Multifunctional automobile trailer support with anti-collision structure

Abstract

The utility model discloses a multifunctional automobile trailer support with an anti-collision structure, which relates to the technical field of automobile trailer supports and comprises a first bearing plate, a second bearing plate, a first pinch bar, a second pinch bar and a positioning buckle. The anti-collision structure comprises a first fixing rod, a second fixing rod, an anti-collision frame and an anti-collision wheel, the anti-collision wheel is installed above the anti-collision frame, the anti-collision frame is installed on the side edge of the second fixing rod, the second fixing rod is installed on the side edge of the first fixing rod, and through the synergistic effect of the first fixing rod, the second fixing rod, the anti-collision frame and the anti-collision wheel, the anti-collision effect is achieved. The anti-collision wheels can absorb collision force through rotation and deformation of materials of the anti-collision wheels, the anti-collision frame stops direct collision, the collision damage risk in the vehicle dragging process is effectively reduced, and reliable protection is provided for the vehicle and the support.

Description

Technical Field

[0001] This utility model relates to the field of automobile trailer support technology, specifically a multifunctional automobile trailer support with an anti-collision structure. Background Technology

[0002] As an important auxiliary device for vehicle rescue, transportation, and special scenarios, the core value of car trailer racks lies in their modular structural design, which enables stable support and flexible movement of towed vehicles. In scenarios such as road rescue, car transportation, and engineering operations, the performance of trailer racks directly affects operational efficiency and safety. However, when towing operations are carried out, the combination of the towing vehicle and the towed vehicle results in a significant increase in overall length, greatly expanding the turning radius and the space required for movement. In urban roads, narrow sections, or complex road conditions, it is easy to cause scrapes and collisions due to insufficient space, resulting in damage to the vehicle body, wheel hubs, rearview mirrors, and other components of both vehicles.

[0003] Taking the "A Car Trailer Rack for Easy Storage" application number CN202420662169.2 as an example, this solution integrates wheel components into the bottom surface of the support arm and folding arm, and with the second fixing mechanism at the top, it realizes the portable storage and quick installation of the rack. It has the advantages of flexible operation and strong practicality, but its technical limitations are also very significant: it lacks an active anti-collision protection mechanism and relies solely on the driver's experience to control the steering radius. When the vehicle assembly enters a curve with insufficient radius of curvature (such as a right-angle intersection or a roundabout), the rear of the towed vehicle is prone to collide with roadside obstacles, parked vehicles or infrastructure due to the "inner wheel difference" effect.

[0004] Based on this, this paper proposes a technical solution for "a multi-functional car trailer support with an anti-collision structure". Utility Model Content

[0005] The purpose of this utility model is to provide a multi-functional car trailer bracket with an anti-collision structure to solve the problem mentioned in the background art of the lack of anti-collision protection mechanisms in existing market equipment.

[0006] To achieve the above objectives, this utility model provides the following technical solution: a multi-functional car trailer support with an anti-collision structure, comprising a first bearing plate, a second bearing plate, a first pry bar, a second pry bar, and a positioning buckle;

[0007] The first bearing plate is provided with an anti-collision structure on its side. The anti-collision structure includes a first fixed rod, a second fixed rod, an anti-collision frame, and an anti-collision wheel. The anti-collision wheel is installed above the anti-collision frame, the anti-collision frame is installed on the side of the second fixed rod, and the second fixed rod is installed on the side of the first fixed rod.

[0008] As a preferred technical solution of this utility model, the first bearing plate is in the form of a bracket trapezoidal structure, and the upper surface of the first bearing plate is uniformly fixed with an X-shaped anti-slip pattern. The first bearing plate is rotatably connected to the bearing wheel group, and four parallel rollers are fitted on the side of the bearing wheel group.

[0009] Using the above technical solution, the first load-bearing plate has an overall trapezoidal support structure, which can adapt to the load-bearing requirements of different vehicle models during towing, increase the contact area with the towed vehicle, and improve support stability. Its surface has uniformly fixed X-shaped anti-slip patterns, which significantly enhances friction with the towed vehicle, preventing relative slippage during towing and reducing safety risks. The load-bearing wheel assembly rotatably connected to the first load-bearing plate has four parallel rollers mounted on its sides. By distributing pressure through multiple rollers, wear on individual rollers is reduced, extending service life. Simultaneously, it improves the stability of the support when moving on complex road surfaces and facilitates flexible adjustment of the support position.

