A hitched trailer

Abstract

The application relates to a hanging trailer and relates to the field of transportation equipment technology, which comprises a support for storing objects, a connecting frame connected with the support and used for connecting with a vehicle body, and two coaxially arranged wheels, a connecting rod is rotationally connected to each side of the support close to the wheels, a fixing rod is vertically connected to one end of the connecting rod, a central rod perpendicular to the fixing rod is connected to the end of the fixing rod away from the connecting rod, the wheels are coaxially rotationally connected to the central rod, a shock absorbing assembly for linkage shock absorption of the wheels is arranged on the support, the shock absorbing assembly corresponds to the wheels one by one, fixing assemblies are rotationally arranged at the two ends of the shock absorbing assembly, one fixing assembly is fixedly connected to the end of the connecting rod away from the fixing rod, and the other fixing assembly is fixed to the support. The application has the effect of improving the overall shock absorption effect of the trailer.

Description

Technical Field

[0001] This application relates to the field of transport equipment technology, and in particular to a suspended trailer. Background Technology

[0002] In daily life, some cyclists need to carry some items, but because the available space on a bicycle is small, it is insufficient to transport these items. Therefore, the use of trailers that can be attached to vehicles for transporting goods has been introduced.

[0003] In related technologies, a suspended trailer includes a bracket for storing items, a connecting frame for connecting with other vehicle bodies, and two wheels for walking. A rotating shaft is coaxially arranged between the two wheels, and the two ends of the rotating shaft are connected to the wheels through bearings. Shock absorbers are installed on the rotating shaft to reduce the impact of vibration when the wheels are subjected to bumps.

[0004] Regarding the aforementioned technologies, the inventors believe that when one wheel travels on a bumpy road, the shock absorber reduces the amplitude of the wheel's bumps, but the output force also acts on the other wheel that is not bumpy, causing the originally smooth wheel to experience slight bumps. This results in a poor overall shock absorption effect for the trailer, leaving room for improvement. Summary of the Invention

[0005] In order to improve the overall shock absorption performance of the trailer, this application provides a suspended trailer.

[0006] The suspended trailer provided in this application adopts the following technical solution:

[0007] A suspended trailer includes a bracket for storing objects, a connecting frame connected to the bracket and for connecting to a vehicle body, and two coaxially arranged wheels. Connecting rods are rotatably connected to both sides of the bracket near the wheels. A fixed rod is vertically connected to one end of each connecting rod, and a central rod perpendicular to the fixed rod is connected to the end of the fixed rod away from the connecting rod. The wheels are coaxially rotatably connected to the central rod. The bracket is equipped with shock-absorbing components for coordinated shock absorption of the wheels. Each shock-absorbing component corresponds to one wheel. Fixed components are rotatably arranged at both ends of each shock-absorbing component. One fixed component is fixedly connected to the end of the connecting rod away from the fixed rod, and the other fixed component is fixed to the bracket.

[0008] By adopting the above technical solution, during the use of the trailer, the connecting frame connects with other vehicle bodies. When the wheels move to a bumpy position, the wheels move up or down. At this time, the center rod moves to drive the fixed rod to rotate. During the rotation of the fixed rod, the fixed component rotates. The fixed component moves so that the vibration force acts on the shock absorption component, thereby enabling the shock absorption component to cancel and weaken the vibration force. At this time, the shock absorption component acts on the corresponding wheel alone, so that the vibration force of the two wheels will not affect each other, thus making the overall shock absorption effect of the trailer better.

[0009] Optionally, the shock absorption assembly includes a first shock absorption rod, a second shock absorption rod, and a shock absorption spring. The first shock absorption rod is rotatably connected to a fixed assembly fixed to the bracket. The first shock absorption rod slides and inserts into the second shock absorption rod along its length. The end of the second shock absorption rod away from the first shock absorption rod is rotatably connected to a fixed assembly connected to a connecting rod. A limit block is provided on the side wall of the first shock absorption rod, and an adjustment block is threadedly connected to the side wall of the second shock absorption rod. The shock absorption spring is clamped between the limit block and the adjustment block.

[0010] By adopting the above technical solution, the adjustable block can be used to adjust the movable range of the shock absorber spring, thereby making the shock absorber spring have different buffering capabilities. When the fixed component moves, the first shock absorber rod can move relative to the second shock absorber rod, so that the shock absorber spring can be compressed to buffer the vibration, thereby achieving overall shock absorption of the trailer.

