Multi-vehicle type adaptive towing chassis transfer equipment

Abstract

This invention discloses a multi-vehicle-compatible trailer chassis transfer device, comprising a rigid load-bearing frame, a traveling assembly, an adaptive positioning assembly, a traction adaptation assembly, and a load-bearing support assembly. The outline dimensions of the rigid load-bearing frame are adapted to the longitudinal beam spacing of the trailer chassis to avoid interference with the fork arm movement trajectory. The traveling assembly consists of a steering traveling unit and a straight-line traveling unit, working together to achieve flexible steering and stable straight-line travel. The adaptive positioning assembly includes an adjustable limiting unit and a height positioning unit. The adjustable limiting unit can be adjusted and locked along the length of the load-bearing frame to adapt to multiple chassis specifications, while the height positioning unit increases the equipment's ground clearance. The load-bearing support assembly is adapted to the load-bearing parts of the trailer chassis for contact support. This invention achieves rapid adaptation to multiple vehicle models, completely eliminates the risk of fork arm interference, improves the safety and convenience of high-suspension chassis transfer, while reducing investment in special tooling and optimizing production management efficiency.

Description

Technical Field

[0001] This invention belongs to the field of automotive technology. Specifically, this invention relates to a trailer chassis transfer device that is compatible with multiple vehicle models. Background Technology

[0002] In the field of RV transportation and related material transfer, transport vehicles play a vital role in enhancing transportation flexibility and applicability due to their towing capability. The chassis structure of the transport vehicle, as the core foundation for bearing loads, connecting components, and enabling the movement of actuators such as forklifts, directly affects the transport vehicle's ease of operation, driving safety, vehicle compatibility, and production management efficiency.

[0003] However, existing technologies related to transport vehicle chassis still have many defects and shortcomings that need to be addressed in practical applications, which seriously restrict their industrialization and market application.

[0004] First, structural interference is a prominent issue in existing technologies, representing a core defect affecting the normal operation of the trailer. Specifically, there is an overlap between the layout design of the bottom crossbeams of the trailer chassis, the spacing of the frame longitudinal beams, and the movement trajectory of the forklifts. This problem is particularly evident during critical movements such as extension, retraction, and lifting of the forklifts, making them highly susceptible to hard collisions with chassis reinforcing ribs, connecting supports, and other structures. This structural interference not only leads to difficulties in positioning and operational jamming during loading operations, affecting loading efficiency, but also causes wear and tear on the chassis structure and deformation and damage to the forklifts, directly threatening the driving safety of the trailer and significantly shortening the service life of the trailer.

[0005] Secondly, the extremely poor vehicle versatility is a key flaw in existing technology, severely limiting the applicable scenarios for transport vehicles. Current chassis structures are mostly designed specifically for small vehicles of certain sizes and wheelbases, lacking the ability to be compatible with chassis from different brands and levels. To adapt to the transport needs of different vehicle models, companies need to design separate chassis frames for each model and readjust the fork arm mounting positions. This results in frequent changes to production tooling during the production process, and each tooling can only be used for a single vehicle model, demonstrating a severe lack of versatility.

[0006] The aforementioned core and critical defects further exacerbate difficulties in production and on-site management. On the one hand, due to the diverse needs for vehicle adaptation, companies need to customize various specialized tooling, including positioning tooling, welding tooling, and assembly tooling. This not only significantly increases equipment procurement costs but also raises tooling maintenance costs. On the other hand, storing multiple specialized toolings simultaneously requires a large amount of production space, and the tooling changeover process is time-consuming, severely slowing down the production cycle and reducing overall production efficiency. In addition, to meet the production needs of multiple vehicle models, companies also need to stock chassis components and tooling of different specifications, further exacerbating the inventory backlog problem, leading to chaotic on-site production management, high space occupancy rates, and low production scheduling efficiency.

[0007] This invention provides a towable chassis transfer device that is compatible with multiple vehicle models, particularly focusing on how to improve versatility to meet the production and transfer needs of multi-vehicle, high-suspension towable caravans. Summary of the Invention

[0008] The present invention aims to at least solve one of the technical problems existing in the prior art. To this end, the present invention provides a multi-vehicle-compatible trailer chassis transfer device, with the purpose of improving versatility and meeting the production and transfer needs of multi-vehicle, high-suspension trailer caravans.

