 凹槽底边和侧边壁厚 2 ~ 30 mm, 侧边 和底边之间的夹角为 50° - 170° 。
进一步，所述翻边的宽度为 5 ~ 100 匪，所述支撑边的宽度为 10 ~ 100 匪， 所述翻边的厚度为 0. 2 ~ 8 匪， 所述支撑边的厚度为 0. 2 ~ 8 mm。
进一步， 所述加强边的宽度为 l ~ 80 mm, 所述加强边的厚度为 0. 2 ~ 8 mm。
进一步，所述铝合金为 6005T5、 6005Τ6、 6082Τ5、 6082Τ6、 7Α04、 7003或者 7005型铝合金。
采用上述进一步方案的有益效果是，保证本发明车架部件达到与 钢材相近的强度或高于钢材的强度。 附图说明
图 1为本发明车架部件实施方式 1的结构图；
图 2为图 1中本发明实施方式 1的车架部件沿 Α方向的横截面剖 视图； 图 3为本发明车架部件实施方式 2的结构图；
图 4为图 1中本发明实施方式 2的车架部件沿 A方向的横截面剖 视图；
图 5为本发明车架部件实施方式 3的结构图；
图 6为图 1中本发明实施方式 3的车架部件沿 A方向的横截面剖 视图；
图 7 为本发明实施方式 1 的车架部件作为加强纵梁的连接结构 图；
图 8为图 7中所使用的大角码的横截面结构图；
图 9为图 7中所使用的顶横梁以及立柱的横截面结构图； 图 10为本发明实施方式 1的车架部件作为加强纵梁的另一连接 结构图；
图 11为图 10中所使用的中角码的横截面结构图；
图 12为图 10中所使用的侧窗下纵梁的横截面结构图。 具体实施方式
以下结合附图对本发明的原理和特征进行描述，所举实例只用于 解释本发明， 并非用于限定本发明的范围。
实施方式 1
如图 1、 图 2所示， 本实施方式车架部件为 槽结构， 槽底边 101的宽度大于第一侧边 102的宽度和第二侧边 103的宽度，底边 101 与第一侧边 102之间的拐角为圓角，底边 101与第二侧边 103之间的 拐角为圓角， 第一侧边 102远离底边 101 的边缘为圓角， 第二侧边 103远离底边 101的边缘为圓角。 本实施方式车架部件材料采用镁合 金或 6005T5、 6005Τ6, 6082Τ5, 6082Τ6, 7Α04、 7003、 7005型铝合 金。
本实施方式中， 凹槽的长度为 40 ~ 14000 匪， 更为优选地为 5000 ~ 13500匪；底边 101的宽度为 100 ~ 400 mm,更为优选地为 120 ~ 300 mm; 底边 101的厚度为 2 ~ 30 mm, 更为优选地为 3 ~ 15 mm; 第 一侧边 102的宽度为 10 ~ 100 mm, 更为优选地为 15 ~ 50 mm; 第一侧 边 102的厚度为 2~ 30 匪， 更为优选地为 3~15 mm; 第二侧边 103 的宽度为 10 ~ 100 mm, 更为优选地为 15 ~ 50匪； 第二侧边 103的厚 度为 2~ 30 mm, 更为优选地为 3~15 mm; 第一侧边 102和底边 101 之间的夹角为 50° -170° , 更为优选地为 80° - 130° ； 第二侧边 103和底边 101之间的夹角为 50° - 170° ，更为优选地为 80° - 130 实施例 1-5
按照实施方式 1所述的铝型材部件，其可用于不同汽车的各参数 具体长度大小如下表所示:
实施例 1 实施例 2 实施例 3 实施例 4 实施例 5 槽的长度
40 5000 8000 13500 14000 ( mm )
底边 101的宽
100 200 250 300 400 度 ( mm )
底边 101的厚
2 5 10 20 30 度 ( mm )
第一侧边 102
10 30 50 70 100 的宽度（mm)
第一侧边 102
2 5 10 20 30 的厚度（ mm )
第二侧边 103
10 30 50 70 100 的宽度（mm)
第二侧边 103
2 5 10 20 30 的厚度（ mm )
第一侧边 102
和底边 101之 50 80 90 100 170 间的夹角
第二侧边 103
和底边 101之 50 80 90 100 170 间的夹角 实施方式 2
如图 3、 图 4所示， 为本发明实施方式 2的车架部件。 实施方式 2的车架部件在实施方式 1的基础上， 底边 1 01向第一侧边 102所在 一端的方向延展出一翻边 104 , 翻边 104的末端向翻边 104远离凹槽 的第一侧边 102和第二侧边 103的一侧延展出一支撑边 105 ;翻边 104 和第一侧边 102之间的拐角为圓角；翻边 104和支撑边 105之间的拐 角为圓角； 支撑边 105远离翻边 104—侧的边缘为圓角。