[0010] As a preferred technical solution of this utility model, a limiting sleeve is fixedly connected to the outer side of the first bearing plate, a limiting groove is opened on the side of the limiting sleeve, the limiting groove is an L-shaped structure, and a pin is slidably connected inside the limiting sleeve. A spring is fitted on the left side of the pin, and the other end of the pin is engaged with the bearing wheel assembly. A hole matching the pin is opened on the inner side of the bearing wheel assembly.

[0011] Using the above technical solution, the limiting sleeve fixed on the outer side of the first bearing plate has an L-shaped limiting groove on the side to guide and limit the pin, ensuring the stability of the pin's sliding trajectory; the pin slidably connected inside the limiting sleeve has a spring on its left side, and the spring force can cause the pin to tightly engage with the bearing wheel assembly. The inner side has a hole that matches the pin, realizing the quick locking of the bearing wheel assembly and preventing the wheel assembly from rotating accidentally when the trailer is being towed; when the support needs to be moved, it can be unlocked simply by pulling the pin to compress the spring, which is convenient to operate and takes into account both the stability and mobility of the trailer.

[0012] As a preferred technical solution of this utility model, the side of the first bearing plate is vertically fixed to the first fixing rod. A positioning groove is opened in the first fixing rod. A second fixing rod is slidably connected in the positioning groove. A spring block is rotatably connected to the left side of the second fixing rod. The spring block has an L-shaped structure. A positioning buckle is rotatably connected to the left end of the second fixing rod. A pair of adjacent slots are opened above the positioning buckle. The positioning buckle engages with the spring block through the slots. The overall structure of the positioning groove is a one-way toothed structure. The left and right ends of the positioning groove are U-shaped grooves. The height of the U-shaped groove on the left side of the positioning groove is lower than that on the right side. This is used to engage the spring block with the groove of the positioning buckle. The first fixing rod and the second fixing rod are extended and then retracted.

[0013] Using the above technical solution, the side of the first bearing plate is vertically fixed to the first fixed rod, ensuring the connection strength between the anti-collision structure and the bearing body, and providing stable support for the anti-collision function; the positioning groove opened in the first fixed rod is a one-way toothed structure, which allows the second fixed rod to be flexibly extended and retracted, realizing the adjustment of the extension length of the anti-collision frame to adapt to the anti-collision needs of different scenarios; the L-shaped spring block rotatably connected to the left side of the second fixed rod and the positioning buckle rotatably connected to the left end have a pair of adjacent slots above them. By engaging with the spring block through the slots, the anti-collision structure can be quickly fixed after extension and retraction, preventing loosening; the U-shaped grooves at both ends of the positioning groove can provide a limit for the spring block and the positioning buckle, which facilitates the recycling and storage of the anti-collision structure, reduces storage space, and ensures the structural stability after recycling, improving the practicality and storage convenience of the anti-collision structure.

[0014] As a preferred technical solution of this utility model, the second fixing rod is vertically fixed to the second bearing plate, and the second bearing plate has the same structure as the first bearing plate. The second pry bar is slidably connected to the side of the first bearing plate, and the first pry bar is slidably connected to the side of the second bearing plate. The first pry bar and the second pry bar are threadedly connected, and the first pry bar has a hollow structure inside. The first pry bar is fitted on the top of the drive rod, and the drive rod is fixedly connected to the bearing wheel assembly.

[0015] With the above technical solution, the second fixed rod is vertically fixed to the second bearing plate, and the second bearing plate has the same structure as the first bearing plate, which can form symmetrical support with the first bearing plate, evenly distributing the force when the trailer is towed, and improving the load-bearing capacity of the overall structure; the second pry bar, which is slidably connected to the side of the first bearing plate, is threadedly connected to the first pry bar, which is slidably connected to the side of the second bearing plate, and the overall length can be flexibly adjusted to adapt to different operating spaces and trailer heights; the first pry bar is a hollow structure and is fitted above the drive rod, which is fixedly connected to the bearing wheel set. By prying the pry bar, the bearing wheel set can be controlled to turn or lift, simplifying the docking process between the bracket and the car trailer hook, and improving the adaptability and operational flexibility of the bracket.

