Supporting block, single-axle wheel supporting kit and multi-axle wheel supporting kit

Abstract

The invention discloses a supporting block, a single-axle wheel supporting kit and a multi-axle wheel supporting kit, and belongs to the technical field of vehicle engineering.The bottom end and the top end of the supporting block are provided with a supporting plane and a supporting slope respectively, the supporting plane is used for being placed on the road surface, and the supporting slope is used for supporting a single-side wheel on a single axle of a vehicle; a preset falling included angle is formed between the supporting slope surface and the supporting plane, the preset falling included angle can force a vehicle to advance under the action of gravity, and a preset falling distance is formed between the slope bottom end of the supporting slope surface and the supporting plane. The single-axle wheel supporting suite comprises a supporting block and a guide block, and the multi-axle wheel supporting suite comprises a guide block, a transition block and a supporting block. After the vehicle slides down and is separated from the supporting block, the vehicle can fall on the road surface in an almost free falling body mode, the road surface cannot vibrate like a test platform, the test result cannot be influenced, and the road surface is a real road surface, so that the tested damping performance of the air suspension is the damping performance of a real road condition.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle engineering, and in particular to a support block, a single-axle wheel support kit, and a multi-axle wheel support kit. Background Art

[0002] Air suspension, an advanced suspension technology that utilizes air springs as elastic elements to achieve vibration reduction, is increasingly being used in cargo vehicles. Safety requirements require that vehicles equipped with air suspension achieve a minimum vibration reduction of 75%, necessitating detailed testing of air suspension performance.

[0003] Currently, common testing methods include rig testing and vehicle testing. The rig testing method measures the dynamic and static stiffness, damping characteristics, and other characteristics of an air suspension system in a laboratory environment by simulating actual road conditions on a test bench. This method can evaluate the static characteristics of the air suspension under different load conditions, providing a basis for subsequent dynamic testing and comprehensive performance evaluation. However, this method only tests the air suspension itself and cannot measure the actual performance of the air suspension after it is installed on the vehicle. The vehicle testing method uses the entire vehicle as the test object and can measure the vibration reduction effect of the air suspension system at the vehicle level. The vehicle testing method is divided into real-vehicle road testing and vehicle drop testing. The former measures the dynamic performance of the air suspension system during driving on actual roads, and the data can be interpreted as real-world driving performance. However, the biggest limitation of this method is that the performance of each test is only based on specific operating conditions, and the operating conditions during the test process may not cover actual operating conditions, which may lead to discrepancies between the test results and actual performance. The vehicle drop test measures the free-fall vibration acceleration to obtain structural characteristic parameters such as the natural frequency and damping ratio of the suspension system. Since the test data are inherent characteristics of the system structure or properties, they have good reference value under appropriate test conditions and measurement benchmarks.

[0004] Current research on the vehicle drop method focuses primarily on analyzing the vehicle's drop height, post-drop handling methods, and results, with little attention paid to the specific nature of the vehicle's drop. The current vehicle drop method primarily involves lifting the vehicle on a test platform equipped with a lifting device. The test platform is then lowered at a speed significantly greater than the acceleration of gravity to free the wheels. The vehicle's free fall and contact with the test platform generate vibrations, which can then be monitored using monitoring instruments to determine the suspension system's performance parameters. However, in actual use, the high-speed test platform itself vibrates after reaching the preset position, interfering with the test results and failing to simulate the actual suspension system's shock absorption performance of a vehicle on the road. Summary of the Invention

[0005] The purpose of the present invention is to solve the above-mentioned technical problems and to provide a support block, a single-axle wheel support kit and a multi-axle wheel support kit. Under the action of the vehicle's own weight and the support slope of the support block, the wheel will overcome the friction and slide freely along the support slope, and after breaking away from the support block, it will fall on the road in a nearly free-fall manner. Since the road surface will not vibrate like the test platform, there will be no additional factors affecting the test results. At the same time, since the road surface itself is a real road surface, the measured shock absorption performance of the air suspension is the shock absorption performance of the real road conditions. By performing performance tests on different road surfaces, the real shock absorption performance of different road conditions can be directly simulated.

