Combined support for commercial vehicle chassis

Abstract

The invention belongs to the technical field of chassis supports, and discloses a combined support for a commercial vehicle chassis, the combined support comprises a wire harness support, a first connecting piece and a second connecting piece, the wire harness support is provided with a first through hole and a first key hole, the first connecting piece can penetrate through the first through hole and is in threaded connection with a threaded hole in the chassis, and the second connecting piece can penetrate through the second through hole. The second connecting piece comprises a key shaft and a cap fixedly connected with the key shaft, the cap is used for being inserted into the head of a bolt on the chassis, and the key shaft is used for being matched with the first key hole in an inserted mode. The wire harness support is fixed in the threaded hole in the base plate through the first connecting piece or fixed on the bolt head on the base plate through the second connecting piece, the first connecting piece or the second connecting piece can be selected according to the actual situation of the base plate, and therefore fixing of the wire harness support is achieved, and the combined support is high in adaptability and convenient to use. The installation position, the installation angle and the installation number can be flexibly adjusted, the production and manufacturing cost of parts is reduced, and modular production and assembly are facilitated.

Description

Technical Field

[0001] This invention relates to the field of chassis support technology, and more particularly to a combined support for commercial vehicle chassis. Background Technology

[0002] As the core carrier for the entire vehicle's load-bearing, transmission, and control, the commercial vehicle chassis requires a large number of wiring harnesses to achieve key functions such as power transmission and signal interaction. The proper fixing of these wiring harnesses directly affects the vehicle's operational safety, reliability, and durability. At the same time, the diversified development of market demand for customized commercial vehicles is driving OEMs to continuously optimize chassis structural designs, placing higher demands on the versatility and flexibility of basic components such as wiring harness brackets.

[0003] Currently, the mounting of wiring harnesses in commercial vehicle chassis commonly uses traditional integrated bracket structures. These brackets are typically custom-designed and manufactured based on the specific vehicle model's chassis layout, wiring harness routing, and mounting requirements. They are fixed to the vehicle's frame longitudinal beams, cross beams, and other basic structures via welding or bolting. To accommodate wiring harnesses of different specifications and routings, various sizes and shapes of dedicated brackets need to be designed. Each bracket is independent and can only perform the mounting function of a single wiring harness.

[0004] However, the existing integrated bracket structure has limited functionality and poor adaptability. The size, shape and installation position of traditional brackets are fixed designs, which cannot be flexibly adjusted according to the actual needs of the pipeline harness layout. To achieve the chassis harness layout, a wide variety of brackets are required, which increases the manufacturing cost of parts and is not conducive to modular production and assembly. Summary of the Invention

[0005] The purpose of this invention is to provide a combined bracket for commercial vehicle chassis, which is highly adaptable and can flexibly adjust the installation position, installation angle and number of components, thereby reducing the manufacturing cost of parts and facilitating modular production and assembly.

[0006] To achieve this objective, the present invention adopts the following technical solution: A combined bracket for a commercial vehicle chassis is provided, comprising: A wire harness bracket, which is provided with a first through hole and a first key hole; The first connector can pass through the first through hole and be threadedly connected to the threaded hole on the chassis. The second connector includes a key shaft and a cap fixedly connected to the key shaft. The cap is used to insert into the head of a bolt on the chassis, and the key shaft is used to engage with the first keyhole.

[0007] As one possible implementation of the above-mentioned combined bracket for commercial vehicle chassis, the combined bracket for commercial vehicle chassis further includes an I-type connecting rod and a third connecting member. The I-type connecting rod is provided with a second through hole and a second key hole. The first connecting member can pass through the second through hole and be threadedly connected to the threaded hole on the chassis. The key shaft of the second connecting member can be inserted into the second key hole. The wiring harness bracket is fixedly connected to the I-type connecting rod through the third connecting member. Alternatively, the combined bracket for commercial vehicle chassis may also include an L-shaped link and a third connector. The L-shaped link has a third through hole and a third key hole. The first connector can pass through the third through hole and be threadedly connected to the threaded hole on the chassis. The key shaft of the second connector can be inserted into the third key hole. The wiring harness bracket is fixedly connected to the L-shaped link through the third connector.

