车辆中回结构和工程车辆 技术领域 本发明涉及工程机械领域， 更具体地， 涉及一种车辆中回结构和工程车辆。 背景技术 现有技术中的工程车辆 （例如起重机） 的车辆中回结构 （即用于连接车辆的车架 体与回转支承的结构） 主要有两种形式。 图 1和图 2示出了现有技术中的一种形式的车辆中回结构。 如图 1和图 2所示， 车辆中回结构包括箱体 10 (例如是圆筒形的）和支撑结构， 该支撑结构包括多个支撑 板 53。进一步地， 多个支撑板 53交叉地设置成多个矩形。支撑结构焊接到箱体 10内， 还可在箱体 10的两侧焊接盖板 （未示出）。 图 3和图 4示出了现有技术中的另一种形式的车辆中回结构。如图 3和图 4所示， 车辆中回结构包括箱体 10 (例如是圆筒形的）和支撑结构， 该支撑结构包括多个支撑 板 51和内环体 52。 进一步地， 多个支撑板 51呈放射放设置在箱体 10内。 支撑结构 焊接到箱体 10内， 还可在箱体 10的两侧焊接盖板 （未示出）。 现有技术中的车辆中回结构在中小吨位的工程车辆 （例如起重机） 中有着广泛的 应用， 但是对于大吨位和超大吨位的工程车辆 （例如汽车起重机） 来说， 现有技术中 的车辆中回结构在各回转工况下， 其支撑板的应力分布非常不均， 局部应力偏大。 如 果要使车辆中回结构在 360°回转过程中的都满足强度和刚度的要求， 就必须增加支撑 板的整体厚度。 这样会使车辆中回结构的强度与质量之比、 刚度与质量之比并不是最 优的， 造成支撑板的力学性能不能得到充分应用并导致车架重量偏大的问题。 然而， 对于大吨位和超大吨位工程车辆 （例如全地面汽车起重机） 来说， 减轻下车自重以满 足公路行驶要求， 是其发展的一个制约因素。 发明内容 本发明旨在提供一种车辆中回结构和工程车辆， 以解决现有技术的车辆中回结构 的支撑板应力分布不均、 局部应力偏大难以在各工位都满足强度和刚度要求的问题。
为解决上述技术问题， 根据本发明的一个方面， 提供了一种车辆中回结构， 包括: 箱体； 孔状支撑部， 孔状支撑部包括多个网孔， 每个网孔是由多个支撑板围成的多边 形， 多边形的边数大于或等于五； 连接板， 孔状支撑部通过连接板与箱体连接。 进一步地， 车辆中回结构还包括隔板和辅助支撑部， 隔板设置在箱体的内部， 孔 状支撑部和辅助支撑部分别设置在隔板的两侧。 进一步地， 辅助支撑部包括多个呈放射状设置的支撑板。 进一步地， 辅助支撑部包括多个支撑板， 辅助支撑部的多个支撑板排成多个四边 形。 进—步地， 隔板上设置有孔。 进—步地， 至少一部分辅助支撑部的支撑板上设置有一个或多个开口。 进—步地， 至少一部分孔状支撑部的支撑板上设置有开口。 进—步地， 多边形是正多边形。 根据本发明的另一个方面， 提供了一种工程车辆， 包括车架和回转支撑装置， 车 架和回转支撑装置通过车辆中回结构连接， 该车辆中回结构是上述的车辆中回结构。 进一步地， 工程车辆是起重机。 本发明通过其蜂窝状的孔状支撑部，提高了车辆中回结构的抗弯抗扭强度和刚度， 减少了车架在工作过程中的挠曲变形， 改善了车辆中回结构内部支撑板应力分配不均 的现象， 提高了承载能力。 附图说明 构成本申请的一部分的附图用来提供对本发明的进一步理解， 本发明的示意性实 施例及其说明用于解释本发明， 并不构成对本发明的不当限定。 在附图中： 图 1示意性示出了现有技术中的一种形式的车辆中回结构的主视图； 图 2示意性示出了图 1的立体图； 图 3示意性示出了现有技术中的另一种形式的车辆中回结构的主视图;
图 4示意性示出了图 3的立体图； 图 5示意性示出了本发明中的车辆中回结构的主视图； 图 6示意性示出了图 5的立体图； 图 7示意性示出了本发明中的车辆中回结构的一个实施例的后视图； 以及 图 8示意性示出了本发明中的车辆中回结构的另一个实施例的后视图。 图中附图标记： 10、 箱体； 20、 孔状支撑部； 21、 网孔； 22、 支撑板； 23、 开口； 30、 连接板； 40、 隔板； 41、 孔； 50、 辅助支撑部； 51、 支撑板； 52、 内环体； 53、 支撑板。 具体实施方式 以下结合附图对本发明的实施例进行详细说明， 但是本发明可以由权利要求限定 和覆盖的多种不同方式实施。 作为本发明的一个方面， 提供了一种车辆中回结构。 如图 5和图 6所示， 该车辆 中回结构包括： 箱体 10; 孔状支撑部 20， 孔状支撑部 20包括多个网孔 21， 每个网孔 21是由多个支撑板 22围成的多边形， 多边形的边数大于或等于五； 连接板 30， 孔状 支撑部 20通过连接板 30与箱体 10连接。优选地， 多边形是正多边形， 当然多边形也 可以不是正多边形。优选地，至少一部分孔状支撑部 20的支撑板 22上设置有开口 23， 从而达到减轻重量和材料的目的， 同时也保证了孔状支撑部 20具有足够的力学性能。 优选地， 多边形的边数为五或六。 在工艺上对于重要受力部件应尽量采用折弯成型的 方式，当孔状支撑部 20的支撑板 22之间的夹角为 120°时，具有易于折弯成型的特点， 这样可避免焊缝缺陷引起的破坏。 如图 5和图 6所示， 该车辆中回结构中的孔状支撑部 20形成蜂窝状结构， 突破了 现有技术中的四边形格子状和放射状结构。 由于采用了蜂窝状的结构， 改善了车辆中 回结构内部支撑板的应力分配不均的问题， 保证了车辆中回结构在 360°回转工况下都 具有较好的强度、 刚度和抗变形性能， 提高了车辆中回结构的承载能力。 同时， 也减 轻了重量、 降低了成本， 优化了车辆中回结构的强度与质量之比、 刚度与质量之比， 减轻了车辆的下重， 使车辆更容易满足公路行驶的要求。 作为一种优选的实施方式， 如图 5和图 6所示， 车辆中回结构还包括隔板 40和辅 助支撑部 50， 隔板 40设置在箱体 10的内部， 孔状支撑部 20和辅助支撑部 50分别设
置在隔板 40的两侧。 此时， 车辆中回结构具有两层结构， 即孔状支撑部 20和辅助支 撑部 50， 其中， 孔状支撑部 20位于上层， 辅助支撑部 50位于下层， 上下两层之间设 置有隔板 40。 这样， 就可以根据车辆中回结构在工作载荷下的应力分布特点， 使上层 (即孔状支撑部 20)承担主要的工作载荷， 以保证在 360°回转工况下都具有较好的强 度、 刚度和抗变形性能； 同时， 还可根据不同车辆 （例如汽车起重机和履带起重机） 的下层（即辅助支撑部 50)的受力特点， 选择（例如根据力的有效传递路径进行选择) 不同形式的下层结构。进一步地，还可将车辆中回结构设计成三层或三层以上的形式， 以进一步改善强度、 刚度和抗变形性能。 例如， 在一种优选的实施方式中， 辅助支撑部 50 (即下层）可采用放射状的支撑 结构。 如图 7所示， 辅助支撑部 50包括多个呈放射状设置的支撑板 51。 优选地， 辅 助支撑部 50包括内环体 52， 支撑板 51分别与内环体 52和箱体 10连接。 这种形式的 辅助支撑部 50可适用于在汽车起重机等工程车辆中使用。 例如， 在另一种优选的实施方式中， 辅助支撑部 50 (即下层）还可以采用四方形 格子状的支撑结构。 如图 8所示， 辅助支撑部 50包括多个支撑板 53， 辅助支撑部 50 的多个支撑板 53排成多个四边形。 这种形式的辅助支撑部 50可适用于在履带起重机 等工程车辆中使用。 优选地， 可在隔板 40上设置有孔 41， 以进一步达到减轻重量的目的。 另外， 在 保证了辅助支撑部 50具有足够的力学性能的前提下，还可以在至少一部分辅助支撑部 50的支撑板上设置有一个或多个开口， 从而达到减轻重量和材料的目的。 由于采用了分层 （例如两层或三层） 支撑结构， 因此， 车辆中回结构可以通过不 同的层 （例如上层和下层） 分别承担不同形式的工作载荷， 以便根据每层的承载能力 分别对各层的具体结构进行单独设计， 易于充分利用钢材的力学性能。 有限元计算表明， 在相同重量的条件下： （1 ) 四边形格子状结构的车辆中回结构 无法实现在 360°回转工况下使车辆中回结构具有较强的抗弯抗扭刚度， 即仅在几个回 转区域内具有较好的抗弯抗扭刚度， 在其他回转区域内抗弯抗扭刚度较差。 此时， 车 辆中回结构的承载能力受到局部刚度的限制。 经过有限元计算， 蜂窝状结构在 360°回 转工况下的抗变形刚度与四边形格子状结构相比， 提升了 8%-15%。 （2) 放射状车辆 中回结构在 360°回转工况下， 应力主要分布在少数支撑板上， 从而导致整体应力分布 严重不均。 在 360°回转工况下， 蜂窝状结构的内部应力分布比较均勾， 在结构上利于 实现对钢材力学性能的充分利用， 避免应力分布不均的现象， 这是放射状和四边形格
