Semi-trailer tank and its running gear

Abstract

The application relates to a semi-trailer tank truck and a walking mechanism thereof. The walking mechanism of the semi-trailer tank truck comprises a plurality of walking units arranged in sequence and at intervals along the front-rear direction. Each walking unit comprises a first connecting body, a first rotary support, a wheel assembly and a driving mechanism. The top of the first connecting body is connected with a tank body, and the bottom is provided with a first connecting part. The first rotary support comprises a first inner support ring and a first outer support ring which are relatively rotatable, and one of the first inner support ring and the first outer support ring is detachably connected with the first connecting part. The wheel assembly comprises a wheel support and a walking wheel set, the wheel support is detachably connected with the other one of the first inner support ring and the first outer support ring, and the walking wheel set is arranged at the bottom of the wheel support. The driving mechanism is drivingly connected with the first rotary support or the wheel support, and is used for driving the wheel assembly to rotate relative to the first connecting body. The walking mechanism has high steering flexibility and maneuverability, helps to prolong the service life of the walking wheel, avoids abnormal tire wear and serious wear, avoids a large turning radius and fuel consumption increase.

Description

Technical Field

[0001] This invention relates to the field of mobile storage container technology, and in particular to a semi-trailer tanker and its traveling mechanism. Background Technology

[0002] Mobile storage containers are widely used for transporting various liquid, gaseous, or powdery materials, such as fuel oil, chemical products, food, and liquefied gases. In existing technologies, these mobile containers generally adopt the following structural form: a complete frame beam is installed under the container body, and the running mechanism is connected to the container via a subframe, with the container, frame, and running mechanism forming an independent load-bearing system. However, this connection structure between the container and the running mechanism is complex, resulting in a large overall vehicle weight and a high center of gravity.

[0003] Meanwhile, the load-bearing axles of traditional traveling mechanisms typically lack independent rotational displacement capabilities, relying solely on the steering of the tractor unit to change direction. When the vehicle turns, the wheels of the traveling mechanism are forced to slip laterally, resulting in severe tire wear, leading to a large turning radius, abnormal and severe tire wear, and increased fuel consumption. Summary of the Invention

[0004] One objective of this invention is to overcome the shortcomings of the prior art and provide a semi-trailer tanker truck and its traveling mechanism. To solve the above-mentioned technical problems, this invention adopts the following technical solution:

[0005] A traveling mechanism for a semi-trailer tanker is provided, which is installed at the bottom of the rear side of the tank body of the semi-trailer tanker; the traveling mechanism includes multiple traveling units arranged at intervals along the front-rear direction, each traveling unit comprising: The first connector has its top connected to the tank body and its bottom provided with a first connecting part; The first slewing bearing includes a first inner support ring and a first outer support ring that rotate relative to each other, and one of the first inner support ring and the first outer support ring is detachably connected to the first connecting portion. A wheel assembly, comprising a wheel bracket and a set of wheels, wherein the wheel bracket is detachably connected to another of a first inner support ring and a first outer support ring, and the set of wheels is disposed at the bottom of the wheel bracket. A drive mechanism, which is driven to a first slewing bearing or wheel bracket, and is used to drive the wheel assembly to rotate relative to the first connecting body.

[0006] In one embodiment, the first connector is configured as a hollow shell structure with openings at both ends. The top opening of the first connector matches and is fixedly connected to the bottom wall of the tank. The first connecting part is located at the bottom opening of the first connector.

[0007] In one embodiment, the first connecting part is configured as an annular flange structure, which is vertically connected to the bottom end of the first connecting body and protrudes from the outer peripheral surface of the first connecting body. The first connecting part has multiple connecting holes evenly spaced, each of which is used to insert a fastener.

[0008] In one embodiment, the inner wall of the first connector is provided with reinforcing ribs; and / or A reinforcing pad is provided between the first connector and the tank body.

[0009] In one embodiment, the first connector is configured as a hollow cone structure or a hollow cylinder structure that extends axially in the vertical direction.

[0010] In one embodiment, the first connecting portion is detachably connected to the first outer support ring, and the wheel bracket is detachably connected to the first inner support ring. The drive mechanism includes a drive component, a drive gear, and a gear ring. The drive component is mounted on the first connecting body, the drive gear is connected to the output shaft of the drive component, and the gear ring is disposed on the inner surface of the first inner support ring and meshes with the drive gear. The drive component can drive the drive gear to rotate, thereby driving the first inner support ring to rotate.

[0011] In one embodiment, the first slewing bearing further includes rolling elements disposed between the first inner bearing ring and the first outer bearing ring.

[0012] In one embodiment, the wheel assembly includes a suspension assembly disposed between the wheel bracket and the running wheelset.

[0013] A semi-trailer tanker includes a tank body, a front-end connecting mechanism located at the bottom of the front side of the tank body, and a traveling mechanism as described in any one of the above. The front-end connection mechanism includes a second connecting body, a second slewing bearing, and a connecting seat. The top of the second connecting body is connected to the tank body, and the bottom of the second connecting body is provided with a second connecting part. The second slewing bearing includes a second inner support ring and a second outer support ring that rotate relative to each other. One of the second inner support ring and the second outer support ring is detachably connected to the second connecting part. The top of the connecting seat is detachably connected to the other of the second inner support ring and the second outer support ring. The bottom of the connecting seat is provided with a traction pin for connecting to an external tractor.