[0008] As one possible implementation of the above-mentioned combined bracket for commercial vehicle chassis, one end of the I-type connecting rod is provided with a second through hole, the other end of the I-type connecting rod is provided with a strip hole, and a plurality of second key holes are provided between the second through hole and the strip hole. The key shaft of the first connector or the second connector is movably disposed in the strip hole.

[0009] As one possible implementation of the above-mentioned combined bracket for commercial vehicle chassis, multiple type I links are provided, and two adjacent type I links are connected by a third connector. Alternatively, multiple L-shaped links may be provided, with adjacent L-shaped links connected by a third connector.

[0010] As one possible implementation of the aforementioned combined bracket for commercial vehicle chassis, the third connector includes a key post and a pin seat fixedly connected to the key post, the key post being used for insertion and engagement with one of the second key hole and the third key hole.

[0011] As one possible implementation of the above-mentioned combined bracket for commercial vehicle chassis, the combined bracket for commercial vehicle chassis also includes a pin, which is used to cooperate with a key shaft or key post to lock the relative position of the second or third connector to the chassis.

[0012] As one possible implementation of the above-mentioned combined bracket for commercial vehicle chassis, the first connector passes through the first through hole of the wiring harness bracket and is threaded to the chassis. And / or, the cap of the second connector is inserted into the head of the bolt on the chassis, and the key shaft of the second connector is inserted into the first key hole of the wire harness bracket.

[0013] As one possible implementation of the above-mentioned combined bracket for commercial vehicle chassis, the cap of the second connector is inserted into the head of the bolt on the chassis, the key shaft of the second connector is inserted into the second key hole of the I-type connecting rod, and the key post of the third connector is inserted into the first key hole of the wiring harness bracket and another second key hole of the I-type connecting rod.

[0014] As one possible implementation of the above-mentioned combined bracket for commercial vehicle chassis, the key post of the third connector is sequentially inserted into the second key hole of two adjacent I-type links, and multiple I-type links connected by the third connector are connected to the chassis through the first connector or the second connector, and the wiring harness bracket is connected to any I-type link through the third connector.

[0015] As one possible implementation of the above-mentioned combined bracket for commercial vehicle chassis, two L-shaped connecting rods are provided. One end of the L-shaped connecting rod is provided with a third through hole, and the other end of the L-shaped connecting rod is provided with a third key hole. The key post of the third connector passes through the third key holes of the two L-shaped connecting rods in sequence. The first connector passes through the first through hole of one of the L-shaped connecting rods and is threaded to the threaded hole of the chassis. The key post of the third connector passes through the first key hole of the wiring harness bracket and the third through hole of the other L-shaped connecting rod in sequence.

[0016] The beneficial effects of this invention are: This invention provides a combined bracket for commercial vehicle chassis. The wiring harness bracket is fixed to a threaded hole on the chassis via a first connector, or to a bolt head on the chassis via a second connector. The first or second connector can be selected based on the actual chassis requirements to secure the wiring harness bracket. This combined bracket, with its design adapting to two fixing structures using a single wiring harness bracket, allows for flexible adjustment of installation position, angle, and quantity. Its strong adaptability eliminates the need to develop multiple dedicated brackets for different installation scenarios, significantly reducing the types of components and mold investment, thus lowering production and inventory management costs. Furthermore, the standardized wiring harness bracket combined with two universal connectors meets the needs of modular production and assembly in commercial vehicles. Assembly personnel can quickly select the appropriate connector to complete the assembly based on the installation scenario, shortening assembly time and improving work efficiency. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the structure of the combined bracket for a commercial vehicle chassis provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of the wire harness bracket provided in an embodiment of the present invention; Figure 3 This is a schematic diagram of the structure of the type I connecting rod provided in an embodiment of the present invention; Figure 4 This is a schematic diagram of the structure of the L-shaped connecting rod provided in an embodiment of the present invention; Figure 5 This is a schematic diagram of the structure of the second connector provided in an embodiment of the present invention; Figure 6 This is a schematic diagram of the outer casing provided in an embodiment of the present invention; Figure 7 This is a schematic diagram of the structure of the ejector pin provided in an embodiment of the present invention; Figure 8 This is a schematic diagram of the structure of the third connector provided in an embodiment of the present invention; Figure 9 This is a schematic diagram of the structure of the latch provided in an embodiment of the present invention; Figure 10 This is a schematic diagram of the wire harness bracket directly connected to the chassis according to an embodiment of the present invention; Figure 11 This is a schematic diagram of the wire harness bracket provided in an embodiment of the present invention being connected to the chassis via a second connector; Figure 12 This is a schematic diagram of the structure of the second connector, the outer shell, and the bolt head provided in the embodiment of the present invention; Figure 13 This is a schematic diagram of the structure of the wire harness bracket and a single I-type connecting rod provided in an embodiment of the present invention; Figure 14 This is a schematic diagram of the structure of the wire harness bracket and two I-type connecting rods provided in an embodiment of the present invention; Figure 15 This is a schematic diagram of the structure of the wire harness bracket and L-shaped connecting rod combination provided in the embodiment of the present invention.

