Trailer assembly for aviation transfer system
By introducing a buffer and emergency stop mechanism into the trailer assembly, the stability problem of the trailer during emergency stops is solved, enabling emergency correction and stable transfer of the trailer, thus ensuring the safe transfer of air cargo.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-12-29
- Publication Date
- 2026-03-17
AI Technical Summary
The existing air cargo transfer system lacks an emergency correction structure when the trailer stops suddenly after loading cargo, which causes the trailer to unexpectedly deviate at the connection point due to inertia, reducing the stability during emergency stops.
The trailer assembly is designed to include a buffer mechanism and an emergency stop mechanism. The buffer mechanism buffers inertial impacts through a transport component, a guide component, a buffer component, and a transmission component. The emergency stop mechanism achieves emergency limiting through a displacement component, a correction component, and a braking component, and uses friction to prevent the trailer from deviating.
It improves the stability of the trailer during emergency stops, prevents the trailer from shifting due to inertia, avoids secondary collisions, and ensures the safe transfer of goods.
Smart Images
Figure CN121671886A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the technical field of trailer, in particular to a trailer assembly for an air transfer system. BACKGROUND
[0002] It is known that the trailer assembly of the air transfer system is the core equipment for carrying, transferring air cargo, luggage, spare parts and other materials in the air transportation scene, which is usually composed of a frame, a walking mechanism, a connecting device, a carrying platform and an auxiliary limiting structure, can work with other equipment in the air transfer system, realizes efficient and stable transfer of materials between different areas such as airport terminal, cargo area and aircraft door, and is the key supporting equipment to ensure the smooth operation of air logistics supply chain.
[0003] Through retrieval, a container board trailer for aviation is disclosed in Chinese patent with application publication number CN112078817B. The patent includes support plates, the number of which is two. Two universal wheels are fixedly installed on the bottom of the two support plates. Seven rollers are fixedly sleeved on the top of one side of the two support plates. Seven rollers are movably sleeved on the outside of the seven rollers. Seven rollers are movably sleeved on the outside of the seven rollers. Two U-shaped plates are fixedly connected to the top of the two support plates. The container board trailer for aviation can easily fix two container board trailers for aviation together through the cooperation of the extension spring, the first pulling rod, the clamping block and the clamping strip on the other container board trailer for aviation, so that multiple container board trailers for aviation can be towed together, greatly improving the transportation efficiency of the container board trailer for aviation.
[0004] When transferring air cargo, a trailer is used to transfer air cargo. However, the existing technology has the problem that when the trailer with a large amount of air cargo moves and then stops urgently, the trailer cannot be urgently limited from accidental deviation at the connection due to the lack of an emergency deviation correcting structure, thereby reducing the stability of the trailer when it stops urgently. SUMMARY
[0005] In view of the deficiencies of the prior art, the present application provides a trailer assembly for an air transfer system, which has an emergency deviation correcting structure, so that accidental deviation of the trailer at the connection due to inertia can be urgently limited, thereby improving the stability of the trailer when it stops urgently.
[0006] The technical problem of the present application is solved by the following technical scheme: a trailer assembly for an aviation transfer system, comprising a buffer mechanism and an emergency stop mechanism, the emergency stop mechanism is arranged at the bottom of the buffer mechanism, the buffer mechanism comprises a shipping assembly, a guide assembly, a left buffer assembly, a right buffer assembly, a positioning assembly and a transmission assembly, the guide assembly is arranged at the front side of the shipping assembly, the left buffer assembly is arranged at the left side of the front side of the guide assembly, the right buffer assembly is arranged at the right side of the front side of the guide assembly, the positioning assembly is arranged at the front side of the left buffer assembly and the front side of the right buffer assembly respectively, and the transmission assembly is arranged at the rear side of the positioning assembly, the emergency stop mechanism comprises a displacement assembly, a correction assembly and a brake assembly, the displacement assembly is arranged at the bottom of the transmission assembly, the correction assembly is arranged at the bottom of the displacement assembly, and the brake assembly is arranged at the bottom of the correction assembly.
[0007] By adopting the above technical scheme, the buffer mechanism can buffer the emergency stop of the front shipping vehicle, and the deformation occurring during the buffering process provides displacement for the emergency stop mechanism, the emergency stop mechanism can directly contact the ground when receiving the displacement provided by the buffer mechanism due to the deformation, and the friction force generated by the contact with the ground can be used to implement emergency limiting, thereby preventing the buffer mechanism from deviating due to inertia.
[0008] The present application further provides that: the shipping assembly comprises a trailer frame, trailer wheels and a trailer body, four trailer wheels are respectively installed at the four corners of the bottom of the trailer frame, and the trailer body is installed on the inner side of the trailer frame.
[0009] By adopting the above technical scheme, the trailer frame, the trailer wheels and the trailer body can form a trailer assembly structure, the trailer wheels form the wheels of the trailer frame, and the trailer body forms the body of the trailer frame, so that when the trailer frame is used as a support frame, the trailer wheels can move synchronously with the movement of the shipping vehicle on the ground, and the trailer body can provide stable temporary support for the objects placed thereon, so that the objects can be transferred with the movement of the shipping vehicle.
[0010] The present application further provides that: the guide assembly comprises a guide frame, a mounting plate and a return spring, two guide frames are respectively bolted on both sides of the front side of the trailer frame, two mounting plates are respectively bolted on both sides of the guide frame, and four return springs are respectively bolted on the side opposite to the guide frame and the mounting plate.
[0011] By adopting the above technical solution, by setting the guide component, the guide frame can form a structure with the mounting plate and the return spring to provide guidance and limit the movement of the left buffer component and the right buffer component respectively. By forming a closed displacement guiding and limiting structure with the guide frame and the mounting plate, the guide frame can provide left and right linear movement guidance for the left and right sliders, and the return spring can provide the elastic force required for their left and right linear movement to reset, so that they do not maintain the initial state during use.
[0012] The present invention is further configured such that: the left buffer assembly includes a left slider, a left sliding sleeve, and a left sliding rod; the left slider is slidably connected to the inner side of the left guide frame; the two sides of the left slider are bolted to the side opposite to the return spring; the left sliding sleeve is rotatably connected to the front side of the left slider; the left sliding rod is slidably connected to the inner side of the left sliding sleeve; the left buffer spring is bolted to the rear side of the inner side of the left sliding sleeve; and the front side of the left buffer spring contacts the rear side of the left sliding rod.
