Double-hinge connecting device for dumper compartment, limiting device and supporting and damping system

Abstract

The invention discloses a double-hinge connecting device for a dumper compartment, a limiting device and a supporting and damping system. The double-hinge connecting device comprises a combined damping pad structure; two sets of combined shock pad structures are symmetrically arranged on longitudinal beams on the left side and the right side of a frame, each combined shock pad structure comprises a plurality of small-stroke rubber pads and a plurality of large-stroke rubber pads, and the small-stroke rubber pads and the large-stroke rubber pads are sequentially and alternately installed on the longitudinal beams of the frame at intervals in the extending direction of the longitudinal beams. And the rigidity of the small-stroke rubber pad is greater than that of the large-stroke rubber pad. Impact load transmission of the cargo compartment under complex working conditions is effectively relieved, and the service life of the damping system is prolonged through a graded buffering mechanism. The damping structures arranged alternately enable the cargo compartment to obtain adaptive supporting rigidity under different load conditions, and premature failure of a single damping element is avoided. The assembling and adjusting difficulty is reduced through the frame installation mode, meanwhile, the overall stability of the system is enhanced, and a foundation is laid for follow-up hinge structure optimization.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of mine vehicle damping, in particular to a double-hinged connecting device, a limiting device and a supporting damping system for a dump truck cargo compartment. BACKGROUND

[0002] The traditional mine dump truck cargo compartment damping system has many technical defects. In terms of hinged structure, the original hinge seat adopts a single-hole hinged mode, which causes frequent cracking of the welding position under full load due to stress concentration, and cannot effectively disperse the load due to the design of the hinged gap fit. In terms of damping pad structure, the existing technology uses a single specification rubber pad, which needs to be adjusted by adding different thickness shims to ensure consistent compression, which not only complicates the assembly process, but also has limited damping effect, making it difficult to balance the buffering needs of both loading impact and driving jolt, in addition, the damping pad is installed on the bottom side of the cargo compartment, which moves with the cargo compartment, making maintenance inconvenient. In terms of limiting device, the traditional sliding limiting block is severely worn and basically loses its guiding function for the cargo compartment, causing the hinged structure to bear additional lateral load. In addition, the existing damping pad is directly fixed to the bottom of the cargo compartment, making maintenance and replacement inconvenient, and the planar structure design causes uneven stress deformation, affecting the service life. The existence of these problems seriously restricts the reliability and operational efficiency of mine dump trucks in harsh conditions. SUMMARY

[0003] Therefore, the present application provides a double-hinged connecting device, a limiting device and a supporting damping system for a dump truck cargo compartment, which has the advantages of effectively dispersing load, improving damping effect and prolonging service life through a combined damping structure.

[0004] To achieve the above-mentioned purpose, the present application provides the following technical solutions: A supporting damping system for a dump truck cargo compartment, comprising: a combined damping pad structure; two groups of combined damping pad structures are symmetrically arranged on the longitudinal beams on the left and right sides of the vehicle frame, and the combined damping pad structure comprises: a plurality of small-stroke rubber pads and a plurality of large-stroke rubber pads, which are installed on the vehicle frame longitudinal beams in turn and alternately spaced apart along the extension direction of the longitudinal beam. The stiffness of the small-stroke rubber pad is greater than that of the large-stroke rubber pad.

[0005] Preferably, the middle part of the small-stroke rubber pad and the large-stroke rubber pad has a receiving concave surface.

[0006] Preferably, the stiffness of the small-stroke rubber pad is greater than that of the large-stroke rubber pad.

[0007] Preferably, the double-hinged connection device includes: a hinge plate, the upper and lower sides of which have an upper protrusion and a lower protrusion, the upper protrusion being located behind the lower protrusion, and both the upper and lower protrusions having hinge holes, the hinge holes on the upper protrusion being hinged to the cargo box hinge seat via a hinge shaft, and the hinge holes on the lower protrusion being hinged to the vehicle frame hinge seat via a hinge shaft.

[0008] Preferably, the hinge plate is obliquely assembled between the cargo box hinge seat and the vehicle frame hinge seat.

[0009] Preferably, a front rotation limiting part and a rear rotation limiting part are respectively provided at the front and rear ends of the hinge plate body, and a front limiting platform and a rear limiting platform that cooperate with the front rotation limiting part and the rear rotation limiting part are also respectively provided at the front and rear ends of the frame hinge seat.