[0018] In the picture: 1. Wire harness bracket; 11. First mounting part; 12. Second mounting surface; 2. Second connector; 21. Cap; 22. Key shaft; 3. Outer shell; 4. Ejector pin; 5. Third connector; 51. Pin seat; 52. Key post; 6. Type I connecting rod; 7. Type L connecting rod; 8. Pin; 81. Snap-fit ​​part; 82. Insertion part; 9. Chassis. Detailed Implementation

[0019] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0020] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0021] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0022] In the description of this embodiment, the terms "upper," "lower," "left," and "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention. In addition, the terms "first" and "second" are used only for distinction in description and have no special meaning.

[0023] like Figure 1-15 As shown, an embodiment of the present invention provides a combined bracket for a commercial vehicle chassis, comprising a wiring harness bracket 1, a first connector, and a second connector 2. The wiring harness bracket 1 is provided with a first through hole and a first key hole. The first connector can pass through the first through hole and be threadedly connected to a threaded hole on the chassis 9. The second connector 2 includes a key shaft 22 and a cap 21 fixedly connected to the key shaft 22. The cap 21 is used to insert into the head of a bolt on the chassis 9, and the key shaft 22 is used to engage with the first key hole. Specifically, the first connector is a bolt.

[0024] The wire harness bracket 1 is fixed to the threaded hole on the chassis 9 via a first connector, or to the bolt head on the chassis 9 via a second connector 2. The first or second connector 2 can be selected based on the actual conditions of the chassis 9 to secure the wire harness bracket 1. This combined bracket, with its design of adapting a single wire harness bracket 1 to two fixing structures, allows for flexible adjustment of the installation position, angle, and quantity. Its strong adaptability eliminates the need to develop multiple dedicated brackets for different installation scenarios, significantly reducing the types of parts and mold investment, and lowering production and inventory management costs. Simultaneously, the standardized combination of the wire harness bracket 1 and two universal connectors meets the needs of modular production and assembly in commercial vehicles. Assembly personnel can quickly select connectors to complete assembly according to the installation scenario, shortening assembly time and improving work efficiency.

[0025] Specifically, such as Figure 2 As shown, the wire harness bracket 1 includes a first mounting part 11 and a second mounting part 12 connected to each other. The first mounting part 11 and the second mounting part 12 are L-shaped. The first mounting part 11 is provided with a first through hole and a first key hole. The second mounting part 12 is provided with a cable routing hole for cable ties to pass through and be tied to the wire harness.

[0026] Optionally, the cable routing holes are square and there are two. The cable ties pass through the two cable routing holes and are then tied to the cable bundle. The cable bundle can be placed on the upper surface of the second mounting part 12 or suspended on the lower surface of the second mounting part 12 by the cable ties. A pin hole is provided between the two cable routing holes for installing a plastic cable tie with a pin.

