Balanced suspension structure of automobile chassis

Abstract

The invention relates to the technical field of locking of screws, bolts or nuts, and discloses an automobile chassis balanced suspension structure which comprises a balance beam, a U-shaped block is fixedly connected to the left side of the balance beam, four bolt holes are formed in the front side of the U-shaped block, four anti-loose clamping grooves are formed in the rear side of the U-shaped block, the four bolt holes communicate with the four anti-loose clamping grooves correspondingly, and the left side of the balance beam is fixedly connected with the U-shaped block. A connecting block is arranged on the left side of the U-shaped block and extends into the U-shaped block, the U-shaped block and the connecting block are fixedly connected through a bolt, a transmission groove is formed in the bolt, an anti-loosening mechanism is arranged in the transmission groove, the outer surface of the bolt is sleeved with a nut in a threaded mode, and a supporting frame is fixedly connected to the lower side of the connecting block. And a damping mechanism is arranged on the left side of the supporting frame, and in this way, it is guaranteed that the bolt and a connecting part cannot be loosened, and meanwhile the bolt dismounting and mounting efficiency cannot be reduced.

Description

Technical Field

[0001] The invention relates to the technical field of locking screws, bolts or nuts, in particular to a balanced suspension structure of an automobile chassis. Background Art

[0002] The balancing suspension is widely used in heavy-duty vehicles. It improves the ground contact of heavy-duty vehicles, especially heavy-duty special-purpose vehicles, and ensures the load balance between two bridges or multiple bridges under various working conditions. The various components of the balancing suspension are mostly connected by bolts. The existing utility model with the publication number CN218266730U relates to a balancing suspension anti-loosening nut. An upper guide rail is provided on the six faces of the upper nut, and a lower guide rail is also provided at the position corresponding to the upper nut. The upper nut can be threadedly connected to the left connecting block and the right connecting block installed thereon. After connecting the bolts, use the lower nut to threadably connect the left connecting block and the right connecting block, so that the left connecting block and the right connecting block hold the bolts, and then insert the upper guide rail and the lower guide rail through the pin to connect the upper and lower nuts. In this way, the left connecting block and the right connecting block will not be loosened due to the lower nut, the upper nut will not be loosened because the left connecting block and the right connecting block hold the bolts, and the lower nut will not be loosened because the pin is inserted into the upper guide rail and the lower guide rail and the upper and lower nuts are connected, so that the upper nut and the lower nut will not be loosened, thereby ensuring that the connecting components of the balancing suspension or the components of the balancing bracket itself will not fall off.

[0003] Although the above-mentioned balancing suspension anti-loosening nut prevents the bolt and nut from loosening, the connection method of the bolt and nut is relatively complicated during installation, which makes the installation time longer. The same is true during disassembly. It takes a lot of time to connect the anti-loosening bolt and nut on the balancing suspension, which reduces the disassembly and assembly efficiency of the balancing suspension. Summary of the invention

[0004] 1. Technical issues to be solved

[0005] In view of the deficiencies in the prior art, the present invention provides a balanced suspension structure for an automobile chassis, which has the function of ensuring that the bolts and connecting parts will not loosen while also ensuring that the efficiency of disassembly and assembly of the bolts will not decrease, thereby ensuring that the connecting parts of the balanced suspension will not loosen while also ensuring that the efficiency of disassembly and assembly will not decrease.

[0006] (II) Technical solution

[0007] To achieve the above-mentioned purpose, the present invention provides the following technical solutions: a vehicle chassis balancing suspension structure, comprising a balancing beam, a U-shaped block fixedly connected to the left side of the balancing beam, four bolt holes are provided on the front side of the U-shaped block, four anti-loosening slots are provided on the rear side of the U-shaped block, the four bolt holes are respectively connected to the four anti-loosening slots, a connecting block is provided on the left side of the U-shaped block, the connecting block extends into the interior of the U-shaped block, the U-shaped block and the connecting block are fixedly connected by bolts, a transmission groove is provided inside the bolt, an anti-loosening mechanism is provided inside the transmission groove, the anti-loosening mechanism can prevent the connection between the bolt and the U-shaped block from loosening during use, a nut is provided on the threaded sleeve on the outer surface of the bolt, a support frame is fixedly connected to the lower side of the connecting block, a shock absorbing mechanism is provided on the left side of the support frame, and the shock absorbing mechanism can play a shock absorbing role for the automobile.

