WO2011157205A1 - 一种车架部件 - Google Patents

一种车架部件 Download PDF

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Publication number
WO2011157205A1
WO2011157205A1 PCT/CN2011/075618 CN2011075618W WO2011157205A1 WO 2011157205 A1 WO2011157205 A1 WO 2011157205A1 CN 2011075618 W CN2011075618 W CN 2011075618W WO 2011157205 A1 WO2011157205 A1 WO 2011157205A1
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WO
WIPO (PCT)
Prior art keywords
flange
frame member
tube wall
member according
planar tube
Prior art date
Application number
PCT/CN2011/075618
Other languages
English (en)
French (fr)
Inventor
贾秉成
Original Assignee
Jia Bingcheng
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Jia Bingcheng filed Critical Jia Bingcheng
Publication of WO2011157205A1 publication Critical patent/WO2011157205A1/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 7
  • the car has a rigid frame, also known as a chassis frame.
  • the body of the vehicle is suspended on the frame and connected by elastic elements, mainly by the frame, and the body does not participate in the force.
  • This unloaded body is cumbersome, high in quality, high in car center quality, and poor in high-speed driving.
  • the semi-loaded body car has no rigid girders, but only strengthens the front wall, side wall, rear wall, and underframe.
  • the body and the bottom frame together form the rigid space structure of the body.
  • This semi-loaded type the 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-load body structure is smaller than the first two, it cannot effectively reduce the weight of the vehicle body.
  • 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. Can not be recycled after rust.
  • Phosphorus in the phosphating solution is a highly toxic substance, and the antirust paint sprayed on the rectangular steel pipe is also toxic, both of which seriously pollute the environment. Summary of the invention
  • the technical problem to be solved by the present invention is to provide a new aluminum alloy or magnesium alloy profile component to replace the steel skeleton profile of the current passenger car, which can greatly reduce the weight of the vehicle body and is not easy to corrode while ensuring the rigidity of the whole vehicle. Extend the life of the skeleton.
  • a frame member, the component body is a hollow tubular structure with at least one planar tube wall, and the at least one planar tube wall is a first planar tube wall, along the a flat tube wall extends to the sides to form a first flange and a second flange, respectively
  • the material of the frame member is aluminum alloy or magnesium alloy.
  • the invention has the beneficial effects that: the aluminum alloy or the magnesium alloy material is used instead of the traditional steel material, and the service life of the frame is greatly extended.
  • the invention further adopts the hollow tubular structure design, thereby greatly reducing the body of the vehicle frame.
  • the weight of the skeleton, for the frame component of the present invention is less than half the weight of the steel pipe in the conventional frame structure, the publication number is US6598923B2, the patent of US2072804A and the "Technology and Research of Passenger Cars" by Li Yang in the first issue of 2009.
  • the "Discussion on the lightweight technology of passenger car body” published in the publication does not disclose the technical feature that the weight of the frame component of the invention is less than half the weight of the steel pipe in the conventional frame structure;
  • the drastic reduction reduces fuel consumption in the use of the car and saves the cost of the car; and the aluminum alloy or magnesium alloy material prevents corrosion of the frame parts of the present invention, and can be recycled after the vehicle is scrapped.
  • the first planar tube wall extends to the sides to form the first flange and the second flange increases the strength of the hollow tubular structure, making it more resistant to bending and torsion, and the flange also facilitates the connection of the frame component with other components. .
  • the present invention can also be improved as follows.
  • the width of the first flange is equal to the width of the second flange.
  • a further advantage of the above described further solution is that the first flange and the second flange are arranged to equal widths to facilitate the manufacture and assembly of the frame components of the present invention.
  • tubular structure has a square cross section.
  • a further advantage of the above described further solution is to facilitate the mating and joining of the frame components of the present invention with other components.
  • a fourth planar tube wall symmetrically disposed with the first planar tube wall extends to the sides to form a third flange and a fourth flange.
  • a further advantage of the above-described further solution is that the strength of the frame member of the present invention is further enhanced to prevent it from being bent due to excessive force.
  • the widths of the first flange, the second flange, the third flange, and the fourth flange are equal.
  • first flange and the second flange are respectively provided with riveting holes.
  • the advantage of using the above further solution is that the rivets provided on the first flange and the second flange facilitate riveting between the frame member and other components, thereby enhancing the bonding force. Further, the second planar tube wall and the third planar tube wall connecting the first planar tube wall and the fourth planar tube wall are respectively provided with riveting holes.
  • a support rib is disposed in the square tubular structure.
  • a further advantage of the above further solution is that the support ribs further enhance the strength of the frame member of the present invention such that it is less susceptible to being twisted or bent.
  • connection between the support rib and the first planar tube wall is a triangular hollow structure
  • connection between the support rib and the fourth planar tube wall is a triangular hollow structure
  • a further advantage of the above described solution is that the support ribs are more securely connected to the first planar tube wall and the support ribs to the fourth planar tube wall, and the hollow structure is more material efficient.
  • a corner of the first flange connected to the pipe wall is rounded, and a corner of the second flange connected to the pipe wall is rounded.
  • the advantage of using the above further solution is to prevent the fifth corner and the sixth corner from being cracked due to stress concentration when the frame is twisted.
  • a corner of the third flange connected to the pipe wall is rounded, and a corner of the fourth flange connected to the pipe wall is rounded.
  • the advantage of using the above further solution is to prevent the seventh corner and the eighth corner from being cracked due to stress concentration when the frame is twisted.
  • one end of the first flange away from the second flange is rounded, and one end of the second flange away from the first flange is rounded; in the hollow tubular structure, a corner connecting between the pipe walls Is a rounded corner.
  • a further advantage of the above-described further solution is that the corners of the first flange, the edge of the second flange, and the corner between the pipe walls are prevented from being cracked by stress concentration when the frame is twisted.
  • one end of the third flange away from the fourth flange is rounded, and one end of the fourth flange away from the third flange is rounded.
  • a further advantage of the above-described further solution is to prevent cracking of the edge of the third flange and the edge of the fourth flange due to stress concentration when the frame is twisted.
  • a joint of the support rib and the first planar pipe wall is rounded, and a joint of the support rib and the fourth planar pipe wall is rounded.
