Aviation container trailer plate trailer arm with buffering and damping functions

Abstract

The invention relates to the technical field of aviation container trailers, in particular to an aviation container trailer plate trailer arm with buffering and damping functions, which comprises a trailer plate main body and a trailer arm main body, the trailer arm main body is rotatably connected to the front side of the trailer plate main body, and a buffering and damping structure is bolted in the trailer arm main body. The rear end of the buffering and damping structure extends to the bottom of the trailer plate body, a bearing plate is movably arranged on the top of the interior of the trailer plate body, and the buffering mechanism is used in cooperation with the bearing plate. The buffering and damping structure comprises an outer arm barrel and an inner arm core arranged in the outer arm barrel in a sliding mode, the front end of the inner arm core extends to the front side of the trailer arm body and is in bolted connection with a buffering and connecting mechanism, and an automatic working condition adjusting mechanism is arranged on the rear side in the outer arm barrel in a sliding mode and is in bolted connection with the bearing plate. The aviation container trailer plate trailer arm with the buffering and damping functions has the advantages of working condition self-adaptive buffering and deflection buffering compensation.

Description

Technical Field

[0001] This invention relates to the field of aviation container trailer technology, specifically to an aviation container trailer platform trailer arm with buffer and shock absorption functions. Background Technology

[0002] As is well known, aircraft container trailers are non-powered equipment used for airport ground transportation. They can transport aircraft containers and pallets simultaneously and have standardized dimensions and specialized loading and unloading structures.

[0003] The trailer arms of existing aviation container trailers are mostly one-piece rigid structures. When the trailer brakes, the impact force generated by inertia acts directly on the trailer arm and the towing end. Long-term use can easily lead to loosening of the connection, structural fatigue and deformation, and even relative displacement between the trailer and the towing vehicle, affecting transportation safety. Furthermore, when the trailer arm deflects due to turning or uneven road surface, the rigid connection between the towing end and the trailer arm lacks buffer compensation, which can easily cause stress concentration, resulting in accelerated wear of the connection and increased risk of breakage. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention provides an aviation container trailer arm with buffering and shock absorption functions, which has the advantages of adaptive buffering under working conditions and deflection buffering compensation.

[0005] The above-mentioned technical objective of the present invention is achieved through the following technical solution: an aviation container trailer trailer arm with buffering and shock absorption function, including a trailer body and a trailer arm body, wherein the trailer arm body is rotatably connected to the front side of the trailer body, a buffering and shock absorption structure is bolted inside the trailer arm body, and the rear end of the buffering and shock absorption structure extends to the bottom of the trailer body, and a bearing plate is movably provided at the top inside the trailer body, and the buffering mechanism is used in conjunction with the bearing plate; The buffer and shock absorption structure includes an outer boom cylinder and an inner boom core slidably disposed inside the outer boom cylinder. The front end of the inner boom core extends to the front side of the trailer boom body and is bolted with a buffer connection mechanism. An automatic working condition adjustment mechanism is slidably disposed on the rear side inside the outer boom cylinder and is bolted to the load-bearing plate. A fixing rod is bolted inside the outer boom cylinder, and a composite damping module is slidably sleeved on the surface of the fixing rod. The two ends of the composite damping module are used in conjunction with the inner boom core and the automatic working condition adjustment mechanism, respectively.

[0006] By adopting the above technical solution and setting up a buffer and shock absorption structure, when the trailer brakes, the huge inertial impact will force the inner boom core to move axially relative to the outer boom cylinder, thereby compressing the internal composite damping module. This can efficiently convert the impact kinetic energy into frictional heat energy and spring potential energy and dissipate it, reducing the impact force transmitted to the trailer plate and container. Furthermore, through the working condition automatic adjustment mechanism, the preload or stiffness of the composite damping module can be automatically adjusted according to whether the trailer plate is unloaded or heavily loaded, ensuring optimal buffering effect under any load conditions and avoiding the problems of excessive bumps when unloaded or insufficient buffering when heavily loaded. By setting up a buffer connection mechanism, when the vehicle turns or the road surface is uneven, the trailer arm body will generate deflection and torsional loads. At this time, the buffer connection mechanism can make small angular displacements in multiple directions, rather than traditional rigid rotation. Moreover, the flexible movement of the buffer connection mechanism can absorb deflection energy, avoid stress concentration, and solve the problem of accelerated wear and breakage risk caused by frequent rigid torsion of the connection parts.