[0009] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is: a multi-vehicle-compatible trailer chassis transfer device, comprising: The rigid load-bearing frame has its outline dimensions adapted to the longitudinal beam spacing of the trailer chassis to be transported, so as to avoid the movement trajectory of the trailer chassis's fork arms. The walking assembly includes a steering walking unit and a straight walking unit, which are respectively mounted on the bottom of the rigid load-bearing frame. The steering walking unit has an omnidirectional steering function, and the straight walking unit has a linear guiding function. The two work together to realize the steering and straight movement of the equipment. An adaptive positioning component includes a height positioning unit and an adjustable limiting unit. The top of the rigid load-bearing frame is provided with a positioning assembly part and a guide adjustment part. The height positioning unit is detachably assembled to the positioning assembly part and has a preset ground clearance to increase the overall ground clearance of the equipment. The adjustable limiting unit is slidably assembled to the guide adjustment part and can be adjusted and locked along the length direction of the rigid load-bearing frame to adapt to different specifications of trailer chassis. A traction adapter assembly is rotatably connected to the front end of the rigid load-bearing frame. The traction adapter assembly is provided with a quick-connect section for detachable docking with external traction equipment. A load-bearing support assembly is disposed on top of the rigid load-bearing frame and is used to form surface contact support with the load-bearing parts of the trailer chassis.

[0010] The rigid load-bearing frame is a beam-type frame structure, welded from high-strength alloy steel; the mounting brackets of the steering and traveling units and the straight-traveling units are fixed to the bottom of the rigid load-bearing frame by full welding, and the weld strength grade is not lower than level two.

[0011] Both the steering and straight-line walking units include wheels and mounting frames. The wheels are integrally formed from a high-wear-resistant and elastic material, and the wheels and corresponding mounting frames are detachably connected by high-strength fasteners. The wheels of the straight-line walking unit are arranged in a parallel configuration.

[0012] The high-strength fastener is an M10 bolt; the high-wear-resistant elastic material is polyurethane with a Shore hardness of 85D.

[0013] The steering and walking units are symmetrically arranged on both sides of the front end of the rigid load-bearing frame and have a 360° steering function; the straight-walking units are symmetrically arranged on both sides of the rear end of the rigid load-bearing frame.

[0014] The traction adapter component is welded from Q345 material, and its rear end is hinged to the front end of the rigid load-bearing frame via a pin. The quick connection part is a perforated plate structure with a hole diameter of 25mm, which is used to achieve quick insertion and quick removal connection with external traction equipment via a pin.

[0015] The height positioning unit is made of 45 steel with heat treatment and has a galvanized anti-rust layer on the surface; the height positioning unit and the positioning assembly part of the rigid load-bearing frame are interference fit, and the top of the unit is provided with a tapered guide structure; the preset ground clearance of the height positioning unit is not less than 630mm.

[0016] The adjustable limiting unit includes two symmetrically arranged limiting blocks. The adjustable limiting unit is provided with a locking assembly, which includes a locking bolt for locking the adjustable limiting unit at the target position of the guide adjustment part.

[0017] The limiting block is made of lightweight polymer material, and the weight of a single limiting block does not exceed 1.5kg; the adjustable limiting unit has an adjustment stroke range of 500-1500mm.

[0018] The load-bearing support component is formed by welding square tubes, and its top is provided with an arc-shaped support surface that is adapted to the load-bearing part of the trailer chassis. The load-bearing support components are arranged in four groups, which are symmetrically distributed in the four corner areas of the top of the rigid load-bearing frame.

[0019] The bottom of the load-bearing support component is fixed to the top of the rigid load-bearing frame at a predetermined position by bevel welding, and the weld height is not less than 10mm.

[0020] The rigid load-bearing frame is further provided with a reinforcing component, which is a reinforcing web welded to the inside of the rigid load-bearing frame. The material of the reinforcing web is the same as that of the rigid load-bearing frame, and the thickness is not less than 8mm.

[0021] The multi-model adaptable trailer chassis transfer equipment of the present invention can improve versatility, meet the production and transfer needs of multi-model and high-suspension trailer caravans, greatly improve installation efficiency, significantly enhance climbing performance on various road sections in the factory, completely solve the fork arm interference problem, optimize transfer performance and durability, and reduce production site management costs. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the structure of the multi-vehicle-compatible trailer chassis transfer equipment of the present invention; The markings in the above figures are as follows: 1: Rigid bearing frame; 2: Traction adapter component; 3: Rotary shaft; 4: Steering and traveling unit; 5: Height positioning unit; 6: Limit block; 7: Bearing support component; 8: Straight traveling unit. Detailed Implementation

[0023] To facilitate understanding of the present invention, a more comprehensive description of the present invention will be given below with reference to the accompanying drawings, which illustrate several embodiments of the present invention. However, the present invention can be implemented in different forms and is not limited to the embodiments described in the text. Rather, these embodiments are provided to make the disclosure of the present invention more thorough and complete.