[0014] In one embodiment, the semi-trailer includes a locking structure disposed between the second connector and the connector seat, and is used to lock the connector seat relative to the second connector.

[0015] In one embodiment, the semi-trailer includes a damping structure disposed between a second inner support ring and a second outer support ring, and for providing damping for the relative rotation of the second inner support ring and the second outer support ring.

[0016] In one embodiment, the structure of the second connector is the same as that of the first connector; The specifications and model of the second slewing bearing are the same as those of the first slewing bearing.

[0017] In one embodiment, the semi-trailer tanker includes: A first angle sensor is disposed between the first connector and the wheel assembly and is used to detect the angle of rotation of the wheel assembly relative to the first connector. The second angle sensor is disposed between the second connector and the connector seat and is used to detect the angle of rotation of the connector seat relative to the second connector. The semi-trailer includes a control system, which is electrically connected to the drive mechanism of each traveling unit. The first angle sensor and the second angle sensor are electrically connected to the control system.

[0018] As can be seen from the above technical solution, the present invention has at least the following advantages and positive effects: In this invention, the semi-trailer tanker's running gear comprises multiple independently arranged running units. These units are spatially independent, and there are no through longitudinal beams rigidly connecting them. This helps reduce structural redundancy, lighten the overall vehicle weight, and improve the steering flexibility and maneuverability of each running unit. Compared to the traditional method of connecting the running gear with the main and subframes, this invention uses a first connector to connect the wheel assembly and the tank. The height of this first connector can be designed to be relatively low, thereby helping to lower the vehicle's center of gravity and improve driving stability.

[0019] Each traveling unit's wheel assembly has an independent 360° horizontal steering function, which helps adapt to different driving modes of the semi-trailer, enabling diversified driving and improving the semi-trailer's maneuverability. Each traveling unit can actively displace via the first slewing bearing to a direction tangential to the driving trajectory, ensuring all traveling wheels are essentially in a pure rolling state. This helps extend the service life of the traveling wheels, avoids abnormal and severe tire wear, and prevents problems such as large turning radius and increased fuel consumption. Attached Figure Description

[0020] Figure 1 This is a front view schematic diagram of a semi-trailer tanker truck according to an embodiment of the present invention.

[0021] Figure 2 yes Figure 1 The diagram shows a side view of the semi-trailer tanker.

[0022] Figure 3 yes Figure 2 The diagram shows the structural connection between the traveling unit and the bottom of the tank.

[0023] Figure 4 yes Figure 3 A schematic cross-sectional view of the first slewing bearing in the structure shown.

[0024] Figure 5 yes Figure 1 The diagram shows the structure of the semi-trailer tanker truck's connection mechanism to the front end.

[0025] Figure 6 yes Figure 5 A schematic cross-sectional view of the second slewing bearing in the structure shown.

[0026] Figure 7 This is a schematic diagram of the driving mode of a semi-trailer tanker truck according to one embodiment of the present invention.

[0027] Figure 8 This is a schematic diagram of the driving mode of a semi-trailer tanker truck according to another embodiment of the present invention.

[0028] Figure 9 This is a schematic diagram of the driving mode of a semi-trailer tanker truck according to another embodiment of the present invention.

[0029] The annotations in the attached figures are explained as follows: 10 - Tank body; 20-Walking mechanism; 21-Front unit; 22-Middle unit; 23-Rear unit; 30-Traveling unit; 31-First connecting body; 311-First connecting part; 32-First slewing bearing; 321-First inner support ring; 322-First outer support ring; 323-Rolling element; 33-Wheel assembly; 331-Wheel bracket; 332-Traveling wheel set; 333-Suspension assembly; 34-Drive mechanism; 341-Drive component; 342-Drive gear; 343-Gear ring; 35-First angle sensor; 40 - Front-end connecting mechanism; 41 - Second connecting body; 411 - Second connecting part; 42 - Second slewing bearing; 421 - Second inner support ring; 422 - Second outer support ring; 43 - Connecting seat; 431 - Traction pin; 44 - Locking structure; 441 - Telescopic component; 442 - Locking wheel; 443 - Locking tooth ring; 45 - Damping structure; 46 - Second angle sensor. Detailed Implementation

[0030] Typical embodiments embodying the features and advantages of the present invention will be described in detail in the following description. It should be understood that the present invention can have various variations in different embodiments without departing from the scope of the present invention, and the descriptions and illustrations herein are for illustrative purposes only and not intended to limit the present invention.

[0031] In the description of this application, it should be understood that, in the embodiments shown in the accompanying drawings, the indications of direction or positional relationships (such as up, down, left, right, front, and back, etc.) are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. These descriptions are appropriate when these elements are in the positions shown in the accompanying drawings. If the description of the positions of these elements changes, these directional indications also change accordingly.

[0032] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the stated features. In the description of this application, "a plurality of" means two or more, unless otherwise explicitly specified.

[0033] Please see Figure 1 As shown, the semi-trailer tanker of this embodiment includes a tank body 10, a traveling mechanism 20 located at the bottom of the rear side of the tank body 10, and a front end connecting mechanism 40 located at the bottom of the front side of the tank body 10.