[0007] The present invention is further configured such that: a pressure plate is bolted to the rear side of the inner arm core, and the inner arm core is used in conjunction with the composite damping module through the pressure plate; and the opposite ends of the automatic working condition adjustment mechanism and the inner arm core are both hollow; the automatic working condition adjustment mechanism and the inner arm core are both slidably sleeved on the surface of the fixed rod, and the front side of the automatic working condition adjustment mechanism is in contact with the composite damping module.

[0008] By adopting the above technical solution, the contact area of ​​the inner arm core is increased through the design of the pressure plate, which avoids the concentrated action of the buffer force on a local area, reduces component wear, and extends service life. Through the hollow setting and the sliding cooperation of the fixing rod, it is ensured that the movement of the automatic working condition adjustment mechanism and the inner arm core is not interfered with, while providing a stable installation benchmark for the buffer component and improving the overall structure.

[0009] The invention is further configured such that: a guide rod is annularly inserted inside the pressure plate, the two ends of the guide rod are respectively bolted to the inner wall of the composite damping module and the outer arm cylinder, and a main buffer spring is sleeved on the surface of the guide rod, the two ends of the main buffer spring abutting against the pressure plate and the composite damping module respectively.

[0010] By adopting the above technical solution, a guide rod and a main buffer spring are set up. The guide rod restricts the linearity of the pressure plate movement, while the main buffer spring, as the main elastic energy storage element, is compressed or stretched when an impact occurs, storing and releasing energy. It works in conjunction with the composite damping module to form a spring damping effect. Furthermore, the main buffer spring provides a basic, linear restoring force, which, combined with the nonlinear characteristics of the composite damping module, makes the initial buffering process gentle and the final buffering force powerful, thus improving the buffering experience.

[0011] The present invention is further configured such that: the composite damping module includes several friction plates, and a butterfly spring group is provided between two adjacent friction plates, each butterfly spring group consisting of two butterfly springs stacked in opposite directions.

[0012] By adopting the above technical solution and setting up a composite damping module, when subjected to impact pressure, the disc spring assembly undergoes elastic deformation to absorb impact energy. At the same time, relative sliding occurs between adjacent friction plates, and the impact energy is consumed through friction. This achieves the synergy of elastic buffering and damping energy consumption. By combining the elastic buffering of the disc spring with the damping energy consumption of the friction plates, the impact energy is absorbed quickly, the rebound speed is slowed down, secondary impacts are avoided, and the buffering effect is more excellent.

[0013] The invention is further configured such that: the buffer connection mechanism includes a mounting frame, the mounting frame is bolted to the front side of the inner arm core, and end caps are bolted to the top and bottom of the mounting frame; a connecting block is provided inside the mounting frame, and pin holes are provided inside the connecting block and the end caps; a plurality of rubber-metal laminated composite damping blocks are provided between the connecting block and the inner wall of the mounting frame; an elastic corrugated sleeve is fixedly connected to the top and bottom of the connecting block, and a plurality of composite bladders are distributed circumferentially inside the elastic corrugated sleeve, and the interior of the composite bladders is filled with oil.

[0014] By adopting the above technical solution, a buffer connection mechanism is set up, and the connecting block is connected to the tractor through a pin. When deflection occurs, the connecting block squeezes the rubber-metal laminated composite damping block on one side. The latter dissipates energy through the elastic deformation of the rubber and the frictional heat generated by the metal layer. For more severe impacts, the elastic corrugated sleeve deforms and squeezes the internal composite bladder. Additional hydraulic damping is generated through the flow of oil, realizing multi-level and efficient buffering of deflection impacts. The rubber-metal laminated composite damping block is used to deal with conventional deflection, and the hydraulic damping is used to deal with severe impacts. The division of labor is clear, and the effects are superimposed.