[0027] Optionally, the second mounting portion 12 of the wiring harness bracket 1 has flanges on both sides, extending away from the first mounting portion 11. Traditionally, the edges of the flat second mounting portion 12 are often sharp edges formed by stamping or cutting. After the wiring harness is bundled, it is in line contact with these sharp edges. During vehicle operation, chassis vibration causes repeated friction between the wiring harness and the sharp edges, easily tearing the outer sheath of the wiring harness. With the addition of flanges, the edges of the flanges can be chamfered or rounded to form a smooth transition surface, changing the contact between the wiring harness and the wiring harness bracket 1 from line contact with sharp edges to surface contact with the smooth surface of the flanges. This significantly reduces frictional stress at the contact points, fundamentally preventing the sharp edges from cutting and wearing the wiring harness.

[0028] Optionally, such as Figure 5 As shown, the key shaft 22 has a first through hole extending along its own axial direction, which communicates with the cap 21. On the one hand, the first through hole extending along the axial direction of the key shaft 22 effectively reduces the overall weight of the second connector 2 and the key shaft 22. On the other hand, the first through hole communicating with the cap 21 of the second connector 2 allows the operator to directly observe the fit between the bolt head inside the cap 21 and the side wall of the cap 21 during assembly, improving assembly accuracy.

[0029] Furthermore, such as Figure 6 and Figure 7 As shown, the side wall of the cap 21 is provided with a second through hole. The combined bracket for the commercial vehicle chassis also includes a housing 3 and a pin 4. The pin 4 passes through the second through hole. The housing 3 is provided with a third through hole. The housing 3 is adapted to the cap 21. The housing 3 is fastened to the outside of the cap 21 and the key shaft 22 passes through the third through hole. The inner wall of the housing 3 can abut against the pin 4 so that the pin 4 abuts against the bolt head inside the cap 21.

[0030] When the outer shell 3 is fastened to the outside of the cap 21, its inner wall will press against the ejector pin 4, forcing the ejector pin 4 to pass through the second through hole and press the bolt head inside the cap 21, increasing the friction between the second connector 2 and the bolt head, forming a two-way fixing structure in which the inner wall of the cap 21 is limited and the ejector pin 4 is radially pressed, completely restricting the circumferential rotation and axial movement of the bolt head, greatly improving the reliability of the connection between the bracket assembly and the chassis 9, and avoiding connection failure caused by long-term vibration.

[0031] Optionally, the inner wall edge of the housing 3 is chamfered to facilitate the fastening of the housing 3 with the second connector 2.

[0032] like Figure 7 As shown, the ejector pin 4 includes a main body and an insertion part connected to the main body. The diameter of the insertion part gradually decreases from the main body to the insertion part. Specifically, the main body is a cylindrical structure, and the insertion part is a conical structure.

[0033] During the process of the outer shell 3 being fastened to the cap 21, its inner wall abuts against the main body of the ejector pin 4, causing the conical insertion part to penetrate the side of the bolt head, increasing the friction with the bolt head, further restricting the circumferential rotation and axial movement of the bolt head, and preventing the connection from loosening due to high-frequency vibration of the vehicle.

[0034] Optionally, the end of the main body away from the insertion part is provided with a rounded corner, and the inner wall of the outer shell 3 can abut against the rounded corner. With this configuration, the rounded corner has a guiding function, which can reduce the resistance when the outer shell 3 and the second connector 2 are engaged. During the process of fastening the outer shell 3, the rounded corner can guide the inner wall of the outer shell 3 to slide smoothly to the abutting position of the ejector pin 4, without the need to repeatedly adjust the angle of the outer shell 3, thus improving the modular assembly efficiency.

[0035] Furthermore, the combined bracket for the commercial vehicle chassis also includes an I-type connecting rod 6 and a third connecting member 5. The I-type connecting rod 6 is provided with a second through hole and a second key hole. The first connecting member can pass through the second through hole and be threadedly connected to the threaded hole on the chassis 9. The key shaft 22 of the second connecting member 2 can be inserted into the second key hole. The wiring harness bracket 1 is fixedly connected to the I-type connecting rod 6 through the third connecting member 5.