  • a further advantage of the above-described further solution is to prevent cracks from occurring at the joint of the support ribs with the first planar tube wall and the joint between the support rib and the fourth planar tube wall due to stress concentration when the frame is twisted.
  • the frame member is integrally changed, and the changing radius is greater than or equal to 16QQ ⁇ .
  • the advantage of adopting the above further solution is that the frame parts which are changed in shape are used on the roof and the sides of the vehicle body, so that the car body has an attractive streamline shape, reduces the resistance when the car travels, and prevents rainwater from being on the roof.
  • the assembly of the frame member of the present invention is subjected to an external force in the direction of the changing radius, so that the shock received locally can be dispersed throughout the frame member, thereby avoiding deformation due to excessive external force. Possibly, the stability of the car body is guaranteed.
  • the hollow tubular structure has a length of 40 to 14000 mm, a distance between the first flange and the most distal end of the second flange is 40 to 200 mm, and the thickness of the first flange is 2 ⁇ 10 mm, the thickness of the second flange is 2 ⁇ 10 ⁇ , and the wall thickness of the hollow tubular structure is 1 ⁇ 8 mm.
  • a distance between the first planar tube wall and the two surfaces farthest from the fourth planar tube wall is 30 to 80 ⁇ , and the second planar tube wall is farthest from the third planar tube wall.
  • the large separation between the two surfaces is 10mm-100mm.
  • the distance between the third flange and the farthest end of the fourth flange is 40 to 200 ⁇ . Further, the thickness of the support rib is 0.5 to 8 ⁇ .
  • the fillet radius of the rounded corner is 0. 5 ⁇ 10 mm.
  • the aluminum alloy is an aluminum alloy of 6005T5, 6005 ⁇ 6, 6082 ⁇ 5, 6082 ⁇ 6, 7 ⁇ 04, 7003 or 7005.
  • 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 1 of the first embodiment of the present invention taken along the ⁇ direction;
  • Figure 3 is a structural view of a second embodiment of the frame member of the present invention;
  • Figure 4 is a cross-sectional view of the frame member of the second embodiment of the present invention taken along the line A;
  • Figure 5 is a structural view of the frame member 3 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;
  • Figure 7 is a structural view of the frame member of the present invention.
  • Figure 8 is a cross-sectional view of the frame member of the fourth embodiment of the present invention taken along line A in the direction A;
  • Figure 9 is a structural view showing a fifth embodiment of the frame member of the present invention.
  • Figure 10 is a cross-sectional view of the frame member of the fifth embodiment of the present invention taken along line A;
  • Figure 11 is a structural view of the frame member embodiment 6 of the present invention;
  • Figure 12 is a cross-sectional view of the frame member of the sixth embodiment of the present invention taken along line A;
  • Figure 13 is a connection structure of the frame member of the first embodiment of the present invention as a top beam and a column;
  • Figure 15 is a cross-sectional structural view of the reinforcing stringer used in Figure 13;
  • Figure 16 is a view showing the connection structure of the frame member of the first embodiment of the present invention as a side rail and a side window upper side member;
  • Figure 17 is a cross-sectional structural view of the middle corner code used in Figure 16;
  • Figure 18 is a cross-sectional structural view of the side sill of the side window used in Figure 16;
  • Fig. 19 is a view showing the connection structure of the frame member according to the first embodiment of the present invention as a side wall pillar and a side window lower rail. detailed description
  • the frame members of the present invention each have the following features.
  • the frame member of the present invention comprises a hollow square tubular structure, one of the tubular walls, i.e., the first planar tube wall 101, is at a first corner jl of the hollow tubular structure.
  • the first planar tube wall 101 Extending to the outside of the hollow tubular structure to form a first flange 105, the first planar tube wall 101 extending toward the outside of the hollow tubular structure at a second corner j 2 of the hollow tubular structure to form a second flange 106, the second plane
  • the pipe wall 102 is connected to the first planar pipe wall 101 at a first corner j1 of the square tubular structure
  • the third planar pipe wall 103 is connected to the first planar pipe wall 101 at a second corner j 2 of the square tubular structure
  • fourth The planar tube wall 104 is joined to the second planar tube wall 102 at a third corner j 3 of the square tubular structure, and the fourth planar tube wall 104 is connected to the third planar tube wall 103 at
  • the widths of the first flange 105 and the second flange 106 are equal, and the first flange 156, the second flange 106, the second planar tube wall 102 and the third planar tube wall 103 are each provided with a rivet hole 110.
  • the fifth corner j 5 between the first flange 156 and the second planar tube wall 102 is rounded, and the sixth corner j 6 between the second flange 106 and the third planar tube wall 103 is rounded;
  • the first corner j1, the second corner j 2, the third corner j 3 and the fourth corner j 4 are rounded; the first flange 105 is away from one end of the second flange 106 and the second flange 106 is far from the first corner One end of the side 105 is rounded.
  • Such a rounded structure prevents cracking of the frame member of the present invention due to local stress concentration during use.
  • the frame member of the present invention is made of magnesium alloy or 6005T5, 6005 ⁇ 6, 6082 ⁇ 5, 6082 ⁇ 6, 7 ⁇ 04, 7003 or 7005 type aluminum alloy, so as to ensure that it is close to the strength of the steel or higher than the strength of the steel.
  • the hollow tubular structure has a length of 40 - 14000 mm, more preferably 300 - 4500 ⁇ , and the first flange 156 and the second flange.
  • the distance between the most distal ends of 106 is 40 to 200 ⁇ , more preferably 50 to 120 ⁇ ; the first flange 105 and the second flange 106 have a thickness of 2 to 10 ⁇ , more preferably 3 ⁇ 7 ⁇ ; the thickness of the hollow tubular structure, that is, the thickness of the first planar tube wall 101, the second planar tube wall 102, the third planar tube wall 103, and the fourth planar tube wall 104 are both 1 to 8 mm, Preferably, it is 3 to 7 mm; the height of the frame member 1, that is, the distance between the first surface of the first planar tube wall 101 and the fourth planar tube wall 104 is 30 to 80 mm, Preferably, the distance between the two surfaces of the second planar tube wall 102 and the third planar tube wall 103 is from 10 to 100 ⁇ , more preferably from 20 to 60 ⁇ ; The frame radius 1 of the five corners j 5 and the sixth corner j 6 is 0. 5 ⁇ 10 mm, more preferably 0.5 to 6
  • the frame member 1 of the present embodiment can be designed to be changed, so that the frame member 1 that is changed in shape is used on the roof and the sides of the vehicle body, so that the vehicle body has an attractive streamline shape and reduces the vehicle travel.