[0034] The tank body 10 can be designed with reference to existing carrying containers, and can be used to store and transport various liquid, gaseous, or powdery materials, depending on the specific circumstances. For example, the tank body 10 may include a cylindrical body and two end caps located at both ends of the cylindrical body. The cross-sectional shape of the cylindrical body can be circular, elliptical, or square-round, etc. The end caps can be butterfly end caps or elliptical end caps, etc.

[0035] refer to Figure 1 The tank body 10 is arranged horizontally, with its axis extending in the front-to-back direction. It is worth noting that in this invention, the front-to-back direction refers to the straight-line travel direction of the semi-trailer tanker. The left-to-right direction refers to the horizontal direction perpendicular to the front-to-back direction, and the up-down direction refers to the vertical direction perpendicular to the front-to-back direction.

[0036] like Figure 1 As shown, the traveling mechanism 20 is located at the bottom of the rear side of the tank 10, and its main function is to support the weight of the tank 10 and its contents and ensure vehicle movement. For example, the traveling mechanism 20 may include a plurality of traveling units 30 arranged sequentially at intervals in the front-rear direction.

[0037] Optionally, the number of walking units 30 can be two or three. Each walking unit 30 is spaced apart from the others and operates independently.

[0038] See Figure 2 and Figure 3 Each traveling unit 30 includes a first connecting body 31, a first slewing bearing 32, a wheel assembly 33, and a drive mechanism 34. The first connecting body 31 is primarily used to connect the traveling unit 30 to the tank 10. The top of the first connecting body 31 is connected to the tank 10, and the bottom is provided with a first connecting portion 311.

[0039] Optionally, the first connector 31 is configured as a hollow shell structure with openings at both ends. The top opening of the first connector 31 is fitted and fixed to the bottom wall of the tank 10. The top opening of the first connector 31 can be fitted and welded to the bottom wall of the tank 10.

[0040] Optionally, a reinforcing pad may be provided between the first connector 31 and the tank 10. The reinforcing pad may be embedded in the bottom of the tank 10 or integrally formed with the bottom of the tank 10. The reinforcing pad can help enhance the connection strength between the first connector 31 and the tank 10, improve the connection reliability between the first connector 31 and the tank 10, and reduce stress concentration.

[0041] Optionally, if necessary, a locally thickened area or reinforcing rib grid may be provided at the bottom of the tank body 10 corresponding to the first connecting body 31 to locally enhance the structural strength of the tank body 10 and improve structural reliability.

[0042] In this embodiment, the first connector 31 is a hollow structure with openings at both ends, and its internal cavity can serve as an installation space for arranging and installing equipment such as the drive mechanism 34. The openings at both ends and the internal cavity of the first connector 31 can form a channel for wiring. Thus, the first connector 31 not only serves as the link between the traveling unit 30 and the tank 10, but also protects the equipment and electrical wiring harnesses, preventing exposed damage to the equipment and electrical wiring harnesses, thereby improving the protection level.

[0043] refer to Figure 2 Optionally, the shape of the first connector 31 can be cone-shaped or cylindrical. That is, in some embodiments, the first connector 31 can be a hollow cone structure or a hollow cylinder structure that extends vertically along the axis.

[0044] In one embodiment, the inner wall of the first connector 31 is provided with reinforcing ribs. The reinforcing ribs may extend along the generatrix of the hollow cone structure or the hollow cylinder structure. Alternatively, the reinforcing ribs may be arranged in a spiral shape. The reinforcing ribs help to enhance the structural strength of the first connector 31, ensuring that the structural strength of the first connector 31 meets the usage requirements.

[0045] See Figure 3 The first connecting portion 311 is located at the bottom opening of the first connecting body 31. Optionally, the first connecting portion 311 is configured as an annular flange structure, which is vertically connected to the bottom of the first connecting body 31 and protrudes from the outer peripheral surface of the first connecting body 31. Multiple connecting holes are evenly distributed on the first connecting portion 311, each hole being used to insert a fastener. The fastener can be a high-strength bolt.

[0046] It is understood that in other embodiments, the first connecting portion 311 can be configured as other structures capable of detachable connection. For example, the first connecting portion 311 can be configured as a bolted connecting disc structure, which can be detachably connected to one of the first inner support ring 321 and the first outer support ring 322 of the first slewing bearing 32 via bolts. Alternatively, the first connecting portion 311 includes a flange and a clamp connecting seat, the flange being disposed at the bottom opening of the first connecting body 31, which can be detachably connected to one of the first inner support ring 321 and the first outer support ring 322 of the first slewing bearing 32 via the clamp connecting seat.

[0047] In this invention, the first slewing bearing 32 is mainly used to connect the wheel assembly 33 to the first connecting body 31 and to enable 360° horizontal rotation. For example, see... Figure 2 and Figure 3 The first slewing bearing 32 includes a first inner support ring 321 and a first outer support ring 322 that rotate relative to each other. One of the first inner support ring 321 and the first outer support ring 322 is detachably connected to the first connecting portion 311. The other of the first inner support ring 321 and the first outer support ring 322 is used for detachable connection to the wheel assembly 33.

