A semi-trailer cargo box designed to prevent cargo displacement due to inertia during sudden braking.

Abstract

This invention discloses a semi-trailer body that avoids cargo displacement due to inertia during sudden braking, relating to the field of semi-trailer body technology. It includes a body, a first loading cavity, and a force-dissipating assembly. A door is provided on the rear outer side of the body, and the first loading cavity is located at the inner rear end of the body. A second loading cavity is located on the front inner side of the first loading cavity, and a first spring is provided on the bottom outer side of the first loading cavity. When the semi-trailer is driven while carrying cargo and the brakes are applied, the inertial force of the cargo pushes the second loading cavity to slide forward inside the first loading cavity, and the first and second displacement blocks also move forward. This compresses the first, second, and third pressure springs, effectively counteracting the inertia generated by cargo displacement during sudden braking. This makes the vehicle easier to control during sudden braking. Simultaneously, the sliding displacement of the second loading cavity prevents cargo from being crushed and damaged due to inertial force displacement, improving cargo transportation safety.

Description

Technical Field

[0001] This invention relates to the field of semi-trailer carriage technology, specifically to a semi-trailer carriage that avoids cargo displacement caused by sudden braking inertia. Background Technology

[0002] A semi-trailer is a heavy-duty transport vehicle connected to a semi-trailer head by a towing pin. The semi-trailer axle is located behind the vehicle's center of gravity (when the vehicle is evenly loaded) and is equipped with a coupling device that can transmit horizontal and vertical forces to the tractor. There are various types of semi-trailers, such as 11-meter stake semi-trailers, 13-meter stake semi-trailers, and low-flatbed semi-trailers. The semi-trailer box is the container on which the semi-trailer carries its cargo.

[0003] When a semi-trailer is fully loaded with cargo and the brakes are applied, the cargo inside the cargo box will move forward due to inertia, exerting a forward pushing force on the semi-trailer. This makes it difficult to control the braking distance when there is a lot of cargo in the semi-trailer's cargo box. At the same time, the inertial force pushing the cargo to move can also easily damage the cargo.

[0004] Therefore, in view of this, we studied and improved the existing structure and its shortcomings, and proposed a semi-trailer compartment that avoids cargo displacement caused by sudden braking inertia. Summary of the Invention

[0005] The purpose of this invention is to provide a semi-trailer trailer that avoids cargo displacement caused by sudden braking inertia, thereby solving the problems mentioned in the background art.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a semi-trailer compartment for avoiding cargo displacement due to sudden braking inertia, comprising a compartment body, a first loading cavity, and a force dissipation assembly. A door is provided on the outer rear part of the compartment body, and a first loading cavity is provided on the inner rear end of the compartment body. A second loading cavity is provided on the inner front part of the first loading cavity. A first spring is provided on the outer bottom of the first loading cavity, and a steering assembly is provided at the middle bottom of the first loading cavity. A first hydraulic cylinder is installed on the front and rear sides of the bottom of the first loading cavity. The force dissipation assembly is installed on the side of the second loading cavity away from the first loading cavity. A second hydraulic cylinder is provided on the inner front part of the compartment body, and a reset push plate is installed on the outer end of the second hydraulic cylinder.

[0007] Furthermore, the inner surface of the compartment is fitted to the outer surface of the first loading cavity, and the first loading cavity is sleeved and connected to the second loading cavity.

[0008] Furthermore, the first loading cavity is elastically connected to the first spring, and the first spring is distributed in an array at the bottom end of the first loading cavity.

[0009] Furthermore, the steering assembly includes a connecting plate, a rotating frame, a sleeve block, a second spring, and a fixing seat. The rotating frame is connected to the inner side of the connecting plate, and the sleeve block is connected to the inner side of the rotating frame. The second spring is connected to the inner bottom of the sleeve block, and a fixing seat is provided on the outer bottom of the second spring.