[0011] Optionally, the fixing component includes a fixing block for connecting to the bracket or the connecting rod and two fixing plates disposed on the fixing block. The two fixing plates are disposed opposite each other and the fixing plates are provided with a plurality of fixing holes spaced apart along the length of the fixing plates. The first shock absorber rod and the second shock absorber rod are both provided with connecting holes that can be aligned with the fixing holes. The pin passes through the fixing holes and the connecting holes to realize the rotational connection of the first shock absorber rod and the second shock absorber rod.

[0012] By adopting the above technical solution, the torque of the vibration force on the shock absorber can be adjusted according to the alignment of the connecting hole and different fixing holes, so as to adjust the shock absorption capability of the trailer according to the trailer's moving environment.

[0013] Optionally, the fixing assembly includes a base for connecting to a bracket or a connecting rod, and a first electric push rod connected to the base, wherein the telescopic rod of one of the first electric push rods is rotatably connected to a first shock absorber rod, and the telescopic rod of another of the first electric push rods is rotatably connected to a second shock absorber rod.

[0014] By adopting the above technical solution, when it is necessary to adjust the shock absorption effect of the trailer, the relative position of the shock absorption components can be moved by activating the first electric push rod, so that the shock absorption capacity of the trailer can be adjusted according to the needs, and the adjustment process can be automatically processed, which is convenient for staff to operate.

[0015] Optionally, it also includes a status receiver for receiving externally input road surface status information and a processor electrically connected to the status receiver. The processor is mounted on a bracket, and the two first electric push rods are electrically connected to the processor. The processor matches and analyzes the road surface status information and adjustment gear information stored in a preset adjustment database to determine the adjustment gear information corresponding to the road surface status information. The processor controls the telescopic rods of the two first electric push rods to adjust the length gear according to the adjustment gear information.

[0016] By adopting the above technical solution, the staff can input road condition information based on the road conditions the trailer is traveling on, which allows the processor to determine the trailer's shock absorption capacity and control the first electric push rod to adjust it to a suitable shock absorption level for use.

[0017] Optionally, it also includes a detection sensor installed inside the wheel to acquire wheel compression information, the detection sensor being electrically connected to the processor; the processor outputs a bump signal when the wheel compression information matches a preset bump value, and after the bump signal is output, the processor divides a detection area with a preset fixed width on a preset time axis and determines the proportion of the bump signal in the detection area. When the proportion exceeds a preset benchmark value, the processor determines the wheel compression information with the greatest compression force in the detection area and defines this wheel compression information as the upper limit compression information, and matches and analyzes the upper limit compression information stored in a preset correction database with the correction gear information to determine the correction gear information corresponding to the upper limit compression information. The processor controls the telescopic rods of the two first electric push rods to perform gear correction according to the correction gear information.

[0018] By adopting the above technical solution, the road surface condition of the trailer can be determined by the detection sensor. When the pressure value exceeds the preset bump value, it indicates that the trailer is currently in a bumpy state. At this time, the detection area is delineated and the proportion value is judged to determine whether the road surface condition of the trailer has changed. When the road surface condition changes, the trailer shock absorption level is appropriately adjusted according to the changed road surface condition, so that the shock absorption effect of the trailer is always in a better state during the movement of the trailer.

[0019] Optionally, it also includes a drive assembly mounted on the bracket, the drive assembly including a motor, a drive wheel coaxially disposed at the output shaft of the motor, the surface of the drive wheel abutting the surface of the wheel and the drive wheel rotating in the opposite direction to the forward direction of the wheel.

[0020] By adopting the above technical solution, the drive wheel can be started by the motor, which can assist the wheel to rotate, thereby reducing the force that the vehicle body connected to the trailer needs to apply to the trailer, and making it easier for other vehicles to carry the trailer and move synchronously.

[0021] Optionally, the drive assembly further includes a second electric push rod and a sliding plate. The second electric push rod is mounted on a bracket, and the sliding plate is mounted on the telescopic rod of the second electric push rod. The motor is mounted on the sliding plate. The telescopic rod of the second electric push rod is perpendicular to the output shaft of the motor. The telescopic rod of the second electric push rod has a first state and a second state. When the telescopic rod of the second electric push rod is in the first state, the drive wheel abuts against the wheel. When the telescopic rod of the second electric push rod is in the second state, the drive wheel is separated from the wheel.

[0022] By adopting the above technical solution, the motor can be switched using the second electric push rod, so that the wheels and drive wheels can be separated when other parts of the vehicle do not require power assistance, thereby reducing the occurrence of situations where the wheels are affected by frictional resistance of the driving force during movement.