本实施方式中，翻边 104的宽度为 5 ~ 100 匪，更为优选地为 10 ~ 70 mm; 翁3边 104的厚度为 0. 2 ~ 8 mm, 更为优选地为 0. 5 ~ 5 mm; 支 撑边 105 的宽度为 10 ~ 100 匪， 更为优选地为 15 ~ 70 匪； 支撑边 105的厚度为 0. 2 ~ 8 mm, 更为优选地为 0. 5 ~ 5 mm。
实施例 6-10
按照实施方式 2所述的铝型材部件，其可用于不同汽车的各参数 具体长度大小如下表所示:
和底边 101之
间的夹角
第二侧边 103
和底边 101之 50 80 90 100 170 间的夹角
翻边 104的宽
5 10 40 70 1 00 度 ( mm )
翻边 104的厚
0. 2 0. 5 3 5 8 度 ( mm )
支撑边 105的
10 15 40 70 1 00 宽度（mm )
支撑边 105的
0. 2 0. 5 3 5 8 厚度（匪 ）
实施方式 3
如图 5、 图 6所示， 为本发明实施方式 3的车架部件。 实施方式 3的车架部件在实施方式 2的基础上， 支撑边 105远离翻边 104的末 端向支撑边 105远离翻边 104的一侧延展出一加强边 106 ;支撑边 105 和加强边 106之间的拐角为圓角；加强边 106远离支撑边 105—侧的 边缘为圓角。
本实施方式中，加强边 106的宽度为 1 ~ 80 mm,更为优选地为 5 ~ 55 mm; 加强边 106的厚度为 0. 2 ~ 8 mm, 更为优选地为 0. 5 ~ 5 mm。
实施例 1 1-15
按照实施方式 3所述的铝合金或镁合金型材部件，其可用于不同 汽车的各参数具体长度大小如下表所示：
Figure imgf000009_0001
底边 101的厚
2 5 10 20 30 度 ( mm )
第一侧边 102
10 30 50 70 100 的宽度（mm)
第一侧边 102
2 5 10 20 30 的厚度（ mm )
第二侧边 103
10 30 50 70 100 的宽度（mm)
第二侧边 103
2 5 10 20 30 的厚度（ mm )
第一侧边 102
和底边 101之 50 80 90 100 170 间的夹角
第二侧边 103
和底边 101之 50 80 90 100 170 间的夹角
翻边 104的宽
5 10 30 50 100 度 ( mm )
翻边 104的厚
0.2 0.5 3 5 8 度 ( mm )
支撑边 105的
10 15 40 70 100 宽度（mm)
支撑边 105的
0.2 0.5 3 5 8 厚度（匪 ）
加强边 106的
1 5 30 55 80 宽度（mm)
加强边 106的
0.2 0.5 3 5 8 厚度（匪 ） 如图 7所示，为本发明实施方式 1的车架部件与车架中其它部件 的连接结构图。 图 Ί中， 本发明车架部件作为车架结构中两侧框架中 的重要组成部分， 对车体两侧的稳定性和抗沖击、抗扭转起到了重要 的作用。 本发明车架部件作为车架结构中的加强纵梁 1 , 通过铆釘 5 与大角码 1的一端以及立柱 4铆接，大角码 2的另一端与顶横梁 3铆 接， 其中加强纵梁 1铆接在大角码 1和立柱 4之间， 这样可以使立柱 4与顶横梁 3稳定。 根据车架整体长度的设计， 加强纵梁 1可以进行 延展， 并且同时与多个立柱 4、 大角码 2以及顶横梁 3进行铆接， 使 得立柱 4受到侧面的沖击力能够快速的传到至整个车体，从而分散局 部的受力， 保证车体的抗沖击能力。
图 7连接结构中的大角码 2横截面结构如图 8所示，其截面为" L" 型结构， 内侧呈圓弧状， 从而避免应力在此部位集中而断裂， 大角码 2的夹角角度范围为 80° - 140° , 更为优选地为 100° - 120° , 其 角度的变化可直接导致车体框架形状的变化；顶横梁 3和立柱 4的横 截面如图 9所示， 为一方形的管状结构， 方形管状结构中的一个侧边 301向两侧延展形成第一翻边 302和第二翻边 303。 方形管状结构的 各个侧边之间的拐角均为圓角，第一翻边 302以及第二翻边 303与方 形管状结构的侧边拐角也为圓角，第一翻边 302和第二翻边 303的边 缘同样为圓角，此种圓角可以防止该部件拐角处因局部应力过大而产 生裂纹。在图 7所示的连接结构中， 顶横梁 3和立柱 4均通过两个翻 边进行铆接， 这样， 通过两个翻边的辅助作用， 使得顶横梁 3和立柱 4的抗弯曲和抗沖击能力更强。
图 7中的加强纵梁 1、 大角码 2、 顶横梁 3以及立柱 4均采用镁 合金或 6005T5、 6005Τ6 , 6082Τ5、 6082Τ6、 7Α04、 7003、 7005型铝 合金， 并采用铆接方式， 在不减小车架强度的同时， 极大的减轻了车 架的重量， 使汽车行驶更加省油， 汽车报废后车架还可回收再利用。
