Steadily connected vehicle

Abstract

The utility model discloses a stably connected vehicle which comprises a chassis and an upper part arranged on the chassis, the vehicle is further provided with an upper part connecting structure, the upper part connecting structure comprises a first connecting piece connected with the upper part and a second connecting piece connected with the chassis, and the first connecting piece and the second connecting piece are connected through a fastener so that the chassis and the upper part can be fastened. And an elastic piece for separating the chassis from the upper part is arranged between the chassis and the upper part. The utility model provides a stably connected vehicle to solve the technical problems that an upper part is in hard contact with a chassis in the process that an existing vehicle passes through a bumpy road section or the vehicle is installed on the upper part, the upper part is not firmly connected with the chassis in the vehicle running process, and the upper part shifts due to the change of the vehicle speed. And the technical problem that the fastener is fractured due to overlarge loading displacement impact force is solved.

Description

Technical Field

[0001] This application belongs to the field of vehicles, and particularly relates to a vehicle with a stable connection. Background Art

[0002] In existing vehicles, a superstructure is usually arranged on the chassis, and items are transported through the superstructure. As the direct load-bearing component for transporting items, the connection between the superstructure and the chassis must be safe and stable. If the connection between the superstructure and the chassis is not secure, it is easy to cause damage to the transported items, and even the displacement of the superstructure may lead to vehicle rollover. The existing technical solution for connecting the superstructure and the chassis is to fix the superstructure and the chassis with U-bolts. The U-bolts pass through the superstructure and the chassis for connection, providing a vertically downward pressure on the superstructure to press the superstructure against the chassis. At the same time, by setting an auxiliary tension plate, one end of the tension plate is connected to the superstructure and the other end is connected to the chassis to prevent the superstructure from shifting during vehicle operation. However, relying only on the pressure provided by the U-bolts can only prevent the displacement of the superstructure to a certain extent. When the vehicle speed changes, such as sudden braking or driving on a bumpy road, the superstructure will still move due to insufficient friction. Although the auxiliary tension plate can prevent the superstructure from moving, the force is at the connection position between the tension plate and the superstructure or the chassis, which causes damage at the connection position after long-term use of the tension plate. At the same time, the tension plate cannot play a pressing role and only prevents the superstructure from moving by the force at the connection position, and the auxiliary effect is not significant. At the same time, due to production and assembly errors between the superstructure and the chassis, gaps are likely to be generated between the two. During driving on a bumpy road or during the installation of the superstructure, the hard contact between the superstructure and the chassis may cause damage to the superstructure and the chassis, affecting the safe transportation of the vehicle.

[0003] The existing publicly disclosed technology with the publication number CN204507033U provides a connecting device between the upper body and the chassis that can provide a pre-tightening force, which can alleviate the problem that the vibration of the upper body damages the main body of the truck chassis frame when the truck is running on complex road conditions. The specific implementation principle is as follows: A lower bracket is provided on the truck chassis, an upper bracket is provided on the sub-frame of the upper body, the upper bracket is provided with a first connecting part, the lower bracket is provided with a second connecting part, a fastening component passes through the first connecting part and the second connecting part, and an elastic member is provided between the fastening component and the first connecting part or the second connecting part. The first connecting part and the second connecting part are arranged corresponding to each other in the vertical direction. When the fastener is tightened, on the one hand, the elastic member deforms to generate a pre-tightening force to press the upper body against the chassis, and on the other hand, when the truck is running on complex road conditions, the upper body vibrates and generates a vertical displacement relative to the lower bracket, weakening the loss of the upper body vibration to the frame. However, when the vehicle brakes or accelerates, the upper body moves forward and backward relative to the vehicle. At this time, the above-mentioned connecting device is subjected to a lateral impact force by the fastener, which easily causes the fastener to bend and deform, and even break, which may lead to the displacement of the upper body and cause the vehicle to overturn. At the same time, when the vehicle using the above-mentioned connecting device passes through a bumpy road section, the frame continuously rises and falls, resulting in a relative collision between the upper body and the chassis. After continuous hard contact collisions, the structures of the chassis and the upper body are deformed, causing vehicle damage and affecting the safe transportation of the vehicle. Summary of the Invention

[0004] The present application provides a vehicle with a stable connection to solve the technical problems of hard contact between the upper body and the chassis when the existing vehicle passes through a bumpy road section or during the installation of the upper body, the problem that the connection between the upper body and the chassis is not firm during the driving of the vehicle and the upper body is displaced due to the change of the vehicle speed, and the problem that the fastener breaks due to excessive impact force of the upper body displacement.

