CN214001815U - Lightweight front suspension framework structure of passenger car - Google Patents
Lightweight front suspension framework structure of passenger car Download PDFInfo
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- CN214001815U CN214001815U CN202022820685.8U CN202022820685U CN214001815U CN 214001815 U CN214001815 U CN 214001815U CN 202022820685 U CN202022820685 U CN 202022820685U CN 214001815 U CN214001815 U CN 214001815U
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- thrust rod
- front suspension
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- central keel
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Abstract
The utility model discloses a lightweight front suspension framework structure of a passenger car, which comprises a frame, a luggage compartment front suspension, a front suspension and a central keel front suspension framework; the front end of the frame is provided with a luggage compartment front suspension and a central keel front suspension framework; the central keel front suspension framework is connected with the front suspension; the front suspension comprises a suspension main body, a longitudinal thrust rod, a transverse thrust rod and a transverse stabilizer rod; the transverse thrust rod seat is a ball head fixing end; the central keel front suspension framework is a single-layer framework; the upper longitudinal thrust rod seat, the lower longitudinal thrust rod seat and the front suspension framework of the central keel are respectively connected through an upper longitudinal thrust rod connecting structure and a lower longitudinal thrust rod connecting structure; the transverse thrust rod seat is connected with the front suspension framework of the central keel through a transverse thrust rod connecting structure; the transverse stabilizer bar is connected with the central keel front suspension framework through a transverse stabilizer bar connecting structure. In the scheme, the auxiliary frame structure is omitted, the suspension frame structure is optimized, and the self weight is reduced to a certain extent; the local reinforcing design of each connection structure improves the intensity of structure.
Description
Technical Field
The utility model relates to a passenger train lightweight front suspension and skeleton texture simplifies the structure furthest, reduces the reorganization quality, and five connecting rod dependent suspensions before the mainly used passenger train are not.
Background
The application of preceding five connecting rod dependent suspensions on high-end passenger train has greatly improved the stability of controlling of passenger train, nevertheless receives the suspension structure influence, and sub vehicle frame cooperation suspension adopts bilayer structure, and the design is more complicated, leads to weight heavier, as shown in figure 10, for prior art's old central keel front overhang skeleton 4 a. The outer-layer lower longitudinal beam of the auxiliary frame is designed for avoiding the disconnection of the ball head of the thrust rod, and is not beneficial to ensuring the local structural strength. The transverse thrust rod support is communicated from left to right, so that the strength is redundant, and the weight is heavier.
Disclosure of Invention
The utility model discloses the purpose is: provides a light-weight front suspension framework structure of a passenger car, which improves the structural strength and reduces the weight of a suspension and a frame framework so as to reduce the vehicle preparation quality
The technical scheme of the utility model is that: a light front suspension framework structure of a passenger car comprises a frame, a front suspension of a luggage compartment, a front suspension and a central keel front suspension framework; the front end of the frame is provided with a luggage compartment front suspension and a central keel front suspension framework; the central keel front suspension framework is connected with the front suspension; the front suspension comprises a suspension main body, a longitudinal thrust rod, a transverse thrust rod and a transverse stabilizer rod; longitudinal thrust rods are arranged at two ends of the front suspension; the longitudinal thrust rod is divided into an upper longitudinal thrust rod and a lower longitudinal thrust rod; the end part of the upper longitudinal thrust rod is provided with an upper longitudinal thrust rod seat; the end part of the lower longitudinal thrust rod is provided with a lower longitudinal thrust rod seat; a transverse stabilizer bar is arranged on the front suspension on one side of the longitudinal thrust rod; a transverse thrust rod is transversely arranged on the front suspension; one end of the transverse thrust rod is provided with a transverse thrust rod seat; the transverse thrust rod seat is a ball head fixing end; the central keel front suspension framework is a single-layer framework; the upper longitudinal thrust rod seat is connected with the front suspension framework of the central keel through an upper longitudinal thrust rod connecting structure; the lower longitudinal thrust rod seat is connected with the front suspension framework of the central keel through a lower longitudinal thrust rod connecting structure; the transverse thrust rod seat is connected with the front suspension framework of the central keel through a transverse thrust rod connecting structure; the transverse stabilizer bar is connected with the central keel front suspension framework through a transverse stabilizer bar connecting structure.