[0016] Compared with the prior art, the beneficial effects of this utility model are:

[0017] 1. Its anti-collision structure works in concert with the first fixed rod, the second fixed rod, the anti-collision frame and the anti-collision wheel. The anti-collision wheel can absorb the collision force through rotation and deformation of its own material, and the anti-collision frame can block direct impact, effectively reducing the risk of collision damage during towing and providing reliable protection for the vehicle and the support.

[0018] 2. The trapezoidal structure of the first load-bearing plate increases the contact area and improves stability, while the X-shaped anti-slip texture enhances friction and prevents slippage; the four parallel rollers of the load-bearing wheel set combine wear resistance and shock absorption, and with the limit sleeve, pin and spring, the wheel set can be quickly locked and unlocked, balancing the stability when towing and the flexibility when moving.

[0019] 3. The nested telescopic design of the first and second fixing rods, combined with the one-way tooth structure of the positioning groove, the snap-fit ​​of the rebound block and the positioning buckle, allows for flexible adjustment of the extension length of the anti-collision frame to adapt to different scenarios; the U-shaped grooves at both ends of the positioning groove facilitate the recycling and storage of the anti-collision structure, reducing storage space and improving practicality.

[0020] 4. The second load-bearing plate is symmetrically distributed with the first load-bearing plate, which evenly distributes the force and enhances the load-bearing capacity; the first pry bar and the second pry bar are threadedly connected and the length is adjustable. Together with the drive rod, they drive the load-bearing wheel set to turn or lift, simplifying the docking process with trailer hooks of different models and improving operational flexibility and adaptability. Attached Figure Description

[0021] Figure 1 This is a side view of the structure of this utility model;

[0022] Figure 2 This is a schematic diagram of the pin and limiting sleeve structure of this utility model;

[0023] Figure 3 This is a schematic diagram of the first fixing rod and the second fixing rod of this utility model;

[0024] Figure 4 This is a schematic diagram of the anti-collision frame and anti-collision wheels of this utility model;

[0025] Figure 5 This is a schematic diagram of the limiting sleeve and driving rod structure of this utility model;

[0026] Figure 6 This is a schematic diagram of the spring block and positioning buckle structure of this utility model;

[0027] Figure 7 This is a schematic diagram of the first and second pry bar structures of this utility model.

[0028] In the diagram: 1. First bearing plate; 2. Second bearing plate; 3. First pry bar; 4. Second pry bar; 5. First fixing rod; 6. Second fixing rod; 7. Anti-collision frame; 8. Anti-collision wheel; 9. Bearing wheel assembly; 10. Spring; 11. Pin; 12. Limiting sleeve; 13. Drive rod; 14. Limiting groove; 15. Positioning groove; 16. Spring block; 17. Positioning buckle. Detailed Implementation

[0029] 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.

[0030] Please see Figure 1 - Figure 7 The present invention provides a multi-functional car trailer support with an anti-collision structure, comprising a first bearing plate 1, a second bearing plate 2, a first pry bar 3, a second pry bar 4, a first fixing rod 5, a second fixing rod 6, an anti-collision frame 7, an anti-collision wheel 8, a bearing wheel assembly 9, a spring 10, a pin 11, a limiting sleeve 12, a drive rod 13, a limiting groove 14, a positioning groove 15, a spring block 16, and a positioning buckle 17.

[0031] The first load-bearing plate 1 adopts a trapezoidal support structure, and its overall shape is adapted to the load-bearing requirements of different vehicle models. By increasing the contact area with the towed vehicle, the overall support stability is improved. The upper surface of the first load-bearing plate 1 is evenly distributed with X-shaped anti-slip textures, which can effectively enhance the friction coefficient when in contact with the towed vehicle, avoid relative slippage during towing, and ensure operational safety. The first load-bearing plate 1 is rotatably connected to the load-bearing wheel set 9. The four parallel rollers mounted on the side of the load-bearing wheel set 9 achieve wear balance by distributing the force through multiple wheels, while improving the stability of the support when moving on complex road surfaces and facilitating flexible adjustment of the support position.

