Self-discharging carriage based on aluminum alloy profile full-screw-joint structure

Abstract

The utility model relates to the technical field of carriages, and discloses a dumper carriage based on an aluminum alloy profile full-screw-joint structure, which comprises a main frame and a carriage body which are made of aluminum alloy profiles, the carriage body comprises a bottom plate and four carriage plates, the bottom plate and the carriage plates are mounted at the upper end of the main frame, and the four carriage plates are arranged on the outer edge of the bottom plate in a surrounding manner. The carriage plate comprises a plurality of splice plates which are spliced from top to bottom and fixed through fasteners. The carriage plates are hinged to the main frame through hinges, and every two adjacent carriage plates are detachably connected through a connecting assembly. The carriage plate is formed by splicing the multiple splicing plates and fixed through the fasteners, dismounting and mounting of the carriage plate are facilitated, the adjacent carriage plates are detachably connected through the connecting assemblies, the structure of the carriage plate is more stable through the splicing and connecting mode, compared with welding and mounting, the process is simpler and more convenient, dismounting, mounting and overhauling are facilitated, and the carriage plate is more convenient to use. And the actual production and maintenance cost can be reduced.

Description

Technical Field

[0001] This utility model relates to the field of vehicle body technology, specifically to a self-unloading vehicle body based on an aluminum alloy profile with a fully threaded structure. Background Technology

[0002] As an important component of dump trucks, dump truck bodies are generally made of high-strength materials, have a strong load-bearing capacity, and can meet various heavy-duty transportation needs. Dump truck bodies can automatically unload goods through devices such as hydraulic lifting mechanisms, which greatly improves unloading efficiency.

[0003] Most dump truck bodies currently on the market are of traditional structure, mostly made of steel. The welding process is complex, the body structure has a lot of redundant weight, and the lightweight design is insufficient, resulting in low actual fuel efficiency, limited load capacity, and the steel is susceptible to corrosion, leading to high maintenance costs.

[0004] To address the issues of lightweighting and corrosion susceptibility of steel truck bodies, some dump truck bodies are attempting to use aluminum alloy materials, either entirely or partially. Aluminum alloy has only one-third the density of steel, but its specific strength (strength-to-weight ratio) is higher. Studies have shown that using 1 kg of aluminum in a vehicle can reduce its weight by 2.2 kg. When the overall vehicle weight is reduced by 10%, fuel efficiency improves by 6%-8%, and carbon dioxide emissions are reduced by 5%-6%. For dump truck bodies, lightweighting not only reduces transportation energy consumption but also reduces the pressure on the chassis structure. Aluminum alloy surfaces easily form a dense oxide film, and their corrosion resistance is 2-3 times that of ordinary carbon steel. In harsh environments such as salt spray and acid rain, the service life of aluminum alloy truck bodies can be extended by 3-5 years, reducing the risk of structural failure due to rust.

[0005] However, most aluminum alloy carriages still follow the "plate welding" approach used for steel carriages, without optimizing the structure for the characteristics of aluminum alloys. Welding aluminum alloys is prone to producing pores and cracks, and the joint strength is only 60%-70% of that of the base material. Furthermore, the welded structure is prone to fatigue cracking due to stress concentration under dynamic loads, which in turn leads to insufficient strength of the carriage or poor connection reliability, increasing production and maintenance costs. Utility Model Content

[0006] To address the technical problems existing in the background art, this utility model proposes a self-unloading truck body based on an aluminum alloy profile with a fully threaded structure.

[0007] This utility model proposes a self-unloading truck body based on an aluminum alloy profile with a fully screwed structure, including a main frame and a truck body made of aluminum alloy profiles. The truck body includes a bottom plate and truck body panels installed on the upper part of the main frame. There are four truck body panels, which are arranged around the outer edge of the bottom plate. Each truck body panel includes multiple splicing panels, which are spliced ​​from top to bottom and fixed by fasteners. The truck body panels are hinged to the main frame, and adjacent truck body panels are detachably connected by connecting components.