[0023] Optionally, the bracket is provided with a dovetail slider, and the sliding plate is provided with a dovetail groove that can be adapted to the dovetail slider.

[0024] By adopting the above technical solution, the dovetail slider and dovetail groove can make the movement of the sliding plate by the second electric push rod more stable.

[0025] Optionally, it also includes a level coaxially mounted on the bracket and placed horizontally. The level, the motor, and the second electric push rod are all connected to the processor. The processor obtains tilt angle information based on the level and controls the second electric push rod to operate when the tilt angle information exceeds a preset permissible value to achieve contact between the drive wheel and the wheel. The processor also matches and analyzes the tilt angle information stored in the preset gear database with the motor gear information to determine the motor gear information corresponding to the tilt angle information and controls the motor operation based on the motor gear information.

[0026] By adopting the above technical solution, when the angle value corresponding to the tilt angle information exceeds the permissible value, it indicates that the trailer is currently climbing a slope. At this time, the motor can be started to provide power assistance to the trailer, and the processor can determine different motor gear information according to the different tilt degrees of the trailer, so that the trailer can move well on slopes with different inclination degrees.

[0027] In summary, this application includes at least one of the following beneficial technical effects:

[0028] 1. Each wheel has a corresponding shock absorption component to prevent the forces acting on the two wheels from interacting, thus giving the trailer a better overall shock absorption effect;

[0029] 2. The shock absorption effect of the shock absorption components can be adjusted according to the actual road conditions to make the shock absorption level of the trailer more suitable;

[0030] 3. When the trailer moves to a slope with a certain angle, the drive wheels can be used to assist the wheels, so that other vehicles can carry the trailer on the slope. Attached Figure Description

[0031] Figure 1 This is a schematic diagram of the structure of the suspended trailer of Embodiment 1 of this application;

[0032] Figure 2 This is a structural schematic diagram of the shock-absorbing component and the fixing component of Embodiment 1 of this application;

[0033] Figure 3 This is a schematic diagram of the suspended trailer from one perspective of Embodiment 2 of this application;

[0034] Figure 4 yes Figure 3 Enlarged view of section A in the middle;

[0035] Figure 5 This is a structural schematic diagram of the suspended trailer from another perspective of Embodiment 2 of this application;

[0036] Figure 6 This is a flowchart of the shock absorber adjustment method when the trailer is not moved;

[0037] Figure 7 This is a flowchart of the method for adjusting the shock absorption level during trailer movement;

[0038] Figure 8 yes Figure 5 Enlarged view of section B;

[0039] Figure 9 This is a flowchart of the control method for the driving component.

[0040] Explanation of reference numerals in the attached drawings: 1. Bracket; 2. Connecting frame; 3. Wheel; 4. Connecting rod; 5. Fixing rod; 6. Center rod; 7. First shock absorber rod; 8. Second shock absorber rod; 9. Shock absorber spring; 10. Limiting block; 11. Adjusting block; 12. Fixing block; 13. Fixing plate; 14. Fixing hole; 15. Connecting hole; 16. Base block; 17. First electric push rod; 18. Status receiver; 19. Processor; 20. Detection sensor; 21. Motor; 22. Drive wheel; 23. Second electric push rod; 24. Sliding plate; 25. Dovetail slider; 26. Dovetail groove; 27. Level. Detailed Implementation

[0041] The following is in conjunction with the appendix Figure 1-9 This application will be described in further detail.

[0042] Example 1

[0043] This application discloses a suspended trailer. (Refer to...) Figure 1 The suspended trailer includes a bracket 1, a connecting frame 2, and two wheels 3. The bracket 1 is used for storing goods and has an overall external shape that is roughly rectangular. The connecting frame 2 is welded to the bracket 1 and the connecting frame 2 and the bracket 1 are on the same plane. The end of the connecting frame 2 away from the bracket 1 is provided with a connection part for connecting with other vehicle bodies so that the entire trailer can move with other vehicle bodies. The two wheels 3 are solid inside and made of rubber outside. The two wheels 3 are coaxially arranged opposite each other and are located on both sides of the width direction of the bracket 1 to realize the normal movement of the entire trailer.

[0044] Reference Figure 1 and Figure 2 Connecting rods 4 are rotatably connected to both sides of the bracket 1 in the width direction. The connecting rods 4 are perpendicular to the length direction of the bracket 1. Two bearings are provided on the surface of the connecting rods 4 to fix the connecting rods 4 in the width direction of the bracket 1. A fixing rod 5 is fixedly connected to one end of the connecting rod 4. The fixing rod 5 is set perpendicular to the connecting rod 4. A center rod 6 is integrally provided at the end of the fixing rod 5 away from the connecting rod 4. The center rod 6 is parallel to the connecting rod 4 and is located on different sides of the fixing rod 5. The center rod 6 is rotatably inserted into the central axle of the wheel 3 and is fixed in the axial direction relative to the center rod 6 by bolts.