图 10为本发明实施方式 1的车架部件作为加强纵梁的另一连接 结构图。 图 10中， 加强纵梁 1的底边通过铆釘 5与内蒙皮 6铆接， 并透过内蒙皮 6与以及立柱 4的两个翻边与立柱 4铆接，立柱 4的方 形管状结构中， 与两个翻边相邻的两个侧壁上， 分别通过两个中角码 7与两个侧窗下纵梁 8铆接， 侧窗下纵梁 8中的一边透过内蒙皮 6与 加强纵梁 1铆接。
图 1 0连接结构中的中角码 7横截面结构如图 1 1所示为 "L" 型 直角结构， 其内角以及两边的边缘处采用圓角结构， 避免了局部应力 过大而使中角码产生裂纹。
图 1 0连接结构中的侧窗下纵梁 8 的横截面结构如图 12所示为 一 "U" 型结构， 其中一个侧壁长于另一个侧壁， 侧窗下纵梁 8通过 较长的一个侧壁与加强纵梁 1以及内蒙皮 6铆接，较短的侧壁末端伸 出一个弯壁 801 , 当在弯壁 8 01所在侧壁一侧安装外蒙皮时， 此弯壁 801由于更加靠近外蒙皮， 使得其与外蒙皮之间的距离更近， 从而节 省了大量的连接用胶水，在保证车架强度不受任何损失的前提下降低 了车架的制造成本。
本发明与目前客车骨架结构中所使用的钢制部件相比，具有重量 轻、 寿命长的特点， 并且本发明的车架部件的强度不低于钢制部件， 举例说明: ¾口下：
以图 1所示车架部件为例， 其截面积为
S=0. 001674 m2
若采用 6082T6型铝合金， 其抗拉强度为
Rm=31 0 MPa
由此可得其抗拉力为
F=Rm x S=519000 N
而其 1 m长的重量仅为
G=2. 7g/cm x 1674 cm =4. 52 kg 而对于目前客车骨架结构中所使用的钢制部件来说，假设钢骨架 纵梁为 120 x 50 x 2矩形钢管， 其 1 m长的重量为 5. 34kg , 其到屈服 极限时的抗拉力为
F=Rm X S=415MPa 0. 00068 m2=282200 N 由此可知图 1所示的加强梁采用 6082T6型铝合金， 在重量略低 -f 120 x 50 x 2矩形钢管时， 其到屈服极限时的抗拉力是矩形钢管的 1. 84 倍。 因此使用本发明的铝型材部件其在大大减轻重量的同时， 能够达到现有骨架为矩形钢管结构的客车的强度， 使客车的承载减 轻，减少能耗， 并且不会生锈，相比钢制部件，其使用寿命大大延长, 可达 25年。
以上所述仅为本发明的较佳实施例， 并不用以限制本发明， 凡在 本发明的精神和原则之内， 所作的任何修改、 等同替换、 改进等， 均 应包含在本发明的保护范围之内。

Claims

权 利 要 求 书
1、 一种车架部件， 其特征在于： 所述车架部件本体为长条形 槽结构， 所述长条形 槽的底边宽度大于两个侧边的宽度， 所述车架 部件材料为铝合金或镁合金。
2、 根据权利要求 1所述的车架部件， 其特征在于： 所述底边向 一侧延展出翻边，翻边的末端向翻边远离 槽侧边的一侧延展出一支 撑边。
3、 根据权利要求 2所述的车架部件， 其特征在于： 所述支撑边 远离翻边的边缘为圓角。
4、 根据权利要求 2所述的车架部件， 其特征在于： 所述支撑边 远离翻边的末端向支撑边远离翻边的一侧延展出一加强边。
5、 根据权利要求 4所述的车架部件， 其特征在于： 所述加强边 与支撑边之间的拐角为圓角， 所述加强边远离支撑边的边缘为圓角。
6、 根据权利要求 1至 5任一项所述的车架部件， 其特征在于： 所述底边与侧边之间的拐角为圓角， 所述侧边远离底边的边缘为圓 角。
7、 根据权利要求 2至 5任一项所述的车架部件， 其特征在于： 所述翻边与侧边之间的拐角为圓角；所述支撑边与翻边之间的拐角为 圓角。
8、 根据权利要求 1至 5任一项所述的车架部件， 其特征在于： 所述凹槽长度为 40 ~ 14000 匪， 底边宽度为 1 00 ~ 400 mm, 侧边宽度 为 10 ~ 1 00 mm, 凹槽底边和侧边壁厚 2 ~ 30 mm, 侧边和底边之间的 夹角为 50° - 170° 。
9、 根据权利要求 2至 5任一项所述的车架部件， 其特征在于： 所述翻边的宽度为 5 ~ 1 00 mm, 所述支撑边的宽度为 10 ~ 100 mm, 所 述翻边的厚度为 0. 2 ~ 8 匪， 所述支撑边的厚度为 0. 2 ~ 8 匪。
10、 根据权利要求 4或 5所述的车架部件， 其特征在于： 所述加 强边的宽度为 1 ~ 80 mm, 所述加强边的厚度为 0. 2 ~ 8 mm。
11、 根据权利要求 1至 5任一项所述的车架部件， 其特征在于： 所述铝合金为 6005Τ5、 6005Τ6、 6082Τ5、 6082Τ6、 7Α04、 7003或者 7005型铝合金。
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