[0036] The I-type connecting rod 6 serves as an intermediate connecting carrier. Its installation position and angle relative to the chassis 9 can be adjusted according to the actual installation requirements of the wiring harness. By selecting a combination of the first connector, the second connector 2, and the I-type connecting rod 6, the wiring harness bracket 1 is fixed to the I-type connecting rod 6 via the third connector 5, thus securing the wiring harness bracket 1 to the chassis 9. This design overcomes the positional limitations of the chassis 9's installation points. Even if the pre-set threaded holes or exposed bolts on the chassis 9 are located in areas where the wiring harness bracket 1 cannot be directly connected, the installation position and angle of the I-type connecting rod 6 can be adjusted to establish a suitable installation reference for the wiring harness bracket 1. This achieves spatial compensation between the wiring harness bracket 1 and the chassis 9, significantly improving the flexibility of wiring layout in complex chassis 9 environments.

[0037] like Figure 3 As shown, one end of the I-type connecting rod 6 is provided with a second through hole, and the other end of the I-type connecting rod 6 is provided with a strip hole. Multiple second key holes are provided between the second through hole and the strip hole. The key shaft 22 of the first connector or the second connector 2 is movably disposed in the strip hole.

[0038] The design of the strip-shaped hole allows the key shaft 22 of the first or second connector 2 to move along the length of the hole, enabling stepless adjustment of the position of the I-type connecting rod 6 and the chassis 9 connection end. Combined with the second through hole at the other end as a fixed fulcrum, the installation span and horizontal position of the I-type connecting rod 6 can be flexibly adjusted to adapt to the irregular distribution of threaded holes and exposed bolts on the chassis 9, solving the problem of non-connection caused by installation point deviation in traditional fixed hole positions.

[0039] Optionally, multiple I-type links 6 are provided, and adjacent I-type links 6 are connected by a third connector 5. In this way, the splicing of multiple I-type links 6 can flexibly extend the overall support length, which can meet the needs of long-distance wiring harness layout in commercial vehicle chassis.

[0040] Furthermore, the combined bracket for the commercial vehicle chassis also includes an L-shaped connecting rod 7. The L-shaped connecting rod 7 is provided with a third through hole and a third key hole. The first connector can pass through the third through hole and be threadedly connected to the threaded hole on the chassis 9. The key shaft 22 of the second connector 2 can be inserted into the third key hole. The wiring harness bracket 1 is fixedly connected to the L-shaped connecting rod 7 through the third connector 5.

[0041] The bent structure of the L-shaped link 7 provides two mutually perpendicular mounting surfaces, which can respectively mate with the plane of the chassis 9 and the first mounting part 11 of the wiring harness bracket 1. When the mounting point (threaded hole or exposed bolt) of the chassis 9 and the preset route of the wiring harness are on different planes, no additional adapter is needed. Spatial steering can be achieved by the bending angle of the L-shaped link 7, which solves the problem of non-planar installation interference caused by obstacles such as vehicle frame beams and suspension components in commercial vehicle chassis, and expands the installation scenarios of the bracket.

[0042] By using the connection method of key shaft 22 and key hole, the relative rotation between wire harness bracket 1, I-type connecting rod 6 and L-type connecting rod 7 can be restricted by the meshing of key teeth, so that the adjusted installation angle can be precisely fixed, avoiding the bracket angle displacement caused by vibration during vehicle operation, and ensuring the long-term stability of the wire harness binding position.

[0043] Furthermore, multiple L-shaped connecting rods 7 are provided, and adjacent L-shaped connecting rods 7 are connected by a third connector 5. After multiple L-shaped connecting rods 7 are spliced ​​together by the third connector 5, they can be combined to form multi-segment non-planar steering support paths as needed, adapting to the complex three-dimensional spatial layout of commercial vehicle chassis and achieving a neat arrangement of wiring harnesses.

[0044] Specifically, such as Figure 8 As shown, the third connector 5 includes a key post 52 and a pin seat 51 fixedly connected to the key post 52. The key post 52 is used to insert into one of the second key hole and the third key hole. The specifications of the key post 52 are precisely matched with the second key hole of the I-type connecting rod 6 and the third key hole of the L-type connecting rod 7, realizing a universal connection of the two types of connecting rods with a single third connector 5. It eliminates the need to design special connectors for the I-type connecting rod 6 and the L-type connecting rod 7, reducing the types of parts and mold development costs, and meeting the requirements of modular production assembly.