[0006] To achieve the above-mentioned purpose, the present invention provides the following solution: The present invention discloses a support block, wherein the bottom and top ends of the support block are respectively provided with a support plane and a support slope, the support plane is used to be placed on the road surface, the support slope is used to support a single-side wheel on a single axle of a vehicle, the support slope is used to be inclined toward the direction of travel of the vehicle, and there is a preset falling angle between the support slope and the support plane, the preset falling angle can force the vehicle to move under the action of gravity, and there is a preset falling distance between the bottom end of the support slope and the support plane.

[0007] Preferably, the preset falling angle is 5° to 7°.

[0008] Preferably, the preset falling distance is 80 mm to 85 mm.

[0009] Preferably, the length of the support plane along the traveling direction of the vehicle is 300 mm, and the length of the support plane perpendicular to the traveling direction of the vehicle is 710 mm.

[0010] Preferably, a handle is provided on the side end of the support block perpendicular to the direction of the vehicle.

[0011] Also disclosed is a single-axle wheel support kit, comprising a guide block and the above-mentioned support block, wherein the guide block is used to be temporarily placed in front of the support block along the direction of travel of the vehicle, and the bottom and top ends of the guide block are respectively provided with a guide plane and a guide slope, and the guide plane is used to be placed on the road surface, and the bottom end of the guide slope intersects with the guide plane, and the guide slope is used to guide the wheel to the support slope of the support block.

[0012] Preferably, there is a preset guiding distance between the top end of the guiding slope and the guiding plane, and the preset guiding distance is equal to the preset falling distance.

[0013] Also disclosed is a multi-axle wheel support kit, comprising a guide block, a transition block and the above-mentioned support block; the support blocks are arranged in sequence front and back along the direction of travel of the vehicle; the guide block is used to be temporarily placed in front of the support block along the direction of travel of the vehicle, and the bottom and top ends of the guide block are respectively provided with a guide plane and a guide slope, and the guide plane is used to be placed on the road surface, and the bottom end of the guide slope intersects with the guide plane, and the guide slope is used to guide the wheel to the support slope of the support block; the transition block is used to be temporarily placed between two adjacent support blocks, and the bottom and top ends of the transition block are respectively provided with a transition bottom surface and a transition top surface, and the transition bottom surface is used to be placed on the road surface, and the transition top surface is used to guide the wheel to move between the two support blocks.

[0014] Preferably, the transition top surface is parallel to the transition bottom surface or is inclined away from the traveling direction of the vehicle.

[0015] Preferably, there is a preset transition spacing between the transition top surface of the transition block and the transition bottom surface, and there is a preset support spacing between the support slope surface of the support block and the support plane, and the size of the preset transition spacing is between the preset falling spacing and the preset support spacing.

[0016] Compared with the prior art, the present invention has achieved the following technical effects:

[0017] In the present invention, when the vehicle drives onto the supporting slope of the support block, the wheels will automatically move under the vehicle's own weight due to the inclined setting of the supporting slope, and after leaving the support block, they will fall to the road in a nearly free-fall motion. On the one hand, the road surface will not vibrate like the test platform, so there will be no additional factors affecting the test results. On the other hand, the road surface itself is a real road surface, so the shock absorption performance of the air suspension detected by the detection equipment is itself the shock absorption performance of the real road conditions. That is, by performing performance tests on different road surfaces, the real shock absorption performance of different road conditions can be directly simulated. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the analysis of these drawings without paying any creative work.