[0005] The technical solution adopted in the present application is as follows:

[0006] A vehicle with a stable connection, the vehicle includes a chassis and an upper body provided on the chassis. The vehicle is further provided with an upper body connection structure. The upper body connection structure includes a first connecting member connected to the upper body and a second connecting member connected to the chassis. The first connecting member and the second connecting member are connected by a fastener to fasten the chassis and the upper body, and an elastic member for separating the two is further provided between the chassis and the upper body.

[0007] A vehicle with a stable connection in the present application further includes the following additional technical features:

[0008] The fastener has a first connection position with the first connecting member and a second connection position with the second connecting member. There is a first connection line from the second connection position to the first connection position, and the first connection line has an included angle α with the vehicle axial direction.

[0009] The first connection line points to the front of the vehicle axial direction, and α satisfies: 15° ≤ α ≤ 75°.

[0010] The first connecting member and / or the second connecting member is provided with a limiting portion, and the limiting portion can limit the displacement of the upper mounting and / or the elastic member relative to the chassis.

[0011] The limiting portion is a limiting plate extending from the second connecting member towards the upper mounting, and the limiting plate at least partially coincides with the upper mounting in the transverse direction.

[0012] The top surface and / or the bottom surface of the elastic member is provided with a buffer rib extending outwards.

[0013] The upper mounting has a bottom surface in contact with the elastic member, and the outer contour of the elastic member coincides with the outer contour of the bottom surface or the outer contour of the bottom surface is within the outer contour of the elastic member; alternatively, a plurality of elastic members are provided, and the elastic members are arranged at intervals along the vehicle axial direction or along the transverse direction perpendicular to the vehicle axial direction.

[0014] The fastener has a connecting rod threadedly connected to the first connecting member, and an abutting portion connected to the connecting rod and disposed on the second connecting member.

[0015] The upper mounting connection structure is provided with a first locking member. The first connecting member has a second limiting plate that restricts the movement of the first locking member. The connecting rod passes through the second limiting plate and is threadedly connected to the first locking member. The first locking member can abut against the second limiting plate and cause the abutting portion to abut against the second connecting member, so as to realize the firm connection between the first connecting member and the second connecting member.

[0016] The upper mounting connection structure is further provided with a second locking member. The second locking member is threadedly connected to the connecting rod. The second locking member can abut against the first locking member. The second limiting plate, the first locking member, and the second locking member are sequentially arranged along the axial direction of the connecting rod.

[0017] Due to the adoption of the above technical solutions, the beneficial effects obtained by this application are as follows:

[0018] 1. In this application, an upper body connection structure is provided. The upper body connection structure includes a first connecting member connected to the upper body and a second connecting member connected to the chassis. The first connecting member and the second connecting member are connected by fasteners to fasten the chassis and the upper body tightly. An elastic member for separating the two is also provided between the chassis and the upper body. The upper body can press the elastic member tightly against the chassis, increasing the friction between the upper body and the elastic member, and between the chassis and the elastic member, fixing the chassis and the upper body more firmly and reducing the risk of the upper body shifting. At the same time, by providing the elastic member to separate the upper body and the chassis, during the vehicle passing through bumpy sections or during the installation of the upper body, the elastic member can be deformed by extrusion to buffer, avoiding hard contact between the upper body and the chassis. When the vehicle passes through bumpy sections, after being buffered by the elastic member, the impact on the upper body can be reduced, effectively maintaining the stability of the upper body. Moreover, by providing the elastic member, the elastic member can fill the depressions caused by production and assembly errors between the upper body and the chassis, increasing the contact area with the upper body or the chassis while avoiding hard contact between the upper body and the chassis, thereby increasing the friction between the upper body and the elastic member, and between the chassis and the elastic member, and connecting the upper body and the chassis firmly. In an embodiment of this application, the fasteners fasten the chassis and the upper body, and at the same time cause the elastic member to deform further, further increasing the friction between the upper body and the elastic member, and between the elastic member and the chassis, enhancing the fixing effect of the upper body and the chassis. During the vehicle driving process, due to the tendency of the upper body to shift during vehicle acceleration, braking, etc., the friction between the elastic member and the upper body, and between the elastic member and the chassis can offset it, effectively reducing the impact force on the fasteners, avoiding the risk that the fasteners are deformed or even broken due to excessive impact force, and thus preventing the upper body from detaching from the chassis, improving the driving safety of the vehicle.