[0010] Preferably, both the front limiting platform and the rear limiting platform are equipped with buffer pads.

[0011] Preferably, the limiting component includes a limiting support frame and a limiting block, wherein the limiting support frame cooperates with the limiting block to limit movement; multiple sets of limiting support frames are provided, and the multiple sets of limiting support frames are symmetrically installed in pairs about the center axis of the bottom of the cargo box, with the two sets of limiting support frames on the same side spaced apart; multiple limiting blocks are provided correspondingly, and the multiple limiting blocks are respectively installed on the outer side of the left and right longitudinal beams of the vehicle frame corresponding to the multiple sets of limiting support frames.

[0012] Preferably, the limiting support frame consists of two parts: a fixed frame and a movable latch. The fixed frame is fixedly installed at the bottom of the cargo box, and the movable latch is hinged to the bottom end of the limiting support frame and can rotate around the hinge pin. The movable latch cooperates with the limiting block to limit movement.

[0013] Preferably, a limiting screw is provided at the hinge point between the movable bayonet and the fixed frame, and the limiting screw is used to limit the rotation angle of the movable bayonet.

[0014] Preferably, the movable latch has a first latching surface and a second latching surface, and a detachable wear-resistant top block is installed on both the first latching surface and the second latching surface. An adjustment shim is provided between the wear-resistant top block and the latching surface, and the position of the wear-resistant top block can be adjusted by increasing or decreasing the number of adjustment shims.

[0015] The beneficial effects of this invention are as follows: Compared with the prior art, this application effectively alleviates the impact load transmission of the cargo box under complex working conditions, and extends the service life of the shock absorption system through a graded buffering mechanism. The alternating arrangement of the shock absorption structure ensures that the cargo box can obtain appropriate support stiffness under different load conditions, avoiding premature failure of a single shock absorption element. The method of mounting the shock absorption pads on the chassis reduces the difficulty of assembly and adjustment, while enhancing the overall stability of the system and laying the foundation for subsequent optimization of the articulated structure.

[0016] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0017] Figure 1 This is a structural schematic diagram of the support and shock absorption system for the dump truck cargo box of the present invention; Figure 2 This is an assembly diagram of the combined shock-absorbing pad structure of the present invention; Figure 3 This is an assembly diagram of the double-hinged connection device of the present invention; Figure 4 This is an assembly diagram of the limiting support frame of the present invention; Figure 5 This is an assembly diagram of the limiting component of the present invention; Figure 6 This is an assembly diagram of the fixed frame and movable bayonet of the present invention; Figure 7 This is an assembly diagram of the movable bayonet and limiting block (when the cargo box is empty) of the present invention; Figure 8 This is an assembly diagram of the movable bayonet and limiting block (when the cargo box is fully loaded) of the present invention; Figure 9 This is an assembly diagram of the movable latch and limiting block (when the cargo box is lifted) of the present invention.

[0018] Figure label: 1. Cargo box; 2. Chassis; 3. Combined shock-absorbing pad structure; 301, short-stroke rubber pad; 302, long-stroke rubber pad; 4. Limiting components; 401. Limiting support frame; 402. Limiting block; 403. Limiting screw; 4011. Fixing frame; 4012. Movable latch; 4013. Wear-resistant top block; 4014. Adjusting shim; 40121. First locking surface; 40122. Second locking surface; 5. Double hinged connection device; 501. Hinge plate; 502. Front rotation limit part; 503. Rear rotation limit part; 6. Cargo box hinge seat; 7. Frame articulation seat; 701. Buffer pad. Detailed Implementation

[0019] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0020] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0021] The following is for reference. Figures 1 to 9 This invention describes a support and shock absorption system for a dump truck cargo box in an embodiment of the present invention.

[0022] This application discloses a support and shock absorption system for a dump truck cargo box, comprising: a combined shock absorption pad structure 3; two sets of combined shock absorption pad structures 3 are symmetrically arranged on the longitudinal beams on both sides of the frame 2. The combined shock absorption pad structure 3 includes: multiple short-stroke rubber pads 301 and multiple long-stroke rubber pads 302. Along the extension direction of the longitudinal beams, the short-stroke rubber pads 301 and long-stroke rubber pads 302 are alternately installed on the longitudinal beams of the frame 2. The stiffness of the short-stroke rubber pads 301 is greater than that of the long-stroke rubber pads 302.

