Adjustable trailer guide wheel

Abstract

The utility model discloses an adjustable trailer guide wheel, which relates to the technical field of trailer guide wheels and comprises a guide wheel body, the inner surface of one side of the guide wheel body is fixedly connected with a clamping shaft, the outer wall of one side of the clamping shaft is fixedly connected with a placing block, and the upper end and the lower end of the placing block are fixedly connected with clamping rods. When the guide wheel body moves upwards due to impact force when encountering a bumpy road surface, the guide wheel body drives the suspension supporting rods to rotate around the connecting points of the suspension supporting rods, the clamping rod and the suspension frame when moving upwards, and the suspension supporting rods can rotate around the connecting points of the suspension supporting rods, the clamping rod and the suspension frame when moving upwards. The hanging supporting rods drive the movable strips to move upwards to drive the linkage strips to touch the limiting blocks to change the moving direction, so that the damping springs are extruded inwards, the damping springs absorb and buffer impact force borne by the guide wheels through elastic deformation of the damping springs, transmission of the impact force to the trailer is reduced, and safety of the trailer and goods is protected.

Description

Technical Field

[0001] This utility model relates to the field of trailer guide wheel technology, specifically an adjustable trailer guide wheel. Background Technology

[0002] As a crucial means of transportation, trailers play an indispensable role in the logistics and transportation industry, and are widely used in various scenarios. Especially in the short-distance transfer of goods, the use of trailers greatly improves the efficiency of logistics. In large warehouses, trailers not only speed up the loading and unloading of goods, but also optimize the handling process, thereby significantly improving the overall handling efficiency and reducing the labor intensity of workers. In these transportation scenarios, the integrity and safety of goods are of paramount importance, especially for some high-value, precision, or fragile goods, any slight vibration, collision, or bump can lead to serious damage.

[0003] Most trailer guide wheels use a non-adjustable suspension structure, typically consisting of only basic components such as axles, suspension arms, and connecting brackets, without specially designed shock absorption and buffer devices. When the trailer travels on bumpy roads, the guide wheels directly transmit the impact force of the road surface to the trailer body and cargo. This rigid force transmission method cannot effectively absorb and buffer vibrations, causing the cargo to suffer continuous and severe vibrations and impacts during transportation, greatly increasing the risk of damage to precision instruments and fragile items. To address the above problems, an adjustable trailer guide wheel has been proposed. Utility Model Content

[0004] The purpose of this invention is to overcome the shortcomings of the existing technology and provide an adjustable trailer guide wheel.

[0005] To achieve the above objectives, this utility model provides the following technical solution: an adjustable trailer guide wheel, comprising a guide wheel body, a snap-fit ​​shaft fixedly connected to one inner surface of the guide wheel body, a placement block fixedly connected to one outer wall of the snap-fit ​​shaft, snap-fit ​​rods fixedly connected to the upper and lower ends of the placement block, suspension rods movably connected to the outer surfaces of both sides of the snap-fit ​​rods, a suspension frame movably connected to the outer surface of the other side of the suspension rods, a connecting rod fixedly connected to the opposite inner side of the suspension rods, a movable strip snap-fitted to the outer surface of the connecting rods, a slot fixedly connected to the other end of the movable strip, a connecting strip movably connected to the top of the slot, a slot being formed inside the top of the connecting strip, a snap-fit ​​ring fixedly connected to the inner surface of the slot, and a shock-absorbing spring fixedly connected to the outer surface of the snap-fit ​​ring.

[0006] As described above, the suspension rods are distributed on both outer surfaces of the suspension frame and are rotatably connected to the suspension frame. A set of guide wheels are distributed on both sides of the suspension frame through the suspension rods and the locking shaft. The locking rods symmetrically pass through the upper and lower ends of the placement block. One end of the suspension rod is rotatably connected to the outer surface of the locking rod, and the other end of the suspension rod is rotatably connected to one outer surface of the suspension frame.