[0019] 2. As a preferred embodiment of this application, by setting the angle α, on the one hand, the impact force of the upper body shifting can be offset by the friction between the upper body and the elastic member, and on the other hand, it can be converted into a tensile force or a thrust force along the first connection line, causing the first connection position and the second connection position to be stressed, and the fasteners to be stressed as a whole, which can protect the fasteners and improve the service life of the fasteners.

[0020] Furthermore, the first connection line points to the upper front in the vehicle axial direction, and the angle α satisfies: 15° ≤ α ≤ 75°. In one embodiment, when the vehicle is moving forward and braking, the upper body has a tendency to shift in the forward direction. By setting the angle α to satisfy 15° ≤ α ≤ 75°, the impact force generated by the upper body shifting during braking can be better offset. Part of the impact force is offset by the fastening of the fasteners to the first connection position and the second connection position, and most of the impact force is offset by the friction between the elastic member and the upper body, and between the elastic member and the chassis. While protecting the fasteners, the risk of the upper body shifting is reduced, and the driving safety of the vehicle is improved.

[0021] 3. As a preferred embodiment of the present application, by providing a limiting portion, when the vehicle passes through a bumpy road section, the elastic member deforms under the extrusion of the chassis and the superstructure. The limiting portion can prevent the elastic member and / or the superstructure from undergoing lateral displacement in the direction perpendicular to the vehicle's axial direction relative to the chassis, ensuring that the superstructure is fixed at the installation position on the chassis. In an embodiment of the present application, when the vehicle brakes or accelerates, the limiting portion can prevent the elastic member and / or the superstructure from undergoing displacement in the vehicle's axial direction relative to the chassis, so as to ensure that the superstructure is fixed at the installation position on the chassis. In another embodiment of the present application, the limiting portion also has the function of installation positioning, which can ensure that the superstructure and the elastic member are accurately installed at the installation position on the chassis. After the elastic member is installed, when installing the superstructure, the limiting portion can effectively offset the displacement tendency generated by the extrusion or contact of the elastic member during the installation of the superstructure. During operation, the limiting portion can further restrict the displacement of the superstructure and / or the elastic member relative to the chassis.

[0022] 4. As a preferred embodiment of the present application, the elastic member has buffer ribs, which can improve the deformation ability of the elastic member, further improve the buffering ability of the elastic member. At the same time, the buffer ribs of the elastic member increase the contact area between the elastic member and the superstructure and / or between the elastic member and the superstructure, which can increase the friction force between the elastic member and the chassis and / or between the elastic member and the superstructure, reduce the risk of the superstructure shifting, and ensure a firm connection between the superstructure and the chassis.

[0023] 5. As a preferred embodiment of the present application, by setting the outer contour of the elastic member to coincide with the outer contour of the top and bottom surfaces of the superstructure or the outer contour of the bottom surface is within the outer contour of the elastic member, or by providing multiple elastic members and arranging them at intervals in the vehicle's axial direction or the lateral direction perpendicular to the axial direction, the contact area between the elastic member and the bottom surface of the superstructure can be effectively increased, further improving the friction force of the superstructure. At the same time, it can prevent hard contact between the bottom surface of the superstructure and the chassis.

[0024] 6. As a preferred embodiment of the present application, by setting the connecting rod to be threadedly connected with the first connecting piece, reliable connection strength can be provided, ensuring that the fastener can maintain its tightness and does not loosen when the vehicle passes through a bumpy road section or the vehicle speed changes.

[0025] Furthermore, by providing a second limiting plate, the connecting rod passes through the second limiting plate and is connected to the first locking piece. The first locking piece abuts against the second limiting plate and makes the abutting portion abut against the second connecting piece, so that the fastener connects the first connecting piece and the second connecting piece more tightly, enhancing the fastening effect between the superstructure and the elastic member and between the elastic member and the chassis.

[0026] Furthermore, by providing a second locking member which can abut against the first locking member, with the second limiting plate, the first locking member, and the second locking member arranged in sequence along the axial direction of the connecting rod, the fixing effect between the first connecting member and the second connecting member can be improved by providing the second locking member. By providing the second locking member to be able to abut against the first locking member, there is frictional force between the first locking member and the second locking member, which can prevent the loosening of the first locking member, improve the anti-vibration ability of the first locking member, enhance the fixing effect between the first connecting member and the second connecting member, and further strengthen the fixing effect between the upper body and the chassis. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The drawings described herein are provided to further understand the present application and form a part of the present application. The schematic embodiments and descriptions thereof of the present application are used to explain the present application and do not constitute an improper limitation to the present application. In the drawings:

[0028] Figure 1 is a schematic diagram of the whole vehicle under an embodiment of the present application;

[0029] Figure 2 is Figure 1 an enlarged view of part A in

[0030] Reference numerals:

