New energy self-unloading trailer frame structure

Abstract

The application discloses a new energy self-unloading trailer frame structure, which comprises an automobile beam and two supporting inner columns, a damping assembly is installed at the bottom of the automobile beam, a front beam head is fixedly installed at one end of the automobile beam, a rear beam head is fixedly installed at the end of the automobile beam away from the front beam head, and anti-collision assemblies are installed at the two sides of the automobile beam; the automobile beam is provided with a mixed structure of carbon fiber reinforced composite material and high-strength aluminum alloy, has certain rigidity, realizes more than 40% weight reduction, the two kinds of materials are ingeniously combined in the automobile beam, the carbon fiber reinforced composite material is mainly used for bearing main tensile stress and bending stress, the high-strength aluminum alloy is used for connecting various components and bearing part of compressive stress, through the mixed structure, the rigidity requirement of the automobile beam under various complex working conditions is ensured, the overall weight of the frame is greatly reduced, and the fuel economy and power performance of the vehicle are effectively improved.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicle manufacturing technology, specifically to a new energy dump trailer frame structure. Background Technology

[0002] With the continued advancement of the "dual carbon" goals, the global transportation sector is undergoing profound changes, with new energy commercial vehicles becoming the core direction of industry transformation. As the world's largest commercial vehicle market, dump trucks, as the main vehicle type in engineering construction, sand and gravel transportation, are experiencing a significant acceleration in their electrification process.

[0003] Traditional dump trailer frames are mostly made of single-material steel or ordinary high-strength steel, resulting in problems such as high density and poor fatigue resistance. Under complex working conditions, the frame is prone to deformation or breakage due to stress concentration. The commonly used shock-absorbing components in traditional dump trailer frames mainly include leaf springs and ordinary hydraulic shock absorbers. Although leaf springs have a certain load-bearing capacity and shock absorption effect, their shock absorption characteristics are relatively simple and difficult to dynamically adjust according to different road conditions and loads. Under heavy loads, leaf springs are prone to rigid deformation, leading to a decrease in shock absorption effect and generating greater noise and vibration. Summary of the Invention

[0004] The purpose of this invention is to provide a new energy dump trailer frame structure to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a new energy self-unloading trailer frame structure, comprising a vehicle beam and two supporting inner columns, a shock-absorbing component installed at the bottom of the vehicle beam, a front beam head fixedly installed at one end of the vehicle beam, a rear beam head fixedly installed at the end of the vehicle beam away from the front beam head, anti-collision components installed on both sides of the vehicle beam, a supporting sleeve slidably sleeved on the outer side of the supporting inner columns, a supporting leg rocker arm rotatably installed on one side of the supporting sleeve, a T-shaped frame fixedly installed on the opposite side of the supporting sleeve, and a fixing plate fixedly installed on the outer side of the T-shaped frame.

[0006] Preferably, the shock absorption assembly includes two mounting frames one, four mounting frames two, and two mounting frames three. Connecting frames are fixedly installed on both sides of the four mounting frames two. Leaf springs are installed inside the connecting frames. Washers are installed on the top of the leaf springs. Adjustment components are installed on the outside of the leaf springs and washers. Rotating seats two are fixedly installed at the bottom of the four mounting frames two and the two traction pins. The end of the leaf spring away from the connecting frame is installed inside the mounting frames one and three.

[0007] Preferably, the adjusting assembly includes a connecting seat, a hand-operated cylinder, and a sliding rod. Two U-shaped retaining frames are installed on the top of the connecting seat, and limit plates are fitted inside the two U-shaped retaining frames. A rotating seat is fixedly installed on the outer side of the connecting seat, and a rotating sleeve is rotatably installed inside each rotating seat. Threaded rods are threadedly connected to the inner ends of the hand-operated cylinder. Connecting sleeve one and connecting sleeve two are fixedly installed on the outer side of the threaded rod at the end away from the hand-operated cylinder. Sliding sleeves are slidably fitted on the outer side of the sliding rod.