[0048] Optionally, the first slewing bearing 32 further includes a rolling element 323, which is disposed between the first inner support ring 321 and the first outer support ring 322. The rolling element 323 can be a ball, roller, or similar material. The rolling element 323 can convert the sliding friction between the first inner support ring 321 and the first outer support ring 322 into rolling friction, thereby helping to reduce the resistance to relative rotation between the first inner support ring 321 and the first outer support ring 322, and helping to ensure the accuracy and flexibility of the rotational movement of the first slewing bearing 32.

[0049] For example, the first slewing bearing 32 can be a single-row four-point contact ball slewing bearing, a double-row ball slewing bearing, or a cross roller slewing bearing.

[0050] In this embodiment, the wheel assembly 33 and the first connecting body 31 are connected by the first slewing bearing 32. The first slewing bearing 32 can simultaneously bear axial force (vertical load from the tank 10 and the cargo), radial force (lateral force from the vehicle turning), and overturning moment (tilting moment caused by uneven road surface). It integrates load-bearing and rotation functions, thereby realizing the integrated load-bearing and rotation connection between the wheel assembly 33 and the first connecting body 31, and is conducive to improving the steering smoothness and accuracy of the wheel assembly 33.

[0051] See Figure 2 The wheel assembly 33 includes a wheel bracket 331 and a set of wheels 332. The wheel bracket 331 is detachably connected to another of the first inner support ring 321 and the first outer support ring 322. The set of wheels 332 is disposed at the bottom of the wheel bracket 331.

[0052] Optionally, the wheel set 332 may include four wheels arranged in pairs, and the two sets of wheels may be symmetrically arranged on both sides of the bottom of the wheel bracket 331.

[0053] See Figure 2 In one embodiment, the wheel assembly 33 includes a suspension assembly 333 disposed between the wheel bracket 331 and the set of running wheels 332. Optionally, each set of running wheels can be connected to the bottom of the wheel bracket 331 via the suspension assembly 333.

[0054] Optionally, the suspension assembly 333 may employ spring elements (such as air springs or leaf springs) and shock absorbers. The suspension assembly 333 can absorb and dampen the impacts and vibrations caused by uneven road surfaces, ensuring vehicle stability and cargo safety.

[0055] See Figure 3 In one embodiment, the first connecting part 311 is detachably connected to the first outer support ring 322, and the wheel bracket 331 is detachably connected to the first inner support ring 321.

[0056] Optionally, the first outer support ring 322 may have multiple through holes corresponding to the multiple connecting holes on the first connecting part 311. By using high-strength bolts to pass through the connecting holes and the corresponding through holes in sequence, a detachable connection between the first connecting part 311 and the first outer support ring 322 can be achieved.

[0057] Optionally, the wheel bracket 331 can be configured as a ring structure, which may have multiple through holes for fasteners. The first inner support ring 321 may have multiple fastening holes corresponding to the multiple through holes on the wheel bracket 331. By using high-strength bolts to pass through the through holes and the corresponding fastening holes in sequence, a detachable connection can be achieved between the wheel bracket 331 and the first inner support ring 321.

[0058] It is understood that in other embodiments, the first connecting portion 311 may also be detachably connected to the first inner support ring 321, and the wheel bracket 331 may be detachably connected to the first outer support ring 322. The specific configuration may vary depending on the circumstances.

[0059] See Figure 3 The drive mechanism 34 is driven to connect with the first slewing bearing 32 or the wheel bracket 331, and is used to drive the wheel assembly 33 to rotate relative to the first connecting body 31. Optionally, the drive mechanism 34 may be driven to connect with the support ring of the first slewing bearing 32 that is connected to the wheel bracket 331, such as the first inner support ring 321, to drive the first inner support ring 321 to rotate, thereby driving the wheel assembly 33 to rotate as a whole.

[0060] For example, such as Figure 3 and Figure 4 As shown, the drive mechanism 34 may include a drive element 341, a drive gear 342, and a gear ring 343. The drive element 341 is mounted on the first connecting body 31. The drive element 341 may be a drive motor or a hydraulic motor, etc. The drive element 341 may be fixedly installed in a cavity inside the first connecting body 31.

[0061] A drive gear 342 is connected to the output shaft of the drive member 341, and a gear ring 343 is disposed on the inner surface of the first inner support ring 321 and meshes with the drive gear 342. The drive member 341 can drive the drive gear 342 to rotate, thereby driving the first inner support ring 321 to rotate. Thus, through the connection and cooperation of the drive member 341, the drive gear 342, and the gear ring 343, the rotation of the first inner support ring 321 relative to the first outer support ring 322 can be realized, thereby achieving 360° steering of the wheel assembly 33 relative to the first connecting body 31. This drive mechanism 34 has a simple structure, mature technology, and reliable transmission, which can help ensure the precise and reliable steering of the wheel assembly 33.

[0062] It is understood that in other embodiments, when the wheel bracket 331 is detachably connected to the first outer support ring 322, the drive mechanism 34 may be drivenly connected to the first outer support ring 322. Alternatively, the drive mechanism 34 may also be drivenly connected to the wheel bracket 331 to directly drive the wheel assembly 33 to rotate. The specific configuration can be adjusted according to actual circumstances.