[0031] 1, vehicle;

[0032] 2, upper body; 21, bottom surface; 22, first side surface; 23, second side surface;

[0033] 3, chassis; 31, first mounting surface; 32, second mounting surface;

[0034] 4, upper body connection structure; 41, first connecting member; 411, first connecting plate; 412, second limiting plate;

[0035] 42, second connecting member; 421, second connecting plate; 422, third limiting plate; 43, fastener; 431, bolt; 432, second locking member; 433, first locking member; 44, limiting portion;

[0036] 5, elastic member. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0037] In order to more clearly illustrate the overall concept of the present application, the following will be described in detail by way of examples in conjunction with the drawings of the specification.

[0038] In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. However, the present application may be implemented in other ways different from those described herein. Therefore, the scope of protection of the present application is not limited by the specific embodiments disclosed below. It should be noted that, without conflict, the embodiments of the present application and the features in each embodiment may be combined with each other.

[0039] In addition, in the description of the present application, it should be understood that the orientation or positional relationship indicated by terms such as "top", "bottom", "inner", "outer", "axial direction", "radial direction", "circumferential direction", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present application.

[0040] In the present application, unless otherwise clearly defined and limited, terms such as "installed", "connected", "connected to", "fixed" and the like should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or integrated; it may be a mechanical connection, an electrical connection, or a communication connection; it may be directly connected, or indirectly connected through an intermediate medium, and may be the communication between two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application may be understood according to specific circumstances.

[0041] In the present application, unless otherwise clearly defined and limited, the first feature being "on" or "under" the second feature may be that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0042] As Figure 1 , Figure 2 shown, a vehicle 1 in which a superstructure 2 is firmly connected to a chassis 3. The vehicle 1 includes a chassis 3 and a superstructure 2 disposed on the chassis 3. The vehicle 1 is further provided with a superstructure connection structure 4. The superstructure connection structure 4 includes a first connecting member 41 connected to the superstructure 2 and a second connecting member 42 connected to the chassis 3. The first connecting member 41 and the second connecting member 42 are connected by a fastener 43 to fasten the chassis 3 and the superstructure 2. An elastic member 5 for separating the two is further provided between the chassis 3 and the superstructure 2.

[0043] By providing an upper mounting connection structure 4, the upper mounting connection structure 4 includes a first connecting member 41 connected to the upper mounting 2 and a second connecting member 42 connected to the chassis 3. The first connecting member 41 and the second connecting member 42 are connected by a fastener 43 to fasten the chassis 3 and the upper mounting 2. An elastic member 5 for separating the two is also provided between the chassis 3 and the upper mounting 2. The upper mounting 2 can press the elastic member 5 against the chassis 3, increasing the friction between the upper mounting 2 and the elastic member 5, and between the chassis 3 and the elastic member 5, fixing the chassis 3 and the upper mounting 2 more firmly and reducing the risk of displacement of the upper mounting 2. At the same time, by providing the elastic member 5 to separate the upper mounting 2 and the chassis 3, during the vehicle 1 passing through a bumpy road section or during the installation of the upper mounting 2, the elastic member 5 can be deformed by extrusion for buffering to avoid hard contact between the upper mounting 2 and the chassis 3. After the vehicle 1 passes through a bumpy road section and is buffered by the elastic member 5, the impact on the upper mounting 2 is reduced, effectively maintaining the stability of the upper mounting 2. Moreover, by providing the elastic member 5, the elastic member 5 can fill the recesses generated due to production and assembly errors between the upper mounting 2 and the chassis 3, increasing the contact area with the upper mounting 2 or the chassis 3 while avoiding hard contact between the upper mounting 2 and the chassis 3, thereby increasing the friction between the upper mounting 2 and the elastic member 5, and between the chassis 3 and the elastic member 5, and connecting the upper mounting 2 and the chassis 3 firmly. In an embodiment of the present application, the fastener 43 fastens the chassis 3 and the upper mounting 2, and at the same time further deforms the elastic member 5, further increasing the friction between the upper mounting 2 and the elastic member 5, and between the elastic member 5 and the chassis 3, enhancing the fixing effect between the upper mounting 2 and the chassis 3. During the driving of the vehicle 1, due to the tendency of the upper mounting 2 to shift during acceleration, braking, etc. of the vehicle, the friction between the elastic member 5 and the upper mounting 2, and between the elastic member 5 and the chassis 3 can counteract the impact force, effectively reducing the impact force on the fastener 43, avoiding the risk that the fastener 43 is deformed or even broken due to excessive impact force, and thus causing the upper mounting 2 to separate from the chassis 3, improving the driving safety of the vehicle 1.