[0023] Among them, the short-stroke rubber pad 301 refers to a buffer element with a high elastic modulus, whose static compression is controlled within a small range, and is suitable for suppressing high-frequency, low-amplitude vibrations. The long-stroke rubber pad 302 refers to a buffer element with a low elastic modulus and that allows for larger deformation.

[0024] Preferably, 90mm thick short-stroke rubber pads (301) and 120mm thick long-stroke rubber pads can be used, which can improve the cushioning stroke while ensuring stability. This effectively absorbs impact loads and reduces structural damage caused by vibration. Most existing rubber pads are around 45mm thick, with very little compression, and cannot effectively absorb the impact force between the cargo box and the chassis during loading and bumping.

[0025] Specifically, when the cargo compartment 1 is subjected to high-frequency, low-amplitude bumps and vibrations, the short-stroke rubber pad 301, due to its high stiffness, preferentially undergoes elastic deformation, quickly dissipating vibration energy and limiting the displacement amplitude of the cargo compartment 1. When encountering large displacement loads such as loading impacts, the long-stroke rubber pad 302 gradually absorbs the impact kinetic energy through its larger deformation space, avoiding rigid collisions. The two types of damping units are alternately distributed along the longitudinal beam to form a load transfer gradient, causing the impact energy to be dissipated in layers according to its amplitude. The symmetrically arranged two sets of damping structures ensure that the cargo compartment 1 is subjected to balanced forces, preventing eccentric wear caused by unilateral overload.

[0026] Compared to existing technologies, traditional solutions using a single type of damping pad require adjusting the compression amount by adding or removing shims (4014). This solution, however, automatically distributes load based on the inherent characteristics of damping units with different stiffnesses, significantly simplifying the assembly process. Conventional single-hinged structures lead to stress concentration at the hinge points. While this solution doesn't directly address hinge structure improvements, it reduces dynamic loads at the hinge points by optimizing the damping system. Existing technologies directly mount the damping pads to the bottom of the cargo box 1, making maintenance difficult. This solution fixes the damping pads to the longitudinal beams of the frame 2, facilitating inspection and replacement.

[0027] Through the above technical solutions, this application effectively mitigates the impact load transmission of the cargo box 1 under complex working conditions and extends the service life of the shock absorption system through a graded buffering mechanism. The alternating arrangement of the shock absorption structure ensures that the cargo box 1 obtains appropriate support stiffness under different load conditions, avoiding premature failure of a single shock absorption element. The mounting method of the frame 2 reduces the difficulty of assembly and adjustment, while enhancing the overall stability of the system and laying the foundation for subsequent optimization of the articulated structure.

[0028] In some embodiments, for example Figure 1 and Figure 2 As shown, both the short-stroke rubber pad 301 and the long-stroke rubber pad 302 have a receiving concave surface in the middle. The receiving concave surface refers to a recessed curved surface structure located in the central region of the rubber pad. The radius of curvature of this concave surface can be set, for example, 50-100 mm, and its depth can be set, for example, 5-8 mm. The area of ​​the concave region accounts for 30%-40% of the total projected area of ​​the rubber pad.

[0029] Specifically, when the load of the cargo box 1 is applied to the rubber pad, the receiving concave surface guides the rubber material to undergo uniform elongation deformation along the curvature direction of the concave surface. A progressive compression zone is formed at the edge of the concave surface, while the central concave area preferentially undergoes elastic deformation in the initial stage of compression, gradually expanding to the entire concave surface area as the load increases. This deformation mode results in a gradient characteristic of stress distribution within the rubber pad, decreasing from the center outwards, avoiding the edge stress concentration phenomenon caused by traditional planar contact. In the alternating arrangement of short-stroke and long-stroke rubber pads 302, the receiving concave surface structure ensures that the deformation modes of rubber pads with different stiffnesses are coordinated. For example, the concave depth of the long-stroke rubber pad 302 can be slightly greater than that of the short-stroke rubber pad 301 to accommodate its larger compression stroke requirements.