[0008] Preferably, the shock absorbing mechanism includes a fixed block, which is fixedly connected to the left side of the support frame, a balance plate is arranged on the left side of the fixed block, a first rotating shaft is welded on the left side of the fixed block, and a left end of the first rotating shaft extends out of the left side of the balance plate.

[0009] Preferably, the fixed block and the balance plate are rotatably connected via a first rotating shaft, a supporting base block is provided on the upper side of the balance plate, a shock absorber is fixedly connected between the supporting base block and the balance plate, and a mounting plate connected to the bottom of the car is fixedly connected to the upper side of the supporting base block.

[0010] Preferably, the anti-loosening mechanism includes a transmission rod, which is slidably connected to the inside of the transmission groove, and the rear end of the transmission rod is fixedly connected to a spring, and the rear end of the spring is fixedly connected to the rear wall of the transmission groove. A connecting port connected to the transmission groove is opened on the front side of the bolt, and the diameter of the connecting port is smaller than the transmission groove.

[0011] Preferably, connecting grooves are provided on the left and right sides of the inner surface of the connecting port, and the connecting grooves are connected to the interior of the transmission groove. Limiting grooves are provided on the upper and lower sides of the inner surface of the connecting port, and the limiting grooves are connected to the interior of the transmission groove. The front wall of the limiting groove extends out of the front side of the bolt.

[0012] Preferably, a plug is provided on the front side of the transmission rod, the transmission rod and the plug are only in contact but not connected, the plug is adapted to the connecting port, a limiting block is fixedly connected to the front side of the plug, and the limiting block is adapted to the connecting groove and the limiting groove.

[0013] Preferably, the upper and lower sides of the bolt are slidably connected with a clamping block, the clamping block is adapted to the anti-loosening clamping groove, the opposite surfaces of the two clamping blocks extend into the interior of the transmission groove, and the opposite surfaces of the two clamping blocks are fixedly connected with a connecting plate.

[0014] Preferably, the upper and lower sides of the outer surface of the transmission rod are also fixedly connected with connecting plates, the four connecting plates are rotatably connected with the second rotating shaft, connecting rods are arranged between the two upper connecting plates and the two lower connecting plates, and the connecting rods are rotatably connected to the connecting plates through the second rotating shaft.

[0015] Preferably, the right side of the balance beam is similarly fixedly connected with a U-shaped block, a connecting block, a supporting frame, an anti-loosening mechanism and a shock absorbing mechanism, and the connecting structures on the left and right sides of the balance beam are the same and symmetrically arranged.

[0016] (III) Beneficial effects

[0017] Compared with the prior art, the present invention provides a balanced suspension structure for an automobile chassis, which has the following features:

[0018] Beneficial effects:

[0019] (1) The automobile chassis balanced suspension structure is adapted to the anti-loosening slot by means of the clamping block, so that the bolt is fixedly connected by the nut and also forms a clamping limit by means of the clamping block and the loosening slot, so that the bolt will not loosen during use.

[0020] (2) The automobile chassis balancing suspension structure is provided with a removable plug and a limit block fixedly connected to the front side. The limit block is respectively matched with the connecting groove and the limit groove, so that the limiting method of the anti-loosening mechanism is relatively simple and convenient.

[0021] (3) The automobile chassis balanced suspension structure is adapted to the limit slot by means of a limit block, and the front wall of the limit slot does not extend beyond the front side of the bolt, so that after the plug is installed, it will not fall out of the transmission slot without human intervention, thereby ensuring the practicality of the anti-loosening mechanism.

[0022] (4) The automobile chassis balanced suspension structure uses the elasticity of the spring to enable the clamping block to move to the outside of the bolt after the plug is installed. After the plug is removed, the transmission rod is pushed to move forward, thereby driving the two clamping blocks to move to the inside of the transmission groove, making the operation of the anti-loosening mechanism relatively simple. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 This is a schematic diagram of a balanced suspension structure of an automobile chassis according to the present invention;

[0024] Figure 2 This is a schematic diagram of the U-shaped block connection structure of the present invention;

[0025] Figure 3 This is a schematic diagram of the bolt and nut connection structure of the present invention;

[0026] Figure 4 for Figure 3 A magnified schematic diagram of point A;

[0027] Figure 5 It is a schematic diagram of the bolt cross-section connection structure of the present invention;

[0028] Figure 6 for Figure 5 An enlarged schematic diagram of point B.