[0024] It should be noted that when an element is referred to as being "fixed to" another element, it can be directly on the other element or there may be an intervening element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "upper," "lower," and similar expressions used in this document are for illustrative purposes only.

[0025] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly associated with those skilled in the art to which this invention pertains. The terminology used herein in the specification of this invention is for the purpose of describing particular embodiments and is not intended to limit the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0026] like Figure 1 As shown, this embodiment of the invention provides a multi-vehicle-compatible trailer chassis transfer device, comprising: The rigid load-bearing frame 1 has its outline dimensions adapted to the longitudinal beam spacing of the trailer chassis to be transported, so as to avoid the movement trajectory of the trailer chassis's fork arm. The walking assembly includes a steering walking unit 4 and a straight walking unit 8. The steering walking unit 4 and the straight walking unit 8 are respectively mounted on the bottom of the rigid load-bearing frame 1. The steering walking unit 4 has an omnidirectional steering function, and the straight walking unit 8 has a linear guiding function. The two work together to realize the steering and straight movement of the equipment. The adaptive positioning component includes a height positioning unit 5 and an adjustable limiting unit. The top of the rigid load-bearing frame 1 is provided with a positioning assembly part and a guide adjustment part. The height positioning unit 5 is detachably assembled to the positioning assembly part and has a preset ground clearance to increase the overall ground clearance of the equipment. The adjustable limiting unit is slidably assembled to the guide adjustment part and can be adjusted and locked along the length direction of the rigid load-bearing frame 1 to adapt to different specifications of trailer chassis. The traction adapter 2 is rotatably connected to the front end of the rigid load-bearing frame 1. The traction adapter 2 is equipped with a quick-connect section for detachable docking with external traction equipment; and The load-bearing support component 7 is located on top of the rigid load-bearing frame 1 and is used to form a surface contact support with the load-bearing part of the trailer chassis.

[0027] Specifically, in this embodiment of the invention, a production transfer device is provided that can meet the needs of multiple vehicle models and high-suspension trailer caravans. It is mainly used for the transfer of trailer chassis and assembly station relocation within a factory area, solving the technical defects of traditional transfer tooling such as poor vehicle compatibility, scratches during inclines, and fork arm interference. It combines flexibility and versatility. It can resolve issues such as inconvenient installation due to structural limitations, uneven crossing, the incompatibility of transfer tooling for different vehicle models, and interference between the fork arm and crossbeam.

[0028] By designing the effective ground height to 630mm, which is about 300mm higher than the conventional 300-400mm, the ground clearance and climbing and departure angle of the transfer equipment are significantly increased. At the same time, the low resistance of the polyurethane wheels reduces the traction load, preventing the chassis from scraping against the road surface when the trolley is transferring on uphill sections or raised surfaces in the factory area.

[0029] The design incorporates two left and right limiting blocks 6: featuring a sliding and adjustable design, allowing for flexible adjustment of the limiting support points according to the length of different vehicle models, adapting to various vehicle chassis. The rigid load-bearing frame 1 is designed with dimensions strictly controlled within the range of the longitudinal beam dimensions of the trailer chassis, ensuring that the extension, retraction, and lifting trajectories of the rigid load-bearing frame 1 and the trailer chassis fork arms have no overlapping areas. Simultaneously, the installation positions of the limiting blocks 6 and support rods avoid the fork arm movement path, directly avoiding interference points from a structural design perspective, ensuring smooth loading operations, and preventing deformation of the fork arms or chassis structural components.

[0030] The design facilitates maintenance and replacement, and the high wear resistance of the polyurethane wheel body reduces the frequency of replacement, further reducing on-site scheduling and inventory pressure, and optimizing workshop layout and operational efficiency.

