Damping mechanism of flat plate transportation semitrailer

Abstract

The utility model belongs to the technical field of semitrailer transportation, and particularly relates to a damping mechanism of a flat plate transportation semitrailer, which comprises an external assembly, the external assembly comprises a vehicle body, a vehicle frame is inserted into the lower surface of the vehicle body, the vehicle frame is provided with a damping assembly in a matching way, and the side surface of the vehicle frame is fixedly connected with a cargo compartment through a positioning pin; and the damping assembly comprises a lug plate fixedly connected to the bottom of the frame, the inner side of the lug plate is fixedly connected with an anti-seismic bent plate, an inner cavity of the anti-seismic bent plate is fixedly connected with an inner clamping strip, the inner clamping strip is meshed with an outer gear, and a damping pull rod is arranged at the bottom of the outer gear in a matched mode. According to the utility model, through the fixed connection of the lug plate and the anti-vibration bending plate, the anti-vibration bending plate can stably absorb vibration and bumping, and a first layer of stable driving effect is provided for a vehicle body; after the damping pull rod is bumped and stressed, force can be transmitted to the outer gear, and vibration and shaking can be repeatedly and internally eliminated and absorbed through cooperation of the parts.

Description

Technical Field

[0001] The utility model belongs to the technical field of semi-trailer transportation, and in particular relates to a shock absorbing mechanism of a flatbed transport semi-trailer. Background Art

[0002] As throughput in the domestic container terminal industry increases, the number and operating time of container semi-trailers used for internal terminal transshipment have also increased, leading to a corresponding increase in accidents involving these vehicles. Semi-trailers within the SCT port area primarily handle container transshipment within the terminal, with each truck averaging thousands of kilometers per month and handling tens of thousands of containers.

[0003] Among the above, due to the uneven road surface caused by the settlement of the port road, the unreasonable setting of speed bumps at the intersection, and the frequent impact of container loading and unloading when cooperating with large lifting machinery, the frequency of damage to the key supporting components of the semi-trailer, such as the spring steel plate, tire rim, buffer support balance beam and hydraulic torque converter cover assembly, has become more and more serious. Therefore, the vibration design structure of the semi-trailer needs to absorb energy and buffer it. Utility Model Content

[0004] The purpose of the utility model is to provide a shock absorbing mechanism for a flatbed transport semi-trailer, aiming to solve the problems raised in the above-mentioned background technology.

[0005] To achieve the above purpose, the present invention provides the following technical solutions:

[0006] A shock absorbing mechanism for a flatbed transport semi-trailer, comprising:

[0007] An external component, the external component comprising a vehicle body, a vehicle frame being plugged into a lower surface of the vehicle body, a shock absorbing component being provided in conjunction with the vehicle frame, and a cargo box being fixedly connected to a side surface of the vehicle frame via a locating pin;

[0008] In addition, the shock-absorbing assembly includes an ear plate fixedly connected to the bottom of the frame, the inner side of the ear plate is fixedly connected to an anti-seismic bending plate, the inner cavity of the anti-seismic bending plate is fixedly connected to an inner clamping strip, the inner clamping strip is engaged with an external gear, the end face of the external gear is fixedly connected to an inserted shaft, and the bottom of the inserted shaft is cooperated with a damping rod.

[0009] As a preferred solution of the present invention, the outer surface of the plug shaft is rotatably connected to a stable top plate, the lower surface of the stable top plate is fixedly connected to a damping rod, the lower surface of the damping rod is fixedly connected to a transmission rod, the end face of the transmission rod is plugged with a wheel, and the transmission rod is cooperated with a secondary shock-absorbing component.

[0010] As a preferred solution of the present invention, the secondary shock-absorbing assembly includes an upright spring on the outer surface of the transmission rod, the top of the upright spring is fixedly connected to a buffer sleeve rod, and the top of the buffer sleeve rod is fixedly connected to the lower surface of the seismic bending plate.

[0011] As a preferred solution of the present invention, there are a plurality of wheels, and the wheels are symmetrically arranged at the bottom of the frame.

[0012] As a preferred solution of the present invention, the damping rod is an integrally formed rubber damper, and the maximum rotation range of the damping rod is degrees.