[0029] In the figure: 1. balance beam; 2. U-shaped block; 3. connecting block; 4. bolt hole; 5. anti-loosening slot; 6. bolt; 7. support frame; 8. fixing block; 9. balance plate; 10. first rotating shaft; 11. supporting base block; 12. shock absorber; 13. mounting plate; 14. nut; 15. transmission groove; 16. connecting port; 17. transmission rod; 18. spring; 19. plug; 20. connecting groove; 21. limit groove; 22. limit block; 23. clamping block; 24. connecting plate; 25. connecting rod; 26. second rotating shaft. DETAILED DESCRIPTION

[0030] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0031] See also Figures 1 to 6 The present invention provides a new technical solution: a balanced suspension structure of an automobile chassis, comprising a balanced beam 1, a U-shaped block 2 is fixedly connected to the left side of the balanced beam 1, four bolt holes 4 are provided on the front side of the U-shaped block 2, four anti-loosening slots 5 are provided on the rear side of the U-shaped block 2, the four bolt holes 4 are respectively connected to the four anti-loosening slots 5, a connecting block 3 is provided on the left side of the U-shaped block 2, the connecting block 3 extends into the interior of the U-shaped block 2, the U-shaped block 2 and the connecting block 3 are fixedly connected by bolts 6, a transmission groove 15 is provided in the interior of the bolt 6, an anti-loosening mechanism is provided in the interior of the transmission groove 15, the anti-loosening mechanism can prevent the connection between the bolt 6 and the U-shaped block 2 from loosening during use, a nut 14 is provided on the threaded sleeve of the outer surface of the bolt 6, a support frame 7 is fixedly connected to the lower side of the connecting block 3, a shock absorbing mechanism is provided on the left side of the support frame 7, and the shock absorbing mechanism can play a shock absorbing role for the automobile.

[0032] Furthermore, the shock absorbing mechanism includes a fixed block 8, which is fixedly connected to the left side of the support frame 7, a balancing plate 9 is arranged on the left side of the fixed block 8, a first rotating shaft 10 is welded to the left side of the fixed block 8, the left end of the first rotating shaft 10 extends out of the left side of the balancing plate 9, the fixed block 8 and the balancing plate 9 are rotatably connected through the first rotating shaft 10, a supporting base block 11 is arranged on the upper side of the balancing plate 9, a shock absorber 12 is fixedly connected between the supporting base block 11 and the balancing plate 9, and a mounting plate 13 connected to the bottom of the car is fixedly connected to the upper side of the supporting base block 11.

[0033] Furthermore, the anti-loosening mechanism includes a transmission rod 17, which is slidably connected to the inside of the transmission groove 15, and a spring 18 is fixedly connected to the rear end of the transmission rod 17, and the rear end of the spring 18 is fixedly connected to the rear wall of the transmission groove 15. A connecting port 16 connected to the transmission groove 15 is provided on the front side of the bolt 6, and the diameter of the connecting port 16 is smaller than the transmission groove 15. Connecting grooves 20 are provided on the left and right sides of the inner surface of the connecting port 16, and the connecting groove 20 is connected to the inside of the transmission groove 15. Limiting grooves 21 are provided on the upper and lower sides of the inner surface of the connecting port 16, and the limiting grooves 21 are connected to the inside of the transmission groove 15. The front wall of the limiting groove 21 extends out of the front side of the bolt 6, and a plug 19 is provided on the front side of the transmission rod 17. The transmission rod 17 and the plug 19 are only in contact but not connected. The plug 19 is adapted to the connecting port 16, and the front side of the plug 19 is fixedly connected There is a limit block 22, which is matched with the connecting groove 20 and the limit groove 21. The upper and lower sides of the bolt 6 are slidably connected with a clamping block 23, which is matched with the anti-loosening clamping groove 5. The opposite surfaces of the two clamping blocks 23 extend into the interior of the transmission groove 15. The opposite surfaces of the two clamping blocks 23 are fixedly connected with a connecting plate 24. The upper and lower sides of the outer surface of the transmission rod 17 are also fixedly connected with the connecting plates 24. The four connecting plates 24 are rotatably connected with a second rotating shaft 26. A connecting rod 25 is arranged between the two upper connecting plates 24 and the two lower connecting plates 24. The connecting rod 25 is rotatably connected with the connecting plate 24 through the second rotating shaft 26. The right side of the balance beam 1 is also fixedly connected with a U-shaped block 2, a connecting block 3, a support frame 7, an anti-loosening mechanism and a shock absorbing mechanism. The connection structures on the left and right sides of the balance beam 1 are the same and are symmetrically arranged.