[0007] As described above, there are two sets of suspension supports between the suspension frame and the locking rod, and four sets of suspension supports are symmetrically distributed about the suspension frame. The connecting rod is fixed at the center of the bottom set of suspension supports. The bottom end of the linkage bar passes through and rotates in the inner wall of the slot. The movable bar is rotatably connected to the linkage bar through the slot.

[0008] As described above, the shock-absorbing spring is set at the top center of the suspension frame via a linkage bar. The linkage bar is a long strip with the top inclined upward. The slot is circular and opened at the top center of the linkage bar. The retaining rings are symmetrically distributed on both sides of the outside of the shock-absorbing spring with respect to the slot. The shock-absorbing spring is fixed between the slots by the retaining rings.

[0009] As described above, a limiting block is provided on the outer side of the linkage bar, the limiting block is fixed to the outer walls of both sides of the suspension frame, a limiting groove is opened on the inner side of the top of the limiting block, one end of the linkage bar passes through the limiting groove and fits against the inner side of the limiting block, and the linkage bar passes through a set of limiting blocks and is fixedly connected to the retaining ring.

[0010] As described above, a connecting layer is fixedly connected to the inner wall surface of the guide wheel body, a buffer layer is fixedly connected to the inner wall of the connecting layer, an air chamber is transversely opened inside the buffer layer, and an inner wheel layer is fixedly connected to the inner surface of the buffer layer.

[0011] As described above, the air chamber is annularly opened inside the buffer layer, the air chamber is honeycomb shaped, and the inner ring layer is made of rubber.

[0012] Compared with existing technologies, this adjustable trailer guide wheel has the following advantages:

[0013] I. When encountering bumpy roads and obstacles, the impact force on the guide wheel is directly transmitted to the shock-absorbing spring through the suspension rod, movable bar, and linkage bar. This allows the shock-absorbing spring to elastically deform according to the magnitude and direction of the impact force, absorbing and buffering the impact. The shock-absorbing spring absorbs and buffers the impact force on the guide wheel through its own elastic deformation, thereby reducing the transmission of impact force to the trailer, protecting the safety of the trailer and cargo, and ensuring the smoothness of driving. When the impact force on the guide wheel disappears, the compressed shock-absorbing spring will begin to extend due to its own elastic restoring force, pushing the linkage bar downward and causing the movable bar to rotate in the opposite direction, ultimately returning the guide wheel to its initial drooping position, thus realizing automatic shock absorption of the guide wheel during driving.

[0014] Other advantages, objectives and features of this invention will be set forth in part in the description which follows, and in part will be apparent to those skilled in the art from the following examination or study, or may be taught from the practice of this invention. Attached Figure Description

[0015] Figure 1 This is a three-dimensional structural diagram of the adjustable trailer guide wheel of this utility model;

[0016] Figure 2 This is a schematic diagram of the adjustable trailer guide wheel suspension support structure of this utility model;

[0017] Figure 3 The adjustable trailer guide wheel of this utility model Figure 2 Schematic diagram of the structure at point A in the middle;

[0018] Figure 4 This is a schematic diagram of the adjustable trailer guide wheel air chamber structure of this utility model.

[0019] In the diagram: 1. Guide wheel body; 2. Snap-fit ​​shaft; 201. Placement block; 202. Snap-fit ​​rod; 203. Suspension support rod; 204. Suspension frame; 205. Connecting rod; 206. Movable bar; 207. Snap-fit ​​groove; 208. Linkage bar; 209. Slot; 210. Snap-fit ​​ring; 211. Shock-absorbing spring; 3. Limiting block; 301. Limiting groove; 4. Connecting layer; 401. Buffer layer; 402. Air chamber; 403. Inner wheel layer. Detailed Implementation