[0013] By adopting the above technical solution, and by setting a left buffer assembly, the left slider can form a deformation-adaptive structure on the left side with the left sliding sleeve, left sliding rod, and left buffer spring. The left traction structure formed by the left slider, left sliding sleeve, and left sliding rod can cooperate with the right buffer assembly to form an integrated traction structure. When the transport vehicle connected to the positioning assembly moves, the positioning assembly can move the left sliding rod, which in turn can move the left sliding sleeve and the left slider together. This can drive the guide frame to move the trailer frame synchronously. When the transport vehicle stops suddenly, the left sliding rod is obstructed and moves backward within the left sliding sleeve, pushing the left buffer spring. The elastic force of the left buffer spring is used to buffer the impact. At the same time, the left slider will also move to the left within the guide frame, and will be subjected to the elastic force of the left return spring and the tension of the right return spring. This displacement can further buffer the impact, achieving the effect of buffering the impact of sudden stops. After buffering the impact, the elastic force of the left buffer spring can cause the left sliding rod and the right buffer assembly to cooperate in driving the positioning assembly to reset, in order to deal with subsequent sudden stops.
[0014] The present invention is further configured such that: the right buffer assembly includes a right slider, a right sliding sleeve, and a right sliding rod; the right slider is slidably connected to the inner side of the right guide frame; the two sides of the right slider are bolted to the side opposite to the return spring; the right sliding sleeve is rotatably connected to the front side of the right slider; the right sliding rod is slidably connected to the inner side of the right sliding sleeve; the right buffer spring is bolted to the rear side of the inner side of the right sliding sleeve; and the front side of the right buffer spring contacts the rear side of the right sliding rod.
[0015] By adopting the above technical solution, the right slider, together with the right sliding sleeve, right sliding rod, and right buffer spring, forms a deformable and adaptive structure on the right side. This right-side traction structure, formed by the right slider, right sliding sleeve, and right sliding rod, can cooperate with the left buffer assembly to form an integrated traction structure. When the transport vehicle moves, connected to the positioning assembly, the right sliding rod moves, causing the right sliding sleeve to move the right slider. This, in turn, moves the guide frame, synchronously moving the trailer frame. Furthermore, during a sudden stop of the transport vehicle, the right sliding rod, obstructed, moves backward within the right sliding sleeve, pushing the right buffer spring. The spring force of the right buffer spring buffers the impact. Simultaneously, the right slider moves adaptively to the right within the guide frame, receiving the spring force from the right return spring and the tension from the left return spring. This displacement further buffers the impact, achieving the effect of buffering the impact of a sudden stop. After buffering the impact, the spring force of the right buffer spring allows the right sliding rod to cooperate with the left buffer assembly to reset the positioning assembly, preparing for subsequent sudden stops.
[0016] The present invention is further configured such that: the positioning component includes a rotating sleeve, a rotating block, and a fixing plate; the rotating sleeve is bolted to the front side of the right slide rod; the rotating block is bolted to the front side of the left slide rod; the inner side of the rotating sleeve is rotatably connected to the surface of the rotating block; and the fixing plate is bolted to the top and bottom of the rotating block.
[0017] Using the above technical solution, by setting a positioning component, the rotating sleeve can form a structure that connects to the transport vehicle with the rotating block and the fixed plate. Through the mutual rotational connection between the rotating sleeve and the rotating block, the right slide rod and the left slide rod can be connected respectively, so that the left slide rod and the right slide rod form an angle. The left slide rod and the right slide rod form a "T" shape through the rotating sleeve and the rotating block. Because of this "T" shape, when the transport vehicle brakes suddenly, the left slide rod and the right slide rod can swing to both sides through the rotating sleeve and the rotating block respectively. The swinging increases the angle between the right slide rod and the left slide rod, thereby achieving deformation. The deformation is used to buffer the impact generated during emergency braking. The fixed plate can be connected to the transport vehicle with the rotating block as a support point, and at the same time, it can provide support and limit for the transmission slide sleeve.
[0018] The present invention is further configured such that: the transmission assembly includes a transmission sleeve, a transmission rod, and a transmission buffer spring; the transmission sleeve is bolted to the bottom of the rear side of the fixed plate; the transmission rod is slidably connected to the inner side of the transmission sleeve; the transmission buffer spring is bolted to the front side of the inner side of the transmission sleeve; the rear side of the transmission buffer spring contacts the front side of the transmission rod; and the rear side of the transmission rod is bolted to the front side of the bottom of the trailer frame.
[0019] With the above technical solution, by setting the transmission component, the transmission sliding sleeve can form a structure with the transmission sliding rod and the transmission buffer spring to adapt to the distance between the adapting blocks as the deformation changes. Through the telescopic structure formed by the transmission sliding sleeve and the transmission sliding rod, when the fixed plate encounters an emergency brake of the towed vehicle, since the trailer frame will maintain its forward movement due to the inertia of the goods on the trailer body during the previous movement, and since the fixed plate is blocked at this time, the left slider will move leftward in the left guiding frame, and the right slider will move rightward in the right guiding frame. The left sliding sleeve will move forward along the left sliding rod due to inertia, and the right sliding sleeve will also move forward along the right sliding rod due to inertia. At this time, the distance between the left sliding rod and the right sliding rod will increase respectively as the left slider and the right slider move, and the distance between the trailer frame and the fixed plate will gradually decrease. Therefore, the transmission sliding sleeve will be pushed by the trailer frame and move forward along the surface of the transmission sliding rod to adapt to the deformation caused by inertia. Since the transmission sliding sleeve slides forward along the transmission sliding rod, the adapting blocks on the transmission sliding sleeve will gradually approach the adapting blocks on the transmission sliding rod. After the impact caused by inertia ends, the transmission sliding rod will reset due to the elastic force of the transmission buffer spring. At this time, the distance between the adapting blocks will also reset as the transmission sliding sleeve and the transmission sliding rod reset, thus achieving the effect of adjusting the distance between the adapting blocks.
[0020] The present invention is further configured as: the displacement component includes adapting blocks, a front adapting rotating plate and a rear adapting rotating plate. The two adapting blocks are respectively bolted to the bottom of the transmission sliding sleeve and the bottom of the transmission sliding rod. The front adapting rotating plate is rotatably connected to the bottom of the front-side adapting block, the rear adapting rotating plate is rotatably connected to the bottom of the rear-side adapting block, and the rear side of the bottom of the front adapting rotating plate is rotatably connected to the front side of the bottom of the rear adapting rotating plate.