  • the resistance at the time prevents the accumulation of rainwater on the roof, and when the frame member 1 of the present embodiment is subjected to an external force impact in the direction of the changing radius, the locally received impact can be dispersed to the entire frame member. , to avoid the possibility of deformation due to excessive external force, to ensure the stability of the car body.
  • Embodiment 1 Embodiment 2 Embodiment 3 Embodiment 4 Embodiment 5 Hollow tubular structure
  • the frame member according to the second embodiment of the present invention is based on the first embodiment.
  • the fourth planar pipe wall 104 is in the first
  • the third corner j 3 extends to the outside of the hollow tubular structure to form a third flange 106
  • the fourth planar tube wall 104 extends to the outside of the hollow tubular structure at the fourth corner j 4 to form a fourth flange 108;
  • the distance between the edge 107 and the most distal end of the fourth flange 108 coincides with the distance between the first flange 105 and the most distal end of the second flange 106, which is 40 to 200 mm, more preferably bandit from 50 to 100;
  • the aluminum profile member according to Embodiment 2 which can be used for various parameters of different automobiles, has the following specific lengths as shown in the following table: Example 6 Example 7 Example 8 Example 9 Example 10 Hollow tubular structure
  • the frame member according to the third embodiment of the present invention.
  • Car of Embodiment 3 The frame member is based on the first embodiment.
  • support ribs 109 are provided.
  • the support ribs 109 are respectively connected to the first planar tube wall 101 and the fourth planar tube wall 104, and the support ribs 109 and the first planar tube
  • the joint of the wall 101 and the joint of the support rib 109 and the fourth planar tube wall 104 are rounded to prevent cracking due to excessive local stress.
  • the thickness of the support ribs 109 is 0.5 to 8 inches, and more preferably 2 to 4 mm.
  • the aluminum profile member according to the embodiment 3 can be used for different parameters of different parameters of different automobiles as shown in the following table:
  • the frame member according to the fourth embodiment of the present invention is based on the second embodiment.
  • support ribs 109 are provided in the square tubular structure.
  • the support ribs 109 are respectively connected to the first planar tube wall 101 and the fourth planar tube wall 104, and the support ribs.
  • the junction of the 109 with the first planar tube wall 101 and the junction of the support rib 109 and the fourth planar tube wall 104 are rounded to prevent cracking due to excessive local stress.
  • the thickness of the support ribs 109 is 0.5 to 8 inches, and more preferably 2 to 4 mm.
  • the aluminum profile member according to Embodiment 4 which can be used for different parameters of various automobiles, has the following specific lengths as shown in the following table:
  • the fillet radius is 0. 5 3. 5 5 8 10 ( mm ) Seventh corner j 7
  • the frame member according to the fifth embodiment of the present invention is based on the third embodiment, and a triangular hollow structure is adopted at the joint of the support rib 109 and the first planar pipe wall 101 at the joint of the support rib 109 and the fourth planar pipe wall 104.
  • a triangular hollow structure is also employed.
  • Such a triangular hollow structure further enhances the bending and torsion resistance of the frame member of the present invention, thereby further securing the safety of the body of the frame member, and the hollow structure is more material-saving.
  • the side wall of the triangular hollow structure has a thickness of 1 to 6 ⁇ , more preferably 2 to 4 mm.
  • the aluminum profile member according to the embodiment 5, which can be used for the specific lengths of the parameters of different automobiles, is as shown in the following table:
  • the frame member according to the sixth embodiment of the present invention is based on the fourth embodiment, and a triangular hollow structure is adopted at the joint of the support rib 109 and the first planar tube wall 101, and the support rib 109 and the fourth flat tube wall 104 A triangular hollow structure is also used at the joint.
  • the triangular hollow structure further enhances the bending and torsion resistance of the frame member of the present invention, thereby further securing the safety of the body of the frame component, and the hollow structure is more material-saving.
  • the frame member structure of Embodiment 6 is an embodiment The structure with the strongest flexural and torsional resistance in 1 ⁇ 6 can be applied to the most vulnerable part of the frame or subjected to the most stress, thus ensuring the rigidity and safety of the car body.
  • the side wall thickness of the triangular hollow structure is 1 - 6 mm, more preferably 2 - 4 mm.
  • the aluminum profile member according to the embodiment 6 can be used for the specific lengths of the parameters of different automobiles as shown in the following table:
  • Fig. 13 it is a connection structure diagram of the frame member 1 and other members in the frame according to the first embodiment of the present invention.
  • the frame member 1 of the present invention is used as the top cross member la and the upright lb in the overall structure of the frame, and is connected to the large corner code lc and the reinforcing stringer Id by the rivet le.
  • the top beam The first flange and the second flange of the la are riveted to the corner of the large corner code lc by the rivet le through the rivet hole; the first flange and the second flange of the column lb are reinforced by the rivet The stringer I d and the other corner of the large corner code lc are riveted.
  • the cross-sectional structure of the large corner code lc in the connecting structure in Fig. 13 is as shown in Fig. 14.
  • the cross section is "L" type structure, and the inner side is arcuate, so that the stress is concentrated and broken at this portion, the large angle code lc
  • the angle of the angle is in the range of 80° - 140°, more preferably 95° - 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 reinforcing longitudinal beam Id is as shown in FIG.
  • the trough structure can strengthen the strength of the side frame of the car body, and its corners and edges are rounded to avoid cracks when the frame is twisted.
  • the top beam la or the column l b can be changed shape, and the changing radius is 1600 ⁇ or more.
  • the preferred top beam l a has a changing radius of 7000 mm, and the column lb is changed or the radius of change is 18000 ⁇ .
  • the connection structure shown in Figure 13 enhances the strength of the connection between the sides of the body and the roof of the frame.
  • Fig. 16 is a view showing a structure in which the frame member 1 of the first embodiment of the present invention is used as a side pillar 2a of the frame and a side frame upper rail.