[0008] The lower end of the main frame is mounted on the dump truck via a bracket, and a lifting mechanism is installed on the bracket. The lifting mechanism lifts the end of the main frame near the front of the truck upward, causing the truck bed to tilt, thereby achieving automatic unloading.

[0009] The method of splicing multiple panels from top to bottom and fixing them with fasteners breaks the traditional pattern of integral molding of the body panel. If a panel is damaged during the production process, it is not necessary to replace the entire body panel. Only the damaged panel needs to be disassembled and replaced, which greatly reduces maintenance costs. Moreover, the splicing method is more flexible and easier to operate during installation, thus improving production efficiency.

[0010] The cargo box is hinged to the main frame, allowing the cargo box to be flipped to meet the self-unloading function. Adjacent cargo boxes are detachably connected by connecting components, which not only ensures the integrity and stability of the cargo box during transportation, but also facilitates the disassembly, adjustment or replacement of the cargo box when needed, improving the maintainability and adaptability of the cargo box.

[0011] As a further optimized solution of this utility model, the carriage panel includes a first splicing panel and several second splicing panels. The first splicing panel is hinged and installed on the main frame, and the several second splicing panels are spliced ​​from top to bottom and fixed with screws.

[0012] The first splicing panel serves as the foundation connecting the cargo box to the main frame. It achieves the flipping function of the cargo box through hinges. Several second splicing panels are spliced ​​together from top to bottom and fixed with screws. The screw connection method is simple and reliable, and easy to install and disassemble. In actual use, if a second splicing panel is damaged, the corresponding screw can be unscrewed to easily replace the splicing panel without affecting the structural stability of the entire cargo box. This layered splicing design makes the manufacturing and maintenance of the cargo box more convenient, and also makes it easy to adjust the height of the cargo box according to different transportation needs by increasing or decreasing the number of second splicing panels.

[0013] As a further optimization of this utility model, both the first splicing plate and the second splicing plate are hollow multi-cavity structures made of aluminum alloy.

[0014] Aluminum alloys offer advantages such as light weight, high strength, and corrosion resistance. Compared to traditional steel, using aluminum alloys effectively reduces the overall weight of the truck bed, improving fuel efficiency and load-bearing capacity. The hollow multi-cavity structure further optimizes the performance of the truck bed panels. On one hand, the hollow design reduces weight while increasing the strength and rigidity of the truck bed panels, making them less prone to deformation under cargo pressure. On the other hand, the multi-cavity structure enhances the sound and heat insulation of the truck bed panels, providing a better transportation environment for special items, such as temperature-sensitive goods. In addition, the multi-cavity structure can also distribute stress to a certain extent, improving the fatigue resistance of the truck bed panels and extending the service life of the truck bed.

[0015] As a further optimized solution of this utility model, the base plate includes a profile frame installed on the upper end of the main frame, and an aluminum alloy corrugated plate installed on the upper end of the profile frame.

[0016] The profile frame provides a stable support structure for the base plate, ensuring that it can withstand the weight of the goods and various stresses during vehicle operation. Aluminum alloy corrugated sheets are compositely installed on the profile frame. The special shape of the corrugated sheets increases the strength and rigidity of the base plate, enabling it to better resist the impact and pressure of the goods. Simultaneously, the corrugated sheet design improves the anti-slip performance of the base plate, preventing goods from sliding during transportation. Furthermore, the aluminum alloy corrugated sheets have excellent corrosion resistance, effectively resisting corrosive media that may appear during transportation and extending the service life of the base plate. This design, combining the profile frame with aluminum alloy corrugated sheets, ensures the load-bearing capacity of the base plate while also meeting the requirements of lightweight design and corrosion resistance.

[0017] As a further optimization of this utility model, the profile frame adopts an "I"-shaped cross-section structure. The "I"-shaped cross-section structure has high bending strength and stability. When subjected to pressure and bending moment, the upper and lower flanges of the "I" can withstand greater pressure and tension, while the middle web mainly bears shear force. This structure enables the profile frame to minimize its own weight and improve material utilization while ensuring strength. In the dump truck body, the "I"-shaped cross-section profile frame can better support the weight of the truck body and the pressure of the cargo, ensuring that the bottom plate will not be excessively deformed or damaged during transportation and unloading, thus ensuring the normal use of the truck body and the safe transportation of goods.