[0020] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0021] like Figure 1-4 As shown, this utility model provides a technical solution: an adjustable trailer guide wheel, including a guide wheel body 1. A snap-fit ​​shaft 2 is fixedly connected to the inner surface of one side of the guide wheel body 1. A placement block 201 is fixedly connected to the outer wall of one side of the snap-fit ​​shaft 2. A locking rod 202 is fixedly connected to the upper and lower ends of the placement block 201. A suspension support rod 203 is movably connected to the outer surfaces of both sides of the locking rod 202. A suspension frame 204 is movably connected to the outer surface of the other side of the suspension support rod 203. A connecting rod 205 is fixedly connected to the relatively inner side of the suspension support rod 203. A movable strip 206 is snap-fitted to the outer surface of the connecting rod 205. A slot 207 is fixedly connected to the other end of the movable strip 206. A linkage bar 208 is movably connected to the top of the groove 207. A groove 209 is opened inside the top of the linkage bar 208. A retaining ring 210 is fixedly connected to the inner surface of the groove 209. A shock-absorbing spring 211 is fixedly connected to the outer surface of the retaining ring 210. A limit block 3 is provided on the outer side of the linkage bar 208. The limit block 3 is fixed to the outer walls of both sides of the suspension frame 204. A limit groove 301 is opened on the inner side of the top of the limit block 3. A connecting layer 4 is fixedly connected to the inner wall surface of the guide wheel body 1. A buffer layer 401 is fixedly connected to the inner wall of the connecting layer 4. An air chamber 402 is opened laterally inside the buffer layer 401. An inner wheel layer 403 is fixedly connected to the inner surface of the buffer layer 401.

[0022] According to the overall structure of the device, the guide wheel 1, as the outermost layer, is in direct contact with the ground and bears various forces from the road surface. These forces are then transmitted to the connecting layer 4, which covers the buffer layer 401 and evenly distributes the force onto it. The buffer layer 401 contains honeycomb-shaped air chambers 402. When subjected to pressure from the connecting layer 4, the air chambers 402 can undergo elastic deformation to evenly distribute the impact force, thereby reducing the vibration transmitted to the inner wheel layer 403. When the trailer is in use, the suspension frame 204 is fixed to the bottom of the trailer. When the trailer encounters bumpy roads and obstacles during use, the guide wheel 1 experiences impact from the ground, causing it to move upwards. As the guide wheel 1 moves upwards, it drives the suspension strut 203 to rotate around it and engage with the fixed structure. When the connection point between rod 202 and suspension bracket 204 rotates, the rotating rod 203 will cause the movable bar 206 to move upward. The top of the movable bar 206 is rotatably connected to the bottom of the connecting bar 208, causing the moving bar 206 to move the connecting bar 208 upward within the limiting groove 301. When the connecting bar 208 moves upward, it touches the inner wall of the top limiting block 3. The limiting block 3 causes the connecting bar 208 to change its direction of movement and rotate laterally about the slot 207. When the connecting bar 208 rotates laterally, it squeezes the retaining ring 210 and the shock absorber spring 211 inward, causing the side subjected to the impact force to begin compressing the shock absorber spring 211. The shock absorber spring 211 absorbs and buffers the impact force on the guide wheel through its own elastic deformation, thereby reducing the transmission of the impact force to the trailer and protecting the safety of the trailer and cargo.

[0023] like Figure 1-4As shown, suspension rods 203 are distributed on both outer surfaces of the suspension frame 204, and are rotatably connected to the suspension frame 204. A set of guide wheels 1 are distributed on both sides of the suspension frame 204 via the suspension rods 203 and the locking shaft 2. The locking rods 202 symmetrically pass through the upper and lower ends of the placement block 201. One end of the suspension rod 203 is rotatably connected to the outer surface of the locking rod 202, and the other end of the suspension rod 203 is rotatably connected to one outer surface of the suspension frame 204. There are two sets of suspension rods 203 between the suspension frame 204 and the locking rods 202. There are four sets of suspension rods 203 symmetrically distributed about the suspension frame 204. The connecting rod 205 is fixed to the center of the bottom set of suspension rods 203. At this location, the bottom end of the linkage 208 passes through and rotates within the inner wall of the slot 207. The movable strip 206 is rotatably connected to the linkage 208 through the slot 207. The shock-absorbing spring 211 is set at the top center of the suspension frame 204 through the linkage 208. The linkage 208 is a long strip with the top tilted upward. The slot 209 is circular and is opened at the top center of the linkage 208. The retaining ring 210 and the slot 209 are symmetrically distributed on both sides of the outside of the shock-absorbing spring 211. The shock-absorbing spring 211 is fixed between the slots 209 through the retaining ring 210. One end of the linkage 208 passes through the limiting groove 301 and fits against the inner side of the limiting block 3. The linkage 208 passes through a set of limiting blocks 3 and is fixedly connected to the retaining ring 210.