  • the two side edges of the side wall upright 2a near the bottom plate are respectively passed through the first middle corner code 2d and the second middle corner code 2e and the first side window upper side rail 2c and the second side window upper side rail 2d. Riveting, the main function of this structure is to make the sides of the car body more stable and to fix the window glass.
  • connection structure the cross-sectional structure of the first middle corner code 2d and the second middle corner code 2e used is as shown in FIG. 17, which is an "L" type right angle structure, and the inner corner and the edges of the two sides are rounded. , avoiding excessive local stress and causing cracks in the middle corner code.
  • the cross section of the first side upper rail 2c and the second side upper rail 2d is as shown in Fig. 18.
  • the side window upper rail is a "U" type structure, one side wall is longer than the other side wall.
  • the short side wall end protrudes from a curved wall 2f, and when the skin is attached to the side wall of the curved wall 2f, the curved wall 2f is closer to the skin, so that the distance between the curved wall 2f and the skin is closer. It saves a lot of glue for connection and reduces the manufacturing cost of the frame without any loss of frame strength.
  • Fig. 19 is a view showing a structure in which the frame member 1 according to the first embodiment of the present invention is used as a side pillar 2a of a frame and a side window lower rail.
  • the side edges of the side wall uprights 2a near the bottom plate thereof pass through the third middle corner code 2i and the fourth middle corner code 2j, respectively, and the first side window lower side rail 2g and the second side window lower side rail 2h riveting, the main function of this structure is to make the sides of the car body more stable and to fix and support the window glass.
  • the mid-corner code used in the joint structure is the mid-corner code shown in Fig.
  • the frame member of the present invention can make the tensile strength of the aluminum profile the same as that of the steel pipe, and the weight is less than 1 /2 of the steel pipe. The calculation is as follows:
  • ⁇ Steel skeleton column is a 40 x 50 x 1.75 rectangular steel pipe, its weight is 2.378kg per 1 meter long, and its tensile strength to the yield limit is
  • Rm is tensile strength
  • the unit is MPa
  • S is the cross-sectional area of rectangular steel pipe
  • the unit is square meter
  • the tensile strength Rm of rectangular steel pipe Q235 is 415MPa
  • available Tensile force is

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

Abstract

一种用于客车骨架结构的车架部件，涉及汽车制造领域。该车架部件包括一方形底板以及底板上设置的凹槽，底板与凹槽共同组成一方形的中空的管状结构。底板远离中空管状结构的第一翻边（105）和第二翻边（106）上分别设有铆孔（110），该车架部件为铝合金或镁合金材料制成。根据使用需要，可在中空管状结构中设置支撑筋（109）或者在方形中空管状结构远离底板的侧边设置平行于底板的翻边（107，108），支撑筋（109）与底板以及支撑筋(109）与远离底板的侧边的连接处可采用"Y"形结构连接，从而增强车架部件的抗冲击和抗弯曲能力。底板与凹槽的连接处，凹槽与在其上设置的翻边的连接处，以及其他拐角部分均采用圆角设计，避免了局部应力过于集中而导致裂纹的出现。

Description

