Front mudguard of vehicle

Abstract

The utility model relates to the technical field of fenders, in particular to a vehicle front fender which comprises a fender body, vertical mounting edges are arranged on the two sides of the fender body, a plurality of mounting holes are evenly formed in the vertical mounting edges, fastening bolts are arranged on the mounting holes in the inner sides of the vertical mounting edges, and two supporting ends are symmetrically arranged on one side of each fastening bolt. A limiting plate is arranged above the fastening bolt, one side of the limiting plate is rotationally connected with the supporting end, a rotating block is rotationally arranged at the bottom end of the limiting plate, a containing groove is formed in the bottom end of the rotating block, a first clamping block is arranged at the bottom end of the side, away from the supporting end, of the limiting plate, and a vertical connecting arm is arranged on the side, away from the supporting end, of the fastening bolt. The connection between the connecting arm and the outer frame of the wheel is firm and stable, and the phenomenon that the connecting arm is loosened and falls off due to bumping and vibration during running of a vehicle is not prone to occurring. The connecting arm and the outer frame of the wheel are firmly and stably connected with the outer frame of the wheel, and the connecting arm and the outer frame of the wheel are not prone to falling off due to bumping and vibration during running of the vehicle.

Description

Technical Field

[0001] The utility model belongs to the technical field of mudguards, specifically a front mudguard for vehicles. Background Art

[0002] A front mudguard is a plate-like structure installed on the outer frame of the wheels of a motor vehicle. Its main purpose is to prevent dirt, gravel and other sundries splashed by the wheels during driving from flying onto the body and the driver. Existing mudguards are usually fixedly connected to the outer frame of the wheel through bolts. During the driving of the motor vehicle, a large amount of bumpy vibration will occur. The connection between the front mudguard and the outer frame of the wheel vibrates along with the outer frame of the wheel. Over time, its dynamic load will overcome the friction force of the bolts, easily causing the bolts to rotate and loosen, and the mudguard may become loose and fall off. Content of the Utility Model

[0003] The technical problem to be solved by the utility model is to provide a front mudguard for vehicles aiming at the above defects, so that the connection between the mudguard and the outer frame of the wheel is firm and stable, and it is not easy to loosen and fall off due to the bumpy vibration during the driving of the vehicle.

[0004] The technical solution adopted by the utility model to solve its technical problem is as follows: a front mudguard for vehicles, including a mudguard main body. Installation vertical edges connected to the vehicle installation part are arranged on both sides of the mudguard main body. A plurality of installation holes are evenly opened on the installation vertical edges. A fastening bolt for fixedly connecting the installation vertical edge and the vehicle installation part is arranged on the installation hole inside the installation vertical edge. Two support ends are symmetrically arranged on one side of the fastening bolt. A limiting plate is arranged above the fastening bolt. Both ends on one side of the limiting plate are respectively rotationally connected to the two support ends. A rotating block is rotatably arranged at the bottom end of the limiting plate. A receiving groove matching the screw head of the fastening bolt is opened at the bottom end of the rotating block. The limiting plate rotates on the support end, driving the rotating block to approach or move away from the fastening bolt. A first clamping block is arranged at the bottom end of the side of the limiting plate far from the support end. A connecting arm in a vertical state is arranged on the side of the fastening bolt far from the support end. A second clamping block is arranged at the top end of the side of the connecting arm close to the first clamping block. The bottom end of the second clamping block abuts against the top end of the first clamping block.

[0005] Further, a driving block is arranged on the side of the limiting plate close to the support end. Two rotating shafts are symmetrically arranged at both ends of the driving block. The two rotating shafts are respectively rotationally connected to the two support ends.

[0006] Further, a placement groove matching the rotating block is formed at the bottom end of the limiting plate. The rotating block is rotatably arranged inside the placement groove. An annular sliding groove is formed on the inner peripheral wall of the placement groove. Sliding blocks are symmetrically arranged on both sides of the rotating block. The sliding blocks are slidably connected to the annular sliding groove. The bottom end of the rotating block extends to the bottom of the limiting plate.

[0007] Further, a first driving inclined surface is arranged at the bottom end of the first clamping block on the side close to the second clamping block. A second driving inclined surface matching the first driving inclined surface is arranged at the top end of the second clamping block on the side close to the first clamping block. The first driving inclined surface and the second driving inclined surface are parallel to each other.

[0008] Further, the fender main body includes an arc section main body, and side flanges formed by folding downwards from both sides of the arc section main body. The top end of the installation vertical edge is connected to the bottom end of the side flange.