[0032] The first bearing plate 1 is fixedly connected to the outer side of the limiting sleeve 12. The L-shaped limiting groove 14 opened on the side of the limiting sleeve 12 provides precise guidance and limiting for the pin 11, ensuring the stability of the sliding trajectory of the pin 11. The pin 11, which is slidably connected inside the limiting sleeve 12, is fitted with a spring 10 on the left side. With the elastic restoring effect of the spring 10, the pin 11 can be tightly engaged with the bearing wheel assembly 9. The bearing wheel assembly 9 has a hole on the inner side that matches the pin 11, so as to realize the quick locking of the bearing wheel assembly 9 and prevent the wheel assembly from rotating accidentally when the trailer is being towed. When the support needs to be moved, the locking can be released simply by pulling the pin 11 to compress the spring 10. The operation is convenient and takes into account both the stability of the trailer and the flexibility of movement.

[0033] The first bearing plate 1 is vertically fixed to the first fixed rod 5 on its side, ensuring the connection strength between the anti-collision structure and the bearing body and providing stable support for the anti-collision function. The positioning groove 15 opened in the first fixed rod 5 adopts a one-way tooth structure, which allows the second fixed rod 6 to flexibly extend and retract along the positioning groove 15, realizing the adaptive adjustment of the extension length of the anti-collision frame 7 to meet the anti-collision requirements of different scenarios. The L-shaped spring block 16 rotatably connected to the left side of the second fixed rod 6 cooperates with the positioning buckle 17 rotatably connected to the left end of the second fixed rod 6. The adjacent slot opened above the positioning buckle 17 can engage with the spring block 16 to achieve a stable lock after extension and retraction. The U-shaped grooves at both ends of the positioning groove 15 have a lower left groove height than the right groove, which can limit the spring block 16 and the positioning buckle 17, making it easy to retract and store the first fixed rod 5 and the second fixed rod 6 after extension, and ensuring the structural stability after retraction.

[0034] The second fixed rod 6 is vertically fixed to the second bearing plate 2, and the second bearing plate 2 has the same structure as the first bearing plate 1. The two form a symmetrical support structure, which can evenly distribute the force when the trailer is being towed, and improve the overall load-bearing capacity of the structure. The second pry bar 4, which is slidably connected to the side of the first bearing plate 1, is threadedly connected to the first pry bar 3, which is slidably connected to the side of the second bearing plate 2. The overall length can be flexibly adjusted through the threaded engagement to adapt to different operating spaces and trailer requirements. The first pry bar 3 adopts a hollow structure and is fitted on top of the drive rod 13. The drive rod 13 is fixedly connected to the bearing wheel set 9. By prying the pry bar, the steering or lifting of the bearing wheel set 9 can be easily controlled, simplifying the docking process between the bracket and the car trailer hook, and improving operational flexibility and scenario adaptability.

[0035] Working principle: When using a multi-functional car trailer support with an anti-collision structure, the first bearing plate 1 and the second bearing plate 2 serve as the core bearing components. Their trapezoidal structure increases the contact area with the towed vehicle to distribute pressure, and the X-shaped anti-slip texture on the upper surface enhances friction to prevent relative slippage, ensuring stability during towing. The bearing wheel assembly 9 is connected to the bearing plate through a rotating connection to enable flexible movement of the support. When it is necessary to fix the support, the pin 11 in the limiting sleeve 12 slides along the L-shaped limiting groove 14 under the elastic force of the spring 10 and engages with the hole of the bearing wheel assembly 9, locking the wheel assembly to prevent accidental rotation. When moving, pulling the pin 11 to compress the spring 10 unlocks the support, balancing stability and mobility.

[0036] The anti-collision structure is vertically fixed to the first bearing plate 1 by the first fixing rod 5 to form a stable support. The second fixing rod 6 can slide along the one-way toothed positioning groove 15 in the first fixing rod 5 to adjust the extension length of the anti-collision frame 7. After adjustment, the L-shaped spring block 16 engages with the slot of the positioning buckle 17 to lock the telescopic length to adapt to different anti-collision requirements. During the towing process, the anti-collision wheel 8 absorbs the side collision force through rotation and its own deformation, and the anti-collision frame 7 blocks the frontal impact, together forming a protective barrier. When storing, the engagement between the spring block 16 and the positioning buckle 17 is released, and the second fixing rod 6 retracts into the U-shaped grooves at both ends of the positioning groove 15 to complete the limited storage.

