Cargo supporting structure for combined multi-axle trailer
By using a combined support structure of a rectangular frame and a circular arc-shaped bottom steel plate on the combined trailer, the stress form of traditional beam-type support is changed, and the height problem of the combined trailer when passing through high-altitude obstacles is solved, and the cargo load height is reduced and the passing improvement is achieved.
Patent Information
- Application Number
- CN202422950094.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-02
- Publication Date
- 2025-09-02
- Estimated Expiration
- 2034-12-02
AI Technical Summary
When existing combined trailers transport goods with a height close to the design of the road, it is difficult for them to pass high altitude obstacles. The traditional structure cannot meet the requirements of reducing the total height of the vehicle and cargo, resulting in the inability to pass through high altitude obstacles such as bridges smoothly.
The combined support structure of the bearing frame with a rectangular frame structure, an arc-shaped bottom steel plate and a steel plate support is adopted, and the support bottom plate and web in the middle area of the traditional beam-type support structure is abolished, the horizontal pulling plate is added, the load is subject to the direction of load stress, and the bending internal force of the lateral load on the outside surface and the membrane force to form a support, which reduces the height of the lowest point of the cargo.
It has achieved the significant reduction in cargo height while ensuring load capacity, improving transportation passability, saving materials and reducing structural weight, and meeting the requirements of passing high-altitude obstacles.
Smart Images
Figure CN223290757U_ABST
Abstract
Description
Technical Field
[0001] The utility model belongs to the technical field of freight devices, and in particular relates to a cargo supporting structure for a combined multi-axle trailer. Background Art
[0002] The combined trailer groups currently used in highway large-scale transportation have two loading methods: 1) the cargo is supported on the front and rear trailers using saddles or turntables; 2) the front and rear trailers are connected by frame beams, and the cargo is supported on the frame beams using beam-type support saddles.
[0003] When a trailer group carrying large cargo passes under a high-altitude obstacle, the height of the trailer is usually lowered so that the concave load-bearing frame runs close to the ground. In order for the cargo close to the road clearance height to pass the high-altitude obstacle smoothly, the support thickness at the lowest point of the cargo must be reduced to the maximum extent.
[0004] When transporting large cargo, placing the cargo directly on the trailer's saddles is no longer sufficient to meet the high-altitude transport requirements of the transport route. To reduce the overall height of the vehicle and cargo and ensure transportability, the trailer-connected frame beam is designed as a concave load-bearing frame. A beam-type support saddle is installed on the longitudinal beam of the concave load-bearing frame, and the cargo is placed on the saddle.
[0005] When the height of the cargo's outer contour is close to the designed clear height of the road (e.g., the cargo's outline height is 5m), even if a concave load-bearing frame is used (a beam-type support saddle is set on the longitudinal beam of the load-bearing frame), due to the structural construction and structural processing requirements that the beam-type support saddle at the lowest point of the cargo is not less than a certain height (at least 10cm), when the flatbed trailer is lowered to the lowest point when passing under high-altitude obstacles such as bridge structures, the total height of the vehicle and cargo cannot meet the clear height requirement for passing under the bridge.
[0006] In order to solve the problem that during highway transportation of large items, when transporting goods with a height close to the designed clear height of the road, the goods cannot pass through high-altitude obstacles, the utility model proposes a new supporting structure to minimize the total height of the vehicle and cargo, so as to facilitate the combination trailer to pass through high-altitude obstacles on the transportation road. Summary of the Invention
[0007] The purpose of the utility model is to provide a cargo supporting structure for a combined multi-axle trailer with good load-bearing performance, low height and high trafficability.
[0008] The cargo support structure of the combined multi-axle trailer provided by the utility model is mainly used for transporting cylindrical tank cargo, and includes a load-bearing frame, a bottom steel plate, a steel plate support and a transverse pull plate;
[0009] The load-bearing frame is a rectangular frame structure as a whole, with two short sides connected to the front and rear trailers respectively, and two long sides serving as supporting frame longitudinal beams for carrying cargo;
[0010] The bottom steel plate is a rectangular steel plate bent in an arc shape;
[0011] The steel plate support includes a supporting base plate, a supporting web plate and a stiffening plate; the supporting web plate and the stiffening plate are both vertically fixed on the supporting base plate, and the stiffening plate and the supporting web plate are also vertically arranged. The supporting web plate is used to support the bottom steel plate, and the stiffening plate serves as a reinforcing structure for auxiliary support. The supporting base plate is placed on the longitudinal beam of the supporting frame;
[0012] The steel plate supports are arranged in groups of two and are arranged on two supporting frame longitudinal beams opposite to each other. The bottom steel plate is mounted on the two steel plate supports, and the center of the arc bottom is located in the middle position between the two supporting frame longitudinal beams.