[0031] In this embodiment of the invention, the rigid load-bearing frame 1 serves as the core load-bearing structure of the entire vehicle, such as... Figure 1 As shown, the rigid load-bearing frame 1 is a beam-type frame structure, welded from high-strength alloy steel. Its overall design dimensions are no larger than the longitudinal beam dimensions of the trailer chassis to be transported, reserving sufficient operating space for the subsequent extension and lifting movements of the fork arms and avoiding movement interference. The mounting brackets of the steering and traveling unit 4 and the straight-traveling unit 8 are both fixed to the bottom of the rigid load-bearing frame 1 using a full welding process, with the weld strength grade not lower than level two, ensuring no risk of weld cracking during load-bearing. The top of the rigid load-bearing frame 1 has several pre-set positioning holes and guide grooves. The positioning holes are used to install positioning pins, and the guide grooves are used to assemble the left and right limit blocks 6. At the same time, support rods are welded and fixed at the pre-set positions on the top, forming a complete load-bearing and positioning system.

[0032] In this embodiment of the invention, both the steering and traveling unit 4 and the straight-line traveling unit 8 include wheels and mounting frames. The wheels are integrally formed from a high-wear-resistant elastic material, and the wheels and corresponding mounting frames are detachably connected by high-strength fasteners. The wheels of the straight-line traveling unit 8 are arranged in a parallel configuration. The high-strength fasteners are M10 bolts; the high-wear-resistant elastic material is polyurethane with a Shore hardness of 85D, possessing both low rolling resistance and high wear resistance, making it adaptable to various road conditions within the factory area, such as cement roads and steel plate spliced ​​roads.

[0033] like Figure 1 As shown, the wheel frame and wheel of the steering and travel unit 4 are detachably connected via M10 high-strength bolts. The wheel set of the straight-line travel unit 8 is a dual-wheel parallel structure, also detachably connected to the wheel frame via M10 high-strength bolts, facilitating quick replacement of worn wheels. In terms of overall layout, the two steering and travel units 4 are symmetrically arranged on both sides of the front end of the rigid load-bearing frame 1, providing 360° steering capability and flexible steering ability for the entire vehicle; the two straight-line travel units 8 are symmetrically arranged on both sides of the rear end of the rigid load-bearing frame 1, maintaining linear motion stability. Together, they achieve the vehicle's flexible steering and stable straight-line motion characteristics.

[0034] In embodiments of the present invention, such as Figure 1 As shown, the traction adapter 2 is installed at the front end of the rigid load-bearing frame 1. The traction adapter 2 is made of Q345 material and welded together, possessing high strength and impact resistance. The rear end of the traction adapter 2 is hinged to the front end of the rigid load-bearing frame 1 via a pin. The quick-connect part is a perforated plate structure with a hole diameter of 25mm, used for quick insertion and removal connection with external traction equipment via the pin. Adopting the pin quick-insert and quick-remove design, operators can quickly connect external traction equipment (such as forklift booms or tow hooks) to the traction adapter 2, enabling rapid towing and movement of the entire vehicle.

[0035] In embodiments of the present invention, such as Figure 1 As shown, the height positioning unit 5 consists of two vertically arranged positioning pins. The height positioning unit 5 is made of 45# steel with a heat-treated surface and a galvanized anti-rust layer. The positioning assembly of the height positioning unit 5 and the rigid load-bearing frame 1 is an interference fit, and its top has a tapered guide structure. The preset ground clearance of the height positioning unit 5 is no less than 630mm. The diameter of the height positioning unit 5 is an interference fit with the diameter of the preset positioning hole on the top of the rigid load-bearing frame 1 to ensure tightness after installation. The height positioning unit 5 is vertically installed at the preset hole on the top of the rigid load-bearing frame 1, raising its effective ground height to 630mm, which is approximately 300mm higher than the 300-400mm height of traditional transfer fixtures. The tapered guide structure at the top of the height positioning unit 5 facilitates precise alignment during trailer lifting. Its main function is to fix the relative position of the trailer and the transfer equipment, preventing movement caused by road bumps or turning during transfer.

[0036] In embodiments of the present invention, such as Figure 1 As shown, the adjustable limiting unit includes two symmetrically arranged limiting blocks 6. The adjustable limiting unit is provided with a locking assembly, which includes a locking bolt for locking the adjustable limiting unit at the target position of the guide adjustment part. The guide adjustment part is a guide groove provided on the top of the rigid bearing frame 1.