[0018] As a further optimization of this utility model, the upper surface of the corrugated plate has reinforcing ribs. The reinforcing ribs further enhance the strength and rigidity of the corrugated plate. During transportation, the weight of the goods and the vibration of the vehicle will exert pressure and impact on the corrugated plate. The reinforcing ribs can effectively disperse these forces and reduce the deformation of the corrugated plate. At the same time, the reinforcing ribs can also improve the fatigue resistance of the corrugated plate and extend its service life. In addition, the presence of reinforcing ribs can also increase the friction between the corrugated plate and the goods, further preventing the goods from sliding during transportation and improving transportation safety. The design of the reinforcing ribs significantly improves the performance of the corrugated plate without adding too much weight, providing a guarantee for the reliable operation of the carriage.

[0019] As a further optimized solution of this utility model, the connecting component includes a first connecting post and a second connecting post. The first connecting post and the second connecting post are respectively installed on the end faces of two adjacent carriage panels. When the two adjacent carriage panels are flipped upward and perpendicular to the main frame, the first connecting post and the second connecting post contact each other and are snapped together by a buckle.

[0020] The first and second connecting columns are respectively installed on the end faces of adjacent carriage panels. Under normal transportation conditions, the carriage panels are flipped upwards to be perpendicular to the main frame. They contact each other and are snapped together by buckles. This design makes the connection between adjacent carriage panels tighter and more stable, effectively preventing the carriage panels from loosening, shaking, or even separating during transportation. When unloading, the carriage panels need to be flipped downwards. This snap-fit ​​method is easy to operate. Simply release the buckle connection, and the carriage panel can be flipped over smoothly for unloading. Moreover, compared with traditional welding or other fixed connection methods, the snap-fit ​​method is more convenient and faster to install and disassemble, improving the maintenance efficiency of the carriage.

[0021] As a further optimized solution of this utility model, the buckle includes a male buckle and a female buckle. The female buckle is installed on the upper end of one of the first connecting post and the second connecting post, and the male buckle is installed on the upper end of the other one. The male buckle and the female buckle are engaged and locked together.

[0022] The design of the male and female snap fasteners is a key part of the connecting assembly. The male and female snap fasteners are installed on the upper ends of the first and second connecting posts, respectively. When the two connecting posts come into contact with each other, the male and female snap fasteners engage and lock together, forming a stable connection structure. This snap-fit ​​method is simple to operate. Just align the two connecting posts and make the male and female snap fasteners cooperate to achieve a quick connection. Moreover, the tightness of the snap-fit ​​can be controlled by adjusting the design parameters of the snap fasteners to ensure that the connection between the carriage panels will not loosen during transportation. When disassembly is required, the snap-fit ​​can be easily released, facilitating the maintenance or replacement of the carriage panels.

[0023] As a further optimized solution of the utility model, both the first connecting column and the second connecting column are aluminum alloy profiles and have openings communicating with the inner cavity of the profiles. The first connecting column and the second connecting column are respectively wrapped around adjacent carriage plates through the openings and fastened with screws; the splicing plates of adjacent carriage plates are slidably assembled into the inner cavities of the profiles of the first connecting column and the second connecting column through the openings;

[0024] The first connecting column and the second connecting column are made of aluminum alloy profiles, which match the material of the whole carriage. This not only ensures the connection strength but also reduces the weight. They have openings communicating with the inner cavity of the profiles. They are wrapped around adjacent carriage plates through the openings and fastened with screws. This installation method makes the connection between the connecting column and the carriage plate more firm. The splicing plates of adjacent carriage plates can be slidably assembled into the inner cavities of the profiles of the connecting column through the openings. On the one hand, during the installation process, this sliding assembly method is convenient for adjusting the position of the splicing plate to ensure the accuracy of the connection; on the other hand, during the use of the carriage, this connection method can adapt to the slight deformation of the carriage plate when受力 and improve the reliability of the connection. At the same time, because it is fastened with screws, it is also relatively convenient to disassemble when needed, which is convenient for repairing and replacing the connecting column or the carriage plate.