[0044] As a preferred embodiment of the present application, as Figure 1 、 Figure 2 shown, the fastener 43 has a first connection position with the first connecting member 41 and a second connection position with the second connecting member 42. The first connection position and the second connection position have a first connection line, and the first connection line has an included angle α with the axial direction of the vehicle 1.

[0045] By providing the included angle α, on the one hand, the impact force of the displacement of the upper mounting 2 can be offset by the friction between the upper mounting 2 and the elastic member 5, and on the other hand, it can be converted into a tensile force or a thrust force along the first connection line, causing the first connection position and the second connection position to be stressed, and the fastener 43 as a whole to be stressed, which can protect the fastener 43 and improve the service life of the fastener 43.

[0046] In the present application, the connection methods of the first connecting member 41 with the upper mounting 2 and the second connecting member 42 with the chassis 3 are not limited. AsFigure 2 As shown, it can be bolted or connected by welding or other means.

[0047] In this embodiment, the angle α between the first connecting line and the axial direction of the vehicle 1 can be set to any one of the following embodiments:

[0048] Embodiment 1: As Figure 1 , Figure 2 shown, the first connecting line points forward in the axial direction of the vehicle 1, and α satisfies: 15° ≤ α ≤ 75°. That α satisfies 15° ≤ α ≤ 75° can avoid when α < 15°, the connection positions of the upper body 2 and the first connecting member 41 and the connection positions of the chassis 3 and the second connecting member 42 are close to the edges, and the large stress intensity at the edges easily leads to the risk of deformation or even rupture of the edge connection positions, and when 75° < α ≤ 90°, the risk that the ability of the fastener to counteract the displacement impact force of the upper body 2 is reduced. When the vehicle 1 moves forward, during the braking process of the vehicle 1, the upper body 2 has a tendency to shift in the forward direction. It can better counteract a part of the impact force generated by the displacement of the upper body 2 during braking through the fastening of the fastener 43 at the first connection position and the second connection position, and the other part of the impact force is counteracted by the friction between the elastic member 5 and the upper body 2 and the friction between the elastic member 5 and the chassis 3. The fastener is stressed as a whole along the first connecting line, while protecting the fastener 43, reducing the risk of displacement of the upper body 2, and improving the driving safety of the vehicle 1. Further, when α is 30°, the upper body connection mechanism 4 can better provide a pressing force to the chassis, increase the friction between the upper body 2 and the elastic member 5, and improve the fixing effect. When α is 60°, it can better counteract the impact force generated by the displacement tendency of the upper body 2 along the axial direction of the vehicle 1. Preferably, α is 45°, that is, it can provide sufficient pressing force to the upper body 2, increase the friction between the upper body 2 and the elastic member 5, and ensure that the impact force generated by the displacement tendency of the upper body 2 along the axial direction of the vehicle 1 is counteracted.

[0049] Taking the case where the vehicle 1 moves forward as an example, when the vehicle 1 brakes while moving forward, the upper body 2 has a tendency to shift in the forward direction. By setting the angle α to satisfy: 15° ≤ α ≤ 75°, it can better counteract a part of the impact force generated by the displacement of the upper body 2 during braking through the fastening of the fastener 43 at the first connection position and the second connection position, and most of the impact force is counteracted by the friction between the elastic member 5 and the upper body 2 and the friction between the elastic member 5 and the chassis 3. While protecting the fastener 43, it reduces the risk of displacement of the upper body 2 and improves the driving safety of the vehicle 1.

[0050] Embodiment 2: Different from Embodiment 1, the first connecting line points backward in the axial direction of the vehicle 1. When the vehicle 1 brakes or accelerates in reverse, a part of the impact force is counteracted by the fastening of the fastener 43 at the first connection position and the second connection position, and the other part of the impact force is counteracted by the friction between the elastic member 5 and the upper body 2 and the friction between the elastic member 5 and the chassis 3.

[0051] In the vehicle 1 of the present application, a plurality of superstructure connection structures 4 can be provided, including the superstructure connection structures 4 provided in Embodiment 1 and Embodiment 2. Specifically, the superstructure connection structure 4 includes the first superstructure connection structure in Embodiment 1 and the second superstructure connection structure in Embodiment 2. The first superstructure connection structure and the second superstructure connection structure can be arranged at intervals, or the first superstructure connection structure can be arranged on one side of the vehicle 1 and the second superstructure connection structure can be arranged on the other side.