[0010] Furthermore, the first loading cavity forms a rotating structure with the rotating frame via a connecting plate, and the rotating frame is fixedly connected to the sleeve block.

[0011] Furthermore, the sleeve is sleeved and connected to the fixed seat, and the sleeve is elastically connected to the fixed seat through a second spring.

[0012] Furthermore, the force-relieving component includes a first displacement block, a first pressure spring, a first bonding plate, a second displacement block, a second pressure spring, a second bonding plate, and a third pressure spring. The first displacement block has first pressure springs on both sides inside, and the outer end of the first pressure spring is connected to the first bonding plate. The second displacement block is located on the side of the first bonding plate away from the second loading cavity. The second displacement block has second pressure springs on both sides inside, and the outer end of the second pressure spring is connected to the second bonding plate. The second displacement block is connected to the third pressure spring near the front edge of the compartment.

[0013] Furthermore, the second loading cavity is slidably connected to the first displacement block, and the first displacement block and the second displacement block are integrated.

[0014] Furthermore, the first and second bonding plates are bonded to the inner surface of the compartment, and the first bonding plate is elastically connected to the first pressure spring, and the second bonding plate is elastically connected to the second pressure spring.

[0015] Furthermore, the second hydraulic cylinder drives the reset push plate to move, and after the reset push plate moves, it comes into contact with the second displacement block.

[0016] This invention provides a semi-trailer trailer that avoids cargo displacement due to sudden braking inertia, comprising the following features:

[0017] Beneficial effects:

[0018] 1. The cavity formed by the combination of the first loading cavity and the second loading cavity of this invention has a design that is narrow at the front and wide at the rear. This ensures that after the cargo is loaded, the center of gravity of the cargo will be located at the rear end of both the first and second loading cavities. When the center of gravity of the cargo is at the rear end of both the first and second loading cavities, the rear end of the first loading cavity will compress the first spring at its rear bottom. This causes the first loading cavity to rotate towards the rear end of the body via the rotating frame, resulting in a front-high and rear-low configuration for both the first and second loading cavities. Since the semi-trailer travels forward, this front-high and rear-low configuration of the first and second loading cavities facilitates... During the deceleration and braking process of the semi-trailer, the forward tilt angle can greatly reduce the forward inertia of the cargo during braking. This reduces the impact of cargo inertia on the semi-trailer during braking, thereby improving the safety of the semi-trailer. In addition, because the front ends of the first and second loading chambers gradually narrow and have a trapezoidal structure, when transporting objects such as sand and stones that are prone to displacement due to vehicle vibration, the narrowed trapezoidal structure at the front end, combined with the inertia of the vehicle during movement, exerts a compressive force on the sand and stones. This can effectively prevent the sand and stones from shifting during transportation, which further improves the stability of the equipment.

[0019] 2. When goods are moved to the destination for unloading, the first loading chamber is tilted towards the door, which greatly improves the convenience of moving goods out of the door. When unloading sand, gravel, or stones, the first loading chamber is already tilted initially. After the door is opened, the sand, gravel, or stones will automatically flow out from the door due to the tilt angle. When the semi-trailer's hydraulic system subsequently tilts the cargo box for unloading, the initial tilt angle of the first loading chamber allows some sand, gravel, or stones to flow out first, preventing spillage when the hydraulic system tilts the cargo box for unloading. Currently, the excessive tilt angle causes sand and gravel to flow out too quickly, making it impossible to effectively control the unloading flow rate. In addition, when transporting items requiring high stability (such as tiles and fragile items), the operation of the first hydraulic cylinder can make its top edge fit against the lower surface of the first loading chamber, which locks the rotation of the first loading chamber, thereby enabling the equipment to provide high-stability transportation. This improves the flexibility of the equipment. Furthermore, the first hydraulic cylinder can operate after the goods at the rear end of the first loading chamber have been unloaded, keeping it in a tilted position. This allows the first hydraulic cylinder to also be used in the unloading process of the equipment.