Preferably, the upper longitudinal thrust bar connecting structure comprises an upper thrust bar beam and an upper beam connecting piece; the upper thrust rod beam is transversely arranged on the front suspension framework of the central keel; the upper longitudinal thrust rod seat is connected with the upper thrust rod beam; channel steel is embedded in the beam of the upper thrust rod; the upper crossbeam connecting piece is arranged at two ends of the crossbeam of the upper thrust rod.
Preferably, the upper crossbeam connecting piece is a box-shaped connecting piece; the upper cross beam connecting piece is connected with the section of the vehicle body.
Preferably, the lower longitudinal thrust bar connecting structure comprises a lower thrust bar beam and a lower beam connecting piece; the lower thrust rod cross beam is transversely arranged on the front suspension framework of the central keel; the lower longitudinal thrust rod seat is connected with the lower thrust rod cross beam; the lower thrust rod beam is square steel with two sealed ends; the lower beam connecting piece is arranged on the front side of the lower thrust rod beam.
Preferably, the lower cross beam connecting piece is an L-shaped connecting piece; the lower cross beam connecting piece is connected with the cross section of the vehicle body.
Preferably, the lateral thrust rod connecting structure comprises a lateral thrust rod connecting plate and a lateral thrust rod reinforcing rib; the transverse thrust rod reinforcing rib is arranged on the outer side of the front suspension framework of the central keel; the transverse thrust rod reinforcing rib is fixedly connected with the central keel front suspension framework and the transverse thrust rod connecting plate; the transverse thrust rod seat is connected with the transverse thrust rod connecting plate; and the transverse thrust rod connecting plate is welded with the longitudinal beam, the cross beam and the inclined strut which are adjacent to each other on the central keel front suspension framework.
Preferably, the stabilizer bar connecting structure comprises a stabilizer bar suspender support and a suspender support connecting plate; the suspender support connecting plate is connected with the central keel front suspension framework; the transverse stabilizer bar suspender support is connected with the suspender support connecting plate; and a suspender support reinforcing rib is arranged between the suspender support connecting plate and the central keel front suspension framework.
Preferably, a reinforcing plate is arranged between the inclined strut of the central keel front suspension framework and the adjacent longitudinal beam or transverse beam.
The utility model has the advantages that:
1. the auxiliary frame structure is omitted from the frame, so that the weight of the frame is greatly reduced;
2. the suspension structure is optimized, and the self weight is reduced;
3. the local reinforcement design of each connecting structure improves the strength of the structure, and the operation stability is also obviously improved;
4. the reduction of the service weight contributes to the reduction of the manufacturing cost of the entire vehicle.
Drawings
The invention will be further described with reference to the following drawings and examples:
FIG. 1 is a schematic overall structure diagram of a lightweight front suspension framework structure of a passenger car;
FIG. 2 is a schematic structural diagram of a frame and a front luggage compartment suspension of a lightweight front suspension framework structure of a passenger car;
fig. 3 is a schematic structural view of a front suspension and a center keel front suspension framework of a light-weight front suspension framework structure of a passenger car;
FIG. 4 is a schematic front view of a front suspension of a light-weight front suspension framework structure of a passenger car;
FIG. 5 is a schematic diagram of a right-side view structure of a front suspension of a light-weight front suspension framework structure of a passenger car;
FIG. 6 is a schematic perspective view of a center keel front suspension framework of a light-weight front suspension framework structure of a passenger car;
fig. 7 is a schematic top view structural view of a center keel front suspension framework of a light-weight front suspension framework structure of a passenger car;
FIG. 8 is a schematic side view of a lower cross beam connector of a lightweight front suspension frame structure of a passenger car;
FIG. 9 is a schematic side view of an upper cross beam connecting piece of a lightweight front suspension framework structure of a passenger car;
figure 10 is a schematic view of a prior art old center keel front suspension skeleton structure.