[0009] The beneficial effects of the present utility model are as follows:

[0010] Through the cooperative setting of the installation vertical edge, installation hole, fastening bolt, support end, limiting plate, rotating block, accommodating groove, first clamping block, connecting arm, and second clamping block of the present utility model, after the fastening bolt fixedly connects the installation vertical edge and the vehicle installation part through the installation hole, rotate the limiting plate to make the limiting plate form a flip between the two support ends, drive the rotating block to approach the screw head of the fastening bolt, make the accommodating groove correspond to the screw head of the fastening bolt by rotating the rotating block, make the screw head of the fastening bolt enter the accommodating groove, and the first clamping block on the limiting plate contacts the second clamping block, and generates a driving force on the second clamping block and the connecting arm, so that the connecting arm undergoes elastic deformation and tilts towards the side away from the limiting plate until the first clamping block moves to the bottom end of the second clamping block, and the force of the connecting arm and the second clamping block being squeezed disappears, and they reset and rebound, and the bottom end of the second clamping block abuts against the top end of the first clamping block to limit the up-and-down movement of the limiting plate, and the support end makes the limiting plate only form a flip and cannot move back and forth. Then, the limiting plate limits the fastening bolt, so that the fastening bolt cannot move along the axial direction of the installation hole, thereby preventing the bolt from loosening due to the bumpy vibration during driving, making the connection between the fender and the vehicle firm and stable, and not easily loosening and falling off. Description of the Drawings

[0011] Through the following detailed description in conjunction with the drawings, the foregoing and other objects, features, and advantages of the present utility model will become obvious.

[0012] Figure 1 It is a three-dimensional view of the present utility model.

[0013] Figure 2 It is a cross-sectional view of the limiting plate of the present utility model.

[0014] Figure 3This is a schematic structural view of the limiting plate and the rotating block of the present utility model.

[0015] Figure 4 This is a schematic structural view of the accommodating groove of the present utility model.

[0016] Wherein: 1. Fender main body; 101. Arc section main body; 102. Side fender; 2. Vehicle mounting part; 3. Mounting vertical edge; 301. Mounting hole; 4. Fastening bolt; 5. Support end; 6. Limiting plate; 601. Driving block; 602. Rotating shaft; 603. Placing groove; 604. Annular sliding groove; 7. Rotating block; 701. Accommodating groove; 702. Slide block; 8. First clamping block; 801. First driving inclined surface; 9. Connecting arm; 10. Second clamping block; 1001. Second driving inclined surface. Detailed implementation manners

[0017] The present utility model will be further described below with reference to the accompanying drawings.

[0018] Refer to Figures 1-4 As shown, the vehicle front fender includes a fender main body 1. On both sides of the fender main body 1, there are mounting vertical edges 3 connected to the vehicle mounting part 2. A plurality of mounting holes 301 are evenly formed in the mounting vertical edges 3. On the mounting holes 301 inside the mounting vertical edges 3, there are fastening bolts 4 for fixedly connecting the mounting vertical edges 3 with the vehicle mounting part 2. The fastening bolts 4 fix the mounting vertical edges 3 to the outer frame of the wheel through the mounting holes 301. On one side of the fastening bolts 4, there are two support ends 5 symmetrically arranged. Above the fastening bolts 4, there is a limiting plate 6. Both ends of one side of the limiting plate 6 are respectively rotatably connected to the two support ends 5. On the side of the limiting plate 6 close to the support end 5, there is a driving block 601. At both ends of the driving block 601, there are two rotating shafts 602 symmetrically arranged. The two rotating shafts 602 are respectively rotatably connected to the two support ends 5. One side of the limiting plate 6 forms a flip with the support end 5 as the support point through the rotating shafts 602, driving the limiting plate 6 to move away from or close to the fastening bolts 4. The distance between the inner wall of the fender main body 1 and the wheel allows the limiting plate 6 to rotate 180°.

[0019] A rotating block 7 is rotatably arranged at the bottom end of the limiting plate 6. A receiving groove 701 matching the screw head of the fastening bolt 4 is formed at the bottom end of the rotating block 7. A placing groove 603 matching the rotating block 7 is formed at the bottom end of the limiting plate 6. The rotating block 7 is rotatably arranged inside the placing groove 603. An annular sliding groove 604 is formed on the inner peripheral wall of the placing groove 603. Sliding blocks 702 are symmetrically arranged on both sides of the rotating block 7. The sliding blocks 702 are slidably connected with the annular sliding groove 604. The bottom end of the rotating block 7 extends to the bottom of the limiting plate 6. The rotating block 7 is stably rotated on the limiting plate 6 through the cooperation of the sliding blocks 702 and the annular sliding groove 604. Specifically, the placing groove 603 is of a regular hexagon structure. Through the rotation of the rotating block 7, the placing groove 603 is matched with the screw head of the fastening bolt 4, and the edge and the screw head of the fastening bolt 4 enter the inside of the receiving groove 701 of the rotating block 7.