[0008] Preferably, one end of the connecting sleeve and one of the sliding sleeves is fixedly connected to the outer side of the rotating sleeve, and one end of the connecting sleeve and the other sliding sleeve is fixedly installed with the rotating sleeve. A rotating rod is rotatably installed inside the rotating sleeve, and the rotating rod is rotatably installed inside the rotating seat.

[0009] Preferably, connecting columns are fixedly installed between the two mounting frames one, between the two opposite mounting frames two, and between the two mounting frames three, and four bundle frames are sleeved on the outer side of each leaf spring.

[0010] Preferably, the end of the fixing plate away from the T-shaped frame is fixedly connected to one side of the vehicle beam, a support base is fixedly installed at the bottom of the inner support column, and a support rotating block is rotatably installed on the outer side of the support base.

[0011] Preferably, the anti-collision assembly includes side protection connecting rods, which are fixedly installed on both sides of the vehicle beam. Each side protection connecting rod has a fixed base at the end away from the vehicle beam, and a side protection upright is fixedly installed at the bottom of each fixed base. A side protection cross plate is fixedly installed on the outer side of each side protection upright.

[0012] Preferably, side light connecting rods are fixedly installed on both sides of the vehicle beam, and side light mounting plates are fixedly installed on the end of the side light connecting rods away from the vehicle beam.

[0013] Preferably, a reinforcing block is fixedly installed in the middle of the vehicle beam, and a reinforcing frame is fixedly installed at both ends of the reinforcing block. Multiple reinforcing rods are fixedly installed inside the vehicle beam, and multiple reinforcing plates are fixedly installed inside the vehicle beam. Each reinforcing plate has a wire groove inside.

[0014] Preferably, a front beam plate is fixedly installed on the front beam head and the bottom of the vehicle beam, and a traction pin is rotatably installed inside the front beam plate.

[0015] Compared with the prior art, the beneficial effects of the present invention are as follows: by setting the automobile beam to adopt a hybrid structure of carbon fiber reinforced composite material and high-strength aluminum alloy, it has a certain rigidity while achieving a weight reduction of more than 40%. The two materials are cleverly combined in the automobile beam. The carbon fiber reinforced composite material is mainly used to bear the main tensile stress and bending stress, while the high-strength aluminum alloy is used to connect various components and bear some compressive stress. Through this hybrid structure, the rigidity requirements of the automobile beam under various complex working conditions are guaranteed, while the overall weight of the frame is greatly reduced, effectively improving the fuel economy and power performance of the vehicle.

[0016] In addition, the leaf springs can be used for shock absorption. By rotating the hand-operated cylinder, the threaded rod can be moved inside the cylinder, which in turn moves the connecting seat through connecting sleeve one and connecting sleeve two. This causes the U-shaped frame to move the washer, thereby fine-tuning the position of the leaf spring and adjusting its tension. This, in turn, adjusts the shock absorption effect, improves the vehicle's stability and load-bearing capacity, and allows for real-time adjustment of the leaf spring's shock absorption effect according to actual needs, greatly improving the vehicle's adaptability and comfort. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the three-dimensional appearance structure of the present invention.

[0018] Figure 2 This is a schematic diagram of the three-dimensional structure of the present invention viewed from below.

[0019] Figure 3 This is a three-dimensional structural diagram of the shock absorption component of the present invention.

[0020] Figure 4 This is a three-dimensional structural diagram of the leaf spring and adjustment assembly of the present invention.

[0021] Figure 5 This is a schematic diagram of the three-dimensional structure of the mounting frame of the present invention.

[0022] Figure 6 This is a partial three-dimensional structural diagram of the present invention.