[0037] In this embodiment of the invention, the limiting block 6 is made of lightweight polymer material, with a single limiting block 6 weighing no more than 1.5 kg, facilitating manual adjustment by the operator. The left and right limiting blocks 6 are positioned on the same horizontal line perpendicular to the length direction of the rigid support frame 1. The left and right limiting blocks 6 are slidably connected to guide grooves provided on the top of the rigid support frame 1, allowing free back-and-forth adjustment along the length direction of the rigid support frame 1. The adjustment range of the limiting blocks 6 is 500-1500 mm, adaptable to trailer chassis of different lengths. Locking bolts are provided on the sides of the limiting blocks 6. When the limiting block 6 slides to the target limiting position, tightening the locking bolts fixes it in the guide groove, achieving left and right limiting support for different types of trailer chassis and preventing lateral displacement of the chassis during transport.

[0038] In this embodiment of the invention, the load-bearing support component 7 is a support rod formed by welding square tubing. The top of the support rod, based on the structural shape of the towed chassis bracket, has an arc-shaped support surface adapted to the load-bearing part of the towed chassis, reducing local pressure and preventing damage to the chassis bracket during the support process. For example... Figure 1 As shown, four sets of load-bearing support components 7 are provided, with two load-bearing support components 7 symmetrically distributed in the four corner areas at the top of the rigid load-bearing frame 1.

[0039] In this embodiment of the invention, the bottom of the load-bearing support component 7 is fixed to the top of the rigid load-bearing frame 1 at a predetermined position by bevel welding, and the weld height is not less than 10mm. Each set of transfer equipment is equipped with 4 sets of support rods, which are symmetrically distributed at the four corners of the top of the rigid load-bearing frame 1 to directly support the bracket parts of the towing chassis and provide a stable support base for the chassis.

[0040] In this embodiment of the invention, the rigid load-bearing frame 1 is further provided with a reinforcing component, which is a reinforcing web welded to the inner side of the rigid load-bearing frame 1. The material of the reinforcing web is the same as that of the rigid load-bearing frame 1, and the thickness is not less than 8mm.

[0041] The workflow of this trailer chassis transfer equipment mainly includes four stages: vehicle model adaptation and adjustment, positioning and loading, transfer operation, and wheel set replacement and maintenance. The specific operating steps, technical conditions, and working principles of each stage are as follows: 1. Vehicle model adaptation adjustment; For trailer chassis of different lengths to be transported, the operator first loosens the M10 locking bolts on the sides of the left and right limit blocks 6, allowing the left and right limit blocks 6 to slide along the guide groove. Then, according to the actual length of the trailer chassis, the left and right limit blocks 6 are slid to the preset limit position. The standard for determining this limit position is that the inner side of the left and right limit blocks 6 is tightly fitted with the outer side of the longitudinal beam of the trailer chassis without any gaps or wobbling. Finally, the M10 locking bolts are tightened to complete the fixing of the left and right limit blocks 6. If the length of the trailer chassis to be transported is too long, resulting in insufficient load-bearing strength of the rigid load-bearing frame 1, two reinforcement schemes can be adopted: Scheme 1 is to weld a reinforcing web plate on the inner side of the rigid load-bearing frame 1. The web plate material is the same as that of the rigid load-bearing frame 1, and the web plate thickness is 8mm. This increases the bending strength of the crossbeam by increasing the moment of inertia of the cross section. Scheme 2 is to directly replace the rigid load-bearing frame 1 with a larger cross section to ensure that the load-bearing capacity of the crossbeam meets the weight requirements of the chassis. The adjustment process requires no special tools and can be completed by a single person in no more than 10 minutes, effectively enabling rapid adaptation to multiple vehicle models.

[0042] 2. Positioning and loading; First, start the hoisting equipment in the factory area to lift the trailer chassis to be transferred directly above the transfer equipment. During hoisting, keep the chassis level, with the hoisting height ideally 50-100mm between the bottom of the chassis and the top of the support rods. Then, slowly lower the chassis, ensuring the chassis's brackets precisely align with the arc-shaped support structure at the top of the support rods, guaranteeing effective contact between all four support rods and the chassis brackets. Once the chassis is stable, the operator vertically inserts the height positioning unit 5 into the pre-set hole at the top of the rigid load-bearing frame 1. The tapered guide structure of the height positioning unit 5 guides it quickly into the positioning hole on the chassis, achieving relative fixation between the trailer chassis and the transfer equipment and preventing movement during transfer. Finally, insert the connecting pin of the external traction equipment into the perforated plate structure at the front of the traction adapter assembly 2 to complete the traction connection. This completes the positioning and loading operation of the trailer chassis.