[0013] As a preferred solution of the present invention, there are a plurality of inner clamping strips, and the plurality of inner clamping strips are equidistantly arranged in the inner cavity of the seismic bending plate.

[0014] As a preferred solution of the present invention, the offset angle of the secondary shock-absorbing component is consistent with the offset angle of the damping rod, the anti-seismic bending plate is an integrally formed magnesium-aluminum alloy curved plate, and the side of the anti-seismic bending plate is coated with anti-rust liquid.

[0015] Compared with the prior art, the beneficial effects of the present invention are: through the coordinated arrangement of the vehicle body, frame and cargo compartment, the semi-trailer can transport goods and exert its transportation capacity, and the fixed connection between the ear plate and the seismic bent plate can allow the seismic bent plate to stably absorb vibrations and bumps, providing the vehicle body with a first-level driving stability effect; when the damping rod is subjected to force due to bumps, the force can be transmitted to the outer gear through the rotational movement of the plug-in shaft. At the same time, under the guidance of gravity, the inner clamping strip and the outer gear complete the engagement, and the inner clamping strip can limit the movement of the outer gear, and then transmit the torque to the damping rod again through the plug-in shaft. The coordinated cooperation between these parts can repeatedly absorb vibrations and shaking internally, and can also meet the shock absorption needs of long-term transportation of the semi-trailer. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without inventive work. Among them:

[0017] Figure 1 It is a schematic diagram of the overall structure of the utility model;

[0018] Figure 2 This is a schematic diagram of the structure of the parts related to achieving the shock absorption and energy absorption effect in the present utility model;

[0019] Figure 3This is a schematic structural diagram of the parts related to achieving the continuous support effect of the seismic bending plate in the present invention;

[0020] Figure 4 For this utility model Figure 3 A partial enlarged schematic diagram of part A.

[0021] In the figure: 100, external component; 101, vehicle body; 102, vehicle frame; 103, cargo compartment; 200, shock-absorbing component; 201, ear plate; 202, seismic bending plate; 203, inner clamping strip; 204, external gear; 205, plug-in shaft; 206, stabilizing top plate; 207, damping rod; 208, transmission rod; 209, wheel; 300, secondary shock-absorbing component; 301, upright spring; 302, buffer sleeve rod. DETAILED DESCRIPTION

[0022] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are described in detail below with reference to the accompanying drawings.

[0023] In the following description, many specific details are set forth to facilitate a full understanding of the present invention. However, the present invention may also be implemented in other ways different from those described herein. Those skilled in the art may make similar generalizations without violating the connotation of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0024] Secondly, the term "one embodiment" or "embodiment" herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The phrase "in one embodiment" appearing in various places throughout this specification does not necessarily refer to the same embodiment, nor does it refer to a separate or selective embodiment that is mutually exclusive with other embodiments.

[0025] Example 1

[0026] Reference Figure 1-2 , is the first embodiment of the present utility model, which provides a shock absorbing mechanism for a flatbed transport semi-trailer, comprising:

[0027] The external component 100 includes a vehicle body 101, a vehicle frame 102 is plugged into the lower surface of the vehicle body 101, a shock absorbing component 200 is provided on the vehicle frame 102, and a cargo box 103 is fixedly connected to the side of the vehicle frame 102 via a locating pin;

[0028] In addition, the shock absorbing assembly 200 includes an ear plate 201 fixedly connected to the bottom of the frame 102, the inner side of the ear plate 201 is fixedly connected to the anti-seismic bending plate 202, the inner cavity of the anti-seismic bending plate 202 is fixedly connected to the inner clamping strip 203, the inner clamping strip 203 is engaged with the external gear 204, the end face of the external gear 204 is fixedly connected to the plug shaft 205, and the bottom of the plug shaft 205 is cooperated with a damping rod 207.

[0029] Specifically, the coordinated arrangement of the vehicle body 101, the vehicle frame 102 and the cargo compartment 103 enables the semi-trailer to transport goods and exert its transportation capacity. The fixed connection between the ear plate 201 and the seismic bent plate 202 allows the seismic bent plate 202 to stably absorb vibrations and bumps, providing the vehicle body 101 with a first layer of smooth driving effect. When the damping rod 207 is subjected to a bumpy force, the force can be transmitted to the outer gear 204 through the rotational movement of the plug shaft 205. At the same time, under the guidance of gravity, the inner clamping strip 203 and the outer gear 204 complete the engagement. The inner clamping strip 203 can limit the movement of the outer gear 204, and then transmit the torque to the damping rod 207 again through the plug shaft 205. The coordinated cooperation between these parts can repeatedly absorb vibrations and shaking internally, and can also meet the shock absorption needs of long-term transportation of the semi-trailer.