[0013] The arc surfaces of the supporting web and the bottom steel plate are perpendicular, directly in contact and fixedly connected, and the contact edges of the supporting web and the bottom steel plate are set to matching arc edges, so that the bottom steel plate is supported by the supporting web;
[0014] There are several transverse pull plates, and both ends of the transverse pull plates are fixedly connected to the two supporting frame longitudinal beams respectively, playing an auxiliary pulling role for the two supporting frame longitudinal beams.
[0015] In the present invention, the bottom of the bottom steel plate is lower than the bottom of the steel plate support.
[0016] Furthermore, the bottom of the bottom steel plate is flush with the bottom of the supporting frame longitudinal beam.
[0017] In the present invention, the cross section of the supporting frame longitudinal beam of the load-bearing frame is a right-angled trapezoid, and the oblique sides of the trapezoidal cross sections of the left and right supporting frame longitudinal beams are arranged opposite to each other.
[0018] In this utility model, cargo is loaded onto a bottom steel plate, the ends of which are fixed to the left and right supporting frame longitudinal beams via steel plate supports. Because there is no web plate under the bottom steel plate as in a traditional beam structure, the bottom steel plate can be lowered, thereby reducing the cargo height. At the lowest point of the cargo, a single bottom steel plate is used to support the cargo. The bending internal force and membrane internal force generated by the plate under the action of the out-of-plane lateral load are used to support the cargo, thus changing the stress mode of the traditional beam structure and ensuring the load-bearing requirements.
[0019] The utility model has a simple structure and can greatly reduce the cargo height while ensuring the carrying load and improving the passability of large cargo transportation. BRIEF DESCRIPTION OF THE DRAWINGS
[0020] Figure 1 This is a top view of the structure of the present invention.
[0021] Figure 2This is a side view of the structure of the present invention.
[0022] Figure 3 It is a bottom view of the bottom steel plate and the steel plate support of the present invention.
[0023] Figure 4 A comparison diagram of the stress forms of traditional structures.
[0024] Figure 5 This is a comparative diagram of the force forms of the utility model.
[0025] Figure 6 This is a schematic diagram of an example of the present invention.
[0026] The numbers in the figure are: 1 is the load-bearing frame, 2 is the bottom steel plate, 3 is the steel plate support, 4 is the transverse pull plate, 5 is the supporting frame longitudinal beam, 6 is the supporting bottom plate, 7 is the supporting web plate, and 8 is the stiffening plate. DETAILED DESCRIPTION
[0027] The cargo support structure of the present invention is mainly used for carrying cylindrical tank cargo. The cargo is placed on a structure which can be called a plate support saddle. The plate support saddle structure is placed on the supporting frame longitudinal beam 5 of the load-bearing frame 1. The two ends of the load-bearing frame 1 are connected to the flatbed trailer through the end cross beams. The cargo support structure of the present invention is driven to move by a tractor.
[0028] The utility model comprises a load-bearing frame 1, a bottom steel plate 2, a steel plate support 3 and a transverse pull plate 4, all of which are made of steel.
[0029] The load-bearing frame as a whole is a rectangular frame structure, the two short sides, i.e., the end cross beams, are respectively connected to the front and rear multi-axle trailers, and the two long sides serve as the support frame longitudinal beams 5 for carrying the goods; the cross-section of the support frame longitudinal beam 5 is a right-angled trapezoid, and the oblique sides of the trapezoidal cross-sections of the left and right support frame longitudinal beams 5 are arranged opposite to each other.
[0030] The bottom steel plate 2 is a rectangular steel plate, which is bent into an arc shape through a conventional bending process such as hot bending.
[0031] The steel plate support 3 includes a supporting base plate 6, a supporting web 7 and a stiffening plate 8, and there are two stiffening plates 8; the supporting web 7 and the stiffening plate 8 are both vertically fixed on the supporting base plate 6, and the stiffening plates 8 are also vertically arranged with the supporting web 7. The supporting web 7 is used to support the bottom steel plate 2, and the stiffening plate 8 is used as a reinforcing structure for auxiliary support. The supporting base plate 6 is placed on the supporting frame longitudinal beam 5; the above connections are all made by welding technology; Figure 2 、 3 As shown;
[0032] The steel plate supports 3 are arranged in groups of two, and are arranged on two supporting frame longitudinal beams 5 opposite to each other. The bottom steel plate 2 is mounted on the two steel plate supports 3, and the center of the arc bottom is located in the middle position between the two supporting frame longitudinal beams 5;
[0033] The arc surfaces of the supporting web 7 and the bottom steel plate 2 are perpendicular and in direct contact and welded and fixedly connected, and the contact edges of the supporting web 7 and the bottom steel plate 2 are set to matching and fitting arc edges, so that the bottom steel plate 2 is supported by the supporting web 7.