[0021] With the above technical solution, by setting the displacement component, the adapting blocks can form a deformation structure with the front adapting rotating plate and the rear adapting rotating plate. Since the tops of the front adapting rotating plate and the rear adapting rotating plate are connected to the adapting blocks, and the bottoms of the front adapting rotating plate and the rear adapting rotating plate are connected to each other, the front adapting rotating plate and the rear adapting rotating plate will present a zigzag shape, and an included angle will be formed at the connection of the bottoms of the front adapting rotating plate and the rear adapting rotating plate, which can change as the adapting blocks displace and cause the front adapting rotating plate and the rear adapting rotating plate to tilt. By changing the distance between the adapting blocks as the positions of the transmission sliding sleeve and the transmission sliding rod change, when the distance between the adapting blocks becomes smaller, the included angle between the front adapting rotating plate and the rear adapting rotating plate can be reduced, and when the distance between the adapting blocks becomes larger, the included angle between the front adapting rotating plate and the rear adapting rotating plate can be enlarged. And by changing the included angle between the front adapting rotating plate and the rear adapting rotating plate to deform the zigzag shape formed by them, the bottommost parts of the front adapting rotating plate and the rear adapting rotating plate can be close to or away from the ground, thereby achieving the effect of driving the correction component and the brake component to be close to and away from the ground.
[0022] The present invention is further configured such that: the correction component includes a correction rotating block, an adaptive damping slide bar, and a positioning rotating block; the two correction rotating blocks are respectively bolted to the front side of the front adaptive rotating plate and the rear side of the rear adaptive rotating plate; the adaptive damping slide bar is rotatably connected to the bottom of the correction rotating block; and the positioning rotating block is rotatably connected to the bottom of the adaptive damping slide bar.
[0023] By adopting the above technical solution, the corrective rotating block, together with the adaptive damping slide rod and the positioning rotating block, forms a structure that provides buffering for the brake assembly. The two corrective rotating blocks tilt and move with the tilting and movement of the front and rear adaptive rotating plates, respectively, synchronously driving the adaptive damping slide rod to move the position of the positioning rotating block. Since the adaptive damping slide rod has a built-in telescopic rod structure and a damping rubber ring structure, the damping rubber ring provides friction to the telescopic rod structure, giving the telescopic rod structure a damping effect during extension and retraction. This damping effect can then be used to buffer the contact between the brake assembly and the ground. Simultaneously, since the corrective rotating block moves synchronously with the displacement of the front and rear adaptive rotating plates, it can drive the adaptive damping slide rod and the positioning rotating block to synchronously push the brake assembly towards or away from the ground, improving the stability of the brake assembly when in contact with the ground and the speed of resetting.
[0024] The present invention is further configured such that: the brake assembly includes a rotating housing, a fixed base, and a friction sleeve; the fixed base is bolted to the bottom of the positioning rotating block; the rotating housing is bolted to the surface of the fixed base; the inner side of the rotating housing is rotatably connected to both sides of the rear adaptive rotating plate; and the friction sleeve is bolted to the bottom of the surface of the fixed base.
[0025] By adopting the above technical solution, and by setting a braking component, the rotating shell can form an emergency braking structure with the fixed base and the friction sleeve. As the rotating shell moves synchronously with the displacement of the rear adaptation plate, it can further synchronize the movement of the front adaptation plate, rear adaptation plate, correction plate, adaptation damping slide bar, and positioning plate when the fixed base moves synchronously with the movement of the positioning block. This can drive the friction sleeve to move towards the ground. The friction sleeve is a limiting structure made of rubber material. When the friction sleeve contacts the ground, it can use its own friction to increase the stability when in contact with the ground. This can provide emergency restraint for the trailer frame, trailer wheels, and trailer body that are moving due to inertia, and prevent the trailer wheels from continuing to move the trailer frame, trailer body, and their loaded items due to inertia, thus avoiding secondary collisions.
[0026] Beneficial effects Compared with the prior art, the present invention provides a trailer assembly for an air transport system, which has the following advantages: This trailer assembly for an air transport system, through the inclusion of a buffer mechanism, allows the transport component, along with guide components, left buffer components, right buffer components, positioning components, and transmission components, to form a structure that cushions the impact caused by inertia during sudden stops. The trailer assembly structure, consisting of the trailer frame, trailer wheels, and trailer body, provides temporary storage for items to be transported via air transport and can move synchronously with the transport vehicle to transfer items. A guide frame, mounting plate, and return spring form a structure that limits and resets the displacement of the left and right buffer components, allowing the guide frame to guide and limit the displacement of the left and right sliders respectively. The return spring resets the left and right sliders to their initial positions after displacement. A deformable structure, consisting of the left slider, left sliding sleeve, left sliding rod, left buffer spring, right slider, right sliding sleeve, right sliding rod, and right buffer spring, allows the left slider to form a left-side buffer structure, and the right slider to form a right-side buffer structure. The trailer frame moves with the trailer... When the wheel moves forward due to inertia, the left and right sliders can slide along the guide frame to both sides respectively, and slide forward along the left slide rod through the left sliding sleeve, causing the left buffer spring to deform due to the compression of the left slide rod. The right sliding sleeve slides forward along the right slide rod, causing the right buffer spring to deform due to the compression of the right slide rod, thus achieving the effect of buffering the impact. Through the deformation structure composed of the rotating sleeve, rotating block and fixed plate, the right and left slide rods can form a U-shaped structure with the rotating sleeve and rotating block, so that the left and right slide rods tilt to both sides along the rotating structure composed of the rotating sleeve and rotating block. The tilting changes the angle between the right and left slide rods. By changing the angle between them, the U-shaped structure formed by them is deformed. Finally, the deformation is used to buffer the impact caused by inertia. The deformation can also be used to change the length of the transmission component. Through the deformation structure composed of the transmission sleeve, transmission rod and transmission buffer spring, the transmission sleeve slides along the transmission rod to change the spacing between the adaptive rotating blocks. The transmission buffer spring is used to reset the transmission sleeve and transmission rod, thus achieving the effect of resetting the adaptive rotating blocks. This trailer