[0045] It also includes two shock absorber assemblies corresponding to the wheel 3. The shock absorber assemblies include a first shock absorber rod 7, a second shock absorber rod 8, and a shock absorber spring 9. The first shock absorber rod 7 can move within the second shock absorber rod 8 along the length of the second shock absorber rod 8, and the first shock absorber rod 7 is not easily disengaged from the inside of the second shock absorber rod 8. A limit block 10 is welded circumferentially to the side wall of the first shock absorber rod 7, and an adjusting block 11 is threadedly connected to the side wall of the second shock absorber rod 8. The limit block 10 and the adjusting block 11 are arranged opposite to each other, and the shock absorber spring 9 is clamped between the limit block 10 and the adjusting block 11. When the adjusting block 11 is rotated and moves closer to the limiting block 10, the shock absorber spring 9 can be compressed, so that the shock absorber spring 9 has a larger elastic force. When the adjusting block 11 is rotated and moves away from the limiting block 10, the compression of the shock absorber spring 9 decreases, and the elastic force of the shock absorber spring 9 decreases. The operator can adjust the adjusting block 11 according to the actual required shock absorption level to change the overall shock absorption capacity of the shock absorber assembly.

[0046] Fixing components are provided on the far ends of the first shock absorber 7 and the second shock absorber 8. One fixing component is fixedly connected to the bracket 1, and the other fixing component is connected to the connecting rod 4. The fixing components include a fixing block 12 and two opposing fixing plates 13. The fixing plates 13 are integrally formed on the fixing block 12. The fixing block 12 of one fixing component is welded to the bracket 1, and the fixing block 12 of the other fixing component is fixedly connected to the end of the connecting rod 4 away from the fixing rod 5. Both fixing plates 13 are perpendicular to the connecting rod 4. A number of fixing holes 14 are spaced apart along the length of the fixing plate 13. The specific number of fixing holes 14 is set by the staff according to the actual situation, and the number of fixing holes 14 on the two fixing components may be different. The fixing holes 14 on the two fixing plates 13 are arranged opposite each other. The cross-sectional shape of the fixing hole 14 is circular and the axis of the fixing hole 14 is perpendicular to the fixing plate 13. The ends of the first shock absorber 7 and the second shock absorber 8 that are far apart from each other are provided with connecting holes 15 that can be aligned with the fixing holes 14. The first shock absorber 7 and the second shock absorber 8 can be inserted into the gap between the two fixing plates 13 so that the connecting holes 15 can be aligned with different fixing holes 14. The connection between the fixing component and the shock absorber component is realized by passing a pin through the connecting hole 15 and the fixing hole 14. The torque on the shock absorber can be changed by adjusting the fixing holes 14 at both ends of the shock absorber, thereby changing the shock absorption effect of the shock absorber. The staff can adjust the shock absorber according to the actual required shock absorption effect so that the trailer meets the staff's required shock absorption effect while the driving force required for the overall movement of the trailer is small, making it easier for other vehicles to carry and move the trailer.

[0047] The implementation principle of Embodiment 1 of this application is as follows: When one side of the wheel 3 is bumped, the center rod 6 moves up and down with the wheel 3. At this time, the fixed rod 5 rotates to drive the fixed block 12 connected to the connecting rod 4 to rotate. At this time, the fixed plate 13 rotates with the fixed block 12 to make the second shock absorber rod 8 move relative to the first shock absorber rod 7, thereby compressing or extending the shock absorber spring 9. At this time, the shock absorber spring 9 can apply a force to the wheel 3 to prevent the wheel 3 from continuing to move in the direction of the bump, so as to reduce the bumping state of the wheel 3, thereby making the overall shock absorption effect of the trailer better.

[0048] Example 2

[0049] A type of suspended trailer, see reference Figure 3 and Figure 4The difference between Embodiment 2 and Embodiment 1 is that the fixing component includes a base block 16 and a first electric push rod 17. The base block 16 of one fixing component is welded to the bracket 1, and the base block 16 of the other fixing component is fixedly connected to the end of the connecting rod 4 away from the fixing rod 5. The first electric push rod 17 is fixed to the base block 16 by bolts. One extension rod of the first electric push rod 17 is rotatably connected to the end of the first shock absorber rod 7 away from the second shock absorber rod 8, and the other extension rod of the first electric push rod 17 is rotatably connected to the end of the second shock absorber rod 8 away from the first shock absorber rod 7. When the operator needs to adjust the shock absorption level of the shock absorber assembly, the extension rod of the first electric push rod 17 is moved to move the first shock absorber rod 7 and the second shock absorber rod 8, thereby facilitating the adjustment of the shock absorption level of the shock absorber assembly.