[0063] In embodiments of the present invention, the traveling mechanism 20 includes multiple traveling units 30 arranged at intervals and independent of each other. Each traveling unit 30 is independently connected to the tank body 10 through its own first connecting body 31. The traveling units 30 are spatially independent of each other, and there is no through longitudinal beam to rigidly connect the traveling units 30 to each other, which helps to reduce structural redundancy, reduce the weight of the whole vehicle, and improve the steering flexibility and maneuverability of each traveling unit 30.

[0064] Compared to the traditional method of connecting the main and sub-frames to the running gear, the present invention uses a first connector 31 to connect the wheel assembly 33 and the tank 10. The height of the first connector 31 can be designed to be lower, which helps to lower the center of gravity of the vehicle and improve driving stability.

[0065] Each traveling unit 30 can achieve 360° horizontal steering of its respective wheel assembly 33 through its first slewing bearing 32 and drive mechanism 34. That is, each traveling unit 30's wheel assembly 33 has an independent 360° horizontal steering function, which helps adapt to different driving modes of the semi-trailer tanker, facilitating diversified driving modes and improving the semi-trailer tanker's maneuverability. Each traveling unit 30 can actively displace to a direction tangential to the driving trajectory via its first slewing bearing 32, ensuring all traveling wheels are essentially in a pure rolling state. This helps extend the service life of the traveling wheels, avoids abnormal and severe tire wear, and prevents problems such as large turning radius and increased fuel consumption.

[0066] See Figure 1 As shown, the front-end connecting mechanism 40 is located at the bottom of the front side of the tank 10, and its main purpose is to connect with the tractor to transmit traction force. For example, as... Figure 5 As shown, the front-end connecting mechanism 40 includes a second connecting body 41, a second slewing bearing 42, and a connecting seat 43. The top of the second connecting body 41 is connected to the tank body 10, and the bottom of the second connecting body 41 is provided with a second connecting part 411.

[0067] Optionally, the structure of the second connector 41 is the same as that of the first connector 31. For example, the second connector 41 can be a hollow cone structure or a hollow cylinder structure with openings at both ends. Reinforcing ribs can be provided on the inner wall of the second connector 41. The top opening of the second connector 41 can be fitted and welded to the bottom wall of the tank 10.

[0068] Optionally, when the first connector 31 and the second connector 41 are respectively hollow conical structures, their taper can be set to 1:4 to 1:12. The larger end of the first connector 31 and the second connector 41 can be connected to the bottom of the tank 10, and the smaller end can be respectively provided with a first connecting part 311 and a second connecting part 411.

[0069] The first connector 31 and the second connector 41 adopt a hollow conical structure or a hollow cylindrical structure, which can help optimize the mechanical transmission and avoid stress concentration. They also help to smoothly distribute the concentrated load from the corresponding slewing bearing to a large area at the bottom of the tank 10, which is beneficial to extending the fatigue life of the connection.

[0070] Alternatively, in other embodiments, the smaller end of the first connector 31 and the second connector 41 can be connected to the bottom of the tank 10 and the bottom of the container, and the larger end can be provided with the first connector 311 and the second connector 411 respectively.

[0071] See Figure 5 The second connecting part 411 is disposed at the bottom opening of the second connecting body 41. The second connecting part 411 can be configured as an annular flange structure, which is vertically connected to the bottom of the second connecting body 41 and protrudes from the outer peripheral surface of the second connecting body 41. The second connecting part 411 can be provided with a plurality of connecting holes evenly spaced for fasteners to pass through.

[0072] In this embodiment, the first connector 31 and the second connector 41 can adopt the same structural form, and the first connector 311 and the second connector 411 can adopt the same structural form and interface size, which can help to achieve the standardization of parts and facilitate the modular manufacturing and assembly of various parts of the semi-trailer tanker.

[0073] like Figure 5 As shown, the second slewing bearing 42 is mainly used to connect the connecting seat 43 and the second connecting body 41 and to enable 360° horizontal rotation. For example, the second slewing bearing 42 includes a second inner support ring 421 and a second outer support ring 422 that rotate relative to each other. One of the second inner support ring 421 and the second outer support ring 422 is detachably connected to the second connecting portion 411; for example, the second outer support ring 422 can be detachably connected to the second connecting portion 411.

[0074] The top of the connecting seat 43 is detachably connected to the other of the second inner support ring 421 and the second outer support ring 422. For example, the top of the connecting seat 43 may be detachably connected to the second inner support ring 421.

[0075] Optionally, rolling elements, such as balls or rollers, may be provided between the second inner support ring 421 and the second outer support ring 422. Optionally, the second slewing bearing 42 may be a single-row four-point contact ball slewing bearing or a crossed roller slewing bearing.

[0076] In one embodiment, the specifications of the second slewing bearing 42 can be the same as those of the first slewing bearing 32. This can help to achieve component standardization and reduce mold costs, procurement costs, and spare parts inventory costs.

[0077] refer to Figure 5 As shown, the connecting seat 43 is mainly used to achieve docking connection with an external tractor. For example, the bottom of the connecting seat 43 is provided with a towing pin 431 for connecting with an external tractor.