[0019] Figure 1 Schematic diagram of the three-dimensional structure of a multi-axle wheel support kit according to an embodiment of the present invention;

[0020] Figure 2 Schematic diagram of a top view of a multi-axle wheel support kit according to an embodiment of the present invention;

[0021] Figure 3 is a schematic front perspective structural diagram of a multi-axle wheel support kit according to an embodiment of the present invention;

[0022] Figure 4 Schematic diagram of the three-dimensional structure of the guide block in an embodiment of the present invention;

[0023] Figure 5 is a schematic diagram of the three-dimensional structure of a support block in an embodiment of the present invention;

[0024] Figure 6 is a schematic diagram of the three-dimensional structure of a transition block in an embodiment of the present invention;

[0025] Figure 7 Schematic diagram of the use process of the multi-axle wheel support kit in an embodiment of the present invention;

[0026] Figure 8 Schematic diagram of parameters of a support block in an embodiment of the present invention;

[0027] Figure 9 Schematic diagram of parameters of the guide block in an embodiment of the present invention;

[0028] Figure 10 Schematic diagram of the working principle of the support block (when the wheel falls) in an embodiment of the present invention.

[0029] Explanation of the accompanying reference numerals: 1. guide block; 2. support block; 3. transition block; 4. handle; 5. wheel; 6. three-axle truck. DETAILED DESCRIPTION

[0030] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments analyzed and obtained by ordinary technicians in this field without making any creative efforts shall fall within the scope of protection of the present invention.

[0031] The purpose of the present invention is to provide a support block, a single-axle wheel support kit and a multi-axle wheel support kit to solve the problems existing in the prior art. After the vehicle drives onto the support slope of the support block, the wheels will automatically move under the vehicle's own weight due to the inclined setting of the support slope, and after leaving the support block, they will fall on the road surface in a nearly free-falling manner. On the one hand, the road surface will not vibrate like the test platform, so there will be no additional factors affecting the test results. On the other hand, the road surface itself is a real road surface, so the shock absorption performance of the air suspension detected by the detection equipment is itself the shock absorption performance of the real road conditions. That is, by performing performance tests on different road surfaces, the real shock absorption performance of different road conditions can be directly simulated.

[0032] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0033] Example 1

[0034] like Figures 1 to 10 As shown, this embodiment provides a support block 2 having a support surface at its bottom end, which is designed to rest on a road surface. A support slope is provided at its top end, which supports a single wheel on a single axle of a vehicle. The support slope is inclined toward the vehicle's direction of travel, and a predetermined drop angle a is defined between the support slope and the support surface. This predetermined drop angle a forces the vehicle, which is located on wheel 5, to move under the action of gravity. A predetermined drop distance H2 is defined between the bottom end of the support slope and the support surface, which is set based on the vehicle's predetermined drop height. When wheel 5 detaches from support block 2, the vehicle undergoes free fall and then falls to the road surface. Because the road surface does not inherently vibrate like a test platform, there are no additional factors that may affect the test results. Furthermore, the road surface itself is a real road surface, so the shock absorption performance of the air suspension detected by the testing equipment is the actual shock absorption performance of real road conditions. Therefore, performance testing on different road surfaces can directly simulate the actual shock absorption performance of different road conditions. In addition, completing the free fall of the vehicle through the support block 2 is easier to implement and has lower costs than using a lifting platform.

[0035] Note: Different vehicles have different numbers of wheels on one side. For example, ordinary cars and small trucks have single wheels on the left and right sides of the front and rear axles. Some larger trucks and trailers, such as Figure 7 The three-axle truck 6 shown has two wheels 5 on both the left and right sides of each axle. Therefore, when specifically setting the support blocks 2, one method is to match the number of support blocks 2 to the number of wheels 5 on a single side. For example, if there are two wheels 5 on a single side of a single axle, there are two support blocks 2, each carrying the corresponding wheel 5. Another method is to have one support block 2 simultaneously carry all the wheels 5 on a single side of the single axle. For example, if there are two wheels 5 on a single side of a single axle, one support block 2 simultaneously carries both wheels 5. The specific setting can be made according to actual needs. Compared with the former, the latter setting method is simpler to use because it does not require a corresponding number of support blocks 2. In addition, multiple wheels 5 are simultaneously pressed on one support block 2, which is relatively more stable to use. In addition, the processing cost of processing one support block 2 is relatively lower than that of processing multiple support blocks 2. Therefore, the latter setting method is more recommended.