Detailed Description
Example (b):
as shown in fig. 1-9, a light-weight front suspension framework structure of a passenger car comprises a frame 1, a luggage compartment front suspension 2, a front suspension 3 and a central keel front suspension framework 4; the front end of the frame 1 is provided with a luggage compartment front suspension 2 and a central keel front suspension framework 4; the central keel front suspension framework 4 is connected with the front suspension 3; the front suspension 3 comprises a longitudinal thrust rod, a transverse thrust rod 31 and a transverse stabilizer bar 32; longitudinal thrust rods are arranged at two ends of the front suspension 3, and a longitudinal thrust rod seat of the front suspension adopts a brand new die, so that the structure is optimized, and the weight of a support body is reduced; the longitudinal thrust rods are divided into an upper longitudinal thrust rod 33 and a lower longitudinal thrust rod 34; the end part of the upper longitudinal thrust rod 33 is provided with an upper longitudinal thrust rod seat 35; the end part of the lower longitudinal thrust rod 34 is provided with a lower longitudinal thrust rod seat 36; a transverse stabilizer bar 32 is arranged on the front suspension 3 at one side of the longitudinal thrust rod; a transverse thrust rod 31 is transversely arranged on the front suspension 3; one end of the transverse thrust rod 31 is provided with a transverse thrust rod seat 37; the transverse thrust rod seat 37 is a ball-head-shaped fixed end, and the weight of the transverse thrust rod seat is reduced compared with that of a transverse thrust rod seat of a left-right through type cross beam in the prior art; the central keel front suspension framework 4 is a single-layer framework; the upper longitudinal thrust rod seat 35 is connected with the central keel front suspension frame 4 through an upper longitudinal thrust rod connecting structure; the lower longitudinal thrust rod seat 36 is connected with the central keel front suspension framework 4 through a lower longitudinal thrust rod connecting structure; the transverse thrust rod seat 37 is connected with the central keel front suspension framework 4 through a transverse thrust rod connecting structure; the stabilizer bar 32 is connected with the center keel front suspension frame 4 through a stabilizer bar connecting structure.
The upper longitudinal thrust bar connection structure includes an upper thrust bar beam 331 and an upper beam connection member 332; the upper thrust rod beam 331 is transversely arranged on the central keel front suspension framework 4; the upper longitudinal thrust bar seat 35 is connected with an upper thrust bar beam 331; channel steel is embedded in the upper thrust rod beam 331; stress concentration at the support is reduced; the upper beam connectors 332 are disposed at both ends of the upper thrust rod beam 331; the upper cross beam connecting piece 332 is a box-shaped connecting piece, and the upper cross beam connecting piece 332 is connected with the section of the vehicle body to disperse stress.
The lower longitudinal thrust bar connection structure includes a lower thrust bar beam 341 and a lower beam connector 342; the lower thrust beam 341 is transversely arranged on the central keel front suspension frame 4; the lower longitudinal thrust bar base 36 is connected with a lower thrust bar cross beam 341; the lower thrust rod beam 341 is square steel with two sealed ends to reduce the stress concentration at the end; the lower beam connector 342 is disposed at the front side of the lower thrust beam 341; the lower beam connector 342 is an L-shaped connector; the lower cross member connecting member 342 is connected to the vehicle body section. The lower longitudinal thrust rod seat 36 is connected with a lower thrust rod beam 341 made of large-size square steel, and the front part of the lower thrust rod beam 341 is connected with the cross section of the vehicle body through an L-shaped connecting plate to transmit longitudinal stress to the cross sections at two sides.