[0020] 3. When the semi-trailer of this invention brakes while carrying cargo, the inertial force of the cargo will push the first loading cavity and the second loading cavity forward. Because the first loading cavity and the second loading cavity are connected and the position of the first loading cavity is locked, the second loading cavity can slide forward inside the first loading cavity, pushing the first displacement block and the second displacement block forward. During the forward displacement of the first displacement block and the second displacement block, they can compress the third pressure spring. At the same time, during the displacement of the first displacement block and the second displacement block, the first bonding plate and the second bonding plate will gradually move inward due to the inclination angle of the inner contour of the box, compressing the first pressure spring and the second pressure spring. Through the above operations, the equipment can effectively counteract the inertial force generated by the displacement of the cargo during emergency braking, making it easier to control the vehicle when emergency braking occurs. At the same time, the sliding displacement of the second loading cavity can prevent the cargo from being crushed by each other during displacement due to inertial force, which can improve the safety of cargo transportation. Attached Figure Description

[0021] Figure 1 This is a top view schematic diagram of the overall structure of a semi-trailer trailer to avoid cargo displacement caused by sudden braking inertia according to the present invention.

[0022] Figure 2 This is a schematic diagram of the cross-sectional structure of a semi-trailer cargo box to avoid cargo displacement caused by sudden braking inertia according to the present invention.

[0023] Figure 3 This is a schematic diagram of the longitudinal section of a semi-trailer cargo box structure to avoid cargo displacement caused by sudden braking inertia according to the present invention.

[0024] Figure 4 This is a three-dimensional structural diagram of the first and second loading cavities of a semi-trailer compartment for avoiding cargo displacement due to sudden braking inertia according to the present invention.

[0025] Figure 5 This is a schematic diagram of the steering component structure of a semi-trailer trailer to avoid cargo displacement caused by sudden braking inertia according to the present invention.

[0026] Figure 6 This is a schematic diagram of a force-dissipating component structure for a semi-trailer trailer to avoid cargo displacement caused by sudden braking inertia according to the present invention.

[0027] Figure 7 This is a three-dimensional structural diagram of the first and second displacement blocks of a semi-trailer trailer to avoid cargo displacement caused by sudden braking inertia, according to the present invention.

[0028] In the diagram: 1. Cargo box; 2. Cargo door; 3. First loading cavity; 4. Second loading cavity; 5. First spring; 6. Steering assembly; 601. Connecting plate; 602. Rotating frame; 603. Sleeve block; 604. Second spring; 605. Fixed seat; 7. First hydraulic cylinder; 8. Force dissipation assembly; 801. First displacement block; 802. First pressure spring; 803. First bonding plate; 804. Second displacement block; 805. Second pressure spring; 806. Second bonding plate; 807. Third pressure spring; 9. Second hydraulic cylinder; 10. Reset push plate. Detailed Implementation

[0029] Please see Figures 1 to 7 The present invention provides a technical solution: a semi-trailer compartment for avoiding cargo displacement caused by sudden braking inertia, comprising a compartment body 1, a first loading cavity 3 and a force dissipation component 8. A compartment door 2 is provided on the outer rear part of the compartment body 1, and the first loading cavity 3 is provided on the inner rear end of the compartment body 1. A second loading cavity 4 is provided on the inner front part of the first loading cavity 3. A first spring 5 is provided on the outer bottom of the first loading cavity 3, and a steering component 6 is provided at the middle bottom of the first loading cavity 3. A first hydraulic cylinder 7 is arranged on the front and rear sides of the bottom of the first loading cavity 3. The force dissipation component 8 is arranged on the side of the second loading cavity 4 away from the first loading cavity 3. A second hydraulic cylinder 9 is arranged on the inner front part of the compartment body 1, and a reset push plate 10 is arranged on the outer end of the second hydraulic cylinder 9.