[0034] There are several transverse pull plates 4 , and both ends of the transverse pull plates 4 are fixedly connected to the two supporting frame longitudinal beams 5 respectively, playing an auxiliary pulling role for the two supporting frame longitudinal beams 5 .
[0035] The utility model uses a single steel plate to hold the cargo at its lowest point to form a support, and utilizes the bending internal force and membrane internal force generated by the plate under the action of the out-of-plane lateral load to form a support for the cargo. The force distribution is as follows: Figure 5 As shown in the figure, a steel plate combined support is set on the top of the longitudinal beam of the concave load-bearing frame, the bottom steel plate is welded to the top of the support, and the bottom plate of the support is supported on the top of the longitudinal beam of the concave load-bearing frame and welded; in this way, the cargo is supported by the bottom plate and the steel plate supports of the longitudinal beams on both sides, and the cargo weight is transferred to the longitudinal beam of the concave load-bearing frame, and then transferred from the longitudinal beam to the end beams or connectors of the frame, and then transferred from the connector to the front and rear flatbed trailers. In this way, compared with the traditional structure force distribution diagram ( Figure 4 Compared to the existing beam-type support saddle structure, the support base, support web, and stiffening plate structures at both ends have a greater load-bearing capacity for the cargo load specifications. By removing the support base, support web, and stiffening plate in the middle area of the existing beam-type support saddle and adding transverse tie plates to change the load direction, the required load capacity can be achieved for the same cargo load specifications. This significantly reduces steel usage, saving material and reducing weight while ensuring load-bearing strength, while also improving cargo passability.
[0036] Example
[0037] Take the transported cargo as a petrochemical tank (reactor) as an example. Figure 6 As shown:
[0038] The transportation route is land transportation; the cross-sectional outer dimensions of the equipment are 5.03m (height) x 5.5m (width). The other parameters are shown in the table below:
[0039] Table 1 Petrochemical tank parameters
[0040] Serial number Outline length (m) Weight (t) Support point distance (m) Front fulcrum weight (t) Rear fulcrum weight (t) 1 30.158 88.9 17.402 41.278 47.622
[0041] Through preliminary road surveys, it was found that there were many high-altitude obstacles on the transportation route, one of which was a railway bridge that served as a controlling obstacle. Its actual clearance height was only 5.08m. In addition, the railway line was in normal operation and the route was busy, making it impossible to lift the bridge structure to allow the combined trailer to pass under it.
[0042] In view of the above, since the height difference between the equipment and the road clearance is only 5 cm, the conventional combined trailer solution with a beam-type supporting saddle on the frame beam can no longer meet the requirements of vehicles and cargo passing under the bridge.
[0043] In order to enable the combined trailer to smoothly pass through various high-altitude obstacles after carrying cargo, the cargo support structure of the present invention is adopted, that is, a combined structural scheme of a plate support saddle is set on the concave load-bearing frame, which can sink the cargo (reactor) to be almost flush with the bottom of the frame longitudinal beam; that is, a steel plate combined support and a bottom steel plate are set between the two longitudinal beams of the load-bearing frame to carry the equipment, and the weight of the equipment is applied to the frame longitudinal beam by the support, and then transmitted to the front and rear axle vehicles by the connector at the end of the frame beam.
[0044] The combination trailer consists of: tractor + power gooseneck + axle flatbed trailer + connector + frame beam + connector + axle flatbed trailer. The front trailer has 3 axles, and the rear trailer has 5 axles.
[0045] Each longitudinal beam of the load-bearing frame has a total length of 30m and is made up of 4m to 6m longitudinal beam modules connected by pins. The ends of the longitudinal beams are connected to form an integral frame with end cross beams and then connected to the front and rear trailers. Pins are used to connect the various components.
[0046] According to the cross-sectional structure of the frame longitudinal beam and the outer diameter of the tank body, the plate support saddle is designed to determine the height of the steel plate combined support and the cargo support cross-sectional area.
[0047] The arc bottom steel plate that fits the outer contour of the tank body has a thickness of 16mm or 20mm. Since it is also the upper top plate of the steel plate combined support, in order to avoid local buckling of the upper wing plate after compression, the width of the wing plate is required to be no more than 15 times the plate thickness, and the width of the bottom plate is 50cm; the support bottom plate is placed on the top edge of the longitudinal beam top plate and welded to it. The outer side of the bottom plate is 40mm wider than the longitudinal beam top plate according to welding requirements, and the inner side is determined according to the layout. The width of the bottom plate is the same as that of the bottom plate along the width direction of the bottom plate; the web of the steel plate support determines the outer edge position according to the bottom plate size and layout; the web of the support is provided with a pair of vertical stiffening plates to prevent the web from buckling after compression. The height of the vertical stiffening plate in the center of the support is 315mm, the width-to-thickness ratio of the vertical stiffening plate is 12, and the edge of the stiffening plate is not less than 20mm away from the bottom steel plate or the edge of the support bottom plate.