子状结构所无法实现的。 此外， 蜂窝状结构的 "中回 "与辐射板状结构相比抗弯抗扭刚 度提升 9%-13%。 作为本发明的另一个方面， 提供了一种工程车辆， 包括车架和回转支撑装置， 车 架和回转支撑装置通过车辆中回结构连接， 该车辆中回结构是上述各实施例中的车辆 中回结构。 优选地， 工程车辆是起重机。 以上所述仅为本发明的优选实施例而已， 并不用于限制本发明， 对于本领域的技 术人员来说， 本发明可以有各种更改和变化。 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。
BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to the field of construction machinery, and more particularly to a vehicle back structure and an engineering vehicle. BACKGROUND OF THE INVENTION There are two main forms of vehicle back structures (i.e., structures for connecting a frame body and a slewing ring of a vehicle) of a prior art engineering vehicle (e.g., a crane). 1 and 2 illustrate a vehicle back structure in one form of the prior art. As shown in FIGS. 1 and 2, the vehicle back structure includes a case 10 (for example, a cylindrical shape) and a support structure including a plurality of support plates 53. Further, the plurality of support plates 53 are arranged in a plurality of rectangles across each other. The support structure is welded into the casing 10, and a cover plate (not shown) may be welded to both sides of the casing 10. Figures 3 and 4 illustrate another form of vehicle back structure in the prior art. As shown in FIGS. 3 and 4, the vehicle back structure includes a casing 10 (for example, a cylindrical shape) and a support structure including a plurality of support plates 51 and an inner ring body 52. Further, a plurality of support plates 51 are radially disposed in the casing 10. The support structure is welded into the casing 10, and a cover plate (not shown) may be welded to both sides of the casing 10. The prior art vehicle back structure has a wide range of applications in medium and small tonnage engineering vehicles (such as cranes), but for large tonnage and oversized tonnage engineering vehicles (such as truck cranes), in prior art vehicles. Under the various rotating conditions, the stress distribution of the support plate is very uneven, and the local stress is too large. If the strength and rigidity of the structure in the vehicle are to be met during the 360° rotation, the overall thickness of the support plate must be increased. In this way, the ratio of the strength to the mass of the structure in the vehicle, the ratio of the stiffness to the mass is not optimal, and the mechanical properties of the support plate cannot be fully applied and the weight of the frame is too large. However, for large tonnage and oversized tonnage construction vehicles (such as all-terrain truck cranes), reducing the weight of the vehicle to meet the road driving requirements is a constraint to its development. SUMMARY OF THE INVENTION The present invention is directed to a vehicle back structure and an engineering vehicle to solve the problem that the stress distribution of the support plate of the back structure of the vehicle in the prior art is uneven, and the local stress is too large, and it is difficult to meet the strength and rigidity requirements in each station. The problem. In order to solve the above technical problem, according to an aspect of the present invention, a vehicle back structure is provided, including: a box body; a hole-shaped support portion, the hole-shaped support portion includes a plurality of mesh holes, and each mesh hole is composed of a plurality of meshes A polygonal shape surrounded