assembly for an aviation transport system features an emergency stop mechanism. The displacement component, along with the correction and braking components, forms an emergency limiting structure. A deformable structure composed of an adapting rotating block, a front adapting rotating plate, and a rear adapting rotating plate allows the front and rear adapting rotating plates to rotate around their bottom connection point, with the adapting rotating block as the top rotation point, forming a "V" shape. Changing the angle between the bottom connections of the front and rear adapting rotating plates when the spacing between the adapting rotating blocks changes alters the shape of the "V," achieving a deformation effect. This deformation also changes the distance between the rear adapting rotating plate and the ground, thereby moving the correction and braking components closer to or further from the ground. A buffer structure composed of the correction rotating block, the adapting damping slide, and the positioning rotating block allows the correction rotating block to move with the front and rear adapting rotating plates. The synchronous movement of the rotating plate drives the adaptive damping slide bar and the positioning rotating block to move together, achieving the effect of the positioning rotating block driving the fixed base to move synchronously. Under the damping effect of the adaptive damping slide bar itself, it can provide a buffer for the contact between the brake assembly and the ground, and synchronize its displacement with the rear and front adaptive rotating plates. Through the limiting structure composed of the rotating shell, the fixed base and the friction sleeve, the rotating shell can move downward with the rear adaptive rotating plate, and the fixed base can move downward with the positioning rotating block. When the rotating shell and the fixed base move synchronously, the friction sleeve can be driven downward to contact the ground. The friction force generated by the friction sleeve contacting the ground achieves the effect of emergency braking. The emergency braking is used to limit the trailer frame to the original position and avoid secondary collisions caused by the continuous displacement of the trailer frame with the trailer wheels. Attached Figure Description
[0027] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a schematic diagram of the buffer mechanism in this invention; Figure 3 This is a schematic diagram of the structure of the transport component in this invention; Figure 4 This is a schematic diagram of the structure of the guide component, left buffer component, right buffer component and positioning component in this invention; Figure 5 This is a schematic diagram of the transmission component in this invention; Figure 6 This is a schematic diagram of the emergency stop mechanism in this invention; Figure 7 This is a schematic diagram of the displacement component and the correction component in this invention; Figure 8 This is a schematic diagram of the brake assembly in this invention.
[0028] In the diagram: 1. Buffer mechanism; 11. Transport assembly; 111. Trailer frame; 112. Trailer wheel; 113. Trailer body; 12. Guide assembly; 121. Guide frame; 122. Mounting plate; 123. Return spring; 13. Left buffer assembly; 131. Left slider; 132. Left sleeve; 133. Left slide rod; 134. Left buffer spring; 14. Right buffer assembly; 141. Right slider; 142. Right sleeve; 143. Right slide rod; 144. Right buffer spring; 15. Positioning assembly; 51. Rotating sleeve; 152. Rotating block; 153. Fixed plate; 16. Transmission assembly; 161. Transmission sliding sleeve; 162. Transmission sliding rod; 163. Transmission buffer spring; 2. Emergency stop mechanism; 21. Displacement assembly; 211. Adaptive rotating block; 212. Front adapting rotating plate; 213. Rear adapting rotating plate; 22. Correction assembly; 221. Correction rotating block; 222. Adaptive damping sliding rod; 223. Positioning rotating block; 23. Brake assembly; 231. Rotating outer shell; 232. Fixed base; 233. Friction sleeve. Detailed Implementation
[0029] 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. Example
[0030] Please see Figures 1-5A trailer assembly for an air transport system includes a buffer mechanism 1. The buffer mechanism 1 includes a transport component 11, a guide component 12, a left buffer component 13, a right buffer component 14, a positioning component 15, and a transmission component 16. The guide component 12 is located in front of the transport component 11, the left buffer component 13 is located to the left of the guide component 12, the right buffer component 14 is located to the right of the guide component 12, the positioning component 15 is located in front of both the left and right buffer components 13, and the transmission component 16 is located behind the positioning component 15. By configuring the buffer mechanism 1, the transport component 11, together with the guide component 12, the left buffer component 13, the right buffer component 14, the positioning component 15, and the transmission component 16, can form a buffer against inertia caused by sudden stops. The structure that buffers the impact, through the trailer assembly structure consisting of trailer frame 111, trailer wheels 112, and trailer body 113, can provide temporary storage for items to be transported by air and can move synchronously with the transport vehicle to transfer items. The structure consisting of guide frame 121, mounting plate 122, and return spring 123 limits and resets the displacement of the left buffer assembly 13 and right buffer assembly 14. The guide frame 121 guides and limits the displacement of the left slider 131 and right slider 141 respectively, and the return spring 123 resets the left slider 131 and right slider 141 after displacement, keeping them in their initial positions. The structure also includes the left slider 131, left sleeve 132, and left slide rod 13... 3. A deformable structure consisting of a left buffer spring 134, a right slider 141, a right sliding sleeve 142, a right sliding rod 143, and a right buffer spring 144. The left slider 131 can form a left-side buffer structure with the left sliding sleeve 132, left sliding rod 133, and left buffer spring 134. The right slider 141 can form a right-side buffer structure with the right sliding sleeve 142, right sliding rod 143, and right buffer spring 144. When the trailer frame 111 moves forward due to inertia along with the trailer wheel 112, the left slider 131 and right slider 141 can slide along the guide frame 121 to both sides, and slide forward along the left sliding rod 133 via the left sliding sleeve 132. This causes the left buffer spring 134 to deform due to the compression of the left sliding rod 133, and the right sliding sleeve 142 slides forward along the right sliding rod 143. 43 slides forward, causing the right buffer spring 144 to deform under the pressure of the right slide rod 143, thus buffering the impact. Through the deformable structure formed by the rotating sleeve 151, rotating block 152, and fixed plate 153, the right slide rod 143 and left slide rod 133 can form a V-shaped structure with the rotating sleeve 151 and rotating block 152. This allows the left slide rod 133 and right slide rod 143 to tilt to both sides along the rotating structure formed by the rotating sleeve 151 and rotating block 152, changing the angle between the right slide rod 143 and left slide rod 133. By changing the angle, the V-shaped structure is deformed, ultimately using deformation to buffer the impact caused by inertia. Furthermore, deformation can change the length of the transmission component 16.The deformable structure formed by the transmission sleeve 161, transmission rod 162, and transmission buffer spring 163 allows the transmission sleeve 161 to slide along the transmission rod 162, thereby changing the spacing between the adapting rotating blocks 211. The transmission buffer spring 163 then resets the transmission sleeve 161 and transmission rod 162, thus achieving the effect of resetting the adapting rotating blocks 211.