The transverse thrust rod connecting structure comprises a transverse thrust rod connecting plate 311 and a transverse thrust rod reinforcing rib 312; the transverse thrust rod reinforcing rib 312 is arranged on the outer side of the central keel front suspension framework 4; the transverse thrust rod reinforcing rib 312 is fixedly connected with the central keel front suspension framework 4 and the transverse thrust rod connecting plate 311; the transverse thrust rod seat 37 is connected with a transverse thrust rod connecting plate 311; and the transverse thrust rod connecting plate 311 is welded with the adjacent longitudinal beam 41, the cross beam 42 and the inclined strut 43 on the central keel front suspension framework 4. Because the fixed end of the transverse thrust rod exceeds the width of the frame, the connecting plate 311 of the transverse thrust rod is used as an embedded part at the fixed end of the transverse thrust rod 31, the connecting plate 311 of the transverse thrust rod is welded with the adjacent longitudinal beam 41, the cross beam 42 and the inclined strut 43 on the front suspension framework 4 of the central keel, and the reinforcing rib 312 of the transverse thrust rod is welded and fixed with the outer side of the front suspension framework 4 of the central keel, thereby being used as an embedded part of a seat 37 of the transverse thrust rod and also used as a reinforcing plate to play a role of reinforcement; the inclined strut 43, the inclined strut right side reinforcing plate 44 and the cross beam 42 connect the left and right side central keel front suspension frameworks 4 into a whole, and stress can be led to the right side frame and the rear side section from the fixed end of the left side thrust rod so as to disperse stress.
The transverse stabilizer bar connecting structure comprises a transverse stabilizer bar suspender support 321 and a suspender support connecting plate 322; the suspender support connecting plate 321 is connected with the central keel front suspension framework 4; the transverse stabilizer bar suspender support 321 is connected with the suspender support connecting plate 322; a suspender support reinforcing rib 323 is arranged between the suspender support connecting plate 322 and the central keel front suspension framework 4; and a reinforcing plate 44 is arranged between the inclined strut 43 of the central keel front suspension framework 4 and the adjacent longitudinal beam 41 or transverse beam 42. The transverse stabilizer bar suspender support 321 exceeds the frame width, and a suspender support connecting plate 322 is welded with the central keel front suspension framework 4 at the transverse stabilizer bar suspender support 321 to be used as an embedded part of the transverse stabilizer bar suspender support 321; the connecting rod support connecting plate 322 is welded with the upper thrust rod beam 331, the side surface and the rod support reinforcing rib 323 are welded with the side surface of the central keel front suspension framework 4, and the connecting rod support connecting plate serves as an embedded part of the transverse stabilizer rod support 321 and also plays a role in reinforcing the thrust rod beam; a cross beam 42 is arranged in the middle of the central keel front suspension framework 4 at the rear side suspender support reinforcing rib 323 and connected with the left side and the right side of the central keel front suspension framework 4, so that the torsional rigidity of the frame is ensured.
Therefore, the weight of the suspension and the frame is greatly reduced, the weight reduction ratio is about 33%, the structural strength is not reduced through CAE analysis, and the overall economy and the operation stability of the whole vehicle are obviously improved due to the reduction of the servicing quality.
The above embodiments are merely illustrative of the principles and effects of the present invention, and are not to be construed as limiting the invention. Modifications and variations can be made to the above-described embodiments by those skilled in the art without departing from the spirit and scope of the present invention. Accordingly, it is intended that all equivalent modifications or changes which may be made by those skilled in the art without departing from the spirit and technical concepts of the present invention be covered by the claims of the present invention.
Claims (8)
1. The utility model provides a passenger train lightweight front overhang skeleton texture which characterized in that: comprises a frame, a luggage compartment front suspension, a front suspension and a central keel front suspension framework; the front end of the frame is provided with a luggage compartment front suspension and a central keel front suspension framework; the central keel front suspension framework is connected with the front suspension; the front suspension comprises a suspension main body, a longitudinal thrust rod, a transverse thrust rod and a transverse stabilizer rod; longitudinal thrust rods are arranged at two ends of the front suspension; the longitudinal thrust rod is divided into an upper longitudinal thrust rod and a lower longitudinal thrust rod; the end part of the upper longitudinal thrust rod is provided with an upper longitudinal thrust rod seat; the end part of the lower longitudinal thrust rod is provided with a lower longitudinal thrust rod seat; a transverse stabilizer bar is arranged on the front suspension on one side of the longitudinal thrust rod; a transverse thrust rod is transversely arranged on the front suspension; one end of the transverse thrust rod is provided with a transverse thrust rod seat; the transverse thrust rod seat is a ball head fixing end; the central keel front suspension framework is a single-layer framework; the upper longitudinal thrust rod seat is connected with the front suspension framework of the central keel through an upper longitudinal thrust rod connecting structure; the lower longitudinal thrust rod seat is connected with the front suspension framework of the central keel through a lower longitudinal thrust rod connecting structure; the transverse thrust rod seat is connected with the front suspension framework of the central keel through a transverse thrust rod connecting structure; the transverse stabilizer bar is connected with the central keel front suspension framework through a transverse stabilizer bar connecting structure.