[0052] As a preferred embodiment of the present application, as Figure 1 、 Figure 2 shown, the first connecting member 41 and / or the second connecting member 42 are provided with a limiting portion 44, and the limiting portion 44 can limit the displacement of the superstructure 2 and / or the elastic member 5 relative to the chassis 3. Preferably, as Figure 2 shown, the first connecting member 41 has a first connecting plate 411 fixed to the superstructure 2, the second connecting member 42 has a second connecting plate 421 fixed to the chassis, and the limiting portion 44 is a limiting plate extending from the second connecting plate 421 towards the superstructure 2, and the limiting plate at least partially coincides with the superstructure 2 in the transverse direction. In an embodiment of this embodiment, the limiting portion 44 is a limiting plate extending from the second connecting plate 421 towards the superstructure 2, and the first connecting plate 411 has a first limiting plate extending towards the chassis 3 and at least partially coinciding with the chassis 3. One of the first limiting plate and the limiting plate has an avoidance groove. Preferably, the first limiting plate has an avoidance groove for avoiding the limiting plate, and the first limiting plate is wider than the limiting plate.

[0053] By providing the limiting portion 44, when the vehicle 1 passes through a bumpy road section, the elastic member 5 is deformed by the extrusion of the chassis 3 and the superstructure 2, and the limiting portion 44 can prevent the elastic member 5 and / or the superstructure 2 from laterally displacing relative to the chassis 3 in the direction perpendicular to the vehicle 1 axis, ensuring that the superstructure 2 is fixed at the installation position on the chassis 3. In an embodiment of the present application, when the vehicle 1 brakes or accelerates, the limiting portion 44 can prevent the elastic member 5 and / or the superstructure 2 from displacing relative to the chassis 3 in the axial direction of the vehicle 1 to ensure that the superstructure 2 is fixed at the installation position on the chassis 3. In another embodiment of the present application, the limiting portion 44 also has the function of installation positioning, which can ensure that the superstructure 2 and the elastic member 5 are accurately installed at the installation position on the chassis 3. After the elastic member 5 is installed, when installing the superstructure 2, the limiting portion 44 can effectively offset the displacement trend generated by the extrusion or contact of the elastic member 5 by the installation of the superstructure 2. During operation, the limiting portion 44 can further limit the displacement of the superstructure 2 and / or the elastic member 5 relative to the chassis 3.

[0054] As a preferred embodiment in the present application, which is not illustrated in the drawings, buffer ribs extending outwards are provided on the top surface and / or the bottom surface 21 of the elastic member 5. Preferably, buffer ribs extending outwards are provided on both the top surface and the bottom surface 21 of the elastic member 5. The elastic member 5 having buffer ribs can improve the deformation ability of the elastic member 5, further enhance the buffering ability of the elastic member 5. At the same time, with the buffer ribs on the elastic member 5, the contact area between the elastic member 5 and the upper mounting 2 and / or between the elastic member 5 and the upper mounting 2 increases, which can increase the friction force between the elastic member 5 and the chassis 3 and / or between the elastic member 5 and the upper mounting 2, reduce the risk of displacement of the upper mounting 2, and ensure the stable connection between the upper mounting 2 and the chassis 3.

[0055] In the present application, the elastic member 5 can be arranged in any one of the following embodiments:

[0056] Embodiment 1: This Embodiment 1 is not illustrated in the drawings. The upper mounting 2 has a bottom surface 21 in contact with the elastic member 5, and the outer contour of the elastic member 5 coincides with the outer contour of the bottom surface 21 or the outer contour of the bottom surface 21 is within the outer contour of the elastic member 5.

[0057] Embodiment 2: As Figure 2 shown, the outer contour of the elastic member 5 is within the outer contour of the bottom surface 21. On the premise of ensuring the stable connection between the upper mounting 2 and the chassis 3, it can effectively save the use of the elastic member 5 and reduce the cost.

[0058] Embodiment 3: This Embodiment 3 is not illustrated in the drawings. A plurality of elastic members 5 are provided, and the elastic members 5 are arranged at intervals along the axial direction of the vehicle 1 or along the transverse direction perpendicular to the axial direction of the vehicle 1.

[0059] As a preferred embodiment in the present application, the fastener 43 has a connecting rod threadedly connected to the first connecting member 41 and an abutting portion connected to the connecting rod and arranged on the second connecting member 42. Those skilled in the art can clearly understand that the connecting rod can also be threadedly connected to the second connecting member 42, and the abutting portion is arranged on the first connecting member 41. Preferably, as Figure 2 shown, the fastener is a bolt 431, the connecting rod is the bolt rod of the bolt 431, and the abutting portion is the bolt head of the bolt 431.