[0034] Furthermore, when the bolt 6 is installed in the bolt hole 4, the nut 14 is threadedly connected with the bolt 6 to fix it, and then the plug 19 is inserted into the inside of the connecting port 16, and the limit block 22 is aligned with the two connecting grooves 20, so that the plug 19 will contact the transmission rod 17, and then push the transmission rod 17 to move backward. At this time, the spring 18 begins to become compressed. The movement of the transmission rod 17 backward will drive the two connecting rods 25 to move, and then the end of the two connecting rods 25 away from the transmission rod 17 will drive the two clamping blocks 23 to move, and then the two clamping blocks 23 will move toward the transmission groove 15. The outer part moves, and then the clamping block 23 will extend into the interior of the anti-loosening clamping groove 5 to form a clamping limit, and then the bolt 6 will not cause the car to malfunction due to the loose connection with the nut 14, and after the plug 19 moves to the interior of the transmission groove 15, the plug 19 is rotated, and then the limit block 22 is rotated to a position matched with the limit groove 21, and then the limit block 22 is released, and the spring 18 will reset from the compressed state, pushing the transmission rod 17, the plug 19 and the limit block 22 to move, and then the limit block 22 will move to the interior of the limit groove 21 to form a limit, and then the plug 19 will not fall out of the connecting port 16.

[0035] Furthermore, when it is necessary to remove the bolt 6, first push the plug 19 backward, the plug 19 drives the transmission rod 17 and the limit block 22 to move backward, and then the limit block 22 will move out from the inside of the limit groove 21, then rotate the plug 19 so that the limit block 22 is adapted to the connecting groove 20, and then release the plug 19, and then the spring 18 will reset from the compressed state, pushing the transmission rod 17 to reset, and the transmission rod 17 after resetting will push the plug 19 and the limit block 22 out, and then the transmission rod 17 after resetting will drive the two clamping blocks 23 to move to the inside of the transmission groove 15 through the two connecting rods 25, and then the clamping limit of the clamping block 23 and the anti-loosening clamping groove 5 is released, and then the bolt 6 can be taken out by removing the nut 14. In this way, while ensuring that the bolt 6 and the connecting component will not be loosened, the disassembly and assembly efficiency of the bolt 6 will not be reduced, and then the disassembly and assembly efficiency of the balanced suspension connecting component will not be loosened.

[0036] Working principle: when installing the bolt 6 into the bolt hole 4, the nut 14 is then threadedly connected to the bolt 6 to fix it, and then the plug 19 is inserted into the inside of the connecting port 16, and the limit block 22 is aligned with the two connecting grooves 20, so that the plug 19 will contact the transmission rod 17, and then push the transmission rod 17 to move backward. At this time, the spring 18 begins to become compressed. The movement of the transmission rod 17 backward will drive the two connecting rods 25 to move, and then the end of the two connecting rods 25 away from the transmission rod 17 will drive the two clamping blocks 23 to move, and then the two clamping blocks 23 will move to the transmission groove 15. The outer part moves, and then the clamping block 23 will extend into the interior of the anti-loosening clamping groove 5 to form a clamping limit, and then the bolt 6 will not cause the car to malfunction due to the loose connection with the nut 14, and after the plug 19 moves to the interior of the transmission groove 15, the plug 19 is rotated, and then the limit block 22 is rotated to a position matched with the limit groove 21, and then the limit block 22 is released, and the spring 18 will reset from the compressed state, pushing the transmission rod 17, the plug 19 and the limit block 22 to move, and then the limit block 22 will move to the interior of the limit groove 21 to form a limit, and then the plug 19 will not fall out of the connecting port 16.

[0037] Furthermore, when the bolt 6 needs to be removed, the plug 19 is first pushed backward, and the plug 19 drives the transmission rod 17 and the limit block 22 to move backward, and then the limit block 22 will move out from the inside of the limit groove 21, and then the plug 19 is rotated to make the limit block 22 fit with the connecting groove 20, and then the plug 19 is loosened, and then the spring 18 will reset from the compressed state and push the transmission rod 17 to reset. After the reset, the transmission rod 17 will push the plug 19 and the limit block 22 out, and then the transmission rod 17 after the reset will drive the two clamping blocks 23 to move to the inside of the transmission groove 15 through the two connecting rods 25, and then the clamping limit of the clamping block 23 and the anti-loosening clamping groove 5 is released, and then the bolt 6 can be taken out by removing the nut 14.