[0030] Furthermore, the outer surface of the plug shaft 205 is rotatably connected to a stabilizing top plate 206, the lower surface of the stabilizing top plate 206 is fixedly connected to a damping rod 207, the lower surface of the damping rod 207 is fixedly connected to a transmission rod 208, the end face of the transmission rod 208 is plugged with a wheel 209, and the transmission rod 208 is cooperated with a secondary shock-absorbing component 300.

[0031] Preferably, the fixed connection between the top plate 206 and the damping rod 207 is stabilized, and the top of the damping rod 207 is made more stable and firm by adding a counterweight, which reduces the displacement of the damping rod 207. The plug-in connection between the transmission rod 208 and the wheel 209 allows the wheel 209 to better meet the transportation needs. The coordinated setting of the secondary shock-absorbing component 300 can absorb the vibration when the wheel 209 deviates from the position, and reduce the overall vibration of the semi-trailer from as many aspects as possible.

[0032] When in use, first install the cargo compartment 103 and the frame 102 in order and on the vehicle body 101, then fix the ear plate 201 on the bottom of the frame 102, and fix the anti-seismic bent plate 202 on the inner side of the ear plate 201. Then, an inner clamping strip 203 is fixedly provided in the inner cavity of the anti-seismic bent plate 202, and then the outer gear 204 is sleeved on one end of the plug shaft 205, and the outer surface is rotatably sleeved with a stable top plate 206, and then the damping rod 207 is fixedly installed on the lower surface of the stable top plate 206, and the wheel 209 is inserted and installed on the end face of the transmission rod 208, and then the transmission rod 208 is inserted in the inner cavity of the damping rod 207 for shock absorption of the semi-trailer.

[0033] In summary, through the coordinated arrangement of the vehicle body 101, the vehicle frame 102 and the cargo compartment 103, the semi-trailer can transport goods and exert its transportation capacity. The fixed connection between the ear plate 201 and the seismic bending plate 202 can allow the seismic bending plate 202 to stably absorb vibrations and bumps, providing the vehicle body 101 with a first layer of smooth driving effect; when the damping rod 207 is subjected to a bumpy force, the force can be transmitted to the outer gear 204 through the rotational movement of the plug shaft 205. At the same time, under the guidance of gravity, the inner clamping strip 203 and the outer gear 204 complete the engagement, and the inner clamping strip 203 can limit the movement of the outer gear 204, and then transmit the torque to the damping rod 207 again through the plug shaft 205. The coordinated cooperation between these parts can repeatedly absorb vibrations and shaking internally, and can also meet the shock absorption needs of long-term transportation of the semi-trailer.

[0034] Example 2

[0035] Reference Figure 2-3 , which is the second embodiment of the present utility model. Different from the previous embodiment, this embodiment provides relevant parts for achieving the auxiliary shock-absorbing effect of the secondary shock-absorbing component 300.

[0036] Specifically, the secondary shock-absorbing assembly 300 includes an upright spring 301 on the outer surface of the transmission rod 208 , the top of the upright spring 301 is fixedly connected to a buffer sleeve rod 302 , and the top of the buffer sleeve rod 302 is fixedly connected to the lower surface of the seismic bending plate 202 .

[0037] Furthermore, the fixed connection between the upright spring 301 and the buffer sleeve 302 supports the lower surface of the seismic bending plate 202. At the same time, when the seismic bending plate 202 is at the lowest point, the effects of gravity and shaking force are most prominent. The upright spring 301 can significantly offset these external forces, protecting the integrity of the physical structure of the seismic bending plate 202. The seismic bending plate 202 can also provide long-term shock absorption for the semi-trailer.

[0038] Preferably, there are multiple wheels 209 , which are symmetrically arranged at the bottom of the frame 102 .

[0039] Among them, the symmetrical arrangement of the wheels 209 provides more sufficient support for the frame 102, so that the frame 102 can remain relatively stable when following the semi-trailer, ensuring smooth driving of the frame 102.