[0015] The present invention is further configured such that: a movable ring and a fixed ring are respectively fixedly sleeved on the middle part of the inner arm core and the front end of the outer arm cylinder surface; a secondary buffer spring is bolted to the front and rear sides of the movable ring, and the secondary buffer spring is bolted to the fixed ring and the inner wall of the trailer arm body respectively.

[0016] By adopting the above technical solution, and by setting up a movable ring, a fixed ring, and a secondary buffer spring, when the inner boom core moves axially relative to the outer boom cylinder, it drives the movable ring to compress or stretch the secondary buffer springs on the front and rear sides. The secondary buffer spring works in conjunction with the main buffer spring to further absorb impact energy. At the same time, the secondary buffer spring provides auxiliary elastic force for the inner boom core to reset, slowing down the rebound speed after the impact. Through the collaboration of the secondary buffer spring and the main buffer assembly, a multi-level buffer is formed, which further improves the impact absorption capacity, reduces the damage of the impact force to the trailer arm, and makes the buffering effect more significant.

[0017] The present invention is further configured such that: the automatic working condition adjustment mechanism includes a sliding rod, the sliding rod is slidably fitted on the surface of the fixed rod, a pressure ring is bolted to the front side of the sliding rod, and the front side of the pressure ring contacts the composite damping module; a moving rod is bolted to the rear side of the sliding rod, a driven wedge block is bolted to the rear side of the moving rod, the top of the driven wedge block contacts an active wedge block, and a connecting rod is bolted to the top of the active wedge block; the top of the connecting rod penetrates the trailer plate body and is bolted to the bearing plate.

[0018] By adopting the above technical solution and setting up an automatic working condition adjustment mechanism, when the load plate sinks due to the load weight, it drives the connecting rod and the active wedge block to move down. The inclined surface of the active wedge block pushes the driven wedge block, the moving rod and the sliding rod to move forward, thereby increasing the pre-tightening force on the composite damping module through the pressure plate. This achieves automatic load sensing and adjustment. Under heavy load, the pre-tightening force increases, the buffer becomes "harder" and the support is better, while under no-load, the pre-tightening force decreases and the buffer becomes "softer", making it adaptable to different working conditions.

[0019] The present invention is further configured such that: both the driven wedge block and the active wedge block have inclined surfaces on opposite sides, and the driven wedge block and the active wedge block are slidably connected through the inclined surfaces.

[0020] By adopting the above technical solution, the design of the inclined surface makes the conversion of vertical force and horizontal force smoother, and the transmission process is free from obvious jamming, thereby improving the response speed and stability of the working condition adjustment.

[0021] The present invention is further configured such that: a tension spring is annularly bolted to the rear side of the pressure ring, and the other end of the tension spring is bolted to the inner wall of the outer arm cylinder.

[0022] By adopting the above technical solution, a tension spring is set up, which provides a force that always pulls the sliding rod backward. When the load is reduced and the load plate is raised, the automatic adjustment mechanism of the entire working condition can automatically return to its original position under the action of the tension spring's restoring force, thereby reducing the pre-tightening force on the composite damping module.

[0023] The present invention is further configured such that: guide posts are bolted to the four corners inside the trailer plate body, and the top of the guide posts penetrates through the bearing plate and is slidably connected to it; an elastic sleeve is slidably sleeved on the bottom end of the surface of the guide posts, and the top and bottom of the elastic sleeve are respectively connected to the bearing plate and the inner wall of the trailer plate body.

[0024] By adopting the above technical solution, the guide column provides precise guidance for the movement of the bearing plate, avoiding the distortion of the automatic adjustment mechanism caused by the bearing plate offset, ensuring the accuracy of the buffer stiffness adjustment, while the elastic sleeve further absorbs the vibration energy of the bearing plate, reducing the impact of load fluctuations on the buffer structure, and protecting the connection between the guide column and the bearing plate, thus extending the service life of the structure. Beneficial effects