[0038] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A vehicle chassis balancing suspension structure, comprising a balancing beam (1), a U-shaped block (2) being fixedly connected to the left side of the balancing beam (1), four bolt holes (4) being provided on the front side of the U-shaped block (2), four anti-loosening slots (5) being provided on the rear side of the U-shaped block (2), the four bolt holes (4) being respectively connected to the four anti-loosening slots (5), a connecting block (3) being provided on the left side of the U-shaped block (2), the connecting block (3) extending into the interior of the U-shaped block (2), the U-shaped block (2) and the connecting block (3) being fixedly connected by bolts (6), characterized in that: The bolt (6) is provided with a transmission groove (15) inside, and an anti-loosening mechanism is provided inside the transmission groove (15), and the anti-loosening mechanism can prevent the connection between the bolt (6) and the U-shaped block (2) from loosening during use. A nut (14) is provided on the outer surface of the bolt (6). The lower side of the connecting block (3) is fixedly connected with a support frame (7), and a shock absorbing mechanism is provided on the left side of the support frame (7), and the shock absorbing mechanism can play a role in shock absorption for the automobile.

2. The automobile chassis balanced suspension structure according to claim 1, characterized in that: The shock absorbing mechanism comprises a fixed block (8), the fixed block (8) is fixedly connected to the left side of the support frame (7), a balance plate (9) is arranged on the left side of the fixed block (8), a first rotating shaft (10) is welded to the left side of the fixed block (8), and the left end of the first rotating shaft (10) extends out of the left side of the balance plate (9).

3. The automobile chassis balanced suspension structure according to claim 2, characterized in that: The fixed block (8) and the balance plate (9) are rotatably connected via a first rotating shaft (10); a supporting base block (11) is provided on the upper side of the balance plate (9); a shock absorber (12) is fixedly connected between the supporting base block (11) and the balance plate (9); and a mounting plate (13) connected to the bottom of the vehicle is fixedly connected to the upper side of the supporting base block (11).

4. The automobile chassis balanced suspension structure according to claim 1, characterized in that: The anti-loosening mechanism comprises a transmission rod (17), the transmission rod (17) is slidably connected to the inside of the transmission groove (15), a spring (18) is fixedly connected to the rear end of the transmission rod (17), and the rear end of the spring (18) is fixedly connected to the rear wall of the transmission groove (15), and a connecting port (16) connected to the transmission groove (15) is formed on the front side of the bolt (6), and the diameter of the connecting port (16) is smaller than that of the transmission groove (15).

5. The automobile chassis balanced suspension structure according to claim 4, characterized in that: The left and right sides of the inner surface of the connection port (16) are provided with connection grooves (20), the connection grooves (20) are communicated with the interior of the transmission groove (15), the upper and lower sides of the inner surface of the connection port (16) are provided with limit grooves (21), the limit grooves (21) are communicated with the interior of the transmission groove (15), and the front wall of the limit groove (21) extends beyond the front side of the bolt (6).

6. The automobile chassis balanced suspension structure according to claim 4, characterized in that: A plug (19) is arranged on the front side of the transmission rod (17); the transmission rod (17) and the plug (19) are only in contact but not connected; the plug (19) is matched with the connection port (16); a limit block (22) is fixedly connected to the front side of the plug (19); the limit block (22) is matched with the connection groove (20) and the limit groove (21).

7. The automobile chassis balanced suspension structure according to claim 1, characterized in that: The upper and lower sides of the bolt (6) are both slidably connected with a clamping block (23), the clamping block (23) is matched with the anti-loosening clamping groove (5), the opposite surfaces of the two clamping blocks (23) extend into the interior of the transmission groove (15), and the opposite surfaces of the two clamping blocks (23) are fixedly connected with a connecting plate (24).

8. The automobile chassis balanced suspension structure according to claim 4, characterized in that: The upper and lower sides of the outer surface of the transmission rod (17) are also fixedly connected with connecting plates (24), and the four connecting plates (24) are rotatably connected with second rotating shafts (26). Connecting rods (25) are arranged between the two upper connecting plates (24) and the two lower connecting plates (24), and the connecting rods (25) are rotatably connected with the connecting plates (24) through the second rotating shafts (26).

9. The automobile chassis balanced suspension structure according to claim 1, characterized in that: The right side of the balance beam (1) is similarly fixedly connected with a U-shaped block (2), a connecting block (3), a support frame (7), an anti-loosening mechanism and a shock absorbing mechanism. The connection structures on the left and right sides of the balance beam (1) are the same and symmetrically arranged.

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