[0025] As a further optimized solution of the utility model, the main frame is a rectangular frame structure, and cross beams and longitudinal beams are installed inside the main frame and are arranged perpendicular to each other. The ends of the cross beams and the longitudinal beams are connected to the inner wall of the main frame by bolts, and the intersection of the cross beams and the longitudinal beams is locked by a stabilizing member;

[0026] The main frame adopts a rectangular frame structure, which has good stability and bearing capacity and can provide reliable support for the carriage body. The cross beams and longitudinal beams arranged perpendicular to each other inside further enhance the strength and rigidity of the main frame;

[0027] The ends of the cross beams and the longitudinal beams are connected to the inner wall of the main frame by bolts. The bolt connection method is convenient for installation and disassembly. When the frame needs to be repaired or adjusted, the cross beams and the longitudinal beams can be conveniently removed or replaced. The intersection of the cross beams and the longitudinal beams is locked by a stabilizing member. The stabilizing member can strengthen the connection strength at the intersection and prevent relative displacement between the cross beams and the longitudinal beams during vehicle driving, ensuring the overall structural stability of the main frame. This design enables the main frame to better bear the weight of the carriage and the goods and various forces during vehicle driving, ensuring the safe and reliable operation of the self-unloading carriage;

[0028] The number of cross beams is multiple and they are evenly distributed along the length direction of the carriage, and the number of longitudinal beams is multiple and they are evenly distributed along the width direction of the carriage, which can improve the overall strength of the main frame. Both the cross beams and the longitudinal beams are aluminum alloy profiles, and the profile cross-section is designed as a hollow multi-cavity structure (such as "day" shape or "field" shape, etc.) and is formed by an extrusion molding process, achieving high stiffness while optimizing the lightweight design;

[0029] The stabilizing component is in the shape of angle iron and is located at the junction of the crossbeam and the longitudinal beam. It is fixed with bolts, which helps to improve the actual connection reliability.

[0030] The self-unloading truck body based on an aluminum alloy profile with a fully threaded structure proposed in this utility model has the following beneficial effects:

[0031] (i) The carriage panel of this application is spliced ​​together from multiple splicing panels and fixed with fasteners, which facilitates the disassembly and assembly of the carriage panel. Adjacent carriage panels are detachably connected by connecting components. This splicing and connection method makes the structure of the carriage panel more stable. Compared with welding, the installation process is simpler and more convenient, and it is easy to disassemble, assemble and repair, which helps to reduce actual production and maintenance costs.

[0032] (ii) The first and second connecting columns of the connecting components are fastened to the carriage panels with screws. The splicing plates of adjacent carriage panels can be slidably assembled into the inner cavity of their profiles. This design facilitates the assembly and maintenance of the carriage. The first and second connecting columns are interlocked with each other by male and female buckles. Compared with traditional connection methods, this connection structure is more stable and reliable. During the use of the carriage, it can effectively prevent the carriage panels from loosening or separating, ensuring the safety of the transportation process and avoiding safety accidents such as cargo falling.

[0033] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0034] Figure 1 This is a three-dimensional structural diagram of the present invention;

[0035] Figure 2 This is a schematic diagram of the frame structure of this utility model;

[0036] Figure 3 This utility model Figure 2 Enlarged structural diagram at point A;

[0037] Figure 4 This utility model Figure 2 Enlarged structural diagram at point B;

[0038] Figure 5 This utility model Figure 1 A magnified structural diagram at point C.