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 7|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， 而且生锈后不能回收利用。 磷化液中的磷是一种 剧毒物质， 矩型钢管上所 喷的防锈漆也有毒性， 二者均严重污染环境。 发明内容
本发明所要解决的技术问题是提供一种新的铝合金或镁合金型材部件 来替代目前客车的钢制骨架型材， 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， 该部件本体 为带有至少一个平面管壁的中空管状结构，上述至少一个平面管壁为第一平 面管壁， 沿所述第一平面管壁向两侧分别延展形成第一翻边和第二翻边， 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： 采用铝合金或镁合金材料替代传统钢制材料， 大 幅延长了车架的使用寿命， 本发明进一步采用中空管状结构设计从而大幅降 低了采用此种车架部件的车体骨架的重量，对于本发明车架部件而言其重量 不到传统车架结构中钢管重量的一半， 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重量不到传统车架结构中 钢管重量的一半这一技术特征； 因采用此种车架部件的车体骨架重量的大幅 下降， 降低了汽车使用中的油耗， 节约了汽车的使用成本； 并且铝合金或镁 合金材料可防止对本发明车架部件的锈蚀， 当整车报废后， 还可回收利用。 第一平面管壁向两侧延展形成第一翻边和第二翻边增加了该中空管状结构 的强度， 使其更加抗弯、 抗扭， 翻边也便于该车架部件与其他部件的连接。 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， 所述第一翻边的宽度等于第二翻边的宽度。
采用上述进一步方案的有益效果是，将第一翻边和第二翻边设置成相等 宽度， 便于本发明车架部件的制造和组装。
进一步， 所述管状结构的截面为方形。
采用上述进一步方案的有益效果是，便于本发明车架部件与其他部件的 匹配和连接。
进一步， 与第一平面管壁对称设置的第四平面管壁向两侧延展形成第三 翻边和第四翻边。
采用上述进一步方案的有益效果是，进一步增强了本发明车架部件的强 度， 防止其因受力过度而弯曲。
进一步，所述第一翻边、第二翻边、第三翻边和第四翻边的宽度均相等。 采用上述进一步方案的有益效果是， 便于本发明车架部件的制造， 以及 与其他部件的匹配和连接。
进一步， 所述第一翻边和第二翻边上分别设有铆孔。
采用上述进一步方案的有益效果是， 第一翻边和第二翻边上设置的铆孔 便于本车架部件与其他部件之间的铆接， 从而增强其结合力。 进一步，连接第一平面管壁和第四平面管壁的第二平面管壁和第三平面 管壁分别设有铆孔。
进一步， 所述方形管状结构中设有支撑筋。
采用上述进一步方案的有益效果是， 支撑筋进一步增强了本发明车架部 件的强度， 使得其不易被扭曲或弯曲。
进一步， 所述支撑筋与第一平面管壁的连接处为三角形中空结构， 和 / 或所述支撑筋与第四平面管壁的连接处为三角形中空结构。
采用上述进一步方案的有益效果是，使支撑筋与第一平面管壁以及支撑 筋与第四平面管壁连接更加稳固， 并且中空的结构更加节省材料。
进一步， 所述第一翻边与管壁连接的拐角为圓角， 所述第二翻边与管壁 连接的拐角为圓角。
采用上述进一步方案的有益效果是， 防止当车架扭转时， 第五拐角以及 第六拐角因应力集中而产生裂纹。
进一步， 所述第三翻边与管壁连接的拐角为圓角， 所述第四翻边与管壁 连接的拐角为圓角。
采用上述进一步方案的有益效果是， 防止当车架扭转时， 第七拐角以及 第八拐角因应力集中而产生裂紋。
进一步， 所述第一翻边远离第二翻边的一端为圓角， 所述第二翻边远离 第一翻边的一端为圓角；所述中空管状结构中，管壁之间连接的拐角为圓角。
采用上述进一步方案的有益效果是， 防止当车架扭转时， 第一翻边的边 缘、 第二翻边的边缘、 管壁之间连接的拐角因应力集中而产生裂纹。
进一步， 所述第三翻边远离第四翻边的一端为圓角， 所述第四翻边远离 第三翻边的一端为圓角。
采用上述进一步方案的有益效果是， 防止当车架扭转时， 第三翻边的边 缘以及第四翻边的边缘因应力集中而产生裂纹。
进一步， 所述支撑筋与第一平面管壁的连接处为圓角， 所述支撑筋与第 四平面管壁的连接处为圓角。
采用上述进一步方案的有益效果是， 防止当车架扭转时， 支撑筋与第一 平面管壁的连接处以及支撑筋与第四平面管壁的连接处因应力集中而产生 裂紋。 进一步， 所述车架部件整体呈换形， 所述换形半径大于等于 16QQ 匪。 采用上述进一步方案的有益效果是，呈换形的车架部件使用于车顶以及 车体两侧， 可使车体具有美观的流线造型， 减小汽车行进时的阻力， 防止雨 水在车顶的聚集， 并且， 当本发明车架部件受到沿换形半径方向的外力沖击 时， 可使其局部受到的沖击分散至车架部件各处， 避免了因外力过大而导致 其变形的可能， 保证了车体的稳固。
进一步， 所述中空管状结构的长度为 40 ~ 14000 mm, 所述第一翻边与第 二翻边上最远端之间的距离为 40 ~ 200 mm,所述第一翻边的厚度为 2 ~ 10 mm, 所述和第二翻边的厚度为 2 ~ 10 匪， 所述中空管状结构的管壁厚度为 1 ~ 8 mm。
进一步，所述第一平面管壁与第四平面管壁上相距最远的两表面之间的 距离为 30 ~ 80 匪， 所述第二平面管壁与第三平面管壁上相距最远的两表面 之间的 巨离为 10mm-100mm。
进一步， 所述第三翻边与第四翻边上最远端之间的距离为 40 ~ 200 匪。 进一步， 所述支撑筋厚度为 0. 5 ~ 8 匪。
进一步， 所述圓角的圓角半径为 0. 5 ~ 10 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 1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为本发明车架部件实施方式 4的结构图；
图 8为图 1中本发明实施方式 4的车架部件沿 A方向的横截面剖视图； 图 9为本发明车架部件实施方式 5的结构图；
图 10为图 1中本发明实施方式 5的车架部件沿 A方向的横截面剖视图； 图 11为本发明车架部件实施方式 6的结构图；
图 12为图 1中本发明实施方式 6的车架部件沿 A方向的横截面剖视图； 图 1 3为本发明实施方式 1的车架部件作为顶横梁和立柱时的连接结构； 图 14为图 1 3中所使用的大角码的横截面结构图；
图 15为图 1 3中所使用的加强纵梁的横截面结构图；
图 16为本发明实施方式 1的车架部件作为侧围立柱与侧窗上纵梁的连 接结构图；
图 17为图 16中所使用的中角码的横截面结构图；
图 18为图 16中所使用的侧窗上纵梁的横截面结构图；
图 19为本发明实施方式 1的车架部件作为侧围立柱与侧窗下纵梁的连 接结构图。 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。
以下各实施例中， 本发明所述的车架部件均具有如下特征。