[0045] Furthermore, the combined bracket for the commercial vehicle chassis also includes a pin 8, which engages with the key shaft 22 or the key post 52 to lock the relative position of the second connector 2 or the third connector 5 to the chassis 9. This configuration allows the pin 8 to axially limit the key shaft 22 and the key post 52, preventing the connectors from loosening or shifting due to bumps and vibrations during commercial vehicle operation, thus ensuring the stability of the connection between the wiring harness bracket 1 and the chassis 9, and between the wiring harness bracket 1 and the connecting rod.

[0046] Specifically, such as Figure 9 As shown, the pin 8 includes a snap-fit ​​portion 81 and an insertion portion 82 connected to the snap-fit ​​portion 81. The key shaft 22 has a first through hole extending radially. Along the extension direction of the first through hole, the outer periphery of the key shaft 22 is symmetrically provided with first slots. The insertion portion 82 is inserted into the first through hole, and the snap-fit ​​portion 81 engages with the first slot. The insertion portion 82 of the pin 8 is inserted into the key shaft 22 of the second connector 2 through the first through hole. The snap-fit ​​portions 81 on both sides engage with the first slots of the key shaft 22, which can fix the connecting rod or wire harness bracket 1 and prevent the pin 8 from falling off. Due to the structural characteristics of the spline, the wire harness bracket 1 or connecting rod that is matched with it can be pre-adjusted at an angle to prevent rotation after installation.

[0047] Preferably, there are two sets of first openings, and each set of first openings is provided with a corresponding first slot, and the two sets of first openings are vertically distributed.

[0048] Similarly, the key post 52 has a second opening that extends radially through it. Along the extension direction of the second opening, the outer periphery of the key post 52 is symmetrically provided with second slots. The insertion part 82 of the pin 8 is inserted into the second opening, and the locking part 81 engages with the second slot. After the third connector 5 is installed, the insertion part 82 of the pin 8 is passed through the second opening of the third connector 5, and the locking part 81 engages with the second slot, thereby fixing the third connector 5 to the bracket or connecting rod.

[0049] Optionally, the snap-fit ​​portion 81 is provided with a snap-fit ​​protrusion.

[0050] Preferably, the insertion part 82 and the snap-fit ​​part 81 are arranged at an angle. With this arrangement, the pin 8 is not a single-layer sheet structure from the side, and its insertion part 82 and the snap-fit ​​parts 81 on both sides are not on the same plane. This causes the pin 8 to undergo a certain axial deformation during the insertion of the second connector 2. Therefore, after the key shaft 22 of the second connector 2 is inserted, a certain degree of preload can be provided.

[0051] Example 1: As Figure 10 As shown, the first connector passes through the first through hole of the wire harness bracket 1 and is threaded to the chassis 9. The wire harness bracket 1 is directly installed on the chassis 9 by bolts, and the friction between the bolts and the chassis 9 prevents the wire harness bracket 1 from moving or rotating. After installation, if the angle of the wire harness bracket 1 needs to be adjusted, the bolts must be loosened; if the height of the chassis 9 needs to be adjusted, the bolts must be completely removed.

[0052] Example 2: Figure 11 and Figure 12 As shown, the cap 21 of the second connector 2 is inserted into the head of the bolt on the chassis 9, and the key shaft 22 of the second connector 2 is inserted into the first key hole of the wire harness bracket 1. When the bolts and connectors are densely distributed in a local area of ​​the chassis 9 and the wire harness bracket 1 cannot be arranged, or when the installation order of the bolts on the chassis 9 is higher than that of the wire harness bracket 1, the cap 21 of the second connector 2 is fastened to the outside of the bolt installed on the chassis 9. The inner wall of the cap 21 is initially connected to the side of the bolt head by friction. The key shaft 22 is inserted into the first key hole on the wire harness bracket 1 and then locked by the pin 8, thereby achieving the fixation of the wire harness.