[0039] Figure descriptions: 1. Main frame; 2. Floor plate; 3. Cargo box panel; 31. First splicing plate; 32. Second splicing plate; 4. Connecting assembly; 41. First connecting column; 42. Second connecting column; 5. Bracket; 6. Crossbeam; 7. Longitudinal beam; 8. Stabilizer; 9. Male buckle; 10. Female buckle. Detailed Implementation

[0040] The embodiments of this utility model are described in detail below. Examples of these embodiments are illustrated in the accompanying drawings, wherein the same or similar symbols denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0041] In this utility model, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0042] In the field of truck body technology, traditional dump truck bodies suffer from problems such as complex welding processes, heavy weight, susceptibility to corrosion, insufficient strength, and poor connection reliability, which seriously affect their performance and economic benefits. This utility model, a dump truck body based on an aluminum alloy profile with a fully threaded structure, aims to solve these problems through innovative design, achieving a more efficient, economical, and durable truck body. The specific implementation method is described below from the aspects of the design of each component, their interrelationships, and overall advantages:

[0043] like Figures 1-3 As shown, the main frame 1, as the basic support structure of the entire dump truck body, adopts a rectangular design. The crossbeams 6 and longitudinal beams 7 installed inside are perpendicular to each other, like a sturdy skeleton, providing strong load-bearing capacity for the truck body. The ends of the crossbeams 6 and longitudinal beams 7 are connected to the inner wall of the main frame 1 by bolts. This connection method not only facilitates the disassembly and replacement of the crossbeams and longitudinal beams during later maintenance or adjustment, but also ensures the firmness of the connection. At the intersection of the crossbeams 6 and longitudinal beams 7, the angle iron-shaped stabilizers 8 are fixed with bolts, which greatly enhances the connection strength at the intersection and effectively prevents relative displacement between the crossbeams and longitudinal beams during vehicle operation, ensuring the overall stability of the main frame.

[0044] Furthermore, there are numerous cross beams 6 and longitudinal beams 7, which are evenly distributed along the length and width directions of the carriage respectively. They are all made of aluminum alloy profiles, and the profile cross-section is a hollow multi-cavity structure, such as a "day" shape or a "field" shape, etc., and are made by the extrusion molding process. This structural design achieves lightweight while ensuring high stiffness, enabling the main frame to better bear the weight of the carriage and goods, as well as various forces generated during vehicle driving, laying a solid foundation for the safe and reliable operation of the self-unloading carriage.

[0045] As Figure 1 shown, the bottom plate 2 is installed at the upper end of the main frame 1 and is composed of a profile skeleton and an aluminum alloy corrugated plate. The profile skeleton adopts an "I" - shaped cross-section structure. This structure has significant advantages in mechanical properties. When bearing pressure and bending moment, the upper and lower flanges of the "I" can bear greater pressure and tension, and the middle web mainly bears shear force, enabling the profile skeleton to minimize its own weight while ensuring strength, improving the material utilization rate. It provides stable support for the bottom plate, ensuring that the bottom plate will not undergo excessive deformation or damage due to excessive pressure during transportation and unloading, guaranteeing the normal use of the carriage and the safe transportation of goods;

[0046] Furthermore, the aluminum alloy corrugated plate is compositely installed on the profile skeleton. Its special corrugated shape not only increases the strength and rigidity of the bottom plate, enabling it to better resist the impact and pressure of goods, but also improves the anti-slip performance of the bottom plate, effectively preventing goods from sliding during transportation. In addition, the aluminum alloy material itself has good corrosion resistance, which can effectively resist the corrosion media that may appear during transportation, extending the service life of the bottom plate. The reinforcing ribs provided on the upper surface of the corrugated plate further enhance the strength and rigidity of the corrugated plate. It can disperse the pressure and impact force generated by the weight of goods and vehicle vibration, reduce the deformation of the corrugated plate, improve its fatigue resistance, and at the same time increase the friction force with goods, further ensuring transportation safety.

[0047] As Figure 1 and Figure 5 shown, there are a total of four carriage plates 3, surrounding the outer edge of the bottom plate 2. Each carriage plate 3 is composed of multiple splicing plates, including a first splicing plate 31 and several second splicing plates 32;

[0048] Specifically, the first splicing plate 31 is hinged to the main frame 1 through a hinge. This design enables the carriage plate to achieve flipping, meeting the functional requirements of self-unloading;

[0049] Furthermore, several second splicing plates 32 are spliced ​​together from top to bottom and fixed with screws. This screw connection method is simple and reliable to operate. In actual use, if a second splicing plate 32 is damaged, it can be easily replaced by simply unscrewing the corresponding screws without affecting the structural stability of the entire carriage. By increasing or decreasing the number of second splicing plates 32, the height of the carriage can also be adjusted according to different transportation needs.