[0036] Working principle:

[0037] First, the support block 2 is placed corresponding to the wheel 5 of the vehicle. The placement position can be predetermined by measuring the vehicle wheelbase and other parameters in advance, or it can be placed directly behind or in front of the vehicle's wheel 5 (depending on whether the vehicle is reversed onto the support block 2 or driven forward onto the support block 2); then, the vehicle is driven onto the support block 2, braked and stopped on the support block 2; then, the vehicle releases the brakes, and the vehicle slides down the supporting slope of the support block 2 under the action of gravity. When the wheel 5 is separated from the support block 2, the vehicle will fall to the road in a manner close to free fall. The shock absorbing performance of the air suspension when falling on the road can be tested by the detection equipment. Among them, when placing the support blocks 2, when the vehicle has air suspension at both the front and rear ends, the support blocks 2 can be placed behind both the front and rear wheels to test the shock absorption performance of the front and rear air suspensions at the same time. Alternatively, the support blocks 2 can be placed only behind the front wheels to test the shock absorption performance of the front air suspension, or only behind the rear wheels to test the shock absorption performance of the rear air suspension. When the vehicle has air suspension only at the rear or only at the front, the support blocks 2 can be placed behind both the front and rear wheels, or only behind the wheels 5 with air suspension. In addition, when placing the support blocks 2, in general, support blocks 2 need to be placed on both sides of the wheels 5 of each axle. However, if you want to test the shock absorption effect of only one side of the air suspension (such as the left side), you can also place the support blocks 2 only on the corresponding side of the axle (such as the left side). The test process in the above working principle is for reference only and does not mean that it must be used exactly as described above. You can set it up according to actual conditions.

[0038] In one embodiment, the preset drop angle a is 5° to 7°. Since the vehicle on the support block 2 needs to fall naturally under the action of gravity when falling, without any driving force or external thrust, the slope of the support slope should not be too small, that is, the preset drop angle a should not be too small, so that the gravity of the vehicle can generate a sufficiently large forward component along the support slope to overcome the rolling friction between the wheels 5 and the support block 2, so that the vehicle can move from static to dynamic and then fall from the support block 2. At the same time, in order to avoid an excessive component velocity in the forward direction of the vehicle when the wheels 5 leave the support block 2, the slope of the support slope should not be too large to ensure that the component velocity is as small as possible so that the vehicle is closer to the free fall direction. After research, analysis and calculation, it was finally determined that the preset drop angle a should be between 5° and 7°, with 6° being the optimal choice.

[0039] In one embodiment, the preset drop distance H2 is 80 mm to 85 mm, i.e., the preset drop height of the vehicle is 80 mm to 85 mm, preferably 80 mm. This value is primarily designed for trucks weighing tens of tons and ensures that these trucks can be smoothly driven onto the support block 2. This value can be adjusted accordingly for different vehicles and / or other special needs.

[0040] In one embodiment, the length of the support plane along the direction of travel of the vehicle (preset support length L2) is 300mm, and the length of the support plane perpendicular to the direction of travel of the vehicle (preset support width W2) is 710mm. According to tire-related standards, when a load-carrying vehicle has dual tires (a single-side wheel of a single axle has two tires), the width of a single tire is between 300mm and 340mm. Considering the installation gap between the dual tires, the support block 2 must ensure that both wheels are completely placed on it. Therefore, the preset support width W2 of the support block 2 is designed to be 710mm. The length direction must fully consider the contact area between the wheel 5 and the support block 2, the load-bearing capacity of the support block 2, and the pressure distribution. Therefore, the preset support length L2 of the support block 2 is designed to be 300mm. Of course, the above parameters also need to be adjusted accordingly for vehicles on different sides.

[0041] In one embodiment, the cross section of the support block 2 perpendicular to the traveling direction of the vehicle is trapezoidal, that is, the support block 2 as a whole is in the shape of a trapezoidal prism.