[0023] In the diagram: 1. Vehicle beam; 2. Front beam head; 3. Rear beam head; 4. Mounting frame one; 5. Leaf spring; 6. Connecting seat; 7. Side protection connecting rod; 8. Side protection upright; 9. Side protection horizontal plate; 10. Fixing seat; 11. Support sleeve; 12. Support inner column; 13. Support rotating block; 14. Support base; 15. Support leg rocker arm; 16. Side light mounting plate; 17. Side light connecting rod; 18. Reinforcing block; 19. Reinforcing frame; 20. Cable tray; 21. Reinforcing rod; 22. Reinforcing plate; 23. Front beam plate; 24. Traction pin; 25. Mounting frame two; 26. Bundle frame; 27. Rotating seat one; 28. Connecting column; 29. ​​Connecting sleeve one; 30. Hand crank; 31. Threaded rod; 32. Connecting sleeve two; 33. Limiting plate; 34. Mounting frame three; 35. U-shaped bundle frame; 36. Gasket; 37. Rotating seat two; 38. Connecting frame; 39. Fixing plate; 40. T-shaped frame; 41. Slide rod; 42. Rotating sleeve one; 43. Rotating sleeve two; 44. Rotating rod; 45. Slide sleeve. Detailed Implementation

[0024] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0025] Please see Figures 1-6 This invention provides a technical solution: a new energy self-unloading trailer frame structure, including a vehicle beam 1 and two supporting inner columns 12. A shock-absorbing component is installed at the bottom of the vehicle beam 1. A front beam head 2 is fixedly installed at one end of the vehicle beam 1, and a rear beam head 3 is fixedly installed at the end of the vehicle beam 1 away from the front beam head 2. Anti-collision components are installed on both sides of the vehicle beam 1. A supporting sleeve 11 is slidably sleeved on the outer side of the supporting inner column 12. A supporting leg rocker arm 15 is rotatably installed on one side of the supporting sleeve 11. A T-shaped frame 40 is fixedly installed on the opposite side of the supporting sleeve 11. A fixing plate 39 is fixedly installed on the outer side of the T-shaped frame 40. The end of the fixing plate 39 away from the T-shaped frame 40 is fixedly connected to one side of the vehicle beam 1. A supporting base 14 is fixedly installed at the bottom of the supporting inner column 12. A supporting rotating block 13 is rotatably installed on the outer side of the supporting base 14. A front beam plate 23 is fixedly installed at the bottom of the front beam head 2 and the vehicle beam 1. A traction pin 24 is rotatably installed inside the front beam plate 23.

[0026] The working principle of the above technical solution is as follows: The vehicle beam 1 adopts a hybrid structure of carbon fiber reinforced composite material and high-strength aluminum alloy. While maintaining a certain level of rigidity, it achieves a weight reduction of over 40%. Carbon fiber reinforced composite material is renowned for its excellent strength-to-weight ratio. It is composed of carbon fiber filaments and a resin matrix. The carbon fiber filaments possess extremely high tensile strength and modulus, enabling them to maintain minimal deformation under heavy loads. The resin matrix acts as a bond and load transfer agent, tightly binding the carbon fiber filaments together to form a unified whole. The high-strength aluminum alloy features low density, good corrosion resistance, and excellent processing performance. These two materials are cleverly combined in the vehicle beam 1. The carbon fiber reinforced composite material primarily bears the main tensile and bending stresses, fully utilizing its high strength. The high-strength aluminum alloy is used to connect various components and bear some compressive stress, leveraging its excellent processing performance to achieve complex structural designs. This hybrid structure ensures the rigidity requirements of the vehicle beam under various complex working conditions while significantly reducing the overall weight of the frame, effectively improving the vehicle's fuel economy and power performance. This is further enhanced by the inclusion of the front beam head 2 and the rear beam... The head 3 can be easily connected to the truck bed, and the mounting frame 4 can be used to connect the truck head, facilitating towing of the frame. The shock absorption components enhance the frame's shock absorption, providing a smoother and more comfortable ride, while also reducing damage to vehicle parts and extending the vehicle's lifespan. The anti-collision components protect the sides of the frame, improving its protective performance and forming an effective protective barrier, significantly enhancing safety in side collisions. The support sleeve 11 and support inner column 12 support the frame, and the support leg rocker arm 15 adjusts the relative position between them. The support rotating block 13 and support base 14 expand the device's applicability. The support leg rocker arm 15 uses a gear transmission mechanism; rotating the rocker arm 15 drives the gears, which in turn move the support inner column 12 up and down within the support sleeve 11. This design makes adjusting the support height more convenient and quick; operators can precisely adjust the frame support height simply by turning the rocker arm.

