A flatbed truck with a transverse ramp

Abstract

The utility model relates to transportation equipment technical field, and specifically is a kind of flat car transverse moving springboard, comprising: car frame tail box beam, long hole is equipped on the rear side plate of car frame tail box beam;The upper side in cavity is equipped with tail beam barb baffle, and the passage is formed between the front side plate of car frame tail box beam and tail beam barb baffle;At least one springboard seat frame, sliding sleeve is set in the cavity of car frame tail box beam;The top of springboard seat frame is equipped with first wheel stop, and bottom is equipped with second wheel stop;The front of springboard seat frame is equipped with third wheel stop, and third gyro wheel is rolled and rubs and abuts with the front side plate of car frame tail box beam;The front of springboard seat frame is further equipped with cantilever support, and cantilever support top is equipped with cantilever shaft, and cantilever shaft is set in the passage between the front side plate of car frame tail box beam and tail beam barb baffle, and cantilever shaft is equipped with cantilever wheel stop and tail beam barb baffle rolled and rubs and abuts.The utility model has the advantages that: solve the span adaptation of springboard, structure light weight, operation convenience and operation reliability problem.

Description

Technical Field

[0001] This utility model relates to the field of transportation equipment technology, specifically a flatbed lateral movement ramp. Background Technology

[0002] In mining operations, the relocation and transportation of large tracked or wheeled machinery such as bulldozers and excavators typically relies on heavy-duty flatbed trucks. These machines are loaded and unloaded via ramps at the rear of the flatbed truck to reduce track wear and improve relocation efficiency. However, existing flatbed truck ramp designs have the following technical drawbacks:

[0003] The span adaptability of ramps is insufficient. The span varies greatly among different models of tracked equipment, and traditional fixed-width ramps cannot simultaneously meet the safe loading and unloading requirements of both wide-body and narrow-body equipment. If the ramps are placed close to the sides of the flatbed truck, narrow-body equipment is prone to falling through the gap in the middle; if they are placed in the middle, wide-body equipment is at risk of slipping off the outside.

[0004] The structure of ramps is bulky. To cover a wider range, existing technologies often use widened ramps, integral ramps, or three-ramp arrangements. However, such designs result in a significant increase in ramp weight, which not only increases manufacturing costs but also reduces vehicle driving stability and operational flexibility.

[0005] Existing traverse mechanisms have shortcomings and pose risks of friction and jamming. Manual traverse ramps are only suitable for light equipment and cannot meet the load requirements of heavy mining machinery; long-pivot traverse ramps are difficult to apply to heavy-duty flatbed trucks because the pivot is prone to bending and jamming under heavy loads. Traditional sliding fit structures lack rolling support, and after long-term use, dry friction can easily lead to increased traverse resistance, or even jamming and failure, affecting the efficiency and safety of loading and unloading equipment.

[0006] The aforementioned problems mean that existing flatbed ramps cannot simultaneously achieve safety, versatility, and ease of operation, and there is an urgent need for a transverse ramp solution that can adapt to different track spans and has a reliable structure. Utility Model Content

[0007] The purpose of this utility model is to overcome the shortcomings of the prior art and provide a flatbed lateral movement ramp to solve the problems of ramp span adaptation, lightweight structure, ease of operation and operational reliability.

[0008] To achieve the above objectives, a flatbed lateral movement ramp is designed, comprising: a rear box beam of the frame, composed of several side plates, with an elongated hole on the rear side plate of the rear box beam forming a rear-open cavity; a tail beam hook baffle is provided on the upper side of the cavity, and a channel is formed between the front side plate of the rear box beam and the tail beam hook baffle; at least one ramp seat frame is slidably fitted into the cavity of the rear box beam; the ramp seat frame has a first wheel stop at the top and a second wheel stop at the bottom, the first wheel stop being... The first wheel stop is placed on the side of the ramp frame near the tail beam hook baffle, and the second wheel stop is placed on the side of the ramp frame away from the tail beam hook baffle. The front of the ramp frame is equipped with a third wheel stop, and the third roller rolls and rubs against the front side plate of the rear box beam. The front of the ramp frame is also equipped with a cantilever support, and the top of the cantilever support is equipped with a cantilever shaft. The cantilever shaft is located in the channel between the front side plate of the rear box beam and the tail beam hook baffle. The cantilever shaft is equipped with a cantilever wheel stop that rolls and rubs against the tail beam hook baffle.

[0009] Preferably, the present invention further includes: an elongated hole extending from the rear end of the scaffold frame for hinged connection with the scaffold.

[0010] Preferably, the present invention further includes: a first wheel stop disposed on the top of the plank frame near the cantilever support; a second wheel stop disposed on the bottom of the plank frame away from the cantilever support; and a third wheel stop disposed below the cantilever wheel stop parallel to the cantilever wheel stop; the first wheel stop, the second wheel stop, and the third wheel stop are all movably sleeved on the simple support shaft, and the simple support shaft is connected to the plank frame through the simple support.