[0030] Through the above technical solution, this application effectively solves the problem of uneven deformation of rubber damping pads caused by local stress concentration. The concave structure allows the rubber pad to form a controllable radial extension deformation mode during vertical compression. For example, under a 30-ton load, the compression difference in different areas of the rubber pad is controlled within ±0.5 mm. This uniform deformation characteristic significantly reduces the need for adjusting shims 4014 during assembly; for example, it eliminates the need to compensate for compression differences between different damping pads by adding or removing shims during installation. Simultaneously, the improved stress distribution extends the service life of the rubber pad and reduces the frequency of maintenance and replacement.

[0031] In some embodiments, for example Figure 3 As shown, the double-hinged connection device 5 includes: a hinge plate 501, with an upper protrusion and a lower protrusion on the upper and lower sides respectively. The upper protrusion is located behind the lower protrusion. Both the upper and lower protrusions are provided with hinge holes. The hinge holes on the upper protrusion are hinged to the cargo box hinge seat 6 through a hinge shaft, and the hinge holes on the lower protrusion are hinged to the vehicle frame hinge seat 7 through a hinge shaft.

[0032] The hinge plate 501 refers to a metal connector with upper and lower protrusions, used to form a two-stage hinge structure between the cargo box 1 and the frame 2. The upper protrusion is the raised portion located at the upper end of the hinge plate 501 and extending rearward; its hinge hole is used to form a rotating pair with the cargo box hinge seat 6. The lower protrusion is the raised portion located at the lower end of the hinge plate 501 and extending forward; it can be staggered with the upper protrusion, and its hinge hole is used to form a rotating pair with the frame hinge seat 7.

[0033] Specifically, when the cargo box 1 is subjected to a load, the hinge force is transmitted to the cargo box hinge seat 6 and the frame hinge seat 7 respectively through the upper and lower protrusions of the hinge plate 501. Because the upper and lower protrusions are staggered, the longitudinal load is decomposed into tangential components of two rotating pairs, effectively reducing stress concentration at a single hinge point. When the cargo box 1 undergoes vertical displacement, the upper and lower hinge shafts can rotate relative to each other around their corresponding hinge holes, allowing the cargo box 1 to undergo displacement compensation within a predetermined range in the vertical direction, avoiding the stringent requirements of single-point hinge structures on the assembly precision of the shock-absorbing pads.

[0034] Compared to existing technologies, traditional single-hole hinge structures rigidly connect the cargo box 1 to the frame 2. When the cargo box descends, it directly compresses the combined shock-absorbing pad structure in a tilted state, often causing damage to the end near the rear of the vehicle. Furthermore, the welded joints of the hinge seats are prone to stress concentration and cracking. This solution, through a double-hinged structure, transforms single-point force distribution into two-point distributed force distribution. This allows the cargo box to become more horizontal during descent, reducing pressure on one end of the shock-absorbing pads and increasing the cargo box's descent stroke. During this larger buffer stroke, the stress on the hinges is reduced. Additionally, the dual-degree-of-freedom rotational characteristics absorb assembly errors, eliminating the need to compensate for height differences in the shock-absorbing pads using shims 4014.

[0035] Furthermore, the existing single-hinged structure requires the addition of an adjustment shim of appropriate thickness to the shock absorber pad based on the compression of the shock absorber pad under full load and the relative dimensions of the vehicle frame and cargo box. This step is very troublesome and it is difficult to adjust to the appropriate size.

[0036] Even after adjustment, because the stress on each damping pad is uniform when static, once the load fluctuates, the compression of the damping pads farther from the hinge axis will be greater than that of the damping pads closer to the hinge axis due to the cargo box's rotational movement around the hinge axis. This results in uneven stress on the damping pads, causing some to be overloaded and damaged. At the same time, the hinge axis cannot translate in the normal plane of the rotation axis, and when the rubber pads are compressed, the hinge axis, as the fulcrum of rotation, will also be subjected to a large impact load.

[0037] By adopting the double-hinged structure of this application, the hinge shaft can not only rotate but also translate in the normal plane of the rotation axis. This eliminates the need to calculate the fit height of the rubber pads and add adjusting shims. Each rubber pad deforms evenly according to the load distribution, preventing overload damage to some pads. The hinge shaft itself no longer acts as a fulcrum. In the event of impact loads, it is only necessary to overcome the gravitational component of the cargo box and materials along the downward slope of the frame and the elastic force of the rubber pads in that direction.