[0050] Reference Figure 4 and Figure 5 To further facilitate the adjustment of the vibration damping level by staff, a processor 19 is fixedly connected to bracket 1. The processor 19 is connected to the first electric actuator 17 via wires (no wires are shown in the diagram). A status receiver 18 is also fixedly connected to bracket 1, and is also connected to the processor 19 via wires. The status receiver 18 receives road surface status information input by external staff and transmits this information to the processor 19 for processing, enabling the processor 19 to control the first electric actuator 17 to perform corresponding operations for vibration damping level adjustment. Figure 6 The overall steps for adjusting the shock absorption level using processor 19 are as follows:

[0051] S100: Obtain road surface condition information;

[0052] S101: Based on the matching analysis of road surface condition information and adjustment gear information stored in the preset adjustment database, determine the adjustment gear information corresponding to the road surface condition information;

[0053] S102: Control the extension rod of the first electric push rod 17 to change length according to the adjustment gear information.

[0054] The road surface condition information refers to the road surface conditions input by the staff, such as cement road, tile road, asphalt road, etc. The condition receiver 18 is a device that is wirelessly connected to the staff's mobile device and is used to receive the conditions input by the staff. This device is conventional equipment for those skilled in the art and will not be described in detail. The adjustment gear information corresponds to the shock absorption level of the shock absorption component. This gear corresponds to the distance that the telescopic rods of the two first electric push rods 17 need to move. Different road surface conditions correspond to different adjustment gear information. This correspondence is obtained by the staff through multiple experiments. An adjustment database can be established based on different road surface conditions and corresponding adjustment gear information. The method of establishing the database is conventional technical means for those skilled in the art and will not be described in detail. By adjusting the gear information, the processor 19 can control the two first electric push rods 17, thereby changing the position of the shock absorption component to adjust its shock absorption level.

[0055] To maintain optimal shock absorption performance when the trailer is moving and road conditions change, the following settings are implemented: Several detection sensors 20, which receive information about external wheel compression, are embedded at intervals around the circumference of the wheel 3. These sensors 20 can be pressure sensors. A power source within the wheel 3 supplies power to the sensors 20, which are wirelessly connected to the processor 19. As road conditions change, the pressure values ​​on the sensors 20 differ. Based on these varying pressure values, the specific road condition is determined, and the processor 19 then adjusts the shock absorption level of the shock absorption components accordingly. Figure 7 The steps for adjusting the shock absorption level of a trailer during movement using processor 19 are as follows:

[0056] S200: Obtain wheel compression information;

[0057] S201: Determine whether the compression value corresponding to the wheel compression information is greater than the preset bump value;

[0058] S2011: If the compression value corresponding to the wheel compression information is not greater than the bump value, then control the shock absorber to maintain its original state;

[0059] S2012: If the compression value corresponding to the wheel compression information is greater than the bump value, then output a bump signal;

[0060] S202: After the bump signal is output, divide the detection area on the preset time axis into a detection area with a preset fixed width, and determine the proportion of the bump signal in the detection area.

[0061] S203: Determine whether the percentage value is greater than the preset benchmark value;

[0062] S2031: If the percentage value is not greater than the benchmark value, then control the shock absorption components to maintain their original state;

[0063] S2032: If the percentage value is greater than the benchmark value, the wheel extrusion information with the largest extrusion force is determined according to the preset sorting rules and the wheel extrusion information is defined as the upper limit extrusion information;

[0064] S204: Based on the matching analysis of the upper limit compression information and the correction gear information stored in the preset correction database, determine the correction gear information corresponding to the upper limit compression information;

[0065] S205: Based on the corrected gear information, control the telescopic rods of the two first electric push rods 17 to perform gear correction.