2. The light-weight front suspension framework structure of the passenger car as claimed in claim 1, wherein: the upper longitudinal thrust rod connecting structure comprises an upper thrust rod beam and an upper beam connecting piece; the upper thrust rod beam is transversely arranged on the front suspension framework of the central keel; the upper longitudinal thrust rod seat is connected with the upper thrust rod beam; channel steel is embedded in the beam of the upper thrust rod; the upper crossbeam connecting piece is arranged at two ends of the crossbeam of the upper thrust rod.
3. The light-weight front suspension framework structure of the passenger car as claimed in claim 2, wherein: the upper crossbeam connecting piece is a box-shaped connecting piece; the upper cross beam connecting piece is connected with the section of the vehicle body.
4. The light-weight front suspension framework structure of the passenger car as claimed in claim 1, wherein: the lower longitudinal thrust rod connecting structure comprises a lower thrust rod beam and a lower beam connecting piece; the lower thrust rod cross beam is transversely arranged on the front suspension framework of the central keel; the lower longitudinal thrust rod seat is connected with the lower thrust rod cross beam; the lower thrust rod beam is square steel with two sealed ends; the lower beam connecting piece is arranged on the front side of the lower thrust rod beam.
5. The light-weight front suspension framework structure of the passenger car as claimed in claim 4, wherein: the lower cross beam connecting piece is an L-shaped connecting piece; the lower cross beam connecting piece is connected with the cross section of the vehicle body.
6. The light-weight front suspension framework structure of the passenger car as claimed in claim 1, wherein: the transverse thrust rod connecting structure comprises a transverse thrust rod connecting plate and a transverse thrust rod reinforcing rib; the transverse thrust rod reinforcing rib is arranged on the outer side of the front suspension framework of the central keel; the transverse thrust rod reinforcing rib is fixedly connected with the central keel front suspension framework and the transverse thrust rod connecting plate; the transverse thrust rod seat is connected with the transverse thrust rod connecting plate; and the transverse thrust rod connecting plate is welded with the longitudinal beam, the cross beam and the inclined strut which are adjacent to each other on the central keel front suspension framework.
7. The light-weight front suspension framework structure of the passenger car as claimed in claim 1, wherein: the transverse stabilizer bar connecting structure comprises a transverse stabilizer bar suspender support and a suspender support connecting plate; the suspender support connecting plate is connected with the central keel front suspension framework; the transverse stabilizer bar suspender support is connected with the suspender support connecting plate; and a suspender support reinforcing rib is arranged between the suspender support connecting plate and the central keel front suspension framework.
8. The light-weight front suspension framework structure of the passenger car as claimed in claim 1, wherein: and a reinforcing plate is arranged between the inclined strut of the central keel front suspension framework and the adjacent longitudinal beam or transverse beam.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022820685.8U CN214001815U (en) | 2020-11-30 | 2020-11-30 | Lightweight front suspension framework structure of passenger car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022820685.8U CN214001815U (en) | 2020-11-30 | 2020-11-30 | Lightweight front suspension framework structure of passenger car |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN214001815U true CN214001815U (en) | 2021-08-20 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202022820685.8U Active CN214001815U (en) | 2020-11-30 | 2020-11-30 | Lightweight front suspension framework structure of passenger car |
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| Country | Link |
|---|---|
| CN (1) | CN214001815U (en) |
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2020
- 2020-11-30 CN CN202022820685.8U patent/CN214001815U/en active Active
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