[0027] In another embodiment, as shown in Figure 1 (connecting seat 6), the shock absorption assembly includes two mounting frames 1 (4), four mounting frames 2 (25), and two mounting frames 3 (34). Connecting frames 38 are fixedly mounted on both sides of the four mounting frames 2 (25). Leaf springs 5 ​​are installed inside each connecting frame 38, and washers 36 are installed on the top of each leaf spring 5. Adjustment components are installed on the outer sides of the leaf springs 5 ​​and washers 36. Rotary seats 2 (37) are fixedly mounted on the bottom of the four mounting frames 2 (25) and the two traction pins 24. The end of the leaf spring 5 furthest from the connecting frame 38 is installed inside the mounting frames 1 (4) and 3 (3) . The adjustment component includes a connecting seat 6, a hand crank 30, and a slide rod 41. Two U-shaped tie frames 35 are mounted on the top of the connecting seat 6. Limiting plates 33 are fitted inside the two U-shaped tie frames 35. Rotary seats 41 are fixedly mounted on the outer side of the connecting seat 6. The rotating seat 27 has a rotating sleeve 42 rotatably installed inside. The two ends of the hand-operated cylinder 30 are threadedly connected to threaded rods 31. The outer side of the threaded rod 31 away from the hand-operated cylinder 30 is fixedly installed with connecting sleeve 29 and connecting sleeve 32. The outer side of the sliding rod 41 is slidably fitted with sliding sleeves 45. One end of connecting sleeve 29 and one of the sliding sleeves 45 is fixedly connected to the outer side of rotating sleeve 42. One end of connecting sleeve 32 and the other sliding sleeve 45 is fixedly installed with rotating sleeve 43. The rotating rod 44 is rotatably installed inside rotating sleeve 43. The rotating rod 44 is rotatably installed inside rotating seat 37. Connecting posts 28 are fixedly installed between the two mounting frames 4, between the two mounting frames 25, and between the two mounting frames 34. The outer side of the leaf spring 5 is fitted with four bundle frames 26.

[0028] The tops of two mounting frames 1 (4), four mounting frames 2 (25), and two mounting frames 3 (34) are fixedly installed at the bottom of the vehicle beam 1. The leaf springs 5 ​​provide shock absorption. By rotating the hand-operated cylinder 30, the threaded rod 31 can move inside the hand-operated cylinder 30, thereby pushing the connecting seat 6 to move through the connecting sleeves 1 (29) and 2 (32). This causes the U-shaped frame 35 to move the washer 36, thus fine-tuning the position of the leaf springs 5 ​​and adjusting their tension. This, in turn, adjusts the shock absorption effect, improves the vehicle's stability and load-bearing capacity, and allows for real-time adjustment of the leaf spring's shock absorption effect according to actual needs, greatly enhancing the vehicle's adaptability and comfort.

[0029] In another embodiment, as shown in Figure 1 (connecting seat 6), side protection connecting rods 7 are fixedly installed on both sides of the vehicle beam 1. A fixing seat 10 is fixedly installed on the end of the side protection connecting rod 7 away from the vehicle beam 1. A side protection upright 8 is fixedly installed on the bottom of the fixing seat 10. A side protection horizontal plate 9 is fixedly installed on the outer side of the side protection upright 8. A side light connecting rod 17 is fixedly installed on both sides of the vehicle beam 1. A side light mounting plate 16 is fixedly installed on the end of the side light connecting rod 17 away from the vehicle beam 1.

[0030] The side protection connecting rod 7, side protection upright 8, side protection horizontal plate 9 and fixing seat 10 can be set to protect the side of the vehicle beam 1 from impact, improve the protection performance of the frame, form an effective protective barrier, and greatly improve the safety of the frame in side collisions.

[0031] In another embodiment, as shown in Figure 1 (vehicle beam 1) and Figure 6 (connecting seat 6), a reinforcing block 18 is fixedly installed in the middle of the vehicle beam 1, and a reinforcing frame 19 is fixedly installed at both ends of the reinforcing block 18. Multiple reinforcing rods 21 are fixedly installed inside the vehicle beam 1, and multiple reinforcing plates 22 are fixedly installed inside the vehicle beam 1. Each reinforcing plate 22 has a wire groove 20 inside.