如图 1、 图 2所示， 本发明所述的车架部件包括一个中空的方形管状结 构， 该管状结构中的一个管壁， 即第一平面管壁 101在中空管状结构的第一 拐角 j l处向中空管状结构的外侧延伸形成第一翻边 105 , 第一平面管壁 1 01 在中空管状结构的第二拐角 j 2处向中空管状结构的外侧延伸形成第二翻边 106 ,第二平面管壁 102在方形管状结构的第一拐角 j l处与第一平面管壁 101 连接， 第三平面管壁 103在方形管状结构的第二拐角 j 2处与第一平面管壁 101连接，第四平面管壁 104在方形管状结构的第三拐角 j 3处与第二平面管 壁 102连接， 第四平面管壁 104在方形管状结构的第四拐角 j 4处与第三平 面管壁 103连接，第一翻边 105和第二翻边 1 06的宽度相等， 第一翻边 1 05、 第二翻边 106、 第二平面管壁 102和第三平面管壁 103上均设有铆孔 110。
第一翻边 1 05与第二平面管壁 102之间的第五拐角 j 5为圓角， 第二翻 边 106与第三平面管壁 103之间的第六拐角 j 6为圓角； 方形管状结构中， 第一拐角 j l、 第二拐角 j 2、 第三拐角 j 3以及第四拐角 j 4均为圓角； 第一 翻边 105远离第二翻边 106的一端以及第二翻边 106远离第一翻边 105的一 端均为圓角。此种圓角结构可以防止本发明车架部件在使用过程中因局部应 力集中而产生裂紋。
本发明所述的车架部件采用了镁合金或者 6005T5、 6005Τ6 , 6082Τ5、 6082Τ6、 7Α04、 7003或者 7005型铝合金， 从而保证其达到与钢材相近的强 度或高于钢材的强度。
以下对不同结构的实施例进行具体描述。
实施方式 1
如图 1、 图 2所示， 本实施方式车架部件 1中， 中空管状结构的长度为 40 - 14000 mm, 更为优选地为 300 ~ 4500 匪， 第一翻边 1 05与第二翻边 106 上最远端之间的距离为 40 ~ 200 匪， 更为优选地为 50 ~ 120 匪； 第一翻边 105和第二翻边 1 06厚度为 2 ~ 10 匪， 更为优选地为 3 ~ 7 匪； 中空的管状 结构厚度， 即第一平面管壁 1 01、 第二平面管壁 102、 第三平面管壁 103和 第四平面管壁 104的厚度均为 1 ~ 8 mm, 更为优选地为 3 ~ 7 mm; 车架部件 1 的高度， 即第一平面管壁 1 01与第四平面管壁 1 04上相距最远的两表面之间 的距离为 30 ~ 80 mm, 更为优选地为 35 ~ 70 匪； 第二平面管壁 102与第三 平面管壁 103上相距最远的两表面之间的距离为 1 0 ~ 100 匪， 更为优选地为 20 - 60 匪； 第五拐角 j 5和第六拐角 j 6的圓角半径为 0. 5 ~ 10 mm, 更为优 选地为 0. 5 ~ 6 mm; 呈换形的车架部件 1 , 其换形半径大于等于 1600 mm, 更 为优选地为 4000 ~ 10000 mm。
本实施方式的车架部件 1可设计为换形， 这样， 将呈换形的车架部件 1 使用于车顶以及车体两侧， 可使车体具有美观的流线造型， 减小汽车行进时 的阻力， 防止雨水在车顶的聚集， 并且， 当本实施方式的车架部件 1受到沿 换形半径方向的外力沖击时， 可使其局部受到的沖击分散至车架部件各处， 避免了因外力过大而导致其变形的可能， 保证了车体的稳固。
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 中空管状结构
40 800 1200 2500 14000 长度 ( mm )
第一翻边 105
与第二翻边 106
40 80 1 10 140 200 上最远端之间
的 巨离 （mm )
第一翻边 105
2 3. 5 4 5 10 厚度（匪 ）
第二翻边 106
2 3. 5 4 5 10 厚度（匪 ）
中空的管状结
1 3 3. 5 4 8 构厚度（匪 ）
车架部件 1的
30 40 50 70 80 高度 ( mm )
第二平面管壁
102与第三平面
管壁 103上相
10 30 50 70 100 距最远的两表
面之间的 巨离
( mm )
第五拐角 j 5的
0. 5 3. 5 5 8 10 圓角半径（ 匪 ）
第六拐角 j 6的
0. 5 3. 5 5 8 10 圓角半径（ 匪 ）
换形半径（ 匪 ） 1600 4000 7000 1 0000 30000 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 部件在实施方式 1的基础上， 在方形管状结构中， 第四平面管壁 1 04在第 三拐角 j 3处向中空管状结构的外侧延伸形成第三翻边 1 07 , 第四平面管壁 104在第四拐角 j 4处向中空管状结构的外侧延伸形成第四翻边 108 ; 第三翻 边 107与第四翻边 108上最远端之间的距离，和第一翻边 105与第二翻边 106 上最远端之间的距离相一致， 为 40 ~ 200 mm, 更为优选地为 50 ~ 100 匪；第 三翻边 107和第四翻边 108的厚度为 2 ~ 10 匪， 更为优选地为 2. 5 ~ 5 匪； 第三翻边 107与第二平面管壁 102之间的第七拐角 j 7以及第四翻边 1 08与 第三平面管壁 103 之间的的第八拐角 j 8 均为圓角， 其圓角的圓角半径为 0. 5 ~ 10 mm, 更为优选地为 2 ~ 6 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： 实施例 6 实施例 7 实施例 8 实施例 9 实施例 10 中空管状结构
40 800 1200 2500 14000 长度 ( mm )
第一翻边 105
与第二翻边
106上最远端 40 80 1 10 140 200 之间的 巨离
( mm )
第三翻边 107
与第四翻边
108上最远端 40 80 1 10 140 200 之间的 巨离
( mm )
第一翻边 105
2 3. 5 4 5 10 厚度（匪 ）
第二翻边 106
2 3. 5 4 5 10 厚度（匪 ）
第三翻边 107 2 3. 5 4 5 10 厚度（匪 ）
第四翻边 108
2 3.5 4 5 10 厚度（匪 ）
中空的管状结
1 3 3.5 4 8 构壁厚（ 匪 ）
车架部件的高
30 40 50 70 80 度 ( mm )
第二平面管壁
102与第三平
面管壁 103上
10 30 50 70 100 相距最远的两
表面之间的 巨
离 （mm)
第五拐角 j5
的圓角半径 0.5 3.5 5 8 10 ( mm )
第六拐角 j6
的圓角半径 0.5 3.5 5 8 10 ( mm )
第七拐角 j7
的圓角半径 0.5 3.5 5 8 10 ( mm )
第八拐角 j8
的圓角半径 0.5 3.5 5 8 10 ( mm )
换形半径（ 匪 ） 1600 4000 7000 10000 30000