[0053] Example 3: Figure 13As shown, the cap 21 of the second connector 2 is inserted into the head of the bolt on the chassis 9, the key shaft 22 of the second connector 2 is inserted into the second key hole of the I-type connecting rod 6, and the key post 52 of the third connector 5 is inserted into the first key hole of the wire harness bracket 1 and the other second key hole of the I-type connecting rod 6. When the wire harness needs to be arranged in layers or the bracket installation position is offset from the bolt hole, the second connector 2 and a single I-type connecting rod 6 can be used for connection. Specifically, the second connector 2, the ejector pin 4, and the outer shell 3 are installed in sequence on the outside of the pre-installed bolt. Then, any second key hole of the I-type connecting rod 6 is inserted into the key shaft 22 of the second connector 2. The key post 52 of the third connector 5 is passed through the first key hole of the wire harness bracket 1 and the second key hole of the I-type connecting rod 6 and then fixed by the pin 8. The I-type connecting rod 6 is connected to the key shaft 22 on the second connector 2 through the key hole. The installation angle can be freely adjusted. After installation, the key structure can achieve an anti-rotation effect. By selecting the mounting holes of the wire harness bracket 1, the layered installation and arrangement of the wire harness can be achieved.

[0054] Example 4: Figure 14 As shown, the key post 52 of the third connector 5 is sequentially inserted into the second key hole of two adjacent I-type connecting rods 6. Multiple I-type connecting rods 6 connected by the third connector 5 are connected to the chassis 9 via the first connector or the second connector 2. The wire harness bracket 1 is connected to any one of the I-type connecting rods 6 via the third connector 5. When the wire harness needs to be fixed over a large span but cannot be directly fixed with bolts, multiple I-type connecting rods can be combined for connection. In this embodiment, two I-type connecting rods 6 are combined. Specifically, the second connector 2, the ejector pin 4, and the housing 3 are matched with the bolt head in the same way as described above. The two I-type connecting rods 6 are fixedly connected by two third connectors 5, which can extend their length. Both ends of the two connected I-type connecting rods 6 are fixedly connected to the chassis 9 via the second connector 2, the ejector pin 4, the housing 3, and the pin 8. Then, the wire harness bracket 1 is fixedly connected to the I-type connecting rod 6 via the third connector 5, thereby fixing the wire harness. By selecting the second through hole of the I-type connecting rod 6, the total length and the installation position of the wire harness bracket 1 can be adjusted.

[0055] Example 5: Figure 15As shown, two L-shaped connecting rods 7 are provided. One end of the L-shaped connecting rod 7 has a third through hole, and the other end of the L-shaped connecting rod 7 has a third key hole. The key post 52 of the third connector 5 passes through the third key holes of the two L-shaped connecting rods 7 in sequence. The first connector passes through the first through hole of one of the L-shaped connecting rods 7 and is threaded to the threaded hole of the chassis 9. The key post 52 of the third connector 5 passes through the first key hole of the wire harness bracket 1 and the third through hole of the other L-shaped connecting rod 7 in sequence. When the wire harness needs to pass through the side or bottom of the chassis 9, it can be connected by combining the L-shaped connecting rods 7. Specifically, first, the third through hole of one of the L-shaped connecting rods 7 is bolted to the chassis 9. Then, the third key holes of the two L-shaped connecting rods 7 are aligned one by one. Then, the third connector 5 passes through the third key holes of the two L-shaped connecting rods 7 in sequence and is fixed by the pin 8. Finally, the third connector 5 passes through the first key hole of the wire harness bracket 1 and the third through hole of the other L-shaped connecting rod 7 and is fixed by the pin 8.

[0056] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art will be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A combined bracket for a commercial vehicle chassis, characterized in that, include: The wire harness bracket (1) is provided with a first through hole and a first key hole; The first connector can pass through the first through hole and be threadedly connected to the threaded hole on the chassis (9); The second connector (2) includes a key shaft (22) and a cap (21) fixedly connected to the key shaft (22). The cap (21) is used to insert into the head of a bolt on the chassis (9), and the key shaft (22) is used to engage with the first keyhole.