[0025] Compared with the prior art, the present invention provides an aviation container trailer trailer arm with buffering and shock absorption function, which has the following beneficial effects: This aviation container trailer boom with buffer and shock absorption function, through the setting of a buffer and shock absorption structure, when the trailer brakes, the huge inertial impact will force the inner boom core to move axially relative to the outer boom cylinder, thereby compressing the internal composite damping module. It can efficiently convert the impact kinetic energy into frictional heat energy and spring potential energy and dissipate it, reducing the impact force transmitted to the trailer and the container. Furthermore, through the working condition automatic adjustment mechanism, it can automatically adjust the preload or stiffness of the composite damping module according to whether the trailer body is unloaded or heavily loaded, ensuring that the optimal buffering effect can be obtained under any load conditions, avoiding the problem of excessive bumps when unloaded or insufficient buffering when heavily loaded. By setting up a buffer connection mechanism, when the vehicle turns or the road surface is uneven, the trailer arm body will generate deflection and torsional loads. At this time, the buffer connection mechanism can make small angular displacements in multiple directions, instead of the traditional rigid rotation. Furthermore, the flexible movement of the buffer connection mechanism can absorb the deflection energy, avoid stress concentration, and solve the problem of accelerated wear and breakage risk caused by frequent rigid torsion of the connection parts. Attached Figure Description

[0026] 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 and shock absorption structure in this invention; Figure 3 This is a top view of the composite damping module in this invention; Figure 4 This is a schematic diagram showing the connection between the bearing plate and the automatic working condition adjustment mechanism in this invention; Figure 5 This is a schematic diagram showing the connection between the inner arm core and the buffer connection mechanism in this invention; Figure 6 In this invention Figure 4 Enlarged view of point A in the middle; Figure 7 This is a schematic diagram of a partial connection between the inner arm core and the outer arm cylinder in this invention.

[0027] In the diagram: 1. Trailer platform body; 2. Trailer arm body; 3. Buffer and shock absorption structure; 31. Outer arm cylinder; 32. Inner arm core; 33. Buffer connection mechanism; 331. Mounting bracket; 332. End cap; 333. Connecting block; 334. Rubber-metal laminated composite damping block; 335. Elastic corrugated sleeve; 336. Composite bladder; 34. Automatic working condition adjustment mechanism; 341. Sliding rod; 342. Pressure ring; 343. Moving rod; 344. Driven wedge block; 345. Active wedge block; 346. Connecting rod; 35. Fixed rod; 36. Composite damping module; 361. Friction plate; 362. Butterfly spring assembly; 4. Bearing plate; 5. Pressure plate; 6. Guide rod; 7. Main buffer spring; 8. Moving ring; 9. Fixed ring; 10. Secondary buffer spring; 11. Tension spring; 12. Guide column; 13. Elastic sleeve. Detailed Implementation

[0028] 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.

[0029] Please see Figure 1-7 The aviation container trailer trailer arm with buffer and shock absorption function includes a trailer body 1 and a trailer arm body 2. The trailer arm body 2 is rotatably connected to the front side of the trailer body 1. A buffer and shock absorption structure 3 is bolted inside the trailer arm body 2, and the rear end of the buffer and shock absorption structure 3 extends to the bottom of the trailer body 1. A bearing plate 4 is movably installed on the top inside the trailer body 1. The buffer mechanism works in conjunction with the bearing plate 4. The buffer and shock absorption structure 3 includes an outer boom cylinder 31 and an inner boom core 32 slidably disposed inside the outer boom cylinder 31. The front end of the inner boom core 32 extends to the front side of the trailer boom body 2 and is bolted with a buffer connection mechanism 33. An automatic working condition adjustment mechanism 34 is slidably disposed on the rear side inside the outer boom cylinder 31 and is bolted to the bearing plate 4. A fixing rod 35 is bolted inside the outer boom cylinder 31, and a composite damping module 36 is slidably sleeved on the surface of the fixing rod 35. The two ends of the composite damping module 36 are respectively used in conjunction with the inner boom core 32 and the automatic working condition adjustment mechanism 34. By setting up the buffer and shock absorption structure 3, when the trailer brakes, the huge inertial impact will force the inner boom core 32 to move axially relative to the outer boom cylinder 31, thereby compressing the internal composite damping module 36, which can efficiently convert the impact kinetic energy. To dissipate frictional heat and spring potential energy, the impact force transmitted to the trailer platform and container is reduced. Furthermore, through the automatic working condition adjustment mechanism 34, the preload or stiffness of the composite damping module 36 can be automatically adjusted according to whether the trailer platform body 1 is unloaded or heavily loaded, ensuring optimal buffering effect under any load conditions and avoiding excessive bumps when unloaded or insufficient buffering when heavily loaded. By setting up the buffer connection mechanism 33, when the vehicle turns or the road surface is uneven, the trailer arm body 2 will generate deflection and torsional loads. At this time, the buffer connection mechanism 33 can make small angular displacements in multiple directions, rather than traditional rigid rotation. Moreover, the flexible movement of the buffer connection mechanism 33 can absorb deflection energy, avoid stress concentration, and solve the problem of accelerated wear and breakage risk caused by frequent rigid torsion of the connection parts.