[0024] The guide wheel 1 is impacted by the ground, causing it to move upwards. As it moves upwards, the guide wheel 1 drives the suspension rod 203 to rotate around its connection point with the locking rod 202 and the suspension frame 204. When the suspension rod 203 rotates, it drives the movable bar 206 to move upwards. The top of the movable bar 206 is rotatably connected to the bottom of the connecting bar 208, causing the moving bar 206 to move upwards within the limiting groove 301. When the connecting bar 208 moves upwards, it touches the inner wall of the top limiting block 3. The limiting block 3 causes the connecting bar 208 to change its direction of movement and rotate laterally about the locking groove 207. When the connecting bar 208 rotates laterally, it squeezes the locking ring 210 and the shock absorber spring 211 inwards, causing the side subjected to the impact force to begin compressing the shock absorber spring 211. The shock absorber spring 211 absorbs and buffers the impact force on the guide wheel through its own elastic deformation, thereby reducing the transmission of the impact force to the trailer and protecting the safety of the trailer and cargo.

[0025] like Figure 1-4 As shown, the air chamber 402 is annularly opened inside the buffer layer 401, the air chamber 402 is honeycomb shaped, and the inner wheel layer 403 is made of rubber.

[0026] The guide wheel 1 bears the force from the road surface and then transmits the force to the connecting layer 4. The connecting layer 4 covers the outside of the buffer layer 401 and evenly distributes the force to the buffer layer 401. The buffer layer 401 is provided with honeycomb air chambers 402. When subjected to pressure from the connecting layer 4, the air chambers 402 can undergo elastic deformation to evenly distribute the impact force, thereby reducing the vibration transmitted to the inner wheel layer 403 and avoiding excessive local pressure that could damage the structure.

[0027] Working principle: The guide wheel 1, as the outermost layer, is in direct contact with the ground and bears various forces from the road surface. These forces are then transmitted to the connecting layer 4, which covers the outside of the buffer layer 401 and evenly distributes the force to the buffer layer 401. The buffer layer 401 has honeycomb-shaped air chambers 402 inside. When subjected to pressure from the connecting layer 4, the air chambers 402 can undergo elastic deformation to evenly distribute the impact force, thereby reducing the vibration transmitted to the inner wheel layer 403 and avoiding excessive local pressure that could damage the structure.

[0028] When the trailer is in use, the suspension frame 204 is fixed to the bottom of the trailer. When the trailer encounters bumpy roads and obstacles during use, the guide wheel 1 is subjected to the impact force from the ground, causing the guide wheel 1 to move upward. When the guide wheel 1 moves upward, it drives the suspension support rod 203 to rotate around the connection point between the guide wheel 203 and the locking rod 202 and the suspension frame 204. When the suspension support rod 203 rotates, it drives the movable bar 206 to move upward. The top end of the movable bar 206 is rotatably connected to the bottom end of the connecting bar 208, so that the movement of the movable bar 206 drives the connecting bar. 208 moves upward within the limiting groove 301. When the linkage 208 moves upward, it touches the inner wall of the top limiting block 3. The limiting block 3 causes the linkage 208 to change its direction of movement and rotate laterally about the slot 207. When the linkage 208 rotates laterally, it squeezes the retaining ring 210 and the shock-absorbing spring 211 inward, causing the side subjected to the impact force to begin compressing the shock-absorbing spring 211. The shock-absorbing spring 211 absorbs and buffers the impact force on the guide wheel through its own elastic deformation, thereby reducing the transmission of the impact force to the trailer and protecting the safety of the trailer and cargo.