[0032] The interior of the vehicle beam 1 can be reinforced by the reinforcing blocks 18, reinforcing rods 21 and reinforcing plates 22, thereby improving the rigidity of the vehicle beam 1. In addition, the wire grooves 20 facilitate the binding of wires during vehicle assembly.

[0033] Working Principle: The vehicle beam 1 adopts a hybrid structure of carbon fiber reinforced composite material and high-strength aluminum alloy, which achieves a certain degree of rigidity while reducing weight by more than 40%. The internal structure of the vehicle beam 1 is reinforced by reinforcing blocks 18, reinforcing rods 21, and reinforcing plates 22, enhancing its rigidity. Additionally, the wire grooves 20 facilitate the binding of wires during vehicle assembly. Carbon fiber reinforced composite material is renowned for its excellent strength-to-weight ratio. It is composed of carbon fiber filaments and a resin matrix. The carbon fiber filaments possess extremely high tensile strength and modulus, maintaining minimal deformation under heavy loads. The resin matrix acts as a bond and transfers load, tightly binding the carbon fiber filaments together to form a unified whole. High-strength aluminum alloy features low density, good corrosion resistance, and excellent processing performance. These two materials are cleverly combined in the vehicle beam 1. The carbon fiber reinforced composite material primarily bears the main tensile and bending stresses, fully utilizing its high strength. The high-strength aluminum alloy is used to connect various components and bear some compressive stress, leveraging its excellent processing performance to achieve complex structural designs.This hybrid structure ensures the rigidity of the vehicle beam under various complex working conditions while significantly reducing the overall weight of the frame, effectively improving fuel economy and power performance. The front beam head 2 and rear beam head 3 facilitate connection to the truck bed, while the mounting frame 4 allows for external connection to the truck head, facilitating towing of the frame. Furthermore, the shock absorption components enhance the frame's damping effect, providing a smoother and more comfortable driving experience, while also reducing damage to vehicle components and extending the vehicle's lifespan. The tops of the two mounting frames 4, four mounting frames 25, and two mounting frames 34 are fixedly mounted to the bottom of the vehicle beam 1. Leaf springs 5 ​​provide shock absorption, and rotating the hand-operated cylinder 30 moves the threaded rod 31 within it. This, in turn, moves the connecting sleeve 6 via the connecting sleeves 29 and 32, causing the U-shaped frame 35 to move the shim 36, thus fine-tuning the position of the leaf spring 5 and adjusting its tension. This, in turn, adjusts the damping effect, improving the vehicle's stability and load-bearing capacity. Yes, it can adjust the damping effect of the leaf springs in real time according to actual needs, greatly improving the adaptability and comfort of the vehicle. Furthermore, the anti-collision components can protect the sides of the frame from impacts. The side protection connecting rod 7, side protection upright 8, side protection horizontal plate 9, and fixing seat 10 can protect the sides of the vehicle beam 1 from impacts, enhancing the frame's protective performance and forming an effective protective barrier, significantly improving the frame's safety in side collisions. Additionally, the support sleeve 11 and support inner column 12 can support the frame, and the support leg rocker arm 15 can adjust the relative position between the support sleeve 11 and support inner column 12. The support rotating block 13 and support base 14 expand the device's applicability. The support leg rocker arm 15 uses a gear transmission mechanism; rotating the support leg rocker arm 15 drives the gear to rotate, which in turn drives the support inner column 12 to move up and down within the support sleeve 11. This design makes adjusting the support height more convenient and quick; the operator only needs to gently turn the rocker arm to achieve precise adjustment of the frame support height.