[0030] Please see Figures 1 to 7The inner surface of the compartment 1 is fitted to the outer surface of the first loading cavity 3, and the first loading cavity 3 is sleeved with the second loading cavity 4. The first loading cavity 3 is elastically connected to the first spring 5, and the first spring 5 is distributed in an array at the bottom of the first loading cavity 3. The steering assembly 6 includes a connecting plate 601, a rotating frame 602, a sleeve block 603, a second spring 604, and a fixed seat 605. The rotating frame 602 is connected to the inner side of the connecting plate 601, and the sleeve block 603 is connected to the inner side of the rotating frame 602. The bottom inner side of the sleeve block 603 is connected to... A second spring 604 is connected, and a fixed seat 605 is provided on the outer bottom of the second spring 604. The first loading cavity 3 forms a rotating structure with the rotating frame 602 through the connecting plate 601. The rotating frame 602 is fixedly connected to the sleeve block 603. The sleeve block 603 is sleeved to the fixed seat 605. The sleeve block 603 is elastically connected to the fixed seat 605 through the second spring 604. The force-relieving component 8 includes a first displacement block 801, a first pressure spring 802, a first bonding plate 803, a second displacement block 804, and a second pressure spring. The system includes a spring 805, a second bonding plate 806, and a third pressure spring 807. First pressure springs 802 are located on both sides of the interior of the first displacement block 801, and the outer ends of the first pressure springs 802 are connected to the first bonding plate 803. A second displacement block 804 is located on the side of the first bonding plate 803 away from the second loading cavity 4, and second pressure springs 805 are located on both sides of the interior of the second displacement block 804. The outer ends of the second pressure springs 805 are connected to the second bonding plate 806. The second displacement block 804 is located near the front edge of the compartment 1. A third pressure spring 807 is connected. The second loading cavity 4 is slidably connected to the first displacement block 801, and the first displacement block 801 and the second displacement block 804 are integrated. The first bonding plate 803 and the second bonding plate 806 are bonded to the inner surface of the box 1. The first bonding plate 803 is elastically connected to the first pressure spring 802, and the second bonding plate 806 is elastically connected to the second pressure spring 805. The second hydraulic cylinder 9 drives the reset push plate 10 to move, and after the reset push plate 10 moves, it is bonded to the second displacement block 804.