by the support plate, the number of sides of the polygon is greater than or equal to five; the connecting plate, the hole-shaped supporting portion is connected to the box through the connecting plate. Further, the vehicle middle structure further includes a partition plate and an auxiliary support portion, the partition plate is disposed inside the box body, and the hole-shaped support portion and the auxiliary support portion are respectively disposed on both sides of the partition plate. Further, the auxiliary support portion includes a plurality of support plates that are radially disposed. Further, the auxiliary support portion includes a plurality of support plates, and the plurality of support plates of the auxiliary support portion are arranged in a plurality of quadrangles. Further, the partition is provided with a hole. Further, at least a portion of the auxiliary support portion is provided with one or more openings on the support plate. Further, at least a portion of the support portion of the hole-shaped support portion is provided with an opening. Further, the polygon is a regular polygon. According to another aspect of the present invention, an engineering vehicle is provided, including a frame and a slewing support device, the frame and the slewing support device being coupled by a vehicle back structure, the vehicle center return structure being the above-described vehicle center return structure. Further, the construction vehicle is a crane. The invention improves the bending and torsional strength and rigidity of the back structure of the vehicle through the honeycomb-shaped hole-shaped supporting portion, reduces the deflection deformation of the frame during the working process, and improves the stress of the internal supporting plate of the back structure of the vehicle. The phenomenon of uneven distribution has improved the carrying capacity. BRIEF DESCRIPTION OF THE DRAWINGS The accompanying drawings, which are incorporated in FIG. In the drawings: Fig. 1 is a schematic front view showing a structure of a vehicle in a prior art; Fig. 2 is a perspective view schematically showing Fig. 1; Another form of back view of a vehicle in another form of technology; Fig. 4 is a perspective view schematically showing Fig. 3; Fig. 5 is a front view schematically showing a structure of a vehicle in the present invention; Fig. 6 is a perspective view schematically showing Fig. 5; A rear view of one embodiment of a vehicle back structure in the present invention; and Fig. 8 is a schematic rear view of another embodiment of a vehicle back structure in the present invention. Reference numerals in the figure: 10, box; 20, hole-shaped support; 21, mesh; 22, support plate; 23, opening; 30, connecting plate; 40, partition; 41, hole; 50, auxiliary support Department; 51, support plate; 52, inner ring body; 53, support plate. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The embodiments of the present invention are described in detail below with reference to the accompanying drawings. As an aspect of the present invention, a vehicle back structure is provided. As shown in FIG. 5 and FIG. 6, the vehicle back structure includes: a box body 10; a hole-shaped support portion 20, the hole-shaped support portion 20 includes a plurality of mesh holes 21, and each mesh hole 21 is composed of a plurality of support plates 22. In the enclosed polygon, the number of sides of the polygon is greater than or equal to five; and the connecting plate 30, the hole-shaped supporting