[0042] In one embodiment, a handle 4 is provided on the side end of the support block 2 perpendicular to the vehicle's direction. The handle 4 can be used to pull the support block 2 out from under the vehicle at the moment the vehicle's wheel 5 leaves the support block 2, to prevent the support block 2 from being crushed when the vehicle falls to the ground. The support block 2 can be pulled out manually or with a tool.

[0043] In one embodiment, the support block 2 is a wooden member. The reason for using wooden material is that wooden material is relatively common, easy to obtain and process, and convenient for controlling costs. Of course, other materials can also be used for processing, but whether it is wooden material or other materials, they must meet the following requirements:

[0044] (1) It has sufficient hardness. Because a cargo vehicle weighing tens of tons usually has a single wheel on each axle that can bring an average load pressure of about 3 tons to the support block 2, the deformation should be kept as small as possible.

[0045] (2) It has good wear resistance so that it can be reused many times. Of course, this can be achieved through surface treatment such as chemical infiltration.

[0046] (3) It has a certain coefficient of friction. At the moment of tire contact, it relies on the friction between the device and the ground to avoid displacement. Of course, this can be achieved by applying anti-slip treatment to the surface of the material.

[0047] (4) The density is relatively small, which makes it easy to control the total mass and facilitate the support block 2 to be quickly pulled out within 1s to 1.5s with an acceptable force (for example, no more than the pulling force of an adult) at the moment the wheel 5 falls.

[0048] Based on the above, Douglas fir or elm wood can be considered as raw material for processing and production, and the density of the two is 0.53g / cm 3 , 0.68g / cm 3 Douglas fir is relatively hard, while elm has moderate hardness and strength, with high mechanical strength. Douglas fir is native to the United States and is widely planted in Europe, but has only been introduced and planted in certain areas of China. China, on the other hand, is one of the native habitats of elm, where it grows naturally or is cultivated in large quantities in many regions. Therefore, considering procurement and transportation costs, elm is a good choice.

[0049] Example 2

[0050] like Figures 1 to 10 As shown, this embodiment provides a single-axle wheel support kit, comprising a guide block 1 and the support block 2 of Example 1. The guide block 1 is temporarily placed in front of the support block 2 in the direction of vehicle travel. The bottom and top ends of the guide block 1 are respectively provided with a guide plane and a guide slope. The guide plane is placed on the road surface, and the bottom end of the guide slope intersects with the guide plane. The guide slope is inclined toward the direction of vehicle travel to guide the wheel 5 onto the support slope of the support block 2.

[0051] Working principle:

[0052] When in use, place the guide block 1 in front of the support block 2 (along the direction of travel), then drive the vehicle along the guide slope of the guide block 1 into the support slope of the support block 2 (forward or reverse), then remove the guide block 1, and then proceed with the subsequent vehicle drop test. The setting of the guide block 1 can ensure that the vehicle can smoothly drive onto the support block 2, especially for a cargo vehicle weighing tens of tons. This single-axle wheel support kit can be used for dual-axle vehicles, such as cars and small trucks, and can also be used for multi-axle vehicles, such as Figure 7 A three-axle truck 6 is shown.

[0053] In one embodiment, the cross section of the guide block 1 perpendicular to the traveling direction of the vehicle is a right triangle, that is, the guide block 1 as a whole is a right triangular prism.

[0054] In one embodiment, a preset guide spacing H1 is defined between the top of the guide ramp and the guide plane. This spacing H1 is equal to the preset drop spacing H2, ensuring that the vehicle moves from the guide block 1 onto the support block 2 as smoothly as possible. Specifically, when the preset drop spacing H2 is 80 mm to 85 mm, the preset guide spacing H1 is 80 mm to 85 mm. For example, if the preset drop spacing H2 is 80 mm, the preset guide spacing H1 is 80 mm. Accordingly, the preset guide angle β between the guide ramp and the guide plane should be moderately greater than the preset drop angle α, preferably close to or slightly greater than it. For example, when the preset drop angle α is 6°, the preset guide angle β can be set to 6.6°.