[0031] The specific operation is as follows: After the semi-trailer arrives at the loading point, the cargo can be moved from the top of the cargo box 1 or through the opened cargo door 2 into the first loading cavity 3 and the second loading cavity 4 for storage. After the cargo is loaded into the first loading cavity 3 and the second loading cavity 4, the semi-trailer drives the cargo for transportation. During the transportation process, in order to ensure the loading capacity, the cargo is usually evenly distributed inside the first loading cavity 3 and the second loading cavity 4. Because the cavity formed by the combination of the first loading cavity 3 and the second loading cavity 4 is designed to be narrow at the front and wide at the back, after the cargo is loaded, the center of gravity of the cargo will be located at the rear end of the first loading cavity 3 and the second loading cavity 4. When the center of gravity of the cargo is located at the rear end of the first loading cavity 3 and the second loading cavity 4, the rear end of the first loading cavity 3 will compress the cargo. The first spring 5 at the rear bottom allows the first loading cavity 3 to rotate towards the rear end of the body 1 via the rotating frame 602. The sleeve block 603 can change the distance between itself and the fixed seat 605 through the deformation of the second spring 604. This allows the steering assembly 6 to continue rotating even after the first loading cavity 3 moves down. Because the first loading cavity 3 and the second loading cavity 4 are sleeved together, the first loading cavity 3 can drive the second loading cavity 4 to rotate together. This allows the second loading cavity 4 to slide upward through the groove at the first fitting plate 803. Through the sliding steering of the first loading cavity 3 and the second loading cavity 4, the first loading cavity 3 and the second loading cavity 4 can present a front-high and rear-low state. Since the semi-trailer travels forward, the front-high and rear-low state of the first loading cavity 3 and the second loading cavity 4 is achieved. In this state, during the deceleration and braking process of the semi-trailer, the forward tilt angle greatly reduces the forward inertia of the cargo during braking. This reduces the impact of cargo inertia on the semi-trailer during braking, thereby improving the safety of the semi-trailer. Furthermore, because the front ends of the first loading chamber 3 and the second loading chamber 4 gradually narrow and form a trapezoidal structure, when transporting objects such as sand and stones that are prone to displacement due to vehicle vibration inside the cargo compartment 1, the narrowed trapezoidal structure, combined with the inertia of the vehicle during movement, exerts a compressive force on the sand and stones. This effectively prevents displacement of the sand and stones during transportation, further enhancing the stability of the equipment. When the cargo reaches the destination for unloading, because the first loading chamber 3 is tilted towards the cargo door 2, this greatly improves the unloading efficiency of the cargo. The ease of removing door 2 is advantageous. When unloading sand, gravel, or stones, since the first loading chamber 3 is initially tilted, the sand and stones will automatically flow out from door 2 after opening. When the semi-trailer's hydraulic system subsequently tilts the cargo box 1 to unload, the initial tilt angle of the first loading chamber 3 allows some sand and stones to flow out first. This prevents the hydraulic system from tilting the cargo box 1 too much, causing the sand and stones to flow out too quickly and making it difficult to control the unloading speed. Furthermore, when the cargo box 1 transports items requiring high stability (tiles, fragile items), the operation of the first hydraulic cylinder 7 allows its top to contact the lower surface of the first loading chamber 3, thus locking the steering of the first loading chamber 3.This enables the equipment to provide highly stable transportation, which improves the flexibility of its use. Furthermore, the first hydraulic cylinder 7 can operate after the cargo at the rear end of the first loading chamber 3 has been unloaded, keeping it in an inclined position. This allows the first hydraulic cylinder 7 to also be used in the unloading process of the equipment. Additionally, when the semi-trailer brakes while carrying cargo, the inertial force of the cargo will push the first loading chamber 3 and the second loading chamber 4 forward. Because the first loading chamber 3 and the second loading chamber 4 are connected and the position of the first loading chamber 3 is locked, the second loading chamber 4 can slide forward inside the first loading chamber 3, pushing the first displacement block 801 and the second displacement block 804 forward. During the forward displacement of blocks 801 and 804, the third pressure spring 807 is compressed. Simultaneously, during the displacement of blocks 801 and 804, the first and second bonding plates 803 and 806 gradually move inward due to the inclination angle of the inner contour of the compartment 1, compressing the first and second pressure springs 802 and 805. Through these operations, the equipment effectively counteracts the inertial force generated by cargo displacement during emergency braking, making it easier to control the vehicle during sudden braking. Furthermore, the sliding displacement of the second loading cavity 4 prevents damage caused by cargo crushing during inertial displacement, thus improving cargo transportation safety.

[0032] In summary, this semi-trailer cargo box, designed to avoid cargo displacement due to sudden braking inertia, allows the cargo to be moved from the top of the cargo box 1 or through the opened cargo door 2 into the first loading chamber 3 and the second loading chamber 4 after the cargo is loaded. Once the cargo is loaded into the first loading chamber 3 and the second loading chamber 4, the semi-trailer moves to transport the cargo. During transport, to ensure sufficient cargo load, the cargo is usually evenly distributed within the first loading chamber 3 and the second loading chamber 4. Because the combined cargo box 3 and the second loading chamber 4 have a design that is narrow at the front and wide at the back, the center of gravity of the cargo is located at the rear end of the first loading chamber 3 and the second loading chamber 4 after loading.