[0038] Through the above technical solutions, this application effectively reduces the peak stress at the welding position of the hinge seat, and simplifies the assembly process of the shock absorber pad by utilizing the adaptive rotation characteristics of the double-hinged structure, thereby improving system reliability. The connection structure between the cargo box 1 and the frame 2 allows for flexible displacement in the vertical direction while maintaining necessary constraints, ensuring that the shock absorption system achieves optimal cushioning effect.

[0039] In some embodiments, for example Figures 1 to 3 As shown, the hinge plate 501 is obliquely mounted between the cargo box hinge seat 6 and the frame hinge seat 7. The oblique mounting of the hinge plate 501 can avoid excessive occupation of longitudinal and lateral installation space, saving installation space. At the same time, the hinge part on the frame hinge seat 7 located at the rear of the frame 2 protrudes obliquely upward, and the obliquely mounted hinge plate 501 can be more easily adapted.

[0040] In some embodiments, for example Figure 3 As shown, a front rotation limiting part 502 and a rear rotation limiting part 503 are respectively provided at the front and rear ends of the articulated plate body 501, and a front limiting platform and a rear limiting platform that cooperate with the front rotation limiting part 502 and the rear rotation limiting part 503 are also provided at the front and rear ends of the frame articulated seat 7.

[0041] The front rotation limiting part 502 refers to a protrusion or flange located at the front end of the hinge plate 501 and extending vertically. It can be fixed to the front end of the hinge plate 501 by welding or bolting, and is used to form contact interference with the front limiting platform of the frame hinge seat 7. The rear rotation limiting part 503 refers to a protrusion or flange located at the rear end of the hinge plate 501 and extending vertically. It can be fixed to the rear end of the hinge plate 501 by welding or bolting, and is used to form contact interference with the rear limiting platform of the frame hinge seat 7. The front limiting platform refers to a supporting plane located at the front end of the frame hinge seat 7 and extending horizontally. It can be formed by machining the frame hinge seat 7 body or by welding an additional steel plate, and is used to contact the front rotation limiting part 502 to limit the forward rotation angle of the hinge plate 501. The rear limiting platform refers to the support plane that is set at the rear end of the frame articulation seat 7 and extends in the horizontal direction. Specifically, it can be formed by machining the frame articulation seat 7 body or by welding an additional steel plate. It is used to contact the rear rotation limiting part 503 to limit the angle of rearward rotation of the articulation plate 501.

[0042] Specifically, when the cargo box 1 is lifted, the hinge plate 501 rotates downward, and the rear rotation limit part 503 contacts the rear limit platform, forming a mechanical block, limiting the downward rotation angle of the hinge plate 501 within a preset range; when the cargo box 1 is jolted and airborne, the hinge plate 501 rotates upward, and the front rotation limit part 502 contacts the front limit platform, forming a mechanical block, limiting the upward rotation angle of the hinge plate 501 within a preset range. Through the bidirectional limiting mechanism, the rotation amplitude of the hinge plate 501 is controlled within the design angle, avoiding abnormal stress on the hinge seat or the cargo box 1 shaking beyond the safe range due to excessive rotation angle.

[0043] Compared to existing technologies, traditional hinge structures use a single-hole clearance fit, which cannot effectively limit the rotation range of the hinge components, causing the hinge seat to crack under excessive stress in extreme working conditions. This solution, through direct contact interference between the rigid limiting platform and the rotation limiting part, forms a definite rotation angle limit, eliminating the need for a clearance fit and significantly improving the reliability of the hinge structure.

[0044] Through the above technical solution, this application solves the problem of abnormal stress on the articulated seat caused by excessive rotation angle of the double-hinged connection device 5 when the cargo box 1 is lifted or bumped. At the same time, it strictly limits the vertical sway of the cargo box 1 within the design range. The front limit platform and the rear limit platform achieve hard limiting through rigid contact, avoiding the risk of limit failure caused by gap changes in traditional structures, ensuring uniform stress distribution of the articulated seat during the lifting of the cargo box 1, and preventing the cargo box 1 from generating unexpected displacement impacts during bumps.

[0045] In some embodiments, for example Figure 3 As shown, buffer pads 701 are installed on both the front limit platform and the rear limit platform.