[0066] The wheel compression information corresponds to the compression value, which is the maximum compression force value experienced by all detection sensors 20, indicating that the wheel 3 is currently in contact with the ground at that position. The bump value is the minimum pressure value of the detection sensor 20 when the wheel 3 is considered to be experiencing a bump under the road surface conditions. Different bump values ​​can be determined based on different road surface conditions. This determination method involves prior testing and data recording by staff, followed by database establishment for subsequent bump value determination. The purpose of this judgment is to determine whether the wheel 3 is currently experiencing a bump. If the compression value corresponding to the wheel compression information is not greater than the bump value, it indicates that the wheel 3 is currently in normal operation and no adjustment to the shock absorption level is required. If the compression value corresponding to the wheel compression information is greater than the bump value, it indicates that the wheel 3 is currently experiencing a bump, and the road surface conditions may have changed. In this case, a bump signal is output to record and mark this situation for subsequent control of the shock absorption components to adjust the shock absorption level. The time axis is a time coordinate axis along the direction of time flow. The fixed value is a value set by the staff according to the actual situation. After a bump signal is output, the detection area is divided to determine the corresponding data collection area. The percentage value is the ratio of the duration of the output bump signal in the detection area to the fixed value. The baseline value is the minimum percentage value when the road surface changes as determined by the staff. The purpose of this judgment is to determine whether the current road surface condition has changed. If the percentage value is not greater than the baseline value, it means that the current road surface condition has not changed, and the previous bump signal may have been caused by some stones on the road. In this case, there is no need to adjust the shock absorption level of the shock absorption components. If the percentage value is greater than the baseline value, it means that the actual road surface condition has changed, and the shock absorption level of the shock absorption components needs to be adjusted accordingly.

[0067] The sorting rule is a method that can sort numerical values, such as the bubble sort method. Based on the sorting rule, the wheel with the highest compression force can be identified, indicating the most severe bumps found in that road section. This wheel compression information is defined as the upper limit compression information to distinguish it and facilitate subsequent data retrieval. The correction gear information corresponds to the required shock absorption level of the current shock absorber components. Different upper limit compression information corresponds to different correction gear information, obtained through multiple experiments by staff. A correction database can be established based on different upper limit compression information and corresponding correction gear information. The method of establishment is a conventional technique for those skilled in the art and will not be elaborated upon. The processor 19 controls the telescopic rods of the two first electric push rods 17 to move according to the correction gear information, adjusting the shock absorption level of the shock absorber components. This allows for timely adjustment of the shock absorption level when the road conditions change, ensuring the overall shock absorption effect of the trailer remains at an optimal level.

[0068] Reference Figure 5 To facilitate the transport of the trailer by other vehicles on uphill sections, drive components corresponding to the wheels 3 are installed on the bracket 1. The drive components include a second electric push rod 23, a sliding plate 24, a motor 21, and a drive wheel 22. The second electric push rod 23 is bolted to the bracket 1, and the telescopic movement direction of the second electric push rod 23 is parallel to the forward direction of the wheels 3. The sliding plate 24 is fixedly installed at the end of the telescopic rod of the second electric push rod 23. The motor 21 is bolted to the sliding plate 24, and the output shaft of the motor 21 is perpendicular to the forward direction of the wheels 3, while the rotation direction of the motor 21's output shaft is opposite to the rotation direction of the wheels 3 when they are moving forward. The drive wheel 22 is coaxially located at the end of the output shaft of the motor 21, and the circumferential edge of the drive wheel 22 is made of rubber. The drive wheel 22 and the wheel 3 are on the same plane. The telescopic rod of the second electric push rod 23 has a first state and a second state. When the telescopic rod of the second electric push rod 23 is in the first state, the drive wheel 22 can abut against the wheel 3. When the telescopic rod of the second electric push rod 23 is in the second state, the drive wheel 22 is separated from the wheel 3. When the trailer is on an uphill section, the second electric push rod 23 is used to make the drive wheel 22 abut against the wheel 3. At this time, the motor 21 is started to make the drive wheel 22 rotate to move the wheel 3 forward, thereby reducing the forward force that other vehicles need to apply to the trailer, making it easier for other vehicles to carry the trailer forward.

[0069] Reference Figure 5 and Figure 8To ensure smoother movement of the motor 21, a dovetail slider 25 is fixedly welded onto the bracket 1. A dovetail groove 26 adapted to the dovetail slider 25 is provided on the sliding plate 24. The longitudinal cross-sectional shape of both the dovetail slider 25 and the dovetail groove 26 is dovetail-shaped. When the telescopic rod of the second electric push rod 23 moves, it drives the sliding plate 24 to move. At this time, the dovetail groove 26 is adapted to the dovetail slider 25, making the sliding plate 24 move smoothly, thereby making the motor 21 move more smoothly.