[0031] The transport component 11 includes a trailer frame 111, trailer wheels 112, and a trailer body 113. The four trailer wheels 112 are respectively installed at the four corners of the bottom of the trailer frame 111, and the trailer body 113 is installed on the inner side of the trailer frame 111. By setting the transport component 11, the trailer frame 111 can form a trailer assembly structure with the trailer wheels 112 and the trailer body 113. The trailer wheels 112 form the wheels of the trailer frame 111, and the trailer body 113 forms the body of the trailer frame 111. When the trailer frame 111 is used as the base to support the frame, the trailer wheels 112 move synchronously on the ground with the movement of the transport vehicle, and the trailer body 113 provides stable temporary support for the object placed on it, so that the object can be transferred as the transport vehicle moves.
[0032] The guide assembly 12 includes a guide frame 121, a mounting plate 122, and return springs 123. Two guide frames 121 are bolted to the two sides of the front of the trailer frame 111, and two mounting plates 122 are bolted to the two sides of the guide frame 121. Four return springs 123 are bolted to the side of the guide frame 121 opposite to the mounting plate 122. By setting the guide assembly 12, the guide frame 121, the mounting plate 122, and the return springs 123 can form a structure that provides guidance and limit for the movement of the left buffer assembly 13 and the right buffer assembly 14, respectively. The guide frame 121 and the mounting plate 122 form a closed displacement guiding and limiting structure, which allows the guide frame 121 to provide left and right linear movement guidance for the left slider 131 and the right slider 141, and the return springs 123 can provide the spring force required for their left and right linear movement to return, so that they do not remain in their initial state during use.
[0033] The left buffer assembly 13 includes a left slider 131, a left sliding sleeve 132, and a left sliding rod 133. The left slider 131 is slidably connected to the inner side of the left guide frame 121. The two sides of the left slider 131 are bolted to the opposite side of the return spring 123. The left sliding sleeve 132 is rotatably connected to the front side of the left slider 131. The left sliding rod 133 is slidably connected to the inner side of the left sliding sleeve 132. The left buffer spring 134 is bolted to the rear side of the inner side of the left sliding sleeve 132. The front side of the left buffer spring 134 contacts the rear side of the left sliding rod 133. By setting the left buffer assembly 13, the left slider 131 can form a deformation-adaptive structure on the left side with the left sliding sleeve 132, the left sliding rod 133, and the left buffer spring 134. The left traction structure formed by the left slider 131, the left sliding sleeve 132, and the left sliding rod 133 can cooperate with the right buffer assembly 14 to form an integral traction structure. It can be adjusted by the movement of the transport vehicle connected to the positioning assembly 15. When the positioning component 15 moves the left slide bar 133, the left slide bar 133 can move the left slide sleeve 132 together with the left slider 131, thereby driving the guide frame 121 to move the trailer frame 111 synchronously. When the transport vehicle stops suddenly, the left slide bar 133 is obstructed and moves backward within the left slide sleeve 132, pushing the left buffer spring 134. The elastic force of the left buffer spring 134 is used to buffer the impact. At the same time, the left slider 131 will also move to the left within the guide frame 121. It will be subjected to the elastic force of the left return spring 123 and the tension of the right return spring 123, thereby using displacement to further buffer the impact, achieving the effect of buffering the impact of the sudden stop. After the impact is buffered, the elastic force of the left buffer spring 134 can cause the left slide bar 133 to cooperate with the right buffer component 14 to drive the positioning component 15 to reset, in order to deal with subsequent sudden stops.
[0034] The right buffer assembly 14 includes a right slider 141, a right sleeve 142, and a right rod 143. The right slider 141 is slidably connected to the inner side of the right guide frame 121. Both sides of the right slider 141 are bolted to the opposite side of the return spring 123. The right sleeve 142 is rotatably connected to the front side of the right slider 141. The right rod 143 is slidably connected to the inner side of the right sleeve 142. The right buffer spring 144 is bolted to the rear side of the inner side of the right sleeve 142. The front side of the right buffer spring 144 contacts the rear side of the right rod 143. By setting the right buffer assembly 14, the right slider 141, right sleeve 142, right rod 143, and right buffer spring 144 can form a right-side deformation-adaptive structure. The right-side traction structure formed by the right slider 141, right sleeve 142, and right rod 143 can cooperate with the left buffer assembly 13 to form an integrated traction structure. This structure can be adjusted by the movement of the transport vehicle connected to the positioning assembly 15. When the positioning component 15 moves the right slide bar 143, the right slide bar 143 can move the right slide sleeve 142 together with the right slider 141, thereby driving the guide frame 121 to move the trailer frame 111 synchronously. When the transport vehicle stops suddenly, the right slide bar 143 is obstructed and moves backward within the right slide sleeve 142, pushing the right buffer spring 144. The spring force of the right buffer spring 144 is used to buffer the impact. At the same time, the right slider 141 will also move to the right within the guide frame 121. It will be subjected to the spring force of the right return spring 123 and the tension of the left return spring 123, thereby using displacement to further buffer the impact, achieving the effect of buffering the impact of the sudden stop. After the impact is buffered, the spring force of the right buffer spring 144 can cause the right slide bar 143 to cooperate with the left buffer component 13 to drive the positioning component 15 to reset, in order to deal with subsequent sudden stops.
[0035] The positioning component 15 includes a rotating sleeve 151, a rotating block 152, and a fixing plate 153. The rotating sleeve 151 is bolted to the front side of the right slide rod 143, and the rotating block 152 is bolted to the front side of the left slide rod 133. The inner side of the rotating sleeve 151 is rotatably connected to the surface of the rotating block 152. The fixing plate 153 is bolted to the top and bottom of the rotating block 152. By setting the positioning component 15, the rotating sleeve 151, the rotating block 152, and the fixing plate 153 can form a structure for connecting with the transport vehicle. Through the rotatable connection between the rotating sleeve 151 and the rotating block 152, the right slide rod 143 and the left slide rod 133 can be connected respectively, so that the left slide rod 143... An angle is formed between the left slide rod 133 and the right slide rod 143, allowing the left slide rod 133 and the right slide rod 143 to form a V-shape through the rotating sleeve 151 and the rotating block 152. Because of the V-shape, when the transport vehicle brakes suddenly, the left slide rod 133 and the right slide rod 143 can swing to both sides through the rotating sleeve 151 and the rotating block 152 respectively. The swing increases the angle between the right slide rod 143 and the left slide rod 133, thereby achieving deformation. The deformation is used to buffer the impact generated during emergency braking. The fixed plate 153 can be connected to the transport vehicle with the rotating block 152 as a support point, and at the same time, it can provide support and limit for the transmission slide sleeve 161.