[0011] Preferably, the present invention further includes: a driving mechanism, the driving mechanism including a hydraulic cylinder, the two ends of the hydraulic cylinder being hinged to the inner stiffening plate of the rear box beam of the vehicle frame and the inner stiffening plate of the ramp seat frame, respectively, for driving the ramp seat frame to move laterally; the inner stiffening plate of the ramp seat frame is provided with a circular hole, the circular hole being used to accommodate the piston rod end of the hydraulic cylinder.

[0012] Preferably, the present invention further includes: at least one side plate of the upper side plate, lower side plate and front side plate of the vehicle frame tail box beam is provided with a roller conveyor extending laterally, for cooperating with the simply supported wheel stop.

[0013] Preferably, the present invention further includes: two ramp seats, symmetrically arranged in the cavity of the rear box beam of the vehicle frame, and each ramp seat is equipped with an independent drive mechanism.

[0014] Preferably, the present invention further includes: the driving mechanism further includes a hydraulic control system, the hydraulic control system being connected to the hydraulic oil chamber of the oil cylinder, and used to control the extension and retraction stroke of the oil cylinder.

[0015] Preferably, the present invention further includes: two supporting stiffeners are provided in the middle of the inner side of the rear box beam of the vehicle frame, and the supporting stiffeners are provided with cylinder supports for mounting the cylinders.

[0016] Preferably, the present invention further includes: a springboard ear seat welded to the rear end of the springboard frame, the springboard ear seat being hinged to the ear plate of the springboard via the springboard pivot.

[0017] Preferably, the present invention further includes: the lower side plate and the front side plate of the rear box beam of the vehicle frame are provided with mounting hand holes, and the edges of the mounting hand holes are provided with reinforcing ribs.

[0018] Compared with the prior art, the advantages of this utility model are:

[0019] To improve span adaptability and ensure safe loading and unloading of equipment, a hydraulically driven ramp seat moves laterally along the rear box beam of the chassis. The ramp position can be adjusted in real time according to the span requirements of different tracked equipment, covering the track spacing of most equipment within the width range of the flatbed truck. This avoids the risk of narrow-body equipment falling from the middle due to excessive ramp spacing and solves the problem of wide-body equipment slipping off the outside due to ramp misalignment, significantly improving the safety of heavy machinery roll-on / roll-off operations.

[0020] By optimizing the structural design to achieve a balance between lightweighting and stability, a modular structure is adopted, in which the ramp seat frame and the rear box beam of the chassis are combined, replacing the traditional widened, one-piece, or three-ram design. This significantly reduces material usage and the overall weight of the ramps while ensuring strength. This not only reduces manufacturing costs but also lightens the load on the vehicle during driving, improves driving stability and turning flexibility, and avoids operational difficulties caused by excessive ramp weight.

[0021] The combination of hydraulic drive and rolling support enhances ease of operation and reliability. The scaffolding frame is driven to move laterally via cylinders and a hydraulic control system, replacing manual handling or long pivot structures. This enables automated adjustment of heavy-duty scaffolding, making it suitable for heavy-duty mining machinery scenarios and reducing the intensity of manual operation. A roller conveyor is installed on the inner side of the rear box beam of the chassis, which, together with the wheel stop assembly of the scaffolding frame, forms rolling support, transforming traditional sliding friction into rolling friction. This effectively reduces lateral movement resistance, avoids dry friction jamming problems after long-term use, and ensures smooth and reliable lateral movement.

[0022] Standardized and universal design reduces total lifecycle costs. A unified ramp structure and lateral movement adapt to different span devices, eliminating the need for custom-designed ramps for specific vehicle models and enabling standardized production and preparation. This shortens delivery cycles, reduces spare parts inventory costs, and the lower center of gravity when the ramp is erect further optimizes vehicle fuel economy and safety.

[0023] The self-tensioning and positioning structure enhances dynamic stability. The arrangement of the wheel stops and roller conveyor, combined with gravity, creates a self-compacting and self-positioning dynamic constraint effect. During lateral movement, the wheel stops remain firmly pressed against the roller conveyor and the tail beam hook baffle, ensuring a stable fit between the ramp frame and the tail beam of the chassis. This prevents structural swaying or deformation under heavy loads and improves the structural reliability for long-term use. Attached Figure Description

[0024] Figure 1 This is a three-dimensional structural diagram of the device of this utility model;

[0025] Figure 2 This is a top view of the device of this utility model;

[0026] Figure 3 This is a front view of the device of this utility model;

[0027] Figure 4 yes Figure 3 Sectional view of plane AA;

[0028] Figure 5 This is a perspective view of the rear box beam of the vehicle frame of this utility model;

[0029] Figure 6 This is an exploded view of the scaffolding frame of this utility model;

[0030] Figure 7 This is a schematic side perspective view of the device of this utility model in conjunction with a transport vehicle and a ramp;

[0031] Figure 8 This is a schematic diagram of the device of this utility model in conjunction with the transport vehicle and the ramp;

[0032] Figure 9 This is a top view illustrating the interaction between the device and the transport vehicle.