[0078] In the embodiments of the present invention, the connecting seat 43 can rotate horizontally 360° relative to the tank body 10 via the second slewing bearing 42. The second slewing bearing 42 can simultaneously withstand the axial tensile force (up to tens of tons), radial force (lateral force in curves), and overturning moment (tilting moment caused by uneven road surface) from the external tractor, thereby helping to improve the load-bearing capacity of the front connecting mechanism 40, eliminate traction connection constraints, and unleash omnidirectional steering potential. When the connecting seat 43 is connected to the external tractor, and a relative angle is generated between the external tractor and the tank body 10, since the connecting seat 43 can rotate relative to the tank body 10, the relative rotational freedom constraints between the tank body 10 and the external tractor can be eliminated, allowing the tank body 10 to rotate freely relative to the external tractor. Combined with the independent omnidirectional horizontal steering function of each traveling unit 30, it helps to realize the semi-trailer tank truck's crab-walking, turning on the spot, and other maneuvers that traditional tank trucks cannot perform, resulting in a qualitative leap in the maneuverability of the semi-trailer tank truck.

[0079] When the connecting seat 43 is connected to the external tractor, and a relative angle is generated between the external tractor and the tank 10, the connecting seat 43 can rotate freely with the relative angle between the external tractor and the tank 10. The traction force is always transmitted along the centerline of the connecting seat 43, thereby eliminating the lateral component force and additional torque generated by the traditional fixed connecting seat in the curve, and reducing the wear between the connecting seat 43 and the tractor seat of the external tractor. The connecting seat 43 can rotate relative to the tank 10, allowing the tank 10 to follow the trajectory of the external tractor more naturally in the curve, reducing the lateral force generated by the constraint of the traction point, thereby helping to reduce the overall driving resistance and energy consumption.

[0080] See Figure 5 and Figure 6 In one embodiment, the semi-trailer includes a locking structure 44 disposed between the second connector 41 and the connector 43, and used to lock the connector 43 relative to the second connector 41.

[0081] Optionally, the locking structure 44 may include a telescopic member 441, a locking wheel 442 connected to the end of the telescopic member 441, and a locking toothed ring 443 disposed on the inner surface of the second inner support ring 421. The telescopic member 441 is fixedly mounted on the second connecting body 41, and the outer periphery of the locking wheel 442 is provided with a toothed structure that meshes with the locking toothed ring 443. The telescopic member 441 can drive the locking wheel 442 to move radially along the second inner support ring 421 to approach or move away from the second inner support ring 421, so that the locking wheel 442 can engage with the locking toothed ring 443 to lock the relative movement between the connecting seat 43 and the second connecting body 41, or so that the locking wheel 442 can disengage from the locking toothed ring 443 to release the locking of the relative movement between the connecting seat 43 and the second connecting body 41.

[0082] In this embodiment, by providing a locking structure 44, the relative movement between the connecting seat 43 and the second connecting body 41 can be locked as needed, that is, the rotation function of the second slewing bearing 42 can be locked as needed, thereby helping to improve the driving safety and maneuverability of the semi-trailer tanker. For example, when the semi-trailer tanker is traveling at high speed, the connecting seat 43 can be locked in a position that is displaced in the same direction as the axial direction of the tank body 10 to ensure straight-line driving stability; when maneuvering at low speed, it can be automatically unlocked to achieve flexible displacement.

[0083] refer to Figure 5 In one embodiment, the semi-trailer includes a damping structure 45 disposed between a second inner support ring 421 and a second outer support ring 422, and for providing damping for relative rotation of the second inner support ring 421 and the second outer support ring 422.

[0084] Optionally, the damping structure 45 may include a sealing ring and damping oil filled between the second inner support ring 421 and the second outer support ring 422. The sealing ring is used to seal the gap between the second inner support ring 421 and the second outer support ring 422 to prevent oil leakage. It is understood that in other embodiments, the damping structure 45 may also adopt other structural forms. For example, the damping structure 45 may employ mechanical friction damping, that is, a friction element may be provided between the second inner support ring 421 and the second outer support ring 422 to provide a certain frictional damping.

[0085] In this embodiment, by providing a damping structure 45, the relative rotation between the second inner support ring 421 and the second outer support ring 422 can be damped, thereby helping to absorb impacts and suppress vibrations, and improving the operational stability of the second slewing bearing 42.

[0086] It is understood that in other embodiments, damping structures such as damping oil and sealing rings may also be provided on the first slewing bearing 32, depending on the specific circumstances.

[0087] See Figure 3 and Figure 5 In one embodiment, the semi-trailer includes a first angle sensor 35 and a second angle sensor 46. The first angle sensor 35 is disposed between the first connector 31 and the wheel assembly 33 and is used to detect the angle of rotation of the wheel assembly 33 relative to the first connector 31. The second angle sensor 46 is disposed between the second connector 41 and the connecting seat 43 and is used to detect the angle of rotation of the connecting seat 43 relative to the second connector 41.

[0088] In some embodiments, the semi-trailer includes a control system, which is electrically connected to the drive mechanism 34 of each walking unit 30, and the first angle sensor 35 and the second angle sensor 46 are electrically connected to the control system.

[0089] Optionally, the control system can also be connected to a driving monitoring system on an external tractor to obtain the tractor's direction and speed signals.

[0090] In this invention, the control system can calculate and control the independent displacement direction of each traveling unit 30 in real time based on the tractor's direction angle, speed, tank body 10 posture, and connecting seat 43 rotation angle, realizing various displacement modes such as follow-up displacement, reverse displacement, crab mode, and center rotation mode. For example, when the traveling mechanism 20 has two traveling units 30, the control system can be configured such that the front traveling unit 30 moves in the same direction as the tractor, and the rear traveling unit 30 moves in the opposite direction to the tractor, achieving optimal turning maneuverability for the semi-trailer tanker.