[0036] The transmission assembly 16 includes a transmission sleeve 161, a transmission rod 162, and a transmission buffer spring 163. The transmission sleeve 161 is bolted to the bottom of the rear side of the fixed plate 153. The transmission rod 162 is slidably connected to the inner side of the transmission sleeve 161. The transmission buffer spring 163 is bolted to the front side of the inner side of the transmission sleeve 161, and the rear side of the transmission buffer spring 163 contacts the front side of the transmission rod 162. The rear side of the transmission rod 162 is bolted to the front side of the bottom of the trailer frame 111. By setting the transmission assembly 16, the transmission sleeve 161... The sleeve 161, together with the transmission slide rod 162 and the transmission buffer spring 163, forms a structure that adapts to the changing spacing between the rotating blocks 211 as they deform. Through the telescopic structure formed by the transmission sleeve 161 and the transmission slide rod 162, when the fixed plate 153 encounters an emergency stop from the transport vehicle, the trailer frame 111 will continue to move forward due to the inertia of the cargo on the trailer body 113 during its previous movement. Since the fixed plate 153 is obstructed at this time, the left slider 131 will move to the left within the left guide frame 121, and the right slider 141 will... As the guide frame 121 on the right moves to the right, the left sliding sleeve 132 will move forward along the left sliding rod 133 due to inertia, and the right sliding sleeve 142 will also move forward along the right sliding rod 143 due to inertia. At this time, the distance between the left sliding rod 133 and the right sliding rod 143 will increase as the left sliding block 131 and the right sliding block 141 move, respectively. The distance between the trailer frame 111 and the fixed plate 153 will also gradually decrease. Therefore, the transmission sliding sleeve 161 will be pushed forward by the trailer frame 111 along the surface of the transmission sliding rod 162. To adapt to the deformation caused by inertia, as the transmission sleeve 161 slides forward along the transmission slide rod 162, the adapting rotating block 211 on the transmission sleeve 161 will gradually approach the adapting rotating block 211 on the transmission slide rod 162. After the impact caused by inertia ends, the transmission slide rod 162 will reset due to the elastic force of the transmission buffer spring 163. At this time, the distance between the adapting rotating blocks 211 will also reset as the transmission sleeve 161 and the transmission slide rod 162 reset, thereby achieving the effect of adjusting the distance between the adapting rotating blocks 211.
[0037] The working principle of this embodiment is as follows: First, the items to be transported by air are placed on the trailer body 113 and temporarily fixed to the trailer body 113. Then, the fixing plate 153 is connected to the transport end of the transport vehicle. The transport vehicle then moves the fixing plate 153 toward the target ground. The fixing plate 153 will then move along with the transport vehicle, sequentially moving the rotating block 152, rotating sleeve 151, the overall structure of the right buffer assembly 14, the overall structure of the left buffer assembly 13, the overall structure of the guide assembly 12, and the overall structure of the transport assembly 11. When the transport vehicle stops in an emergency, the trailer frame 111 will move forward due to inertia along with the trailer wheels 112. The left slider 131 and the right slider 141 will slide along the guide frame 121 to the sides respectively, and slide forward along the left slide rod 133 via the left sliding sleeve 132, causing the left buffer spring 134 to deform due to the compression of the left slide rod 133. The right sliding sleeve 142 slides forward along the right slide rod 143, causing the right buffer spring 134 to deform due to the compression of the left slide rod 133. The spring 144 deforms under the pressure of the right slide rod 143 to buffer the impact. Then, the deformable structure formed by the rotating sleeve 151, the rotating block 152, and the fixed plate 153 allows the right slide rod 143 and the left slide rod 133 to form a V-shaped structure with the rotating sleeve 151 and the rotating block 152. This causes the left slide rod 133 and the right slide rod 143 to tilt to both sides along the rotating structure formed by the rotating sleeve 151 and the rotating block 152, changing the angle between the right slide rod 143 and the left slide rod 133. By changing the angle, the V-shaped structure is deformed, and the deformation buffers the impact caused by inertia. Then, the deformation changes the length of the transmission component 16, allowing the transmission sleeve 161 to slide along the transmission slide rod 162 to change the spacing between the rotating blocks 211. The transmission buffer spring 163 then resets the transmission sleeve 161 and the transmission slide rod 162 until the impact is completely buffered. Example
[0038] refer to Figures 6-8The trailer assembly for the air transport system also includes an emergency stop mechanism 2, which comprises a displacement assembly 21, a correction assembly 22, and a brake assembly 23. The displacement assembly 21 is located at the bottom of the transmission assembly 16, the correction assembly 22 is located at the bottom of the displacement assembly 21, and the brake assembly 23 is located at the bottom of the correction assembly 22. By setting the emergency stop mechanism 2, the displacement assembly 21, the correction assembly 22, and the brake assembly 23 can form an emergency limiting structure. Through the deformable structure formed by the adaptable rotating block 211, the front adaptable rotating plate 212, and the rear adaptable rotating plate 213, the system can... The front adapting rotating plate 212 and the rear adapting rotating plate 213 form a V-shape with their bottom connection point as the rotation point and the adapting rotating block 211 as the top rotation point. By changing the spacing between the adapting rotating blocks 211, the included angle at the bottom connection point of the front adapting rotating plate 212 and the rear adapting rotating plate 213 can be altered, thus changing the shape of the V-shape and achieving a deformation effect. This deformation also changes the distance between the rear adapting rotating plate 213 and the ground, thereby causing the correction component 22 and the braking component 23 to move closer to and further away from the ground. This is achieved through the correction rotating block 221 and the adapting damping slide bar 222. The buffer structure composed of the positioning rotating block 223 and the positioning rotating block 221 can drive the adaptive damping slide rod 222 and the positioning rotating block 223 to move together with the front adaptive rotating plate 212 and the rear adaptive rotating plate 213, thereby achieving the effect of the positioning rotating block 223 driving the fixed base 232 to move synchronously. Under the damping effect of the adaptive damping slide rod 222 itself, it can provide buffering for the contact between the brake assembly 23 and the ground, and synchronize its displacement with the front adaptive rotating plate 212 and the rear adaptive rotating plate 213. By rotating the outer shell 231 and the fixed base 232 and the friction... The limiting structure composed of the friction sleeve 233 can cause the rotating outer shell 231 to move downward with the rear adaptive rotating plate 213 and the fixed base 232 to move downward with the positioning rotating block 223. When the rotating outer shell 231 and the fixed base 232 move synchronously, the friction sleeve 233 can be driven downward to contact the ground. The friction generated by the friction sleeve 233 contacting the ground can achieve the effect of emergency braking. The emergency braking can be used to limit the trailer frame 111 to the original position and avoid secondary collisions caused by the continuous displacement of the trailer frame 111 with the trailer wheel 112.