[0030] The inner arm core 32 is bolted to the rear side with a pressure plate 5, and the inner arm core 32 works in conjunction with the composite damping module 36 through the pressure plate 5. The opposite ends of the automatic working condition adjustment mechanism 34 and the inner arm core 32 are both hollow. The automatic working condition adjustment mechanism 34 and the inner arm core 32 are slidably sleeved on the surface of the fixing rod 35, and the front side of the automatic working condition adjustment mechanism 34 contacts the composite damping module 36. The design of the pressure plate 5 increases the contact area of ​​the inner arm core 32, avoids the buffering force from being concentrated on a local area, reduces component wear, and extends service life. The hollow setting and sliding cooperation with the fixing rod 35 ensure that the movement of the automatic working condition adjustment mechanism 34 and the inner arm core 32 is not interfered with, while providing a stable installation reference for the buffer assembly and improving the overall structural integrity.

[0031] The pressure plate 5 has a guide rod 6 running through it in a ring shape. The two ends of the guide rod 6 are bolted to the inner wall of the composite damping module 36 and the outer arm cylinder 31, respectively. The surface of the guide rod 6 is fitted with a main buffer spring 7. The two ends of the main buffer spring 7 abut against the pressure plate 5 and the composite damping module 36, respectively. By setting the guide rod 6 and the main buffer spring 7, the guide rod 6 restricts the linearity of the movement of the pressure plate 5. The main buffer spring 7, as the main elastic energy storage element, is compressed or stretched when an impact occurs, storing and releasing energy. It works in conjunction with the composite damping module 36 to form a spring damping effect. The main buffer spring 7 provides a basic, linear restoring force. Combined with the nonlinear characteristics of the composite damping module 36, the buffering process is gentle at the beginning and powerful at the end, improving the buffering experience.

[0032] The composite damping module 36 includes several friction plates 361, with a butterfly spring group 362 arranged between two adjacent friction plates 361. Each butterfly spring group 362 consists of two butterfly springs stacked in opposite directions. By setting the composite damping module 36, when subjected to impact pressure, the butterfly spring group 362 undergoes elastic deformation to absorb impact energy. At the same time, relative sliding occurs between adjacent friction plates 361, and the impact energy is consumed through friction. This achieves the synergy of elastic buffering and damping energy consumption. By combining the elastic buffering of the butterfly springs with the damping energy consumption of the friction plates 361, the impact energy is absorbed quickly, the rebound speed is slowed down, secondary impacts are avoided, and the buffering effect is better.