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 架部件是在实施方式 1的基础上， 在方形管状结构中， 设置有支撑筋 109 , 支撑筋 109分别连接第一平面管壁 101和第四平面管壁 104 , 支撑筋 109与 第一平面管壁 101的连接处以及支撑筋 109与第四平面管壁 104的连接处均 为圓角，以防止因局部应力过大而产生裂痕。支撑筋 109的厚度为 0. 5 ~ 8 匪, 更为优选地为 2 ~ 4 mm。
实施例 1 1-15
按照实施例 3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：
Figure imgf000012_0001
表面之间的 巨
离 （mm )
第五拐角 j 5
的圓角半径 0. 5 3. 5 5 8 10 ( mm )
第六拐角 j 6
的圓角半径 0. 5 3. 5 5 8 10 ( mm )
换形半径（ 匪 ） 1600 4000 7000 1 0000 30000 实施方式 4
如图 7、 图 8所示， 为本发明实施方式 4的车架部件。 实施方式 4的车 架部件是在实施方式 2中的基础上，在方形管状结构中，设置有支撑筋 109 , 支撑筋 109分别连接第一平面管壁 101和第四平面管壁 104 , 支撑筋 109与 第一平面管壁 101的连接处以及支撑筋 109与第四平面管壁 104的连接处均 为圓角，以防止因局部应力过大而产生裂痕。支撑筋 109的厚度为 0. 5 ~ 8 匪， 更为优选地为 2 ~ 4 mm。
实施例 16-20
按照实施方式 4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：
Figure imgf000013_0001
与第四翻边
108上最远端
之间的 巨离
( mm )
第一翻边 105
2 3. 5 4 5 10 厚度（匪 ）
第二翻边 106
2 3. 5 4 5 10 厚度（匪 ）
第三翻边 107
2 3. 5 4 5 10 厚度（匪 ）
第四翻边 108
2 3. 5 4 5 10 厚度（匪 ）
中空的管状结
1 3 3. 5 4 8 构壁厚（ 匪 ）
车架部件的高
30 40 50 70 80 度 ( mm )
第二平面管壁
102与第三平
面管壁 1 03上
10 30 50 70 1 00 相距最远的两
表面之间的 巨
离 （mm )
支撑筋 1 09厚
0. 5 2 3 4 8 度 ( mm )
第五拐角 j 5
的圓角半径 0. 5 3. 5 5 8 10 ( mm )
第六拐角 j 6
的圓角半径 0. 5 3. 5 5 8 10 ( mm ) 第七拐角 j 7
的圓角半径 0. 5 3. 5 5 8 10 ( mm )
第八拐角 j 8
的圓角半径 0. 5 3. 5 5 8 10 ( mm )
换形半径（ 匪 ） 1600 4000 7000 1 0000 30000 实施方式 5
如图 9、 图 10所示， 为本发明实施方式 5的车架部件。 实施方式 5的车 架部件是在实施方式 3的基础上，在支撑筋 109与第一平面管壁 101的连接 处采用了三角形中空结构，在支撑筋 109与第四平面管壁 104的连接处也采 用了三角形中空结构。此种三角形中空结构结构进一步加强了本发明车架部 件的抗弯曲和抗扭能力， 从而进一步保障了本车架部件所使用车体的安全， 并且中空的结构更加节省材料。 三角形中空结构的侧壁厚度为 1 ~ 6 匪， 更 为优选地为 2 - 4 mm。
实施例 21-25
按照实施方式 5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：
Figure imgf000015_0001
厚度（匪 ）
支撑筋 1 09厚
0. 5 2 3 4 8 度 ( mm )
三角形中空结
构的侧壁厚度 1 2 3 4 6 ( mm )
中空的管状结
1 3 3. 5 4 8 构壁厚（ 匪 ）
车架部件的高
30 40 50 70 80 度 ( mm )
第二平面管壁
102与第三平
面管壁 1 03上
10 30 50 70 100 相距最远的两
表面之间的 巨
离 （mm )
第五拐角 j 5
的圓角半径 0. 5 3. 5 5 8 10 ( mm )
第六拐角 j 6
的圓角半径 0. 5 3. 5 5 8 10 ( mm )
换形半径（ 匪 ） 1600 4000 7000 1 0000 30000 实施方式 6
如图 11、 图 12所示， 为本发明实施方式 6的车架部件。 实施方式 6的 车架部件是在实施方式 4中的基础上，在支撑筋 109与第一平面管壁 101的 连接处采用了三角形中空结构，在支撑筋 109与第四平面管壁 1 04的连接处 也采用了三角形中空结构。此种三角形中空结构结构进一步加强了本发明车 架部件的抗弯曲和抗扭能力，从而进一步保障了本车架部件所使用车体的安 全， 并且中空的结构更加节省材料。 实施方式 6的车架部件结构是实施方式 1 ~ 6中抗弯曲抗扭力最强的一种结构，可以应用于车架中最易受到撞击或者 所受应力最大的部分， 从而保证车体的坚固和安全。 三角形中空结构的侧壁 厚度为 1 - 6 mm, 更为优选地为 2 ~ 4 mm。
实施例 26-30
按照实施方式 6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：
Figure imgf000017_0001
车架部件的高
30 40 50 70 80 度 ( mm )
第二平面管壁
102与第三平
面管壁 103上
10 30 50 70 100 相距最远的两
表面之间的 巨
离 （mm)
支撑筋 109厚
2.5 3 3.5 4 5 度 ( mm )
三角形中空结
构的侧壁厚度 1 2 3 4 6 ( mm )
第五拐角 j5
的圓角半径 0.5 3.5 5 8 10 ( mm )
第六拐角 j6
的圓角半径 0.5 3.5 5 8 10 ( mm )
第七拐角 j7
的圓角半径 0.5 3.5 5 8 10 ( mm )
第八拐角 j8
的圓角半径 0.5 3.5 5 8 10 ( mm )
换形半径（ 匪 ） 1600 4000 7000 10000 30000 如图 13所示， 为本发明实施方式 1的车架部件 1与车架中其它部件的 连接结构图。 图 13中， 本发明车架部件 1作为车架整体结构中的顶横梁 la 和立柱 lb, 通过铆釘 le与大角码 lc和加强纵梁 Id连接。 具体地， 顶横梁 la中的第一翻边和第二翻边透过铆孔用铆釘 l e与大角码 l c的一个角铆接； 立柱 lb中的第一翻边和第二翻边透过铆孔用铆釘 l e与加强纵梁 I d以及大 角码 l c的另一个角铆接。
图 1 3中的连接结构中的大角码 l c横截面结构如图 14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 l c的夹角角度范围为 80° - 140° , 更为优选地为 95° - 120° , 其角度的 变化可直接导致车体框架形状的变化； 加强纵梁 Id横截面如图 15所示， 为 一槽型结构， 可加强车体的侧围骨架强度， 其转角处以及边缘均设置成圓角 形状， 从而避免车架扭转时裂纹的产生。 顶横梁 la或者立柱 l b可采用换形 形状， 其换形半径大于等于 1600 匪， 此处优选的顶横梁 l a 的换形半径为 7000 mm, 立柱 lb采用换形或者换形半径为 18000 匪。 图 1 3所示的连接结 构， 可加强车架中车体两侧与车顶的连接强度。