[0039] The displacement assembly 21 includes an adapting rotating block 211, a front adapting rotating plate 212, and a rear adapting rotating plate 213. The two adapting rotating blocks 211 are bolted to the bottom of the transmission sliding sleeve 161 and the bottom of the transmission sliding rod 162, respectively. The front adapting rotating plate 212 is rotatably connected to the bottom of the front adapting rotating block 211, and the rear adapting rotating plate 213 is rotatably connected to the bottom of the rear adapting rotating block 211. The rear side of the bottom of the front adapting rotating plate 212 is rotatably connected to the front side of the bottom of the rear adapting rotating plate 213. By setting the displacement assembly 21, the adapting rotating block 211 can form a deformable structure with the front adapting rotating plate 212 and the rear adapting rotating plate 213. Since the tops of the front adapting rotating plate 212 and the rear adapting rotating plate 213 are connected to the adapting rotating block 211, and the bottoms of the front adapting rotating plate 212 and the rear adapting rotating plate 213 are interconnected, the front adapting rotating plate 212 and the rear adapting rotating plate 213 will form a V-shape. An angle is formed at the bottom connection of plate 212 and rear adaptive plate 213. This angle changes as the adaptive plate 211 moves, causing the front adaptive plate 212 and rear adaptive plate 213 to tilt. The distance between the adaptive plates 211 changes with the position of the transmission sleeve 161 and the transmission rod 162. When the distance between the adaptive plates 211 is small, the angle between the front adaptive plate 212 and rear adaptive plate 213 is reduced. When the distance between the adaptive plates 211 is large, the angle between the front adaptive plate 212 and rear adaptive plate 213 is increased. By changing the angle between the front adaptive plate 212 and rear adaptive plate 213, the V-shaped deformation formed by them allows the bottom of the front adaptive plate 212 and rear adaptive plate 213 to move closer to or further away from the ground, thereby achieving the effect of moving the correction component 22 and the brake component 23 closer to or further away from the ground.
[0040] The correction assembly 22 includes a correction rotating block 221, an adaptive damping slide bar 222, and a positioning rotating block 223. The two correction rotating blocks 221 are bolted to the front side of the front adaptive rotating plate 212 and the rear side of the rear adaptive rotating plate 213, respectively. The adaptive damping slide bar 222 is rotatably connected to the bottom of the correction rotating block 221, and the positioning rotating block 223 is rotatably connected to the bottom of the adaptive damping slide bar 222. By setting the correction assembly 22, the correction rotating block 221, the adaptive damping slide bar 222, and the positioning rotating block 223 can form a structure that provides buffering for the braking assembly 23. The two correction rotating blocks 221 tilt and move synchronously with the tilting and movement of the front adaptive rotating plate 212 and the rear adaptive rotating plate 213, respectively. The adaptive damping slide 222 moves the position of the positioning rotating block 223. Since the adaptive damping slide 222 has a built-in telescopic rod structure and a damping rubber ring structure, the damping rubber ring can provide friction for the telescopic rod structure, so that the extension and contraction of the telescopic rod structure has a damping effect. This damping effect can be used to buffer the contact between the brake assembly 23 and the ground. At the same time, since the correction rotating block 221 moves synchronously with the displacement of the front adaptive rotating plate 212 and the rear adaptive rotating plate 213, it can drive the adaptive damping slide 222 and the positioning rotating block 223 to push the brake assembly 23 towards or away from the ground, which can improve the stability of the brake assembly 23 when it contacts the ground and the speed of reset.
[0041] The brake assembly 23 includes a rotating housing 231, a fixed base 232, and a friction sleeve 233. The fixed base 232 is bolted to the bottom of the positioning rotating block 223, and the rotating housing 231 is bolted to the surface of the fixed base 232. The inner side of the rotating housing 231 is rotatably connected to both sides of the rear adaptation rotating plate 213. The friction sleeve 233 is bolted to the bottom of the surface of the fixed base 232. By setting the brake assembly 23, the rotating housing 231 can form an emergency braking structure with the fixed base 232 and the friction sleeve 233. The rotating housing 231 moves synchronously with the displacement of the rear adaptation rotating plate 213, and can move synchronously with the positioning rotating block 223 on the fixed base 232. During synchronous movement, the movement of the front adaptation plate 212, the rear adaptation plate 213, the correction block 221, the adaptation damping slide bar 222, and the positioning block 223 is further synchronized, thereby driving the friction sleeve 233 to move towards the ground. The friction sleeve 233 is a limiting structure made of rubber material. When the friction sleeve 233 contacts the ground, it can use its own friction to increase the stability when in contact with the ground, thereby urgently limiting the trailer frame 111, trailer wheels 112, and trailer body 113 that are moving due to inertia, and preventing the trailer wheels 112 from continuously driving the trailer frame 111, trailer body 113, and their loaded items to move due to inertia, thus avoiding secondary collisions.
[0042] The working principle of this embodiment is as follows: First, when it is necessary to urgently limit the overall structure of the transport component 11 during the buffering process, when the distance between the transmission slide sleeve 161 and the transmission slide rod 162 becomes smaller, the distance between the adaptive rotating blocks 211 will also become smaller. The V-shape formed by the front adaptive rotating plate 212 and the rear adaptive rotating plate 213 will reduce the included angle, thereby driving the rotating shell 231 to move downward synchronously. Since the included angle between the front adaptive rotating plate 212 and the rear adaptive rotating plate 213 becomes smaller, the correction rotating block 221 will also retract inward. The distance between the correction rotating block 221 and the positioning rotating block 223 will increase as a result. The adaptive damping slide rod 222 will extend to adapt to the increase in distance. Therefore, the two sides of the fixed base 232 can be kept flush with the ground, so that the friction sleeve 233 can be driven to stably contact the ground, increasing the contact area between the friction sleeve 233 and the ground. Thus, the friction sleeve 233 uses friction to temporarily limit the overall structure of the emergency stop mechanism 2 on the ground until the impact ends.