[0033] The buffer connection mechanism 33 includes a mounting frame 331, which is bolted to the front side of the inner arm core 32. End caps 332 are bolted to the top and bottom of the mounting frame 331. A connecting block 333 is provided inside the mounting frame 331, and pin holes are provided inside both the connecting block 333 and the end caps 332. Several rubber-metal laminated composite damping blocks 334 are provided between the connecting block 333 and the inner wall of the mounting frame 331. Elastic corrugated sleeves 335 are fixedly connected to the top and bottom of the connecting block 333, and several composite capsules 336 are distributed circumferentially inside the elastic corrugated sleeves 335. The interior is filled with oil. A buffer connection mechanism 33 is set up, and the connecting block 333 is connected to the tractor through a pin. When deflection occurs, the connecting block 333 squeezes the rubber-metal laminated composite damping block 334 on one side. The latter dissipates energy through the elastic deformation of the rubber and the frictional heat generated by the metal layer. For more severe impacts, the elastic corrugated sleeve 335 deforms and squeezes the internal composite bladder 336. Additional hydraulic damping is generated through the flow of oil, realizing multi-level and efficient buffering of deflection impact. The rubber-metal laminated composite damping block 334 deals with normal deflection, and the hydraulic damping deals with severe impact. The division of labor is clear, and the effects are superimposed.

[0034] The inner boom core 32 and the outer boom cylinder 31 are respectively fitted with a movable ring 8 and a fixed ring 9. The front and rear sides of the movable ring 8 are bolted with auxiliary buffer springs 10. The side of the auxiliary buffer spring 10 closest to the fixed ring 9 and the inner wall of the trailer arm body 2 is bolted to both. By setting the movable ring 8, the fixed ring 9 and the auxiliary buffer spring 10, when the inner boom core 32 moves axially relative to the outer boom cylinder 31, it drives the movable ring 8 to compress or stretch the auxiliary buffer springs 10 on the front and rear sides. The auxiliary buffer spring 10 works in conjunction with the main buffer spring 7 to further absorb the impact energy. At the same time, the auxiliary buffer spring 10 provides auxiliary elastic force for the reset of the inner boom core 32 and slows down the rebound speed after the impact. Through the cooperation of the auxiliary buffer spring 10 and the main buffer assembly, a multi-level buffer is formed, which further improves the impact absorption capacity, reduces the damage of the impact force to the trailer arm and makes the buffering effect more significant.

[0035] The automatic adjustment mechanism 34 includes a sliding rod 341, which is slidably mounted on the surface of a fixed rod 35. A pressure ring 342 is bolted to the front side of the sliding rod 341, and the front side of the pressure ring 342 contacts the composite damping module 36. A moving rod 343 is bolted to the rear side of the sliding rod 341, and a driven wedge block 344 is bolted to the rear side of the moving rod 343. The top of the driven wedge block 344 contacts an active wedge block 345, and a connecting rod 346 is bolted to the top of the active wedge block 345. The top of the connecting rod 346 penetrates the trailer body 1 and is connected to... The bearing plate 4 is bolted together. By setting an automatic working condition adjustment mechanism 34, when the bearing plate 4 sinks due to the load weight, it drives the connecting rod 346 and the active wedge block 345 to move down. The inclined part of the active wedge block 345 pushes the driven wedge block 344, the moving rod 343 and the sliding rod 341 to move forward. This increases the pre-tightening force on the composite damping module 36 through the pressure plate 5, realizing automatic load sensing and adjustment. Under heavy load, the pre-tightening force increases, the buffer becomes "harder" and the support is better, while under no-load, the pre-tightening force decreases and the buffer becomes "softer", so as to adapt to different working conditions.

[0036] The driven wedge block 344 and the active wedge block 345 are both provided with inclined surfaces on opposite sides, and the driven wedge block 344 and the active wedge block 345 are slidably connected through the inclined surfaces. The design of the inclined surfaces makes the conversion of vertical force and horizontal force smoother, and the transmission process is free from obvious jamming, thereby improving the response speed and stability of the working condition adjustment.

[0037] Among them, the rear side of the pressure ring 342 is annularly bolted with a tension spring 11, and the other end of the tension spring 11 is bolted to the inner wall of the outer arm cylinder 31. By setting the tension spring 11, the tension spring 11 provides a force that always pulls the sliding rod 341 backward. When the load is reduced and the bearing plate 4 is raised, under the action of the reset force of the tension spring 11, the entire working condition automatic adjustment mechanism 34 can automatically return to its original position, reducing the pre-tightening force on the composite damping module 36.