[0020] The limiting plate 6 rotates on the supporting end part 5, driving the rotating block 7 to approach or move away from the fastening bolt 4, so that the screw head of the fastening bolt 4 enters or exits the receiving groove 701. A first clamping block 8 is arranged at the bottom end of the side of the limiting plate 6 away from the supporting end part 5. A vertical connecting arm 9 is arranged on the side of the fastening bolt 4 away from the supporting end part 5. A second clamping block 10 is arranged at the top end of the side of the connecting arm 9 close to the first clamping block 8. The bottom end of the second clamping block 10 abuts against the top end of the first clamping block 8. While the fastening bolt 4 forms a cooperation with the rotating block 7, the first clamping block 8 on the limiting plate 6 contacts the second clamping block 10, and the first clamping block 8 generates a pushing force on the second clamping block 10 and the connecting arm 9, causing the connecting arm 9 to undergo elastic deformation and tilt to the side away from the limiting plate 6 until the first clamping block 8 moves to the bottom end of the second clamping block 10. The force exerted on the connecting arm 9 and the second clamping block 10 by extrusion disappears, and they reset and rebound. The bottom end of the second clamping block 10 abuts against the top end of the first clamping block 8, thereby restricting the upward movement of the first clamping block 8, and the fixing bolt 4 restricts the downward movement of the limiting plate 6. Their mutual cooperation restricts the up and down movement of the limiting plate 6 and the first clamping block 8, and the supporting end part 5 enables the limiting plate 6 to only form a flip and cannot move back and forth. Thereby, the limiting plate 6 forms a limit on the fastening bolt 4, preventing the fastening bolt 4 from moving along the axial direction of the mounting hole 301, thereby preventing the bolt from loosening due to the bumpy vibration during driving, making the connection between the fender and the vehicle firm and stable, and not easily loosening or falling off.

[0021] A first driving inclined surface 801 is arranged at the bottom end of the side of the first clamping block 8 close to the second clamping block 10. A second driving inclined surface 1001 matching the first driving inclined surface 801 is arranged at the top end of the side of the second clamping block 10 close to the first clamping block 8. The first driving inclined surface 801 and the second driving inclined surface 1001 are parallel to each other. The first driving inclined surface 801 and the second driving inclined surface 1001 cooperate to facilitate the first clamping block 8 to form a thrust on the second clamping block 10.

[0022] The fender body 1 includes an arc-shaped section body 101 and side fender edges 102 that are folded downward from both sides of the arc-shaped section body 101. The top end of the installation vertical edge 3 is connected to the bottom end of the side fender edge 102. The arc-shaped section body 101, the installation vertical edge 3, and the side fender edge 102 are integrally formed.

[0023] The above are only the preferred embodiments of the present invention, and do not impose any form of limitation on the present invention. Any simple modification or equivalent change made to the above embodiments based on the technical essence of the present invention shall fall within the protection scope of the present invention.

Claims

1. A vehicle front fender, comprising a fender body (1), characterized in that: The fender body (1) is provided with mounting vertical edges (3) connected to the vehicle mounting portion (2) on both sides, the mounting vertical edges (3) are evenly provided with a plurality of mounting holes (301), the mounting holes (301) on the inner side of the mounting vertical edges (3) are provided with fastening bolts (4) for fixing the mounting vertical edges (3) to the vehicle mounting portion (2), one side of the fastening bolt (4) is symmetrically provided with two supporting end portions (5), a limiting plate (6) is provided above the fastening bolt (4), the two ends of one side of the limiting plate (6) are respectively rotatably connected to the two supporting end portions (5), and a rotating block (7) is rotatably provided at the bottom end of the limiting plate (6), The bottom end of the rotating block (7) is provided with a receiving groove (701) matching the screw head of the fastening bolt (4); the limiting plate (6) rotates on the supporting end (5) to drive the rotating block (7) to approach or move away from the fastening bolt (4); a first clamping block (8) is provided at the bottom end of the limiting plate (6) on the side away from the supporting end (5); a connecting arm (9) in a vertical state is provided on the side away from the supporting end (5); a second clamping block (10) is provided at the top end of the connecting arm (9) on the side close to the first clamping block (8); the bottom end of the second clamping block (10) is in contact with the top end of the first clamping block (8).

2. The vehicle front fender according to claim 1, characterized in that: A driving block (601) is arranged on one side of the limiting plate (6) close to the supporting end portion (5), and two rotating shafts (602) are symmetrically arranged at both ends of the driving block (601), and the two rotating shafts (602) are respectively rotatably connected to the two supporting end portions (5).

3. The vehicle front fender according to claim 1, characterized in that: The bottom end of the limiting plate (6) is provided with a placement groove (603) matching with the rotating block (7); the rotating block (7) is rotatably arranged inside the placement groove (603); an annular sliding groove (604) is provided on the inner peripheral wall of the placement groove (603); sliding blocks (702) are symmetrically arranged on both sides of the rotating block (7); the sliding blocks (702) are slidably connected to the annular sliding groove (604); and the bottom end of the rotating block (7) extends to the bottom of the limiting plate (6).

4. The vehicle front fender according to claim 1, characterized in that: A first driving inclined surface (801) is arranged at the bottom end of the first clamping block (8) close to the second clamping block (10), and a second driving inclined surface (1001) matching the first driving inclined surface (801) is arranged at the top end of the second clamping block (10) close to the first clamping block (8), and the first driving inclined surface (801) and the second driving inclined surface (1001) are parallel to each other.

5. The vehicle front fender according to claim 1, characterized in that: The fender body (1) comprises an arc segment body (101) and side ribs (102) formed by folding downwards from both sides of the arc segment body (101), and the top end of the mounting vertical edge (3) is connected to the bottom end of the side ribs (102).

Images