[0043] This specific embodiment is merely an explanation of the present invention and is not intended to limit the invention. Those skilled in the art can make modifications to this embodiment without contributing any inventive step after reading this specification. Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of the present invention. The scope of the present invention is defined by the appended claims and their equivalents.
Claims
1. A trailer assembly for an air transfer system comprising a cushioning mechanism (1) and an emergency stop mechanism (2), characterized in that: The emergency stop mechanism (2) is arranged at the bottom of the buffer mechanism (1), the buffer mechanism (1) comprises a carrying assembly (11), a guide assembly (12), a left buffer assembly (13), a right buffer assembly (14), a positioning assembly (15) and a transmission assembly (16), the guide assembly (12) is arranged at the front side of the carrying assembly (11), the left buffer assembly (13) is arranged at the left side of the front side of the guide assembly (12), the right buffer assembly (14) is arranged at the right side of the front side of the guide assembly (12), the positioning assembly (15) is arranged at the front side of the left buffer assembly (13) and the front side of the right buffer assembly (14) respectively, the transmission assembly (16) is arranged at the rear side of the positioning assembly (15), the emergency stop mechanism (2) comprises a displacement assembly (21), a correction assembly (22) and a brake assembly (23), the displacement assembly (21) is arranged at the bottom of the transmission assembly (16), the correction assembly (22) is arranged at the bottom of the displacement assembly (21), and the brake assembly (23) is arranged at the bottom of the correction assembly (22).
2. The trailer assembly for an aircraft transfer system of claim 1, wherein: The carrying assembly (11) comprises a trailer frame (111), trailer wheels (112) and a trailer body (113), four trailer wheels (112) are respectively installed at four corners of the bottom of the trailer frame (111), and the trailer body (113) is installed on the inner side of the trailer frame (111).
3. The trailer assembly for an aircraft transfer system of claim 2, wherein: The guide assembly (12) comprises guide frames (121), mounting plates (122) and return springs (123), two guide frames (121) are respectively bolted on the two sides of the front side of the trailer frame (111), two mounting plates (122) are respectively bolted on the two sides of the guide frame (121), and four return springs (123) are respectively bolted on the sides opposite to the mounting plates (122) of the guide frame (121).
4. The trailer assembly for an aircraft transfer system of claim 3, characterized in that: The left buffer assembly (13) comprises a left sliding block (131), a left sliding sleeve (132) and a left sliding rod (133), the left sliding block (131) is slidably connected to the inner side of the left guide frame (121), the left sliding block (131) is bolted between the two sides and the side opposite to the return spring (123), the left sliding sleeve (132) is rotatably connected to the front side of the left sliding block (131), the left sliding rod (133) is slidably connected to the inner side of the left sliding sleeve (132), the left buffer spring (134) is bolted to the rear side of the inner side of the left sliding sleeve (132), and the front side of the left buffer spring (134) is in contact with the rear side of the left sliding rod (133).
5. The trailer assembly for an aircraft transfer system of claim 4, wherein: The right buffer assembly (14) comprises a right sliding block (141), a right sliding sleeve (142) and a right sliding rod (143), the right sliding block (141) is slidingly connected to the inner side of the right guide frame (121), the right sliding block (141) is bolted between the two sides and the side opposite to the reset spring (123), the right sliding sleeve (142) is rotatably connected to the front side of the right sliding block (141), the right sliding rod (143) is slidingly connected to the inner side of the right sliding sleeve (142), the right buffer spring (144) is bolted to the rear side of the inner side of the right sliding sleeve (142), and the front side of the right buffer spring (144) is in contact with the rear side of the right sliding rod (143).
6. The trailer assembly for an aircraft transfer system of claim 5, characterized in that: The positioning assembly (15) comprises a rotating sleeve (151), a rotating block (152) and a fixed plate (153), the rotating sleeve (151) is bolted to the front side of the right sliding rod (143), the rotating block (152) is bolted to the front side of the left sliding rod (133), the inner side of the rotating sleeve (151) is rotatably connected to the surface of the rotating block (152), and the fixed plate (153) is bolted to the top and bottom of the rotating block (152).
7. The trailer assembly for an aircraft transfer system of claim 6, characterized in that: The transmission assembly (16) comprises a transmission sliding sleeve (161), a transmission sliding rod (162) and a transmission buffer spring (163), the transmission sliding sleeve (161) is bolted to the bottom of the rear side of the fixed plate (153), the transmission sliding rod (162) is slidingly connected to the inner side of the transmission sliding sleeve (161), the transmission buffer spring (163) is bolted to the front side of the inner side of the transmission sliding sleeve (161), the rear side of the transmission buffer spring (163) is in contact with the front side of the transmission sliding rod (162), and the rear side of the transmission sliding rod (162) is bolted to the front side of the bottom of the trailer frame (111).
8. The trailer assembly for an aircraft transfer system of claim 7, characterized in that: The displacement assembly (21) comprises an adaptive rotating block (211), a front adaptive rotating plate (212) and a rear adaptive rotating plate (213), two adaptive rotating blocks (211) are bolted to the bottom of the transmission sliding sleeve (161) and the bottom of the transmission sliding rod (162) respectively, the front adaptive rotating plate (212) is rotatably connected to the bottom of the front adaptive rotating block (211), and the rear adaptive rotating plate (213) is rotatably connected to the bottom of the rear adaptive rotating block (211).
9. The trailer assembly for an aircraft transfer system of claim 8, characterized in that: The correction assembly (22) comprises a correction rotating block (221), an adaptive damping sliding rod (222) and a positioning rotating block (223), two correction rotating blocks (221) are bolted to the front side of the front adaptive rotating plate (212) and the rear side of the rear adaptive rotating plate (213) respectively, the adaptive damping sliding rod (222) is rotatably connected to the bottom of the correction rotating block (221), and the positioning rotating block (223) is rotatably connected to the bottom of the adaptive damping sliding rod (222).
10. The trailer assembly for an aircraft transfer system of claim 9, characterized in that: The brake assembly (23) comprises a rotating shell (231), a fixed base (232) and a friction sleeve (233), the fixed base (232) is bolted at the bottom of the positioning rotating block (223), the rotating shell (231) is bolted on the surface of the fixed base (232), the inner side of the rotating shell (231) is rotatably connected with the two sides of the rear adaptive rotating plate (213), and the friction sleeve (233) is bolted on the bottom of the surface of the fixed base (232).