[0038] Guide posts 12 are bolted to the four corners inside the trailer plate body 1. The top of the guide post 12 passes through the bearing plate 4 and is slidably connected to it. An elastic sleeve 13 is slidably sleeved on the bottom of the surface of the guide post 12. The top and bottom of the elastic sleeve 13 are connected to the bearing plate 4 and the inner wall of the trailer plate body 1, respectively. The guide post 12 provides precise guidance for the movement of the bearing plate 4, avoiding the bearing plate 4 from shifting and causing the automatic adjustment mechanism 34 to malfunction, thus ensuring the accuracy of the buffer stiffness adjustment. The elastic sleeve 13 further absorbs the vibration energy of the bearing plate 4, reduces the impact of load fluctuations on the buffer structure, and protects the connection between the guide post 12 and the bearing plate 4, extending the service life of the structure.

[0039] The working principle of this embodiment is as follows: The trailer plate 4 is fixed to the tractor unit via the pin hole of the buffer connection mechanism 33. When the trailer plate body 1 carries the container, the load plate 4 slides downward along the guide post 12 under load pressure, causing the connecting rod 346 and the active wedge block 345 to move downward. The active wedge block 345 pushes the driven wedge block 344 to move laterally through the inclined surface, thereby causing the moving rod 343, sliding rod 341, and pressure ring 342 to move forward, squeezing the composite damping module 36 and compressing the tension spring 11. The preload of the composite damping module 36 is automatically adjusted according to the load size. The preload increases under heavy load, and the tension spring 11 pulls the pressure ring 342 to reset under no-load conditions, reducing the preload. When the trailer brakes and generates an inertial impact, the inner arm core 32 slides axially relative to the outer arm cylinder 31, causing the movable ring 8 to compress the secondary buffer spring 10. Simultaneously, the pressure plate 5... The main buffer spring 7 compresses the composite damping module 36, causing the butterfly spring group 362 of the composite damping module 36 to undergo elastic deformation to absorb energy. The friction plates 361 generate relative sliding to dissipate the impact energy. At the same time, the main buffer spring 7 and the auxiliary buffer spring 10 work together with the composite damping module 36 to convert the impact kinetic energy into heat energy and elastic potential energy for dissipation, reducing the transmission of impact force. When the trailer arm deflects due to steering or uneven road surface, the connecting block 333 generates a small angular displacement relative to the mounting bracket 331, compressing the rubber-metal laminated composite damping block 334 on one side. The conventional deflection energy is dissipated through rubber deformation and friction with the metal layer. If the deflection impact is severe, the elastic corrugated sleeve 335 deforms accordingly, compressing the composite bladder 336 filled with oil. The oil flow generates hydraulic damping, achieving multi-stage buffering and avoiding rigid stress on the connection parts.

[0040] 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. An aviation container trailer trailer arm with buffer and shock absorption function, comprising a trailer body (1) and a trailer arm body (2), characterized in that: The trailer arm body (2) is rotatably connected to the front side of the trailer plate body (1). The trailer arm body (2) is bolted with a buffer and shock absorption structure (3), and the rear end of the buffer and shock absorption structure (3) extends to the bottom of the trailer plate body (1). A bearing plate (4) is movably provided on the top inside the trailer plate body (1). The buffer mechanism works in conjunction with the bearing plate (4). The buffer and shock absorption structure (3) includes an outer boom cylinder (31) and an inner boom core (32) slidably disposed inside the outer boom cylinder (31). The front end of the inner boom core (32) extends to the front side of the trailer arm body (2) and is bolted with a buffer connection mechanism (33). An automatic working condition adjustment mechanism (34) is slidably disposed on the rear side inside the outer boom cylinder (31), and the automatic working condition adjustment mechanism (34) is bolted to the bearing plate (4). A fixing rod (35) is bolted inside the outer boom cylinder (31), and a composite damping module (36) is slidably sleeved on the surface of the fixing rod (35). The two ends of the composite damping module (36) are used in conjunction with the inner boom core (32) and the automatic working condition adjustment mechanism (34), respectively.