[0055] In one embodiment, the length of the guide block 1 along the vehicle traveling direction (preset guide length L1 ) is 700 mm.

[0056] In one embodiment, the length of the guide block 1 perpendicular to the direction of travel of the vehicle (preset guide width W1) can be set according to the width of a single wheel 5. For example, when the width of a single tire is between 300mm and 340mm, W1 is 300mm to 340mm. Each guide block 1 corresponds to one wheel 5, that is, when there are dual tires on one side of the axle, two guide blocks 1 are required. Of course, W1 can also be set according to the overall width of the tire on one side of the axle. For example, when there are two wheels 5 on a single tire, W1 needs to be greater than the total width of the two wheels 5 (that is, the width and spacing of the two wheels 5). For example, when the width of a single tire is between 300mm and 340mm, W1 is 710mm. In this way, only one guide block 1 is needed to guide the dual tires on one side, reducing the number of guide blocks 1 used and simplifying the placement steps. However, the corresponding weight will also increase, which is not conducive to manual handling. Therefore, the specific setting should be made according to actual needs.

[0057] In one embodiment, it is recommended that the guide block 1 be made of the same material as the support block 2 .

[0058] Example 3

[0059] like Figures 1 to 10 As shown, this embodiment provides a multi-axle wheel support kit, including a guide block 1, a transition block 3 and the support block 2 in embodiment 1.

[0060] The support blocks 2 are arranged in sequence front to back along the traveling direction of the vehicle, corresponding to the wheels 5 of the corresponding axles.

[0061] The guide block 1 is used to be temporarily placed in front of the support block 2 located at the front. The bottom and top of the guide block 1 are respectively provided with a guide plane and a guide slope. The guide plane is used to be placed on the road surface, and the guide slope is used to be inclined toward the direction of travel of the vehicle. The bottom end of the guide slope intersects with the guide plane, and the guide slope is used to guide the wheel to the support slope of the support block 2.

[0062] The transition block 3 is used to be placed temporarily between two adjacent support blocks 2. The bottom and top ends of the transition block 3 are respectively provided with a transition bottom surface and a transition top surface. The transition bottom surface is used to be placed on the road surface, and the transition top surface is used to guide the wheel 5 to move between the two support blocks 2.

[0063] This multi-axle wheel support kit is mainly used for the multi-axle wheel set of multi-axle vehicles. The number of support blocks 2 used for the wheels on one side of the multi-axle wheel set is matched according to the number of axles at the multi-axle wheel set, such as Figure 7At the double-axle wheel set at the rear of the three-axle truck 6 shown, two support blocks 2 are provided on one side of the double-axle wheel set, that is, the left wheel is equipped with two support blocks 2 and the right wheel is also equipped with two support blocks 2.

[0064] Working principle:

[0065] First, place the first set of multi-axle wheel support kits on one side of the vehicle, and set it up in advance by measuring the vehicle wheelbase. Then, place the support block 2 according to the preset position of the corresponding wheel, place the guide block 1 in front of the frontmost support block 2, and the top of the slope of the guide block 1 can fit with the support block 2, and place the transition block 3 between the two adjacent support blocks 2; then, measure the vehicle width and wheelbase, and place the second set of multi-axle wheel support kits symmetrically on the other side of the vehicle; then, drive the vehicle to reverse and drive towards the guide block 1, and finally the corresponding wheel 5 will drive onto the corresponding support block 2, stop the vehicle and trigger the brake. Taking the dual-axle wheel set as an example, the rear wheels of the dual-axle wheel set will pass through the guide block 1, support block 2, transition block 3 and so on in sequence. and support block 2, and then stay on the support block 2 at the rear, while the front wheel in the dual-axle wheel set will pass through the guide block 1 and support block 2, and then stay on the support block 2 in the front; then, the guide block 1 and transition block 3 are taken out, leaving only the support block 2, the vehicle brake is released, and the wheel rotates forward under the action of gravity until it is separated from the support block 2. At the moment when the wheel 5 leaves the support block 2, the support block 2 is quickly pulled out from the space under the vehicle and out of the vehicle projection area to avoid the vehicle's forward speed causing the wheel 5 to contact the support block 2 during the process of moving forward after touching the ground, affecting the test results. The subsequent vehicle drop method test can then be carried out; finally, the test is completed, and all multi-axle wheel support kits are put away.