[0043] 3. Transfer operations; Before starting the transfer operation, the operator needs to check the connection status of each component: confirm that the locking bolts of the left and right limit blocks 6 are not loose, the height positioning unit 5 is installed in place, and the traction adapter component 2 is firmly connected to the external traction equipment. Then, start the external traction equipment, and use the 360° steering flexibility of the steering and walking unit 4, combined with the linear motion stability of the straight-line walking unit 8, to achieve steering and straight-line control of the whole vehicle; the low rolling resistance characteristics of the polyurethane wheel body can effectively reduce the traction load. Compared with the traditional rubber wheel body, the traction resistance is reduced by about 30%, allowing the transfer equipment to easily cope with the uphill sections (maximum climbing angle of 15°) or raised road surfaces in the factory area. During the transfer process, because the dimensions of the rigid load-bearing frame 1 are strictly controlled within the range of the longitudinal beam dimensions of the trailer chassis, and the installation positions of the limiting block 6 and the support rod avoid the movement trajectory of the fork arm, the chassis fork arm can freely extend, retract, and lift without worrying about structural interference. At the same time, the effective ground height of the height positioning unit 5 is increased to 630mm, significantly increasing the ground clearance and climbing / departure angle of the transfer equipment, preventing the chassis bottom from scraping against the road surface, and ensuring the safety and stability of the transfer process. After the transfer equipment reaches the target assembly station, the traction equipment is stopped, the height positioning unit 5 is removed, and the hoisting equipment is restarted to lift the chassis, completing the unloading of the chassis.

[0044] 4. Wheelset replacement and maintenance; When the polyurethane wheels of the steering unit 4 or the straight-line unit 8 show wear (wear depth exceeding 5mm) or damage, they must be replaced promptly. The replacement process does not require disassembling the wheel frame; simply use a wrench to loosen the M10 high-strength bolts securing the wheel to the frame, remove the worn old wheel, then install the new polyurethane wheel in the preset position on the frame and tighten the M10 high-strength bolts. The entire replacement process takes only 5 minutes for a single operator, effectively reducing maintenance costs and downtime. The high wear resistance of the polyurethane wheels extends their service life, approximately doubling it compared to traditional rubber wheels, further reducing maintenance frequency.

[0045] The trailer chassis transfer device of this invention, through the above-described structural design and workflow, effectively solves many defects existing in the prior art and achieves significant technical effects: 1. Technical effectiveness in solving difficulties in chassis installation and hill-climbing transportation. This solution increases the effective ground height of the height positioning unit 5 to 630mm, approximately 300mm higher than conventional transfer fixtures. This significantly increases the ground clearance and climbing / departure angle of the transfer equipment, allowing the trolley to easily traverse 15° inclines or uneven surfaces within the factory area, completely eliminating the risk of scraping between the trailer chassis and the road surface. Simultaneously, the low rolling resistance of the polyurethane wheels reduces traction load and energy consumption of the traction equipment. The ample ground clearance also provides workers with sufficient operating space to assemble chassis components, avoiding installation obstacles caused by insufficient operating space, thus improving assembly efficiency by approximately 40%.

[0046] 2. Technical benefits in resolving the incompatibility between multiple vehicle models This solution employs a sliding adjustment design for the left and right limit blocks 6, with an adjustment range of 500-1500mm. This allows for compatibility with various length specifications of trailer chassis, eliminating the need for customized transfer fixtures for different vehicle models, reducing redundant fixtures and lowering equipment procurement costs by approximately 50%. Simultaneously, the reinforceable design of the rigid load-bearing frame 1 (by welding the web or replacing the crossbeam model) ensures load-bearing stability for extra-long vehicle chassis, further expanding the applicability of the vehicle and achieving the technical goal of "one vehicle, multiple uses."

[0047] 3. Technical effects of solving the fork arm interference problem This design strictly controls the dimensions of the rigid load-bearing frame 1 to be no larger than the longitudinal beam dimensions of the trailer chassis, and optimizes the installation positions of the limiting block 6 and support rod to completely avoid the extension, retraction, and lifting trajectories of the fork arm, thus completely eliminating the risk of fork arm interference from a structural design perspective. This design eliminates the need for additional fixing or disassembly of the fork arm during transport, ensuring smooth loading and transport operations, preventing deformation of the fork arm or chassis structural components due to interference, and reducing the chassis damage rate.