portion 20 is connected to the casing 10 through the connecting plate 30. Preferably, the polygon is a regular polygon, and of course the polygon may not be a regular polygon. Preferably, at least a portion of the support plate 22 of the hole-shaped support portion 20 is provided with an opening 23 for the purpose of reducing weight and material, while also ensuring sufficient mechanical properties of the hole-shaped support portion 20. Preferably, the number of sides of the polygon is five or six. In the process, the important force-receiving parts should be bent and formed as much as possible. When the angle between the support plates 22 of the hole-shaped support portion 20 is 120°, it is easy to bend and form, so that the weld can be avoided. Destruction caused by defects. As shown in FIGS. 5 and 6, the hole-shaped support portion 20 in the structure of the vehicle is formed into a honeycomb structure, which breaks through the quadrangular lattice shape and the radial structure in the prior art. Due to the honeycomb structure, the problem of uneven stress distribution in the internal support plate of the return structure in the vehicle is improved, and the back structure of the vehicle has better strength, rigidity and deformation resistance under 360° rotating condition. , improve the carrying capacity of the structure in the vehicle. At the same time, the weight is reduced, the cost is reduced, the ratio of the strength to the mass of the structure in the vehicle, the ratio of the stiffness to the mass are optimized, the weight of the vehicle is reduced, and the vehicle is more easily satisfied with the requirements of the road driving. As a preferred embodiment, as shown in FIG. 5 and FIG. 6, the vehicle middle structure further includes a partition 40 and an auxiliary support portion 50. The partition 40 is disposed inside the casing 10, and the hole-shaped support portion 20 and the auxiliary portion are provided. The support portions 50 are respectively provided Placed on both sides of the partition 40. At this time, the vehicle back structure has a two-layer structure, that is, the hole-shaped support portion 20 and the auxiliary support portion 50, wherein the hole-shaped support portion 20 is located in the upper layer, the auxiliary support portion 50 is located in the lower layer, and the partition plate is disposed between the upper and lower layers 40. In this way, the upper layer (ie, the hole-shaped support portion 20) can bear the main working load according to the stress distribution characteristics of the structure in the vehicle under the working load, so as to ensure better strength under the 360° rotating condition. Stiffness and deformation resistance; at the same time, according to the force characteristics of the lower layers of different vehicles (such as truck cranes and crawler cranes) (ie, auxiliary support 50), (for example, according to the effective transmission path of force) Lower structure. Further, the vehicle back structure can also be designed in three or more layers to further improve strength, rigidity and deformation resistance. For example, in a preferred embodiment, the auxiliary support 50 (i.e., the lower layer) may employ a radial support structure. As shown in FIG. 7, the auxiliary support portion 50 includes a plurality of support plates 51 that are radially disposed. Preferably, the auxiliary support portion 50 includes an inner ring body 52 to which the support plate 51 is coupled to the inner ring body 52 and