[0050] Furthermore, both the first splicing plate 31 and the second splicing plate 32 are hollow multi-cavity structures made of aluminum alloy. The characteristics of aluminum alloy make the body panels lightweight, high-strength, and corrosion-resistant. Compared with traditional steel, it effectively reduces the overall weight of the body, improves the vehicle's fuel efficiency and load-bearing capacity. The hollow multi-cavity structure further optimizes the performance of the body panels. The hollow design reduces weight while increasing the strength and rigidity of the body panels, making them less prone to deformation when subjected to cargo pressure. The multi-cavity structure also enhances the sound insulation and heat insulation effects of the body panels, providing a better environment for transporting special items. In addition, it disperses stress to a certain extent, improves the fatigue resistance of the body panels, and extends the service life of the body.

[0051] like Figure 1 and Figure 2 As shown, two adjacent carriage panels 3 are detachably connected by a connecting component 4;

[0052] Specifically, such as Figure 4 and Figure 5 As shown, the connecting component 4 includes a first connecting post 41 and a second connecting post 42, which are respectively installed on the end faces of two adjacent carriage panels 3. The first connecting post 41 and the second connecting post 42 are both aluminum alloy profiles and have openings that communicate with the inner cavity of the profiles. Through these openings, they respectively cover the adjacent carriage panels 3 and are fastened with screws. This installation method makes the connection between the connecting post and the carriage panel more secure.

[0053] Furthermore, the splicing plates of adjacent carriage panels 3 can be slidably assembled into the profile cavities of the first connecting column 41 and the second connecting column 42 through openings. During installation, it is easy to adjust the position of the splicing plates to ensure the accuracy of the connection. During the use of the carriage, this connection method can adapt to the slight deformation of the carriage panels when under stress, improving the reliability of the connection. Moreover, since it is fastened with screws, it is also convenient to disassemble when needed, making it easy to repair and replace the connecting columns or carriage panels.

[0054] Furthermore, when two adjacent carriage panels 3 are flipped upwards and perpendicular to the main frame 1, the first connecting post 41 and the second connecting post 42 come into contact with each other and are engaged by snap-fit ​​mechanisms, as shown below. Figure 5As shown, the buckle consists of a male buckle 9 and a female buckle 10. The female buckle 10 is installed on the upper end of one of the first connecting post 41 and the second connecting post 42, and the male buckle 9 is installed on the upper end of the other. The male buckle 9 and the female buckle 10 are locked together. This buckling method is simple to operate and has a tight connection. During transportation, it can effectively prevent the car body panels from loosening, shaking, or even separating, thus ensuring the safety of transportation. When unloading, simply release the buckle connection, and the car body panels can be easily flipped down for unloading. Compared with traditional welding or other fixed connection methods, it is more convenient and faster to install and disassemble, improving the maintenance efficiency of the car body.

[0055] In summary, this self-unloading truck body based on an aluminum alloy profile with a fully threaded structure exhibits numerous advantages through the coordinated operation of its components. The truck body panel 3 is composed of multiple spliced ​​panels and secured with fasteners. Adjacent truck body panels 3 are connected by detachable connecting components 4. This design makes the truck body structure more stable, and the installation process is simpler and more convenient than welding, facilitating disassembly and maintenance, and significantly reducing actual production and maintenance costs. The unique design of the connecting components 4, including the structure of the first connecting column 41 and the second connecting column 42, as well as the snap-fit ​​connection method, makes the truck body safer and more reliable during use, effectively preventing accidents such as cargo falling off.

[0056] Meanwhile, the extensive use of aluminum alloy profiles, combined with the rational structural design of each component, has achieved lightweight, high strength, and corrosion resistance in the vehicle body. The overall vehicle weight is reduced by 30%-40% compared to steel structures, and fuel efficiency is improved by more than 15%. The aluminum alloy surface oxidation treatment makes it suitable for harsh environments such as humidity and salt spray, extending its service life by 50%. Through profile cross-section optimization and innovative connection processes, the bending stiffness reaches more than 90% of that of equivalent steel structures, improving the overall performance of the vehicle and demonstrating significant economic and practical value in actual applications.