2. The aircraft container trailer boom with buffer and shock absorption function according to claim 1, characterized in that: The inner arm core (32) is bolted with a pressure plate (5) on its rear side, and the inner arm core (32) is used in conjunction with the composite damping module (36) through the pressure plate (5). The opposite ends of the automatic working condition adjustment mechanism (34) and the inner arm core (32) are both hollow. The automatic working condition adjustment mechanism (34) and the inner arm core (32) are both slidably sleeved on the surface of the fixed rod (35), and the front side of the automatic working condition adjustment mechanism (34) is in contact with the composite damping module (36).

3. The aviation container trailer boom with buffer and shock absorption function according to claim 2, characterized in that: The pressure plate (5) has a guide rod (6) running through its interior in a ring shape. The two ends of the guide rod (6) are respectively bolted to the inner wall of the composite damping module (36) and the outer arm cylinder (31). The surface of the guide rod (6) is fitted with a main buffer spring (7). The two ends of the main buffer spring (7) abut against the pressure plate (5) and the composite damping module (36) respectively.

4. The aircraft container trailer boom with buffer and shock absorption function according to claim 1, characterized in that: The composite damping module (36) includes several friction plates (361), and a butterfly spring group (362) is provided between two adjacent friction plates (361). Each butterfly spring group (362) is composed of two butterfly springs stacked in opposite directions.

5. The aircraft container trailer boom with buffer and shock absorption function according to claim 1, characterized in that: The buffer connection mechanism (33) includes a mounting frame (331), which is bolted to the front side of the inner arm core (32). The top and bottom of the mounting frame (331) are bolted with end caps (332). The mounting frame (331) is provided with a connecting block (333), and the connecting block (333) and the end cap (332) are provided with pin holes. A number of rubber-metal laminated composite damping blocks (334) are provided between the connecting block (333) and the inner wall of the mounting frame (331). The top and bottom of the connecting block (333) are fixedly connected with elastic corrugated sleeves (335), and a number of composite bladders (336) are distributed in a circumferential direction inside the elastic corrugated sleeves (335). The composite bladders (336) are filled with oil.

6. The aircraft container trailer boom with buffer and shock absorption function according to claim 1, characterized in that: The middle part of the inner arm core (32) and the front end of the surface of the outer arm cylinder (31) are respectively fitted with a movable ring (8) and a fixed ring (9). The front and rear sides of the movable ring (8) are both bolted with a secondary buffer spring (10), and the secondary buffer spring (10) is bolted to the fixed ring (9) and the inner wall of the trailer arm body (2) on the side close to the fixed ring (9) and the two respectively.

7. The aircraft container trailer boom with buffer and shock absorption function according to claim 1, characterized in that: The automatic adjustment mechanism (34) includes a sliding rod (341), which is slidably mounted on the surface of a fixed rod (35). A pressure ring (342) is bolted to the front side of the sliding rod (341), and the front side of the pressure ring (342) contacts the composite damping module (36). A moving rod (343) is bolted to the rear side of the sliding rod (341), and a driven wedge block (344) is bolted to the rear side of the moving rod (343). The top of the driven wedge block (344) contacts an active wedge block (345), and a connecting rod (346) is bolted to the top of the active wedge block (345). The top of the connecting rod (346) passes through the trailer plate body (1) and is bolted to the bearing plate (4).

8. The aircraft container trailer boom with buffer and shock absorption function according to claim 7, characterized in that: The driven wedge block (344) and the active wedge block (345) are provided with inclined surfaces on opposite sides, and the driven wedge block (344) and the active wedge block (345) are slidably connected through the inclined surfaces.

9. The aviation container trailer boom with buffer and shock absorption function according to claim 7, characterized in that: The rear side of the pressure ring (342) is annularly bolted with a tension spring (11), and the other end of the tension spring (11) is bolted to the inner wall of the outer arm cylinder (31).

10. The aviation container trailer boom with buffer and shock absorption function according to claim 1, characterized in that: Guide posts (12) are bolted to the four corners inside the trailer body (1), and the top of the guide post (12) passes through the bearing plate (4) and is slidably connected to it. An elastic sleeve (13) is slidably sleeved on the bottom of the surface of the guide post (12), and the top and bottom of the elastic sleeve (13) are respectively connected to the bearing plate (4) and the inner wall of the trailer body (1).

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