[0040] Afterwards, the damping rod 207 is an integrally formed rubber damper, and the maximum rotation range of the damping rod 207 is 75 degrees.

[0041] In the above, the 75-degree rotation range setting of the damping rod 207 can reduce turning vibration when the semi-trailer is driving, ensuring stable transportation efficiency.

[0042] When in use, first, several wheels 209 are symmetrically arranged at the bottom of the frame 102, then the buffer sleeve 302 is fixedly assembled at the bottom of the seismic bending plate 202, and then the upright spring 301 is fixedly installed at the bottom of the buffer sleeve 302. The bottom end face of the upright spring 301 is fixedly installed to the outer surface of the transmission rod 208, which is used to absorb vibration when the semi-trailer turns.

[0043] In summary, the lower surface of the seismic bending plate 202 is supported by the fixed connection between the upright spring 301 and the buffer sleeve 302. At the same time, when the seismic bending plate 202 is at the lowest point, the effects of gravity and shaking force are most prominent. The upright spring 301 can significantly offset these external forces, protect the integrity of the physical structure of the seismic bending plate 202, and the seismic bending plate 202 can also provide long-term shock absorption for the semi-trailer.

[0044] Example 3

[0045] Reference Figure 2-4 , which is the third embodiment of the present utility model. Different from the previous embodiment, this embodiment provides relevant parts for achieving the long-term energy absorption effect of the seismic bending plate 202.

[0046] Specifically, there are a plurality of inner clamping strips 203 , which are equidistantly arranged in the inner cavity of the anti-seismic bending plate 202 .

[0047] Furthermore, the equidistant arrangement of the inner clamping strips 203 allows the meshing of the outer gear 204 to be limited and guided, making the motion trajectory of the outer gear 204 more stable and firm, thereby indirectly improving the efficiency of the damping rod 207 in supporting and absorbing energy.

[0048] Preferably, the offset angle of the secondary shock absorbing assembly 300 is consistent with the offset angle of the damping rod 207 , the anti-seismic bending plate 202 is an integrally formed magnesium-aluminum alloy curved plate, and the side of the anti-seismic bending plate 202 is coated with anti-rust liquid.

[0049] Among them, the offset angle of the secondary shock-absorbing component 300 is consistent with that of the damping rod 207, so that when the semi-trailer turns or bumps, the vibration can be evenly absorbed by the secondary shock-absorbing component 300 and the damping rod 207, avoiding certain components from bearing excessive energy absorption pressure, and indirectly extending the shock absorption life of these components. The anti-seismic bending plate 202 is coated with anti-rust liquid, which can protect the external structure of the anti-seismic bending plate 202 and improve the physical properties of the anti-seismic bending plate 202.

[0050] When in use, first arrange several inner clips 203 in the inner cavity of the anti-seismic bending plate 202, then make the damping rod 207 and the secondary shock-absorbing component 300 keep the offset angle consistent, and then apply anti-rust liquid on the side of the anti-seismic bending plate 202 for external protection of the anti-seismic bending plate 202.

[0051] In summary, by equidistantly arranging the internal clamping strips 203, the meshing of the external gear 204 is guided by limiting, and the movement trajectory of the external gear 204 is more stable and firm, which indirectly improves the efficiency of the damping rod 207 in supporting energy absorption; the secondary shock-absorbing component 300 and the damping rod 207 have the same offset angle, so that when the semi-trailer turns or bumps, the vibration can be evenly absorbed by the secondary shock-absorbing component 300 and the damping rod 207, avoiding certain components from bearing excessive energy absorption pressure, and indirectly extending the shock absorption life of these components.