[0057] The above description is only a preferred embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. Any equivalent substitutions or changes made by those skilled in the art within the technical scope disclosed in the present utility model, based on the technical solution and the inventive concept of the present utility model, should be included within the protection scope of the present utility model.

Claims

1. A self-unloading truck body based on an aluminum alloy profile with a fully threaded structure, comprising a main frame (1) composed of aluminum alloy profiles and a truck body, the truck body comprising a bottom plate (2) installed on the upper end of the main frame (1) and truck body panels (3), the number of truck body panels (3) being four and arranged around the outer edge of the bottom plate (2), characterized in that: The carriage panel (3) includes multiple splicing panels, which are spliced ​​from top to bottom and fixed by fasteners; The carriage panel (3) is hinged to the main frame (1) and two adjacent carriage panels (3) are detachably connected by a connecting component (4).

2. The self-unloading truck body based on an aluminum alloy profile with a fully threaded structure according to claim 1, characterized in that, The carriage panel (3) includes a first splicing panel (31) and several second splicing panels (32). The first splicing panel (31) is hinged to the main frame (1) by a hinge, and several second splicing panels (32) are spliced ​​from top to bottom and fixed by screws.

3. A self-unloading truck body based on an aluminum alloy profile with a fully threaded structure according to claim 2, characterized in that, Both the first splicing plate (31) and the second splicing plate (32) are hollow multi-cavity structures made of aluminum alloy.

4. A self-unloading truck body based on an aluminum alloy profile with a fully threaded structure according to claim 1, characterized in that, The base plate (2) includes a profile frame installed on the upper end of the main frame (1) and an aluminum alloy corrugated plate installed on the upper end of the profile frame.

5. A self-unloading truck body based on an aluminum alloy profile with a fully threaded structure according to claim 4, characterized in that, The profile frame adopts an "I" shaped cross-section structure.

6. A self-unloading truck body based on an aluminum alloy profile with a fully threaded structure according to claim 4, characterized in that, The upper surface of the corrugated plate has reinforcing ribs.

7. A self-unloading truck body based on an aluminum alloy profile with a fully threaded structure according to claim 1, characterized in that, The connecting component (4) includes a first connecting post (41) and a second connecting post (42). The first connecting post (41) and the second connecting post (42) are respectively installed on the end faces of two adjacent carriage panels (3). When the two adjacent carriage panels (3) are flipped upward and perpendicular to the main frame (1), the first connecting post (41) and the second connecting post (42) come into contact with each other and are snapped together by a buckle.

8. A self-unloading truck body based on an aluminum alloy profile with a fully threaded structure according to claim 7, characterized in that, The buckle includes a male buckle (9) and a female buckle (10). The female buckle (10) is installed on the upper end of one of the first connecting post (41) and the second connecting post (42), and the male buckle (9) is installed on the upper end of the other. The male buckle (9) and the female buckle (10) are locked together.

9. A self-unloading truck body based on an aluminum alloy profile with a fully threaded structure according to claim 1, characterized in that, The first connecting post (41) and the second connecting post (42) are both aluminum alloy profiles and have openings that communicate with the inner cavity of the profiles. The first connecting post (41) and the second connecting post (42) cover the adjacent carriage panels (3) through the openings and are fastened with screws. The splicing plate of the adjacent carriage panel (3) is slidably assembled into the profile cavity of the first connecting column (41) and the second connecting column (42) through the opening.

10. A self-unloading truck body based on an aluminum alloy profile with a fully threaded structure as described in any one of claims 1-9, characterized in that, The main frame (1) is a rectangular frame structure, and the interior of the main frame (1) is equipped with crossbeams (6) and longitudinal beams (7) arranged perpendicularly to each other. The ends of the crossbeams (6) and longitudinal beams (7) are connected to the inner wall of the main frame (1) by bolts, and the intersection of the crossbeams (6) and longitudinal beams (7) is locked by a stabilizing member (8).

Images