[0048] On both sides of the arc-shaped bottom steel plate, transverse tie plates are installed longitudinally to connect the bottom plates of the two longitudinal beams. Transverse tie plates are used at intervals of approximately 2 meters in the longitudinal direction at other locations. The transverse tie plates are 20 mm thick and 20 cm wide. The transverse tie plates can be connected to the bottom plates of the longitudinal beams by welding or bolting.
[0049] Based on the principle that the bottom of the cargo support plate is flush with the bottom edge of the frame beam, the horizontal spacing of the frame beam and the combined support are set out. On the inside, ensure that the support bottom plate is at least 40mm wider than the upper flange of the longitudinal beam, and leave 30mm of space between the support bottom plate and the edge of the support web. Taking these factors into consideration, the horizontal spacing of the frame beam and the center height of the support are determined.
[0050] By adopting the cargo support combined load-bearing structure of the present invention, the total height of the vehicle and cargo can be only about 20 mm higher than the height of the cargo itself, thereby maximizing the ability of the combined trailer to pass through road and aerial obstacles, and also increasing the size of large items that the combined trailer can carry.
[0051] The combination trailer moves to a high-altitude obstacle, lowers the height of the trailer bed, and utilizes the step difference of the concave load-bearing frame to allow the bottom plate of the frame beam to run close to the ground, which means that the cargo can pass through the high-altitude obstacle close to the ground, and then the trailer bed can be raised to move normally.
[0052] The utility model has a simple structure, can save materials and reduce its own weight, can greatly reduce the cargo height, ensure the carrying load, and improve the passability of large cargo transportation.
[0053] Although the above methods are illustrated and described as a series of structures for simplicity of explanation, it should be understood and appreciated that these methods are not specifically limited because according to one or more embodiments, some structures can occur in different orders and / or concurrently with other actions from those illustrated and described herein or not illustrated and described herein but understandable to those skilled in the art.
[0054] The previous description of the disclosure is provided to enable any person skilled in the art to make or use the disclosure. Various modifications to the disclosure will be apparent to those skilled in the art, and the general principles defined herein may be applied to other variations without departing from the spirit or scope of the disclosure. Thus, the disclosure is not intended to be limited to the examples and designs described herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims
1. A cargo support structure for a combined multi-axle trailer, characterized in that: It includes a load-bearing frame, bottom steel plate, steel plate support and transverse pull plate; The load-bearing frame is a rectangular frame structure as a whole, with two short sides connected to the front and rear trailers respectively, and two long sides serving as supporting frame longitudinal beams for carrying cargo; The bottom steel plate is a rectangular steel plate bent in an arc shape; The steel plate support includes a supporting base plate, a supporting web plate and a stiffening plate; the supporting web plate and the stiffening plate are both vertically fixed on the supporting base plate, and the stiffening plate and the supporting web plate are also vertically arranged. The supporting web plate is used to support the bottom steel plate, and the stiffening plate serves as a reinforcing structure for auxiliary support. The supporting base plate is placed on the longitudinal beam of the supporting frame; The steel plate supports are arranged in groups of two and are arranged on two supporting frame longitudinal beams opposite to each other. The bottom steel plate is mounted on the two steel plate supports, and the center of the arc bottom is located in the middle position between the two supporting frame longitudinal beams. The arc surfaces of the supporting web and the bottom steel plate are perpendicular, directly in contact and fixedly connected, and the contact edges of the supporting web and the bottom steel plate are set to matching arc edges, so that the bottom steel plate is supported by the supporting web; There are several transverse pull plates, and both ends of the transverse pull plates are fixedly connected to the two supporting frame longitudinal beams respectively, playing an auxiliary pulling role for the two supporting frame longitudinal beams.
2. The cargo support structure according to claim 1, wherein: The bottom of the bottom steel plate is lower than the bottom of the steel plate support.
3. The cargo support structure according to claim 2, wherein: The bottom of the bottom steel plate is flush with the bottom of the bottom plate of the supporting frame longitudinal beam.
4. The cargo support structure according to claim 1, 2 or 3, wherein: The cross section of the supporting frame longitudinal beam of the load-bearing frame is a right-angled trapezoid, and the oblique sides of the trapezoidal cross sections of the left and right supporting frame longitudinal beams are arranged opposite to each other.