[0066] Here we only describe in detail how to use the multi-axle wheel set of the vehicle, while the single-axle wheel of the vehicle (such as Figure 7 The wheel 5 at the front of the three-axle truck 6 shown can be tested with the support block 2 in Example 1, or with the single-axle wheel support kit in Example 2. The support block 2 in Example 1, the single-axle wheel support kit in Example 2, and the multi-axle wheel support kit in Example 3 can be flexibly combined and used according to actual conditions to facilitate handling of various vehicles.

[0067] In one embodiment, the top transition surface of the transition block 3 is tilted away from the vehicle's travel direction, i.e., the top transition surface of the transition block 3 is a reverse slope, and the cross-section of the transition block 3 perpendicular to the vehicle's travel direction is generally trapezoidal, making the transition block 3 a trapezoidal prism. Alternatively, the top transition surface of the transition block 3 is parallel to the bottom transition surface, and the cross-section of the transition block 3 perpendicular to the vehicle's travel direction is generally rectangular, making the transition block 3 a rectangular body. However, the reverse slope design does not change the machining process, but is more costly. Therefore, a rectangular body should be preferred whenever possible.

[0068] In one embodiment, there is a preset transition spacing H4 between the transition top surface and the transition bottom surface of the transition block 3, and a preset support spacing H3 between the supporting slope surface and the supporting plane. The transition block 3 serves as the transition part connecting the two adjacent support blocks 2. The preset transition spacing H4 should be between the preset falling spacing H2 and the preset support spacing H3 to ensure smooth transition of the vehicle.

[0069] For example, when the preset falling angle a of the support block 2 is 6°, the preset falling distance H2 is 80 mm, the preset support length L2 is 300 mm, and the preset support width W2 is 710 mm, then the preset support distance H3 is 111.5 mm. The preset transition distance H4 is 80 mm to 111.5 mm.

[0070] In one embodiment, the length of the transition block 3 perpendicular to the vehicle's travel direction (preset transition width W3) can be set based on the width of a single wheel 5, corresponding to the width of one wheel (slightly wider or narrower than the tire is not a problem). For example, if the width of a single tire is between 300 mm and 340 mm, the preset transition width W3 is between 300 mm and 350 mm, such as 350 mm. Each transition block 3 corresponds to one wheel 5, meaning that if a single axle has dual tires, two transition blocks 3 are required. Of course, the preset transition width W3 can also be set based on the overall width of the tires on one side of the axle. For example, if a single tire has two wheels 5, W3 needs to be greater than the total width of the two wheels 5 (i.e., the width of each wheel 5 and the distance between the two wheels 5). For example, if the width of a single tire is between 300 mm and 340 mm, W3 is 710 mm. This reduces the number of guide blocks 1 required and simplifies placement. However, this also increases weight, making it difficult to carry manually. Therefore, the specific setting should be determined based on actual needs.

[0071] In one embodiment, the length of the transition block 3 along the vehicle's travel direction (preset transition length L3) needs to be designed according to the wheelbase of the multi-axle wheel set, such as Figure 7 The wheelbase of the dual-axle wheel set shown is usually designed to be 1310 mm. Combined with the length of the support block 2 and the distance between the transition block 3 and the support block 2 (about 30 mm), the preset transition length L3 is designed to be 1310-300-30×2=950 mm.

[0072] In one embodiment, the distance between the transition block 3 and the support block 2 is about 30 mm.