[0070] To enable the drive assembly to automatically assist the wheels 3 when the trailer is on an uphill section, a horizontally placed level 27 is installed on the bracket 1. The level 27, the second electric push rod 23, and the motor 21 are all connected to the processor 19 via wires. When the level 27 detects an upward tilt, it indicates that the trailer is on an uphill section. At this time, the processor 19 can automatically control the second electric push rod 23 and the motor 21 to operate, thereby enabling the drive assembly to automatically assist the movement of the wheels 3 on uphill sections. Figure 9 The driving steps for the driver component are as follows:

[0071] S300: Obtain tilt angle information;

[0072] S301: Determine whether the angle value corresponding to the tilt angle information is greater than the preset permissible value;

[0073] S3011: If the angle value corresponding to the tilt angle information is not greater than the permissible value, then the operation of the drive component will not be controlled;

[0074] S3012: If the angle value corresponding to the tilt angle information is greater than the permissible value, control the extension rod of the second electric push rod 23 to switch from the second state to the first state, and determine the motor gear information corresponding to the tilt angle information by matching and analyzing the tilt angle information and motor gear information stored in the preset gear database.

[0075] S302: Control the operation of motor 21 according to the motor gear information.

[0076] The tilt angle information corresponds to the tilt angle value of the trailer as a whole relative to the reference horizontal plane, which is obtained by the level 27. The permissible value is the maximum tilt angle set by the operator for the trailer to currently not require the assistance of the drive component. The purpose of this judgment is to determine whether the drive component is currently required for assistance. If the tilt angle information corresponds to an angle value that is not greater than the permissible value, it means that the trailer does not currently require the assistance of the drive component, and the drive component is not controlled to operate. If the tilt angle information corresponds to an angle value that is greater than the permissible value, it means that the current tilt angle is large and the drive component is required to assist. Therefore, the extension rod of the second electric push rod 23 is controlled to switch from the second state to the first state to achieve the contact between the drive wheel 22 and the wheel 3. The motor gear information corresponds to the power output level required by motor 21. Different gears result in inconsistent rotational speeds of drive wheel 22, leading to inconsistent auxiliary effects of drive wheel 22 on wheel 3. Different tilt angles correspond to different motor gear information. The correspondence is determined through testing by personnel and will not be elaborated further. A gear database can be established based on different tilt angles and corresponding motor gear information. The method used for this establishment is a conventional technique for those skilled in the art and will not be elaborated further. Based on the motor gear information, motor 21 can be controlled to output power at the corresponding gear, thereby ensuring that wheel 3 receives appropriate auxiliary effects, facilitating the transport of the trailer by other vehicles on uphill sections.

[0077] The implementation principle of Embodiment 2 of this application is as follows: Before the trailer moves, the operator can input the corresponding road condition information according to the road conditions to be traveled, so that the first electric push rod 17 can move the shock absorption component to adjust the overall shock absorption level of the trailer; during the movement of the trailer, when the road conditions change, the shock absorption level can be adjusted according to the actual changes in the road conditions, so that the trailer can receive a more suitable shock absorption effect throughout the entire movement distance; when the trailer moves to an uphill section, the drive component can automatically operate to assist the trailer wheels 3, so that the trailer can move better on the uphill section.

[0078] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A suspended trailer, characterized in that: The device includes a support (1) for storing objects, a connecting frame (2) connected to the support (1) and for connecting to the vehicle body, and two coaxially arranged wheels (3). The support (1) is rotatably connected to both sides near the wheels (3). One end of the connecting rod (4) is vertically connected to a fixing rod (5). The end of the fixing rod (5) away from the connecting rod (4) is connected to a central rod (6) perpendicular to the fixing rod (5). The wheels (3) are rotatably connected to the central rod (6) on the coaxial side. The support (1) is provided with a shock-absorbing assembly for linkage shock absorption of the wheels (3). The shock-absorbing assembly corresponds one-to-one with the wheels (3). Both ends of the shock-absorbing assembly are rotatably provided with fixing components. One fixing component is fixedly connected to the end of the connecting rod (4) away from the fixing rod (5), and the other fixing component is fixed to the support (1). The suspended trailer also includes a drive assembly mounted on a bracket (1). The drive assembly includes a motor (21). A drive wheel (22) is coaxially mounted on the output shaft of the motor (21). The surface of the drive wheel (22) abuts against the surface of the wheel (3) and the drive wheel (22) rotates in the opposite direction to the forward direction of the wheel (3). The drive assembly further includes a second electric push rod (23) and a sliding plate (24). The second electric push rod (23) is mounted on the bracket (1). The sliding plate (24) is mounted on the telescopic rod of the second electric push rod (23). The motor (21) is mounted on the sliding plate (24). The telescopic rod of the second electric push rod (23) is perpendicular to the output shaft of the motor (21). The telescopic rod of the second electric push rod (23) has a first state and a second state. When the telescopic rod of the second electric push rod (23) is in the first state, the drive wheel (22) abuts against the wheel (3). When the telescopic rod of the second electric push rod (23) is in the second state, the drive wheel (22) separates from the wheel (3).