2. The combined bracket for a commercial vehicle chassis according to claim 1, characterized in that, The combined bracket for commercial vehicle chassis also includes an I-type connecting rod (6) and a third connecting member (5). The I-type connecting rod (6) is provided with a second through hole and a second key hole. The first connecting member can pass through the second through hole and be threadedly connected to the threaded hole on the chassis (9). The key shaft (22) of the second connecting member (2) can be inserted into the second key hole. The wire harness bracket (1) is fixedly connected to the I-type connecting rod (6) through the third connecting member (5). Alternatively, the combined bracket for the commercial vehicle chassis may further include an L-shaped connecting rod (7) and a third connecting member (5). The L-shaped connecting rod (7) is provided with a third through hole and a third key hole. The first connecting member can pass through the third through hole and be threadedly connected to the threaded hole on the chassis (9). The key shaft (22) of the second connecting member (2) can be inserted into the third key hole. The wire harness bracket (1) is fixedly connected to the L-shaped connecting rod (7) through the third connecting member (5).

3. The combined bracket for a commercial vehicle chassis according to claim 2, characterized in that, One end of the I-type connecting rod (6) is provided with the second through hole, and the other end of the I-type connecting rod (6) is provided with a strip hole. A plurality of second key holes are provided between the second through hole and the strip hole. The key shaft (22) of the first connector or the second connector (2) is movably disposed in the strip hole.

4. The combined bracket for a commercial vehicle chassis according to claim 2, characterized in that, Multiple type I connecting rods (6) are provided, and two adjacent type I connecting rods (6) are connected by the third connecting member (5); Alternatively, multiple L-shaped connecting rods (7) may be provided, and two adjacent L-shaped connecting rods (7) may be connected by the third connecting member (5).

5. The combined bracket for a commercial vehicle chassis according to any one of claims 2 to 4, characterized in that, The third connector (5) includes a key post (52) and a pin seat (51) fixedly connected to the key post (52). The key post (52) is used to engage with one of the second key hole and the third key hole.

6. The combined bracket for a commercial vehicle chassis according to claim 5, characterized in that, The combined bracket for the commercial vehicle chassis also includes a pin (8) for engaging with the key shaft (22) or the key post (52) to lock the relative position of the second connector (2) or the third connector (5) to the chassis (9).

7. The combined bracket for a commercial vehicle chassis according to claim 1, characterized in that, The first connector passes through the first through hole of the wire harness bracket (1) and is threaded to the chassis (9). And / or, the cap (21) of the second connector (2) is inserted into the head of a bolt on the chassis (9), and the key shaft (22) of the second connector (2) is inserted into the first keyhole of the wire harness bracket (1).

8. The combined bracket for a commercial vehicle chassis according to claim 5, characterized in that, The cap (21) of the second connector (2) is inserted into the head of the bolt on the chassis (9), the key shaft (22) of the second connector (2) is inserted into the second key hole of the I-type connecting rod (6), and the key post (52) of the third connector (5) is inserted into the first key hole of the wire harness bracket (1) and the other second key hole of the I-type connecting rod (6).

9. The combined bracket for a commercial vehicle chassis according to claim 5, characterized in that, The key post (52) of the third connector (5) is sequentially inserted into the second key hole of two adjacent I-type connecting rods (6). The multiple I-type connecting rods (6) connected by the third connector (5) are connected to the chassis (9) through the first connector or the second connector (2). The wire harness bracket (1) is connected to any one of the I-type connecting rods (6) through the third connector (5).

10. The combined bracket for a commercial vehicle chassis according to claim 5, characterized in that, Two L-shaped connecting rods (7) are provided. One end of the L-shaped connecting rod (7) is provided with the third through hole, and the other end of the L-shaped connecting rod (7) is provided with the third key hole. The key post (52) of the third connector (5) passes through the third key holes of the two L-shaped connecting rods (7) in sequence. The first connector passes through the first through hole of one of the L-shaped connecting rods (7) and is threaded to the threaded hole of the chassis (9). The key post (52) of the third connector (5) passes through the first key hole of the wire harness bracket (1) and the third through hole of the other L-shaped connecting rod (7) in sequence.

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