[0060] In a preferred embodiment of this embodiment, the upper mounting connection structure 4 is provided with a first locking member 433. As Figure 2 shown, the first connecting member 41 has a second limiting plate 412 that restricts the movement of the first locking member 433. The connecting rod passes through the second limiting plate 412 and is threadedly connected to the first locking member 433. The first locking member 433 can abut against the second limiting plate 412 and make the abutting portion abut against the second connecting member 42 to realize the tight connection between the first connecting member 41 and the second connecting member 42. As Figure 2As shown, the first connecting member 41 has a first connecting plate 411 for connecting the upper mounting 2. Side plates are provided on both the left and right sides of the first connecting plate 411, and the second limiting plate 412 is connected to the side plates. Preferably, the first locking member 433 is a nut.

[0061] In a specific example of this embodiment, as Figure 2 shown, the upper mounting connection structure 4 further has a second locking member 432. The second locking member 432 is threadedly connected to the connecting rod. The second locking member 432 can abut against the first locking member 433. The second limiting plate 412, the first locking member 433, and the second locking member 432 are arranged in sequence along the axial direction of the connecting rod. Preferably, as Figure 2 shown, the second locking member 432 is set as a nut. The second connecting member 42 has a third limiting plate 422. The second connecting member 42 has a second connecting plate 421 for connecting the chassis 3. Side plates are provided on both the left and right sides of the second connecting plate 421, and the third limiting plate 422 is connected to the side plates. The bolt head of the bolt 431 can abut against the third limiting plate 422. The bolt rod of the bolt 431 passes through the third limiting plate 422 and the second limiting plate 412 and is then threadedly connected to the second locking member 432 and the first locking member 431, improving the fastening effect of the upper mounting connection structure 4. Those skilled in the art can clearly understand that a threaded hole can be provided in the second limiting plate 412 to be threadedly connected to the connecting rod to save the use of the first locking member 433.

[0062] By setting the connecting rod to be threadedly connected to the first connecting member 41, reliable connection strength can be provided, ensuring that the fastener 43 can remain fastened without loosening when the vehicle 1 passes through bumpy sections or the speed of the vehicle 1 changes. By setting the second limiting plate 412, the connecting rod passes through the second limiting plate 412 and is connected to the first locking member 433. The first locking member 433 abuts against the second limiting plate 412 and makes the abutting portion abut against the second connecting member 42, making the fastener 43 connect the first connecting member 41 and the second connecting member 42 more tightly, enhancing the fastening effect between the upper mounting 2 and the elastic member 5, and between the elastic member 5 and the chassis 3. By setting the second locking member 432, the second locking member 432 can abut against the first locking member 433. The second limiting plate 412, the first locking member 433, and the second locking member 432 are arranged in sequence along the axial direction of the connecting rod. By setting the second locking member 432, the fixing effect between the first connecting member 41 and the second connecting member 42 can be improved. By setting the second locking member 432 to be able to abut against the first locking member 433, there is friction between the first locking member 433 and the second locking member 432, which can prevent the loosening of the first locking member 433, improve the anti-vibration ability of the first locking member 433, improve the fixing effect between the first connecting member 41 and the second connecting member 42, and further enhance the fixing effect between the upper mounting 2 and the chassis 3.

[0063] As a preferred implementation manner in this application, as Figure 1 、 Figure 2As shown in the figure, the chassis 3 is provided with a first mounting surface 31 extending downward toward the vehicle 1, the superstructure 2 is provided with a first side surface 22 parallel to the first mounting surface 31, the second connecting member 42 can be fixed to the first mounting surface 31, the first connecting member 41 can be fixed to the first side surface 22, the first mounting surface 31 and the first side surface 22 are parallel to the axial direction of the vehicle 1, and the superstructure connection structure 4 is arranged at intervals along the axial direction of the vehicle 1.

[0064] Preferably, U-bolts arranged vertically are also provided in the intervals between the continuously arranged superstructure connection structures 4 to provide greater fastening force. The U-bolts are arranged vertically perpendicular to the axial direction of the vehicle, further pressing the superstructure 2 and the spring 5 onto the chassis 3 to ensure a firm connection between the superstructure 2 and the chassis 3.

[0065] By arranging the superstructure connection structures 4 at intervals along the axial direction of the vehicle 1, the evenly distributed superstructure connection structures 4 help to give full play to the fixing effect of each superstructure connection structure 4, reduce the deformation of the superstructure 2 under stress, thereby improving the reliability of the superstructure connection structure 4. Also, by adjusting the intervals of the superstructure connection structures 4, the stress distribution of the superstructure 2 can be optimized, reducing stress concentration. When the vehicle 1 passes through bumpy roads in a vibrating environment, the interval arrangement of the superstructure connection structures 4 can improve the anti-vibration performance of the superstructure 2 and reduce fatigue damage caused by vibration.