[0037] The first pry bar 3 and the second pry bar 4 are connected by threads to achieve length adjustment, adapting to different operating spaces and trailer heights. The first pry bar 3 is mounted on top of the drive rod 13, and the drive rod 13 is fixed to the load-bearing wheel set 9. By prying the pry bar, the load-bearing wheel set 9 can be turned or raised and lowered, quickly completing the docking of the bracket and the car trailer hook. The second load-bearing plate 2 is symmetrical to the first load-bearing plate 1, and the overall load-bearing capacity is further improved by balancing the force, ensuring the stability of the docking and trailer process.

[0038] This completes a series of tasks. The contents not described in detail in this specification are existing technologies known to those skilled in the art.

[0039] 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. A multi-functional car trailer support with an anti-collision structure, comprising a first load-bearing plate (1); characterized in that: The first bearing plate (1) is provided with an anti-collision structure on its side. The anti-collision structure includes a first fixing rod (5), a second fixing rod (6), an anti-collision frame (7), and an anti-collision wheel (8). The anti-collision wheel (8) is installed above the anti-collision frame (7). The anti-collision frame (7) is installed on the side of the second fixing rod (6). The second fixing rod (6) is installed on the side of the first fixing rod (5).

2. The multi-functional car trailer support with an anti-collision structure according to claim 1, characterized in that, The first bearing plate (1) is in the form of a bracket trapezoidal structure, and the upper surface of the first bearing plate (1) is uniformly fixed with an X-shaped anti-slip pattern. The first bearing plate (1) is rotatably connected to the bearing wheel group (9), and the bearing wheel group (9) has four parallel rollers mounted on its side.

3. A multi-functional car trailer support with an anti-collision structure according to claim 1, characterized in that, The first bearing plate (1) is fixedly connected to the outer side of the limiting sleeve (12). The limiting sleeve (12) has a limiting groove (14) on its side. The limiting groove (14) is an L-shaped structure. The limiting sleeve (12) is slidably connected to the pin (11). The pin (11) is fitted with a spring (10) on its left side. The other end of the pin (11) is engaged with the bearing wheel assembly (9). The bearing wheel assembly (9) has a hole on its inner side that matches the pin (11).

4. A multi-functional car trailer support with an anti-collision structure according to claim 1, characterized in that, The first bearing plate (1) is vertically fixed to the first fixing rod (5) on its side. A positioning groove (15) is opened in the first fixing rod (5). A second fixing rod (6) is slidably connected in the positioning groove (15). A spring block (16) is rotatably connected to the left side of the second fixing rod (6). The spring block (16) has an L-shaped structure. A positioning buckle (17) is rotatably connected to the left end of the second fixing rod (6). A pair of adjacent slots are opened above the positioning buckle (17). The positioning buckle (17) is engaged with the spring block (16) through the slots. The overall structure of the positioning groove (15) is a one-way toothed structure. The left and right ends of the positioning groove (15) are U-shaped grooves. The height of the U-shaped groove on the left side of the positioning groove (15) is lower than that on the right side. This is used to engage the spring block (16) with the groove of the positioning buckle (17). The first fixing rod (5) and the second fixing rod (6) are extended and then retracted.

5. A multi-functional car trailer support with an anti-collision structure according to claim 1, characterized in that, The second fixed rod (6) is vertically fixed to the second bearing plate (2), and the second bearing plate (2) has the same structure as the first bearing plate (1). The first bearing plate (1) is slidably connected to the second pry bar (4) on its side, and the second bearing plate (2) is slidably connected to the first pry bar (3) on its side. The first pry bar (3) and the second pry bar (4) are threadedly connected, and the first pry bar (3) has a hollow structure inside. The first pry bar (3) is fitted on the drive rod (13), and the drive rod (13) is fixedly connected to the bearing wheel assembly (9).

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