[0029] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. An adjustable trailer guide wheel, comprising a guide wheel body (1), characterized in that: A snap-fit ​​shaft (2) is fixedly connected to the inner surface of one side of the guide wheel body (1). A placement block (201) is fixedly connected to the outer wall of one side of the snap-fit ​​shaft (2). A locking rod (202) is fixedly connected to the upper and lower ends of the placement block (201). A suspension support rod (203) is movably connected to the outer surfaces of both sides of the locking rod (202). A suspension frame (204) is movably connected to the outer surface of the other side of the suspension support rod (203). A connecting rod is fixedly connected to the opposite inner side of the suspension support rod (203). The rod (205) has a movable bar (206) fixedly connected to its outer surface. The other end of the movable bar (206) is fixedly connected to a groove (207). The top end of the groove (207) is movably connected to a connecting bar (208). The top end of the connecting bar (208) has a slot (209) inside. The inner surface of the slot (209) is fixedly connected to a retaining ring (210). The outer surface of the retaining ring (210) is fixedly connected to a shock-absorbing spring (211).

2. The adjustable trailer guide wheel according to claim 1, characterized in that: The suspension rods (203) are distributed on both outer surfaces of the suspension frame (204), and the suspension rods (203) are rotatably connected to the suspension frame (204). A set of guide wheels (1) are distributed on both sides of the suspension frame (204) through the suspension rods (203) and the locking shaft (2). The locking rods (202) symmetrically pass through the upper and lower ends of the placement block (201). One end of the suspension rod (203) is rotatably connected to the outer surface of the locking rod (202), and the other end of the suspension rod (203) is rotatably connected to one outer surface of the suspension frame (204).

3. An adjustable trailer guide wheel according to claim 1, characterized in that: There are two sets of suspension rods (203) between the suspension frame (204) and the locking rod (202). There are four sets of suspension rods (203) symmetrically distributed about the suspension frame (204). The connecting rod (205) is fixed at the center of the bottom set of suspension rods (203). The bottom end of the linkage bar (208) passes through and rotates in the inner wall of the slot (207). The movable bar (206) is rotatably connected to the linkage bar (208) through the slot (207).

4. An adjustable trailer guide wheel according to claim 1, characterized in that: The shock-absorbing spring (211) is set at the top center of the suspension frame (204) via a connecting bar (208). The connecting bar (208) is a long strip with the top inclined upward. The slot (209) is circular and is opened at the top center of the connecting bar (208). The retaining ring (210) and the slot (209) are symmetrically distributed on both sides of the outside of the shock-absorbing spring (211). The shock-absorbing spring (211) is fixed between the slots (209) by the retaining ring (210).

5. An adjustable trailer guide wheel according to claim 1, characterized in that: The outer side of the linkage bar (208) is provided with a limiting block (3), the limiting block (3) is fixed to the outer walls of both sides of the suspension frame (204), the top inner side of the limiting block (3) is provided with a limiting groove (301), one end of the linkage bar (208) passes through the limiting groove (301) and fits against the inner side of the limiting block (3), the linkage bar (208) passes through a set of limiting blocks (3) and is fixedly connected to the retaining ring (210).

6. An adjustable trailer guide wheel according to claim 1, characterized in that: A connecting layer (4) is fixedly connected to the inner wall surface of the guide wheel body (1), a buffer layer (401) is fixedly connected to the inner wall of the connecting layer (4), an air chamber (402) is opened laterally inside the buffer layer (401), and an inner wheel layer (403) is fixedly connected to the inner surface of the buffer layer (401).

7. An adjustable trailer guide wheel according to claim 6, characterized in that: The air chamber (402) is annularly opened inside the buffer layer (401), the air chamber (402) is honeycomb shaped, and the inner wheel layer (403) is made of rubber.

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