[0066] Furthermore, as Figure 1 、 Figure 2 shown, the chassis 3 is also provided with a second mounting surface 32 perpendicular to the first mounting surface 31. The second mounting surface 32 is located at the front or rear of the vehicle. The superstructure 2 is provided with a second side surface 23 parallel to the second mounting surface 32. The second connecting member 42 can be fixed to the second mounting surface 32, and the first connecting member 41 can be fixed to the second side surface 23. The second mounting surface 32 and the second side surface 23 are perpendicular to the axial direction of the vehicle 1, and the superstructure connection structure 4 is arranged at intervals along the transverse direction perpendicular to the axial direction of the vehicle 1. Preferably, the superstructure connection structure 4 is symmetrically arranged along the axial direction of the vehicle 1.

[0067] The superstructure connection structure 4 is arranged at intervals along the transverse direction perpendicular to the axial direction of the vehicle 1, further improving the firm connection between the superstructure 2 and the chassis 3 and optimizing the force on the superstructure 2.

[0068] What is not described in this application can be realized by adopting or referring to the existing technology.

[0069] Each embodiment in this specification is described in a progressive manner. For the same or similar parts between the embodiments, reference can be made to each other. The key point of each embodiment is to illustrate the differences from other embodiments.

[0070] The above are only the embodiments of the present application and are not intended to limit the present application. For those skilled in the art, various changes and modifications can be made to the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included within the scope of the claims of the present application.

Claims

1. A vehicle with a stable connection, the vehicle comprising a chassis and a superstructure provided on the chassis, characterized in that: The vehicle is further provided with a superstructure connection structure, the superstructure connection structure including a first connecting member connected to the superstructure, a second connecting member connected to the chassis, the first connecting member and the second connecting member being connected by a fastener to fasten the chassis and the superstructure, and an elastic member separating the two is further provided between the chassis and the superstructure.

2. The vehicle with a stable connection according to claim 1, characterized in that: The fastener has a first connection position with the first connecting member and a second connection position with the second connecting member, there is a first connecting line from the second connection position to the first connection position, and the first connecting line has an included angle α with the axial direction of the vehicle.

3. The vehicle with a stable connection according to claim 2, characterized in that: The first connecting line points to the front of the axial direction of the vehicle, and α satisfies: 15° ≤ α ≤ 75°.

4. The vehicle with a stable connection according to claim 1, characterized in that: The first connecting member and / or the second connecting member is provided with a limiting portion, and the limiting portion can limit the displacement of the superstructure and / or the elastic member relative to the chassis.

5. The vehicle with a stable connection according to claim 4, characterized in that: The limiting portion is a limiting plate extending from the second connecting member towards the superstructure, and the limiting plate at least partially coincides with the superstructure in the transverse direction.

6. The vehicle with a stable connection according to claim 1, characterized in that: The top surface and / or the bottom surface of the elastic member is provided with a buffer rib extending outwards.

7. The vehicle with a stable connection according to claim 1, characterized in that: The superstructure has a bottom surface in contact with the elastic member, the outer contour of the elastic member coincides with the outer contour of the bottom surface or the outer contour of the bottom surface is within the outer contour of the elastic member; or, A plurality of elastic members are provided, and each elastic member is arranged at intervals along the axial direction of the vehicle or along the transverse direction perpendicular to the axial direction of the vehicle.

8. The vehicle with a stable connection according to claim 1, characterized in that: The fastener has a connecting rod threadedly connected to the first connecting member, and an abutting portion connected to the connecting rod and provided on the second connecting member.

9. The vehicle with a stable connection according to claim 8, characterized in that: The superstructure connection structure is provided with a first locking member, the first connecting member has a second limiting plate restricting the movement of the first locking member, the connecting rod passes through the second limiting plate and is threadedly connected to the first locking member, and the first locking member can abut against the second limiting plate and make the abutting portion abut against the second connecting member to realize the firm connection between the first connecting member and the second connecting member.

10. The vehicle with a stable connection according to claim 9, characterized in that: The upper mounting connection structure is further provided with a second locking member, the second locking member is threadedly connected to the connecting rod, the second locking member can abut against the first locking member, and the second limiting plate, the first locking member, and the second locking member are arranged in sequence along the axial direction of the connecting rod.

Images