图 16为本发明实施方式 1的车架部件 1作为车架的侧围立柱 2a与侧窗 上纵梁的连接结构。 图 16中， 侧围立柱 2a靠近其底板的两个侧边分别通过 第一中角码 2d和第二中角码 2e与第一侧窗上纵梁 2c和第二侧窗上纵梁 2d 进行铆接， 该结构的主要作用是使车体两侧更加稳固以及对车窗玻璃进行固 定。
该连接结构中，所使用的第一中角码 2d和第二中角码 2e的横截面结构 如图 17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。
第一侧窗上纵梁 2c和第二侧窗上纵梁 2d的横截面如图 18所示， 侧窗 上纵梁为一 "U" 型结构， 其中一个侧壁长于另一个侧壁， 较短的侧壁末端 伸出一个弯壁 2f , 当在弯壁 2f 所在侧壁一侧安装蒙皮时，此弯壁 2f 由于更 加靠近蒙皮，使得其与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。
图 19为本发明实施方式 1的车架部件 1作为车架的侧围立柱 2a与侧窗 下纵梁的连接结构。 图 19中， 侧围立柱 2a靠近其底板的两个侧边分别通过 第三中角码 2 i和第四中角码 2 j与第一侧窗下纵梁 2g和第二侧窗下纵梁 2h 进行铆接， 该结构的主要作用是使车体两侧更加稳固以及对车窗玻璃进行固 定和支撑。 该连接结构中所使用的中角码为图 17所示的中角码， 所使用的第一侧 窗下纵梁 2g和第二侧窗下纵梁 2h与图 18中所示的侧窗上纵梁相同， 其弯 壁 2f 的作用与图 18中所示的侧窗上纵梁的作用也相同。
本发明车架部件可使铝型材抗拉力与钢管相同的情况下，重量不到钢管 的 1 /2 , 现计算比较如下：
^殳钢骨架立柱为 40 x 50 x 1. 75 矩形钢管， 则其 1 米长的重量为 2. 378kg , 其到屈服极限时的抗拉力为
F=Rm X S
其中 Rm是抗拉强度，单位是 MPa， S为矩形钢管截面积，单位是平方米， 矩形钢管 Q235的抗拉强度 Rm是 415MPa ,计算可知矩形钢管截面积 S=0. 0003 平方米， 可得抗拉力为
F=Rm x S=124500 (牛 )
而本发明中图 1 的车架部件， 在其截面积为 S=0. 00043平方米， 采用 6082T6型铝合金的情况下， 其抗拉强度为 Rm=310 MPa， 可得抗拉力为
F=Rm x S=1 33300 (牛）
其 1米长的重量为
G=2. 7g/cm3 430cm3=l . 16 kg 由此可知图 1所示的车架部件采用 6082T6型铝合金材料， 到其屈服极 限时的抗拉力略高于矩形钢管立柱， 而重量却不到矩形钢管窗立柱的一半。
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： 该部件本体为带有至少一个平面管壁 的中空管状结构， 上述至少一个平面管壁为第一平面管壁， 沿所述第一平面 管壁向两侧分别延展形成第一翻边和第二翻边， 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： 所述第一翻边的宽 度等于第二翻边的宽度。
3. 根据权利要求 1所述的车架部件， 其特征在于： 所述管状结构的截 面为方形。
4. 根据权利要求 3所述的车架部件， 其特征在于： 与第一平面管壁对 称设置的第四平面管壁向两侧延展形成第三翻边和第四翻边。
5. 根据权利要求 4所述的车架部件， 其特征在于： 所述第一翻边、 第 二翻边、 第三翻边和第四翻边的宽度均相等。
6. 根据权利要求 1所述的车架部件， 其特征在于： 所述第一翻边和第 二翻边上分别设有铆孔。
7. 根据权利要求 3至 5任一项所述的车架部件， 其特征在于： 连接第 一平面管壁和第四平面管壁的第二平面管壁和第三平面管壁上分别设有铆 孔。
8. 根据权利要求 3至 5任一项所述的车架部件， 其特征在于： 所述方 形管状结构中设有支撑筋。
9. 根据权利要求 7所述的车架部件， 其特征在于： 所述支撑筋与第一 平面管壁的连接处为三角形中空结构， 和 /或所述支撑筋与第四平面管壁的 连接处为三角形中空结构。
1 0.根据权利要求 1至 5任一项所述的车架部件， 其特征在于： 所述第 一翻边与管壁连接的拐角为圓角， 所述第二翻边与管壁连接的拐角为圓角。
1 1.根据权利要求 4或 5所述的车架部件， 其特征在于： 所述第三翻边 与管壁连接的拐角为圓角， 所述第四翻边与管壁连接的拐角为圓角。
12.根据权利要求 1至 5任一项所述的车架部件， 其特征在于： 所述第 一翻边远离第二翻边的一端为圓角，所述第二翻边远离第一翻边的一端为圓 角； 所述中空管状结构中， 管壁之间连接的拐角为圓角。
13.根据权利要求 4或 5所述的车架部件， 其特征在于： 所述第三翻边 远离第四翻边的一端为圓角， 所述第四翻边远离第三翻边的一端为圓角。
14.根据权利要求 8所述的车架部件， 其特征在于： 所述支撑筋与第一 平面管壁的连接处为圓角， 所述支撑筋与第四平面管壁的连接处为圓角。
15.根据权利要求 1至 5任一项所述的车架部件， 其特征在于： 所述车 架部件整体呈换形， 所述换形半径大于等于 16QQ 匪。
16.根据权利要求 1至 5任一项所述的车架部件， 其特征在于： 所述中 空管状结构的长度为 40 ~ 14000 匪， 所述第一翻与第二翻边上最远端之间的 距离为 40 ~ 200 mm, 所述第一翻边的厚度为 2 ~ 10 mm, 所述第二翻边的厚 度为 2 ~ 10 mm, 所述中空管状结构的管壁厚度为 1 ~ 8 匪。
17.根据权利要求 3至 5任一项所述的车架部件， 其特征在于： 所述第 一平面管壁与第四平面管壁上相距最远的两表面之间的距离为 30 ~ 80 mm, 所述第二平面管壁与第三平面管壁上相距最远的两表面之间的距离为 10mm - 100mm。
18.根据权利要求 4或 5所述的车架部件， 其特征在于： 所述第三翻边 与第四翻边上最远端之间的距离为 40 - 200 匪。
19.根据权利要求 8所述的车架部件， 其特征在于： 所述支撑筋厚度为 0. 5 ~ 8 mm。
20.根据权利要求 10所述的车架部件， 其特征在于： 所述圓角的圓角半 径为 0. 5 ~ 10 mm。
21.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 6005T5、 6005Τ6、 6082Τ5、 6082Τ6、 7Α04、 7003或者 7005型铝合金。
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CN107031730A (zh) * 2017-06-02 2017-08-11 爱普车辆（中国）有限公司 一种客车顶置电池铝车身结构
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