[0046] Specifically, when the articulated plate 501 rotates due to the movement of the cargo box 1, its front rotation limiting part 502 or rear rotation limiting part 503 will contact the front limiting platform or the rear limiting platform, respectively. At this time, the buffer pad 701 offsets the impact force at the moment of contact through its own elastic deformation, avoiding direct collision between metal parts. During the lifting or bumping of the cargo box 1, the buffer pad 701 continuously provides flexible support, allowing the articulated plate 501 to undergo slight displacement within the limiting range, while reducing the frictional resistance between the contact surfaces.

[0047] Through the above technical solution, this application effectively solves the wear problem caused by rigid contact between the limiting platform and the rotation limiting part, extends the service life of the limiting structure, and reduces the maintenance needs caused by component deformation. The elastic properties of the buffer pad 701 can also compensate for assembly errors, ensuring that the limiting function remains stable during the dynamic movement of the cargo box 1.

[0048] In some embodiments, for example Figures 4 to 6As shown, the limiting component 4 includes a limiting support frame 401 and a limiting block 402. The limiting support frame 401 and the limiting block 402 cooperate to limit the movement. Multiple sets of limiting support frames 401 are provided. The multiple sets of limiting support frames 401 are symmetrically installed in pairs about the bottom centerline of the cargo box 1 at the bottom of the cargo box 1. The two sets of limiting support frames 401 on the same side are spaced apart. Multiple limiting blocks 402 are provided. The multiple limiting blocks 402 are respectively installed on the outer side of the left and right longitudinal beams of the frame 2, corresponding to the multiple sets of limiting support frames 401.

[0049] Preferably, the limiting support frame 401 consists of two parts: a fixed frame 4011 and a movable latch 4012. The fixed frame 4011 is fixedly installed at the bottom of the cargo box 1, and the movable latch 4012 is hinged to the bottom end of the limiting support frame 401 and can rotate around the hinge pin. The movable latch 4012 cooperates with the limiting block 402 to limit the movement.

[0050] The limiting support frame 401 is a rigid support structure composed of a fixed frame 4011 and a movable latch 4012. The fixed frame 4011 is installed at the bottom of the cargo box 1 by welding, and the movable latch 4012 achieves rotation through a hinged pin. This structure allows the movable latch 4012 to adaptively adjust the contact angle, avoiding rigid collisions caused by positional deviations when the cargo box 1 falls. The limiting block 402 is a protruding structure installed on the outside of the longitudinal beam of the frame 2. Its function is to provide a rigid contact surface for the limiting support frame 401, utilizing the strength of the main structure of the frame 2 to withstand the positive pressure generated when the cargo box 1 is aligned.

[0051] Specifically, when the cargo box 1 falls onto the frame 2, the movable latches 4012 of multiple sets of limiting support frames 401 simultaneously contact the limiting blocks 402 on the corresponding longitudinal beams of the frame 2. Because the multiple sets of limiting support frames 401 are symmetrically distributed, the contact forces on the left and right sides of the cargo box 1 form a self-balancing state, forcing the cargo box 1 to automatically adjust to the center position. The hinged structure of the movable latches 4012 allows them to adapt to changes in the contact angle, avoiding jamming caused by deviations in the cargo box 1's falling trajectory. The spaced arrangement of the two sets of limiting support frames 401 on the same side creates redundant constraints, maintaining effective limiting even when the limiting blocks 402 on one side wear out. The layout of the limiting blocks 402 on the outer side of the longitudinal beams of the frame 2 fully utilizes the rigidity of the main structure of the frame 2, ensuring that the contact surface does not undergo plastic deformation during the alignment process.

[0052] Compared to existing technologies, traditional cargo compartment 1 limiting devices employ a single-sided, single-point limiting structure, relying solely on sliding friction for guidance. This easily leads to rapid wear of the limiting block 402 and loss of its restraint function. This solution, however, uses multiple symmetrically arranged limiting support frames 401 that cooperate with the limiting block 402, transforming sliding friction into multi-point positive pressure contact. The contact force distribution range is expanded to multiple areas at the bottom of the cargo compartment 1. In existing technologies, when the cargo compartment 1 is tilted, it easily interferes with the single-sided limiting block 402. This solution, through the adaptive rotation of the movable latch 4012 and the symmetrical force mechanism, allows the cargo compartment 1 to automatically adjust to the correct position at the moment of contact.