[0033] Then, when the center of gravity of the cargo is at the rear end of the first loading cavity 3 and the second loading cavity 4, the rear end of the first loading cavity 3 will compress the first spring 5 at its rear bottom. This causes the first loading cavity 3 to rotate towards the rear end of the body 1 via the rotating frame 602. The sleeve block 603 can change the distance between itself and the fixed seat 605 through the deformation of the second spring 604. This allows the steering assembly 6 to still rotate after the first loading cavity 3 moves down. Because the first loading cavity 3 and the second loading cavity 4 are sleeved, the first loading cavity 3 can drive the second loading cavity 4 to rotate together. This allows the second loading cavity 4 to slide upward through the groove at the first bonding plate 803. Through the sliding steering of the first loading cavity 3 and the second loading cavity 4, the first loading cavity 3 and the second loading cavity 4 can be... Presenting a front-high-rear-low configuration, the semi-trailer travels forward, and the first loading chamber 3 and the second loading chamber 4 present a front-high-rear-low configuration. During the semi-trailer's deceleration and braking process, the forward tilt angle can greatly reduce the forward inertia of the cargo during braking. This reduces the impact of cargo inertia on the semi-trailer's braking, thereby improving the safety of the semi-trailer's operation. In addition, because the front ends of the first loading chamber 3 and the second loading chamber 4 gradually narrow and have a trapezoidal structure, when the cargo compartment 1 is transporting objects such as sand and gravel, which are prone to displacement due to vehicle vibration, the narrowing trapezoidal structure at the front end, combined with the inertia of the vehicle during movement, exerts a squeezing force on the sand and gravel. This can effectively prevent the sand and gravel from shifting during transportation, which further improves the stability of the equipment.

[0034] Next, when the goods are moved to the destination for unloading, the first loading chamber 3 is tilted towards the door 2, which greatly improves the convenience of moving the goods out of the door 2. When unloading sand, gravel, stones, etc., because the first loading chamber 3 is already in an inclined state, after the door 2 is opened, the sand, gravel, stones will automatically flow out from the door 2 due to the tilt angle. When the semi-trailer's hydraulic system works to tilt the body 1 for unloading, thanks to the initial tilt angle of the first loading chamber 3, some sand, gravel, stones can flow out first, which can avoid leakage when the hydraulic system tilts the body 1 for unloading. The excessive tilt angle causes sand and gravel to flow out too quickly, making it impossible to effectively control the unloading flow rate. In addition, when the container 1 transports items requiring high stability (tiles, fragile items), the operation of the first hydraulic cylinder 7 can make its top end fit against the lower surface of the first loading cavity 3, which locks the steering of the first loading cavity 3, thereby enabling the equipment to provide high-stability transportation. This improves the flexibility of the equipment. Furthermore, the first hydraulic cylinder 7 can operate after the goods at the rear end of the first loading cavity 3 have been unloaded, keeping it in an inclined position. This allows the first hydraulic cylinder 7 to also be used in the unloading process of the equipment.

[0035] When the semi-trailer brakes while carrying cargo, the inertial force of the cargo pushes the first loading cavity 3 and the second loading cavity 4 forward. Because the first loading cavity 3 and the second loading cavity 4 are connected and the position of the first loading cavity 3 is locked, the second loading cavity 4 can slide forward inside the first loading cavity 3, pushing the first displacement block 801 and the second displacement block 804 forward. During the forward displacement of the first displacement block 801 and the second displacement block 804, they can compress the third pressure spring 807. At the same time, during the displacement of the first displacement block 801 and the second displacement block 804, the first bonding plate 803 and the second bonding plate 806 will gradually move inward due to the inclination angle of the inner contour of the body 1, compressing the first pressure spring 802 and the second pressure spring 805. Through the above operations, the equipment can effectively counteract the inertial force generated by the displacement of the cargo during emergency braking, making it easier to control the vehicle during emergency braking. At the same time, the sliding displacement of the second loading cavity 4 can prevent the cargo from being crushed by each other during displacement due to inertial force, which can improve the safety of cargo transportation.