[0052] It is important to note that the construction and arrangement of the present application shown in a number of different exemplary embodiments are merely illustrative. Although only a few embodiments are described in detail in this disclosure, it should be readily understood by those who refer to this disclosure that many modifications are possible (e.g., the size, scale, structure, shape and proportion of various elements, and parameter values (e.g., temperature, pressure, etc.), mounting arrangements, use of materials, colors, directional changes, etc.) without departing substantially from the novel teachings and advantages of the subject matter described in this application. For example, an element shown as integrally formed may be composed of multiple parts or elements, the position of the element may be inverted or otherwise changed, and the nature or number or position of the discrete elements may be altered or changed. Therefore, all such modifications are intended to be included within the scope of the present invention. The order or sequence of any process or method steps may be changed or reordered according to alternative embodiments. In the claims, any "means plus function" clause is intended to cover the structure of performing the function described herein, and is not only structurally equivalent but also an equivalent structure. Without departing from the scope of the present invention, other substitutions, modifications, changes and omissions may be made in the design, operating conditions and arrangement of the exemplary embodiments. Therefore, the present invention is not limited to the specific embodiments, but extends to various modifications that still fall within the scope of the appended claims.

[0053] Additionally, in order to provide a concise description of example embodiments, all features of an actual embodiment (ie, those features that are not relevant to the best mode presently contemplated for carrying out the invention or those that are not relevant to implementing the invention) may not be described.

[0054] It will be appreciated that in the development of any actual embodiment, as in any engineering or design project, numerous implementation-specific decisions may be made. Such a development effort may be complex and time-consuming, but will, for those of ordinary skill having the benefit of this disclosure, be a routine undertaking of design, fabrication, and production without undue experimentation.

[0055] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of the present invention may be modified or replaced by equivalents without departing from the spirit and scope of the technical solutions of the present invention, and all of these should be included in the scope of the claims of the present invention.

Claims

1. A shock absorbing mechanism for a flatbed transport semi-trailer, characterized by: include, An external component (100), the external component (100) comprising a vehicle body (101), a vehicle frame (102) being plugged into the lower surface of the vehicle body (101), a shock absorbing component (200) being provided in conjunction with the vehicle frame (102), and a cargo compartment (103) being fixedly connected to the side of the vehicle frame (102) via a locating pin; Furthermore, the shock absorbing assembly (200) includes an ear plate (201) fixedly connected to the bottom of the vehicle frame (102), the inner side of the ear plate (201) is fixedly connected to an anti-vibration bending plate (202), the inner cavity of the anti-vibration bending plate (202) is fixedly connected to an inner clamping strip (203), the inner clamping strip (203) is engaged with an outer gear (204), the end face of the outer gear (204) is fixedly connected to an insertion shaft (205), and the bottom of the insertion shaft (205) is matched with a damping pull rod (207).

2. The shock absorbing mechanism of a flatbed transport semi-trailer according to claim 1, characterized in that: The outer surface of the plug shaft (205) is rotatably connected to a stabilizing top plate (206), the lower surface of the stabilizing top plate (206) is fixedly connected to a damping pull rod (207), the lower surface of the damping pull rod (207) is fixedly connected to a transmission rod (208), the end face of the transmission rod (208) is plugged with a wheel (209), and the transmission rod (208) is provided with a secondary shock-absorbing component (300).

3. The shock absorbing mechanism of a flatbed transport semi-trailer according to claim 2, characterized in that: The secondary shock-absorbing assembly (300) includes an upright spring (301) on the outer surface of the transmission rod (208), the top of the upright spring (301) is fixedly connected to a buffer sleeve rod (302), and the top of the buffer sleeve rod (302) is fixedly connected to the lower surface of the anti-seismic bending plate (202).

4. The shock absorbing mechanism of a flatbed transport semi-trailer according to claim 3, characterized in that: There are a plurality of wheels (209), and the wheels (209) are symmetrically arranged at the bottom of the vehicle frame (102).

5. The shock absorbing mechanism of a flatbed transport semi-trailer according to claim 4, characterized in that: The damping pull rod (207) is an integrally formed rubber damper, and the maximum rotation range of the damping pull rod (207) is 75 degrees.

6. The shock absorbing mechanism of a flatbed transport semi-trailer according to claim 5, characterized in that: There are a plurality of inner clamping strips (203), and the plurality of inner clamping strips (203) are arranged at equal intervals in the inner cavity of the anti-seismic bending plate (202).

7. The shock absorbing mechanism of a flatbed transport semi-trailer according to claim 6, characterized in that: The offset angle of the secondary shock-absorbing component (300) is consistent with the offset angle of the damping rod (207); the anti-seismic bending plate (202) is an integrally formed magnesium-aluminum alloy curved plate; and the side surface of the anti-seismic bending plate (202) is coated with anti-rust liquid.

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