[0053] Through the above technical solution, this application effectively solves the problem of limiting interference caused by the deviation in the falling position of the cargo box 1. By generating a self-centering force through multiple sets of symmetrically distributed contact points, the cargo box 1 automatically adjusts to the center position at the moment of contact, which can effectively limit the swaying of the cargo box. Compared with rigid limiting, it can effectively reduce friction and extend service life. The contact pressure is distributed to multiple independent areas, significantly reducing the wear rate of individual contact surfaces. The rotation function of the movable latch 4012 combined with the rigid support of the limiting block 402 achieves precise limiting while avoiding hard collisions between structures, ensuring the limiting effect within the buffer stroke.

[0054] In some embodiments, for example Figure 6 As shown, a limiting screw 403 is provided at the hinge between the movable bayonet 4012 and the fixed frame 4011. The limiting screw 403 is used to limit the rotation angle of the movable bayonet 4012. The limiting screw 403 is a mechanical limiting component fixed at the hinge by a threaded connection. Specifically, it can be implemented using a bolt structure with a locking nut. Its end interferes with the movement trajectory of the movable bayonet 4012. This component changes the rotatable range of the movable bayonet 4012 by adjusting the screw-in depth, thus creating a physical obstruction during the descent of the cargo box 1.

[0055] Specifically, when the end of the limiting screw 403 contacts the side wall of the movable latch 4012, the movable latch 4012 cannot continue to rotate. This blocking effect controls the rotation angle of the movable latch 4012 within a preset range, preventing the movable latch 4012 from disengaging from the limiting block 402 due to excessive deflection angle when the cargo box 1 falls, and also preventing a rigid collision between the movable latch 4012 and the limiting block 402 of the frame 2. By adjusting the extension length of the limiting screw 403, the initial contact angle between the movable latch 4012 and the limiting block 402 can be changed, ensuring that the cargo box 1 can be effectively limited under different loads.

[0056] Through the above technical solution, this application solves the problem of limit failure caused by uncontrolled rotation angle of the movable latch 4012, prevents interference and collision between the movable latch 4012 and the limit block 402 of the frame 2 when the cargo box 1 falls, and adapts to different working conditions by adjusting the limit range, thus extending the service life of the limit device.

[0057] In some embodiments, for example Figure 6 As shown, the movable latch 4012 has a first latching surface 40121 and a second latching surface 40122. A detachable wear-resistant top block 4013 is installed on both the first latching surface 40121 and the second latching surface 40122. An adjusting shim 4014 is provided between the wear-resistant top block 4013 and the latching surface. The position of the wear-resistant top block 4013 can be adjusted by increasing or decreasing the number of adjusting shims 4014.

[0058] The detachable wear-resistant top block 4013 is an independent module fixed to the locking surface by bolts, and can be quickly disassembled and assembled via threaded connection. It is used to directly withstand the impact and friction when the cargo box 1 falls. The adjusting shim 4014 is a thin metal sheet set between the wear-resistant top block 4013 and the locking surface. Specifically, it can be made of stainless steel shims of different thicknesses stacked together. The installation height of the wear-resistant top block 4013 relative to the locking surface can be adjusted by changing the total thickness of the shims.

[0059] Specifically, when the cargo box 1 descends to the set position, the first engaging surface 40121 and the second engaging surface 40122 of the movable latch 4012 contact the limiting block 402 on the frame 2, respectively. The wear-resistant top blocks 4013 installed on each of the two engaging surfaces are fixed with bolts. When the surface of the top block wears due to long-term friction, the corresponding wear-resistant top block 4013 can be individually removed and replaced. Adjusting shims 4014 are placed between the wear-resistant top block 4013 and the engaging surface. By increasing or decreasing the number of shims, the installation height of the top block can be changed to compensate for the widening of the gap caused by wear. The dual engaging surface design ensures that when the cargo box 1 experiences uneven loading, causing excessive wear on one side of the top block, the engaging surface on the other side can still maintain its effective limiting function.