[0036] The embodiments of the present invention are given for illustrative and descriptive purposes only, and are not intended to be exhaustive or to limit the invention to the forms disclosed. Many modifications and variations will be apparent to those skilled in the art. The embodiments were chosen and described in order to better illustrate the principles and practical application of the invention, and to enable those skilled in the art to understand the invention and to design various embodiments with various modifications suitable for a particular purpose.

Claims

1. A semi-trailer trailer body designed to prevent cargo displacement due to sudden braking inertia, characterized in that, The container includes a body (1), a first loading cavity (3), and a power dissipation assembly (8). A door (2) is provided on the rear outer side of the body (1), and a first loading cavity (3) is provided on the inner rear end of the body (1). A second loading cavity (4) is provided on the front inner side of the first loading cavity (3). A first spring (5) is provided on the bottom outer side of the first loading cavity (3), and a steering assembly (6) is provided at the bottom middle of the first loading cavity (3). First hydraulic cylinders (7) are installed on the front and rear sides of the bottom of the first loading cavity (3). The power dissipation assembly (8) is located on the side of the second loading cavity (4) away from the first loading cavity (3). A second hydraulic cylinder (9) is provided on the front inner side of the body (1), and the second hydraulic cylinder (9) 9) The outer end is provided with a reset push plate (10). The steering assembly (6) includes a connecting plate (601), a rotating frame (602), a sleeve block (603), a second spring (604), and a fixed seat (605). The inner side of the connecting plate (601) is connected to the rotating frame (602), and the inner side of the rotating frame (602) is connected to the sleeve block (603). The inner bottom of the sleeve block (603) is connected to the second spring (604), and the outer bottom of the second spring (604) is provided with a fixed seat (605). The first loading cavity (3) forms a rotating structure with the rotating frame (602) through the connecting plate (601), and the rotating frame (602) is fixedly connected to the sleeve block (603). The sleeve block (603) 3) It is sleeved and connected to the fixed base (605), and the sleeve block (603) is elastically connected to the fixed base (605) through the second spring (604). The force-relieving component (8) includes a first displacement block (801), a first pressure spring (802), a first bonding plate (803), a second displacement block (804), a second pressure spring (805), a second bonding plate (806), and a third pressure spring (807). The first displacement block (801) has first pressure springs (802) arranged on both sides inside, and the first pressure spring (802) is connected to the first bonding plate (803) at its outer end. The second displacement block (804) is arranged on the side of the first bonding plate (803) away from the second loading cavity (4), and The second displacement block (804) has a second pressure spring (805) on both sides inside, and the outer end of the second pressure spring (805) is connected to a second bonding plate (806). The second displacement block (804) is connected to a third pressure spring (807) near the front edge of the compartment (1). The second loading cavity (4) is slidably connected to the first displacement block (801), and the first displacement block (801) and the second displacement block (804) are integrated. The first bonding plate (803) and the second bonding plate (806) are bonded to the inner surface of the compartment (1), and the first bonding plate (803) is elastically connected to the first pressure spring (802), and the second bonding plate (806) is elastically connected to the second pressure spring (805).

2. A semi-trailer carriage for avoiding cargo displacement due to sudden braking inertia as described in claim 1, characterized in that, The inner surface of the compartment (1) is in contact with the outer surface of the first loading cavity (3), and the first loading cavity (3) is connected to the second loading cavity (4).

3. A semi-trailer carriage for avoiding cargo displacement due to sudden braking inertia as described in claim 1, characterized in that, The first loading cavity (3) is elastically connected to the first spring (5), and the first spring (5) is distributed in an array at the bottom end of the first loading cavity (3).

4. A semi-trailer carriage for avoiding cargo displacement due to sudden braking inertia as described in claim 1, characterized in that, The second hydraulic cylinder (9) drives the reset push plate (10) to move, and after the reset push plate (10) moves, it fits into the second displacement block (804).

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