2. The suspended trailer according to claim 1, characterized in that: The shock absorption assembly includes a first shock absorber rod (7), a second shock absorber rod (8), and a shock absorber spring (9). The first shock absorber rod (7) is rotatably connected to a fixed assembly fixed to the bracket (1). The first shock absorber rod (7) is inserted and slidably inserted into the second shock absorber rod (8) along the length direction of the second shock absorber rod (8). The end of the second shock absorber rod (8) away from the first shock absorber rod (7) is rotatably connected to a fixed assembly connected to the connecting rod (4). A limit block (10) is provided on the side wall of the first shock absorber rod (7). An adjustment block (11) is threadedly connected to the side wall of the second shock absorber rod (8). The shock absorber spring (9) is clamped between the limit block (10) and the adjustment block (11).

3. The suspended trailer according to claim 2, characterized in that: The fixing assembly includes a fixing block (12) for connecting to the bracket (1) or the connecting rod (4) and two fixing plates (13) disposed on the fixing block (12). The two fixing plates (13) are disposed opposite to each other and the fixing plates (13) are provided with a plurality of fixing holes (14) spaced apart along the length direction of the fixing plates (13). The first shock absorber (7) and the second shock absorber (8) are provided with connecting holes (15) that can be aligned with the fixing holes (14). The pin passes through the fixing holes (14) and the connecting holes (15) to realize the rotational connection of the first shock absorber (7) and the second shock absorber (8).

4. The suspended trailer according to claim 2, characterized in that: The fixing assembly includes a base block (16) for connecting to the bracket (1) or to the connecting rod (4) and a first electric push rod (17) connected to the base block (16). The telescopic rod of one of the first electric push rods (17) is rotatably connected to the first shock absorber rod (7), and the telescopic rod of the other first electric push rod (17) is rotatably connected to the second shock absorber rod (8).

5. The suspended trailer according to claim 4, characterized in that: It also includes a status receiver (18) for receiving road surface status information from external input and a processor (19) electrically connected to the status receiver (18), the processor (19) being mounted on a bracket (1), and the two first electric push rods (17) being electrically connected to the processor (19); The processor (19) determines the adjustment gear information corresponding to the road condition information by matching and analyzing the road condition information and adjustment gear information stored in the preset adjustment database, and the processor (19) controls the telescopic rods of the two first electric push rods (17) to adjust the length gear according to the adjustment gear information.

6. The suspended trailer according to claim 5, characterized in that: It also includes a detection sensor (20) disposed in the wheel (3) for obtaining wheel compression information, the detection sensor (20) being electrically connected to the processor (19). The processor (19) outputs a bump signal when the wheel compression information matches the preset bump value. After the bump signal is output, the processor (19) divides a detection area with a preset fixed width on a preset time axis and determines the proportion of the bump signal in the detection area. When the proportion exceeds the preset benchmark value, the processor (19) determines the wheel compression information with the largest compression force in the detection area and defines the wheel compression information as the upper limit compression information. The upper limit compression information stored in the preset correction database is matched and analyzed with the correction gear information to determine the correction gear information corresponding to the upper limit compression information. The processor (19) controls the telescopic rods of the two first electric push rods (17) to perform gear correction according to the correction gear information.

7. The suspended trailer according to claim 1, characterized in that: The bracket (1) is provided with a dovetail slider (25), and the sliding plate (24) is provided with a dovetail groove (26) that can be adapted to the dovetail slider (25).

8. The suspended trailer according to claim 1, characterized in that: It also includes a level (27) coaxially mounted on the bracket (1) and placed horizontally, wherein the level (27), the motor (21), and the second electric push rod (23) are all connected to the processor (19); The processor (19) obtains tilt angle information based on the level (27), and controls the second electric push rod (23) to operate when the tilt angle information exceeds the preset allowable value to achieve the contact between the drive wheel (22) and the wheel (3). The processor (19) matches and analyzes the tilt angle information and motor gear information stored in the preset gear database to determine the motor gear information corresponding to the tilt angle information, and controls the motor (21) to operate based on the motor gear information.

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