[0060] Through the above technical solutions, this application realizes the rapid replacement and maintenance of wear-resistant parts, avoiding secondary damage caused by cutting the frame 2 structure; the mechanical shim adjustment solves the defect that traditional limiting devices cannot compensate for wear gaps; the double contact surface structure ensures that at least one contact surface maintains effective limiting function under the off-center loading condition of the cargo box 1, significantly improving the reliability and service life of the limiting system.

[0061] Other components and operations of the double-hinged connecting device, limiting device and support and shock absorption system for dump truck cargo boxes according to embodiments of the present invention are known to those skilled in the art and will not be described in detail here.

[0062] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0063] Although embodiments of the invention have been shown and described, those skilled in the art will understand 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 claims and their equivalents.

Claims

1. A double-hinged connection device for the cargo box of a dump truck, characterized in that, include: The hinge plate has an upper protrusion and a lower protrusion on its upper and lower sides, respectively. The upper protrusion is located behind the lower protrusion. Both the upper and lower protrusions have hinge holes. The hinge holes on the upper protrusion are hinged to the cargo box hinge seat through a hinge shaft, and the hinge holes on the lower protrusion are hinged to the vehicle frame hinge seat through a hinge shaft.

2. The double-hinged connection device for the cargo box of a dump truck according to claim 1, characterized in that, A front rotation limiting part and a rear rotation limiting part are respectively provided at the front and rear ends of the hinge plate body, and a front limiting platform and a rear limiting platform that cooperate with the front rotation limiting part and the rear rotation limiting part are also respectively provided at the front and rear ends of the frame hinge seat.

3. The double-hinged connection device for the cargo box of a dump truck according to claim 2, characterized in that, Both the front limiting platform and the rear limiting platform are equipped with buffer pads.

4. A limiting component for the cargo box of a dump truck, characterized in that, Also includes: Limiting components; The limiting component includes a limiting support frame and a limiting block. The limiting support frame cooperates with the limiting block to limit movement. Multiple sets of limiting support frames are provided, and these multiple sets of limiting support frames are symmetrically installed on the bottom of the cargo box about the central axis of the bottom of the cargo box. The multiple sets of limiting support frames located on the same side are spaced apart. Multiple limiting blocks are provided correspondingly, and the multiple limiting blocks are respectively installed on the outer side of the left and right longitudinal beams of the vehicle frame corresponding to the multiple sets of limiting support frames.

5. The limiting component for the cargo box of a dump truck according to claim 4, characterized in that, The limiting support frame consists of two parts: a fixed frame and a movable latch. The fixed frame is fixedly installed at the bottom of the cargo box, and the movable latch is hinged to the bottom end of the limiting support frame and can rotate around the hinge pin. The movable latch cooperates with the limiting block to limit movement.

6. The limiting component for the cargo box of a dump truck according to claim 5, characterized in that, A limit screw is provided at the hinge point between the movable bayonet and the fixed frame, and the limit screw is used to limit the rotation angle of the movable bayonet.

7. The limiting component for the cargo box of a dump truck according to claim 5, characterized in that, The movable latch has a first latching surface and a second latching surface. A detachable wear-resistant top block is installed on both the first latching surface and the second latching surface. An adjustment shim is provided between the wear-resistant top block and the latching surface. The position of the wear-resistant top block can be adjusted by increasing or decreasing the number of adjustment shims.

8. A support and shock absorption system for the cargo box of a dump truck, characterized in that, The device includes the double hinged connection device for the dump truck cargo box as described in any one of claims 1-3 and / or the limiting component for the dump truck cargo box as described in any one of claims 4-7.

9. The support and shock absorption system for dump truck cargo boxes according to claim 8, characterized in that, It also includes combined shock-absorbing pad structures; Two sets of the combined shock-absorbing pad structures are symmetrically arranged on the longitudinal beams on the left and right sides of the frame. The combined shock-absorbing pad structure includes multiple small-stroke rubber pads and multiple large-stroke rubber pads. Along the extension direction of the longitudinal beams, the small-stroke rubber pads and the large-stroke rubber pads are alternately installed on the longitudinal beams of the frame.

10. The support and shock absorption system for dump truck cargo boxes according to claim 9, characterized in that, Both the short-stroke rubber pad and the long-stroke rubber pad have a receiving concave surface in the middle; the stiffness of the short-stroke rubber pad is greater than that of the long-stroke rubber pad.

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