[0091] For example, when the control system detects that the semi-trailer's speed exceeds a set value, it can control the drive mechanism 34 of each traveling unit 30 to stop working, thereby locking the rotation function of each first slewing bearing 32 and ensuring that each traveling unit 30 maintains axial displacement in the same direction as the tank body 10; simultaneously, it controls the locking structure 44 to lock the rotation function of the second slewing bearing 42, maintaining axial displacement of the connecting seat 43 in the same direction as the tank body 10, thus helping to ensure the stability of the semi-trailer's high-speed straight-line travel. When the semi-trailer is engaged in reverse gear, the control system can control and coordinate the steering angle of each first slewing bearing 32, cooperating with the free rotation function of the second slewing bearing 42 of the front connecting mechanism 40 to achieve smooth reversing.

[0092] In other embodiments, reference is made to Figure 7 When the traveling mechanism 20 has two traveling units 30, such as a front unit 21 and a rear unit 23, the control system can be configured such that both the front unit 21 and the rear unit 23 are displaced perpendicular to the axial direction of the tank body 10, thereby facilitating the "crab-like" movement of the semi-trailer tanker.

[0093] In other embodiments, reference is made to Figure 8 When the traveling mechanism 20 has three traveling units 30, such as the front unit 21, the middle unit 22, and the rear unit 23, the control system can be configured such that all three traveling units 30 rotate in the same direction as the tractor, thereby facilitating the following displacement travel of the semi-trailer tanker.

[0094] In other embodiments, reference is made to Figure 9 When the traveling mechanism 20 has three traveling units 30, such as the front unit 21, the middle unit 22, and the rear unit 23, the control system can be configured such that the middle unit 22 moves in the same direction as the tank body 10, and the front unit 21 and the rear unit 23 move in the same direction as the tractor, thereby helping to achieve the center rotation travel of the semi-trailer tanker.

[0095] The semi-trailer tanker and its traveling mechanism according to embodiments of the present invention include multiple independently arranged traveling units. These traveling units are spatially independent and are rigidly connected without a through longitudinal beam, thus reducing structural redundancy, lightening the overall vehicle weight, and improving the steering flexibility and maneuverability of each traveling unit. Compared to the traditional method of connecting the traveling mechanism with the main and subframes, the present invention uses a first connecting body to connect the wheel assembly and the tank body. The height of the first connecting body can be designed to be relatively low, thereby helping to lower the overall vehicle center of gravity and improve driving stability.

[0096] Each traveling unit's wheel assembly has an independent 360° horizontal steering function, which helps adapt to different driving modes of the semi-trailer, enabling diversified driving and improving the semi-trailer's maneuverability. Each traveling unit can actively displace via the first slewing bearing to a direction tangential to the driving trajectory, ensuring all traveling wheels are essentially in a pure rolling state. This helps extend the service life of the traveling wheels, avoids abnormal and severe tire wear, and prevents problems such as large turning radius and increased fuel consumption.

[0097] The semi-trailer tanker and its traveling mechanism of this invention feature independently connected traveling units, coupled with independent suspension assemblies. This helps optimize the load distribution on each traveling wheel, effectively solving common problems of tire wear and braking abnormalities caused by uneven load distribution in multi-traveling-unit systems. By setting up a first and second slewing bearing, along with angle sensors and a control system, high-precision closed-loop steering control can be achieved. The control system can monitor the actual steering angle and traction pin rotation angle of each wheel assembly in real time, compare them with the target angle, and automatically correct deviations to ensure that each traveling wheel accurately tracks the driving trajectory.

[0098] The semi-trailer tanker and its running gear of this invention employ hollow first and second connecting bodies, which helps to achieve lightweighting of the overall vehicle structure and reduces fuel consumption. Compared to the traditional structure where the main and subframes connect the running wheels, this invention uses a first connecting body to connect the wheel assembly and the tank body. The height of the first connecting body can be designed to be lower, and the overall center of gravity of the vehicle can be lowered by approximately 100mm to 200mm compared to the traditional structure. Combined with independent suspension for each running unit, this significantly improves the vehicle's driving stability and substantially reduces the risk of rollover.

[0099] The semi-trailer tanker and its traveling mechanism of this invention, through the use of a first slewing bearing and a second slewing bearing in conjunction with various angle sensors and a control system, can achieve flexible steering and improve transportation efficiency. The first and second connecting bodies have identical structures, and the first and second slewing bearings are of the same model, thus achieving a high degree of structural standardization, which helps reduce manufacturing and maintenance costs, as well as spare parts inventory costs. The first connecting part is connected to the first slewing bearing, and the first slewing bearing is connected to the wheel assembly using fasteners; the second connecting part is connected to the second slewing bearing, and the second slewing bearing is connected to the connecting seat using fasteners. This allows for fully modular assembly, facilitating the parallel processing of tank manufacturing, traveling mechanism assembly, and front-end connecting mechanism assembly, shortening the manufacturing cycle. When a traveling unit or front-end connecting mechanism malfunctions, it can be replaced entirely by simply disassembling the fasteners, thus significantly reducing maintenance time and difficulty.