the case body 10, respectively. This form of auxiliary support 50 can be adapted for use in an engineering vehicle such as a truck crane. For example, in another preferred embodiment, the auxiliary support portion 50 (ie, the lower layer) may also adopt a square lattice-shaped support structure. As shown in FIG. 8, the auxiliary support portion 50 includes a plurality of support plates 53, and the plurality of support plates 53 of the auxiliary support portion 50 are arranged in a plurality of quadrangles. This form of auxiliary support 50 can be adapted for use in construction vehicles such as crawler cranes. Preferably, a hole 41 may be provided in the partition 40 to further achieve the purpose of weight reduction. In addition, under the premise that the auxiliary support portion 50 is ensured to have sufficient mechanical properties, one or more openings may be provided on the support plate of at least a part of the auxiliary support portion 50, thereby achieving the purpose of reducing weight and material. Since the layered (for example, two or three layers) support structure is adopted, the vehicle back structure can bear different types of work loads through different layers (for example, the upper layer and the lower layer), respectively, so as to respectively according to the bearing capacity of each layer. The specific structure of each layer is designed separately, making it easy to make full use of the mechanical properties of the steel. The finite element calculation shows that under the same weight condition: (1) The structure of the quadrilateral lattice structure of the vehicle can not achieve the strong bending and torsional stiffness of the vehicle's middle structure under 360° rotation condition, that is, only It has good bending and torsional rigidity in several turning areas, and has poor bending and torsional rigidity in other rotating areas. At this time, the bearing capacity of the return structure in the vehicle is limited by the local stiffness. After finite element calculation, the deformation resistance of the honeycomb structure under 360° rotation condition is improved by 8%-15% compared with the quadrilateral lattice structure. (2) In the radial structure of the radial vehicle, under 360° rotation, the stress is mainly distributed on a few support plates, resulting in a serious uneven distribution of the overall stress. Under the 360° rotation condition, the internal stress distribution of the honeycomb structure is relatively uniform, which is beneficial to realize the full utilization of the mechanical properties of the steel and avoid the uneven distribution of stress. This is radial and quadrilateral lattice. Substructures are not possible. In addition, the "middle back" of the honeycomb structure is increased by 9%-13% compared with the radiant plate-like structure. As another aspect of the present invention, an engineering vehicle including a frame and a slewing support device is provided, and the frame and the slewing support device are connected by a vehicle back structure, which is in the vehicle in each of the above embodiments. Back to the structure. Preferably, the construction vehicle is a crane. The above is only the preferred embodiment of the present invention, and is not intended to limit the present invention, and various modifications and changes can be made to the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and scope of the present invention are intended to be included within the scope of the present invention.