[0034] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A new energy dump trailer frame structure, comprising a vehicle beam (1) and two supporting inner columns (12), characterized in that: A shock-absorbing assembly is installed at the bottom of the vehicle beam (1). A front beam head (2) is fixedly installed at one end of the vehicle beam (1). A rear beam head (3) is fixedly installed at the end of the vehicle beam (1) away from the front beam head (2). A front beam plate (23) is fixedly installed at the bottom of the front beam head (2) and the vehicle beam (1). A traction pin (24) is rotatably installed inside the front beam plate (23). Anti-collision assemblies are installed on both sides of the vehicle beam (1). A support sleeve (11) is slidably sleeved on the outer side of the inner support column (12). A support leg rocker arm (15) is rotatably mounted on one side of the support sleeve (11). A T-shaped frame (40) is fixedly mounted on the opposite side of the support sleeve (11). A fixing plate (39) is fixedly mounted on the outer side of the T-shaped frame (40). The shock absorption assembly includes two mounting frames one (4), four mounting frames two (25), and two mounting frames three (34). Connecting frames (38) are fixedly mounted on both sides of the four mounting frames two (25). Leaf springs (5) are installed inside the connecting frames (38). The top of the leaf springs (5) Each part is equipped with a shim (36). An adjustment assembly is installed on the outside of the leaf spring (5) and the shim (36). Rotating seats (37) are fixedly installed on the bottom of the four mounting frames (25) and the two traction pins (24). The end of the leaf spring (5) away from the connecting frame (38) is installed inside the mounting frame one (4) and the mounting frame three (34). The adjustment assembly includes a connecting seat (6), a hand-operated cylinder (30), and a slide rod (41). Two U-shaped tie frames (35) are installed on the top of the connecting seat (6). A limiting plate (33) is installed inside the U-shaped frame (35). A rotating seat (27) is fixedly installed on the outside of the connecting seat (6). A rotating sleeve (42) is rotatably installed inside the rotating seat (27). Threaded rods (31) are threadedly connected to the inside of both ends of the hand-operated cylinder (30). A connecting sleeve (29) and a connecting sleeve (32) are fixedly installed on the outside of the end of the threaded rod (31) away from the hand-operated cylinder (30). A sliding sleeve (45) is slidably installed on the outside of the sliding rod (41). One end of the connecting sleeve (29) and one of the sliding sleeves (45) is fixedly connected to the outside of the rotating sleeve (42). One end of the connecting sleeve (32) and the other sliding sleeve (45) is fixedly installed with the rotating sleeve (43). A rotating rod (44) is rotatably installed inside the rotating sleeve (43). The rotating rod (44) is rotatably installed inside the rotating seat (37). Connecting posts (28) are fixedly installed between the two mounting frames one (4), between the two mounting frames two (25) opposite each other, and between the two mounting frames three (34). Four bundle frames (26) are sleeved on the outside of the leaf spring (5).

2. The frame structure of a new energy self-unloading trailer according to claim 1, characterized in that: The end of the fixed plate (39) away from the T-frame (40) is fixedly connected to one side of the car beam (1), and a support base (14) is fixedly installed at the bottom of the inner support column (12), and a support rotating block (13) is rotatably installed on the outside of the support base (14).

3. The frame structure of a new energy self-unloading trailer according to claim 2, characterized in that: The anti-collision assembly includes a side protection connecting rod (7), which is fixedly installed on both sides of the vehicle beam (1). A fixing seat (10) is fixedly installed on the end of the side protection connecting rod (7) away from the vehicle beam (1). A side protection upright (8) is fixedly installed on the bottom of the fixing seat (10). A side protection horizontal plate (9) is fixedly installed on the outside of the side protection upright (8).

4. The frame structure of a new energy self-unloading trailer according to claim 3, characterized in that: Side light connecting rods (17) are fixedly installed on both sides of the vehicle beam (1), and side light mounting plates (16) are fixedly installed on the end of the side light connecting rods (17) away from the vehicle beam (1).

5. The frame structure of a new energy self-unloading trailer according to claim 4, characterized in that: A reinforcing block (18) is fixedly installed in the middle of the vehicle beam (1), and a reinforcing frame (19) is fixedly installed at both ends of the reinforcing block (18). Multiple reinforcing rods (21) are fixedly installed inside the vehicle beam (1), and multiple reinforcing plates (22) are fixedly installed inside the vehicle beam (1). Each reinforcing plate (22) has a wire groove (20) inside.

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