[0100] The above embodiments are merely illustrative examples of structures. The structures in each embodiment are not fixed combinations. In the absence of structural conflicts, the structures in multiple embodiments can be arbitrarily combined and used.

[0101] Although the invention has been described with reference to several typical embodiments, it should be understood that the terminology used is illustrative and exemplary, and not restrictive. Since the invention can be embodied in many forms without departing from the spirit or essence of the invention, it should be understood that the above embodiments are not limited to any of the foregoing details, but should be interpreted broadly within the spirit and scope defined by the appended claims. Therefore, all variations and modifications falling within the scope of the claims or their equivalents should be covered by the appended claims.

Claims

1. A running gear for a semi-trailer tanker truck, configured at the bottom rear of the tank body of the semi-trailer tanker truck; characterized in that, The walking mechanism includes a plurality of walking units arranged at intervals along the front-back direction, and each walking unit includes: A first connector is connected to the tank body at its top, and a first connecting part is provided at the bottom of the first connector. The first slewing bearing includes a first inner support ring and a first outer support ring that rotate relative to each other, and one of the first inner support ring and the first outer support ring is detachably connected to the first connecting portion. A wheel assembly including a wheel bracket and a set of wheels, the wheel bracket being detachably connected to another of the first inner support ring and the first outer support ring, and the set of wheels being disposed at the bottom of the wheel bracket; A drive mechanism is driven to connect to the first slewing bearing or the wheel bracket and is used to drive the wheel assembly to rotate relative to the first connecting body.

2. The traveling mechanism of the semi-trailer tanker according to claim 1, characterized in that, The first connector is configured as a hollow shell structure with openings at both ends. The top opening of the first connector matches and is fixedly connected to the bottom wall of the tank. The first connecting part is located at the bottom opening of the first connector.

3. The traveling mechanism of the semi-trailer tanker according to claim 2, characterized in that, The first connecting part is configured as an annular flange structure, which is vertically connected to the bottom end of the first connecting body and protrudes from the outer peripheral surface of the first connecting body. The first connecting part has a plurality of connecting holes evenly distributed on it, and each connecting hole is used to insert a fastener.

4. The traveling mechanism of the semi-trailer tanker according to claim 2, characterized in that, The inner wall of the first connector is provided with reinforcing ribs; and / or A reinforcing pad is provided between the first connector and the tank.

5. The traveling mechanism of the semi-trailer tanker according to claim 1, characterized in that, The first connecting body is configured as a hollow cone structure or a hollow cylinder structure that extends vertically along the axis.

6. The traveling mechanism of the semi-trailer tanker according to claim 1, characterized in that, The first connecting part is detachably connected to the first outer support ring, and the wheel bracket is detachably connected to the first inner support ring. The driving mechanism includes a driving component, a driving gear, and a gear ring. The driving component is mounted on the first connecting body, the driving gear is connected to the output shaft of the driving component, and the gear ring is disposed on the inner surface of the first inner support ring and meshes with the driving gear. The driving component can drive the driving gear to rotate, thereby driving the first inner support ring to rotate.

7. The traveling mechanism of the semi-trailer tanker according to claim 1, characterized in that, The first slewing bearing further includes rolling elements, which are disposed between the first inner support ring and the first outer support ring.

8. The traveling mechanism of the semi-trailer tanker according to claim 1, characterized in that, The wheel assembly includes a suspension assembly disposed between the wheel bracket and the running wheelset.

9. A semi-trailer tanker truck, characterized in that, It includes a tank body, a front end connecting mechanism located at the bottom of the front side of the tank body, and a walking mechanism as described in any one of claims 1-8; The front-end connecting mechanism includes a second connecting body, a second slewing bearing, and a connecting seat. The top of the second connecting body is connected to the tank body, and the bottom of the second connecting body is provided with a second connecting part. The second slewing bearing includes a second inner support ring and a second outer support ring that rotate relative to each other. One of the second inner support ring and the second outer support ring is detachably connected to the second connecting part. The top of the connecting seat is detachably connected to the other of the second inner support ring and the second outer support ring. The bottom of the connecting seat is provided with a traction pin for connecting to an external tractor.

10. The semi-trailer tanker truck according to claim 9, characterized in that, It includes a locking structure disposed between the second connector and the connector seat, and is used to lock the connector seat relative to the second connector.

11. The semi-trailer tanker truck according to claim 9, characterized in that, It includes a damping structure disposed between the second inner support ring and the second outer support ring, and is used to provide damping for the relative rotation of the second inner support ring and the second outer support ring.

12. The semi-trailer tanker truck according to claim 9, characterized in that, The structure of the second connector is the same as that of the first connector; The specifications and model of the second slewing bearing are the same as those of the first slewing bearing.

13. The semi-trailer tanker truck according to claim 9, characterized in that, include: A first angle sensor is disposed between the first connector and the wheel assembly and is used to detect the angle of rotation of the wheel assembly relative to the first connector. A second angle sensor is disposed between the second connector and the connector base, and is used to detect the angle of rotation of the connector base relative to the second connector; The semi-trailer includes a control system, which is electrically connected to the drive mechanism of each of the walking units, and the first angle sensor and the second angle sensor are electrically connected to the control system.

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