[0048] 4. The technical effects of optimizing production site management The multi-vehicle compatibility design reduces the number of specialized tooling fixtures, lowers the storage space required for tooling, and optimizes the workshop layout. The detachable connection design between the steering and traveling units 4 and the straight-line traveling unit 8 facilitates quick wheel replacement and maintenance, reducing equipment downtime. The high wear resistance of the polyurethane wheels extends their service life and reduces spare parts inventory pressure. These design features comprehensively improve the plant's production efficiency, reduce production and management costs, and demonstrate significant economic benefits.

[0049] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution of the present invention, or the direct application of the inventive concept and technical solution of the present invention to other occasions without modification, are all within the protection scope of the present invention.

Claims

1. A multi-vehicle type adapted trailer chassis transfer apparatus, characterized in that, include: A rigid load-bearing frame, the outline of which is adapted to the longitudinal beam spacing of the trailer to be transported; The walking assembly includes a steering walking unit and a straight-line walking unit, which are respectively assembled at the bottom of the rigid load-bearing frame; An adaptive positioning component includes a height positioning unit and an adjustable limiting unit. The height positioning unit is detachably assembled to the positioning assembly and has a preset ground clearance. The adjustable limiting unit is slidably assembled to the guide adjustment part and can be adjusted and locked along the length of the rigid load-bearing frame to adapt to different specifications of trailer chassis. A traction adapter assembly is rotatably connected to the front end of the rigid load-bearing frame; as well as A load-bearing support assembly is disposed on top of the rigid load-bearing frame and is used to form surface contact support with the load-bearing parts of the trailer chassis.

2. The multi-vehicle application trailer chassis transfer apparatus of claim 1, wherein, The rigid load-bearing frame is a beam-type frame structure, welded from high-strength alloy steel; the mounting brackets of the steering and traveling units and the straight-traveling units are fixed to the bottom of the rigid load-bearing frame by full welding, and the weld strength grade is not lower than level two.

3. Multi-vehicle type adapted trailer chassis transfer device according to claim 1 or 2, characterized in that Both the steering and straight-line walking units include wheels and mounting frames. The wheels are integrally formed from a high-wear-resistant and elastic material, and the wheels and corresponding mounting frames are detachably connected by high-strength fasteners.

4. The multi-vehicle adapted trailer chassis transfer apparatus of claim 3, wherein, The high wear-resistant elastic material is polyurethane, with a Shore hardness of 85D.

5. Multi-vehicle type adapted trailer chassis transfer apparatus according to any one of claims 1 to 4, characterized in that The steering and walking units are symmetrically arranged on both sides of the front end of the rigid load-bearing frame and have a 360° steering function; the straight-walking units are symmetrically arranged on both sides of the rear end of the rigid load-bearing frame.

6. Multi-vehicle type adapted trailer chassis transfer apparatus according to any one of claims 1 to 4, characterized in that The height positioning unit is made of 45 steel with heat treatment and has a galvanized anti-rust layer on the surface; the height positioning unit and the positioning assembly part of the rigid load-bearing frame are interference fit, and the top of the unit is provided with a tapered guide structure; the preset ground clearance of the height positioning unit is not less than 630mm.

7. The multi-vehicle-compatible trailer chassis transfer equipment according to any one of claims 1 to 6, characterized in that, The adjustable limiting unit includes two symmetrically arranged limiting blocks. The adjustable limiting unit is provided with a locking assembly, which includes a locking bolt for locking the adjustable limiting unit at the target position of the guide adjustment part.

8. The multi-vehicle-compatible trailer chassis transfer equipment according to claim 7, characterized in that, The limiting block is made of lightweight polymer material, and the weight of a single limiting block does not exceed 1.5kg; the adjustable limiting unit has an adjustment stroke range of 500-1500mm.

9. The multi-vehicle-compatible trailer chassis transfer equipment according to any one of claims 1 to 8, characterized in that, The load-bearing support component is formed by welding square tubes, and its top is provided with an arc-shaped support surface that is adapted to the load-bearing part of the trailer chassis. The load-bearing support components are arranged in four groups, which are symmetrically distributed in the four corner areas of the top of the rigid load-bearing frame.

10. The multi-vehicle-compatible trailer chassis transfer equipment according to claim 9, characterized in that, The bottom of the load-bearing support component is fixed to the top of the rigid load-bearing frame at a predetermined position by bevel welding, and the weld height is not less than 10mm.

Images