[0073] In one embodiment, the following factors need to be considered when manufacturing the guide block 1, the support block 2, and the transition block 3:

[0074] 1) Except for the height H, which needs to be controlled as accurately as possible and must have a positive deviation, the control accuracy of other dimensions can be slightly lower to reduce processing and manufacturing costs.

[0075] 2) Each corner is allowed to be rounded to a certain extent to avoid excessive local stress when the wheel enters, which may cause easy damage.

[0076] 3) The ground can be relatively rough, not particularly smooth, to ensure a certain friction with the ground.

[0077] 4) Suitable chemical materials can be used to treat the surface of wood to achieve the purpose of anti-corrosion and surface protection.

[0078] 5) Handles 4 can be installed on the left and right sides to facilitate access and to use tools such as ropes to quickly pull it out from the space under the wheel.

[0079] The present invention uses specific examples to illustrate the principles and implementation methods of the present invention. The above examples are only intended to help understand the method and core concept of the present invention. At the same time, those skilled in the art will find that the specific implementation methods and application scopes may vary based on the concept of the present invention. In summary, the contents of this specification should not be construed as limiting the present invention.

Claims

1. A support block, characterized in that: The bottom and top ends of the support block are respectively provided with a support plane and a support slope. The support plane is used to be placed on the road surface. The support slope is used to support a single-side wheel on a single axle of the vehicle. The support slope is used to tilt toward the direction of travel of the vehicle. There is a preset drop angle between the support slope and the support plane. The preset drop angle can force the vehicle to move under the action of gravity. There is a preset drop distance between the bottom end of the support slope and the support plane.

2. The support block according to claim 1, characterized in that The preset falling angle is 5° to 7°.

3. The support block according to claim 2, characterized in that: The preset drop distance is 80 mm to 85 mm.

4. The support block according to claim 3, characterized in that: The length of the support plane along the traveling direction of the vehicle is 300 mm, and the length of the support plane perpendicular to the traveling direction of the vehicle is 710 mm.

5. The support block according to claim 4, characterized in that: A handle is provided on the side end of the support block which is perpendicular to the direction of the vehicle.

6. A single-axle wheel support kit, characterized in that: It comprises a guide block and a support block as described in any one of claims 1 to 5, wherein the guide block is used to be temporarily placed in front of the support block along the direction of travel of the vehicle, the bottom end and the top end of the guide block are respectively provided with a guide plane and a guide slope, the guide plane is used to be placed on the road surface, the bottom end of the guide slope intersects with the guide plane, and the guide slope is used to guide the wheel to the support slope of the support block.

7. The single-axle wheel support kit according to claim 6, characterized in that: There is a preset guiding distance between the top end of the guiding slope and the guiding plane, and the preset guiding distance is equal to the preset falling distance.

8. A multi-axle wheel support kit, characterized in that: The wheel assembly comprises a guide block, a transition block and a support block as described in any one of claims 1 to 5; the support blocks are arranged in sequence front and back along the direction of travel of the vehicle; the guide block is used to be temporarily placed in front of the support block along the direction of travel of the vehicle, and the bottom and top ends of the guide block are respectively provided with a guide plane and a guide slope, and the guide plane is used to be placed on the road surface, and the bottom end of the guide slope intersects with the guide plane, and the guide slope is used to guide the wheel to the support slope of the support block; the transition block is used to be temporarily placed between two adjacent support blocks, and the bottom and top ends of the transition block are respectively provided with a transition bottom surface and a transition top surface, and the transition bottom surface is used to be placed on the road surface, and the transition top surface is used to guide the wheel to move between the two support blocks.

9. The multi-axle wheel support kit according to claim 8, characterized in that: The transition top surface is parallel to the transition bottom surface or is tilted away from the traveling direction of the vehicle.

10. The multi-axle wheel support kit according to claim 8, characterized in that: There is a preset transition spacing between the transition top surface of the transition block and the transition bottom surface, and there is a preset support spacing between the support slope surface of the support block and the support plane. The size of the preset transition spacing is between the preset falling spacing and the preset support spacing.

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