[0033] Figure 10 This is a schematic diagram of the transverse movement of the device of this utility model, wherein Figure a is a diagram of the scaffold frame moving to the maximum span state, and Figure b is a diagram of the scaffold frame moving to the minimum span state;

[0034] In the diagram: 1. Chassis tail beam; 2. Skip board seat frame; 3. Hydraulic cylinder; 4. Skip board pivot; 5. Skip board; 6. Upper side plate; 7. Lower side plate; 8. Front side plate; 9. Rear side plate; 10. Long hole; 11. Tail beam hook baffle; 12. First wheel stop; 13. Second wheel stop; 14. Third wheel stop; 15. Cantilever support; 16. Cantilever shaft; 17. Cantilever wheel stop; 18. Skip board lug; 19. Skip board lug; 20. Inner side stiffener; 21. Round hole; 22. Roller conveyor; 23. Hydraulic cylinder support; 24. Support stiffener; 25. Simple support shaft; 26. First simple support; 27. Second simple support; 28. Third simple support; 29. ​​Hydraulic cylinder pin; 30. Piston rod; 31. Hydraulic cylinder sleeve rod. Detailed Implementation

[0035] To make the purpose, principle and structure of this utility model clearer, the following description is provided in conjunction with the accompanying drawings and specific embodiments.

[0036] See Figures 1-10 The flatbed traverse ramp disclosed in this utility model mainly consists of a frame tail box beam 1, a ramp seat 2, a drive mechanism including a hydraulic cylinder 3, a wheel stop assembly, and a ramp 5.

[0037] The rear box beam 1 of the frame is a box-shaped load-bearing structure, which forms a cavity inside to accommodate the ramp seat 2; the ramp seat 2 consists of two symmetrically arranged box-shaped components that can be slidably fitted into the rear box beam 1 of the frame, with the rear end extending out and hinged to the ramp 5 through the ramp pivot 4.

[0038] The wheel stop assembly includes a cantilever wheel stop 17 and a first wheel stop 12, a second wheel stop 13, and a third wheel stop 14, which enable the ramp seat 2 to roll with the rear box beam 1 of the chassis; the drive mechanism drives the ramp seat 2 to move laterally through the hydraulic cylinder 3, adapting to tracked equipment with different spans.

[0039] The rear box beam 1 of the chassis is formed by welding the upper side plate 6, the lower side plate 7, the front side plate 8 and the rear side plate 9 to form a box-shaped structure.

[0040] It also includes: an elongated hole 10, formed in the rear side plate 9, for the rear end of the ramp seat 2 to extend and provide space for lateral movement; several roller conveyors 22, continuously welded laterally to the inner walls of the upper side plate 6, lower side plate 7, and front side plate 8, wherein the roller conveyors 22 can be grooved or flat structures that cooperate with rollers, used to guide and limit the movement range and direction of the wheel stops, and reduce the rolling resistance of the wheel stops; and a tail beam hook baffle 11, invertedly welded to the inner side of the upper side plate 6, the tail beam hook baffle 11 being arranged parallel to the front side plate 8, with a gap between them forming a channel structure. A supporting stiffener 24 is vertically welded to the inner middle of the rear box beam 1 of the vehicle frame. A cylinder support 23 is welded on it for mounting the cylinder 3. The piston rod 30 of the cylinder is sleeved in the pressure oil chamber of the cylinder sleeve rod 31 and slides. The ends of the piston rod 30 and the cylinder sleeve rod 31 are respectively provided with ear plates. The cylinder pin 29 is threaded through the ear plates of the piston rod 30, the cylinder sleeve rod 31 and the cylinder support 23 to achieve a rotatable connection. Preferably, two parallel supporting stiffeners 24 can be provided.

[0041] The ramp seat 2 is a box-shaped structure adapted to the inner cavity of the rear box beam 1 of the vehicle frame. Its front end fits into the cavity of the rear box beam 1 of the vehicle frame, and its rear end extends out through the elongated hole 10.

[0042] The specific structure includes: a cantilever support 15, welded to the upper front end of the ramp frame 2; a cantilever shaft 16 vertically disposed on the top of the cantilever support 15; the cantilever support 15 is a single-arm structure; under the structural action of the single arm, the cantilever shaft 16 can extend into the channel between the tail beam hook baffle 11 and the front side plate 8 without any obstruction; a cantilever wheel stop 17 is movably sleeved on the cantilever shaft 16; the cantilever wheel stop 17 makes rolling contact with the front side of the tail beam hook baffle 11, thereby restricting the movement between the rear box beam 1 and the ramp frame 2 in the longitudinal direction, forming a rolling friction support between the rear box beam 1 and the ramp frame 2. Preferably, two cantilever supports 15 can be provided on each ramp frame 2.

[0043] The wheel stop assembly includes several simple supports, which are welded to the lower front end, upper side, and lower side of the ramp frame 2, respectively. The first wheel stop 12 is mounted on the top of the ramp frame 2 near the cantilever wheel stop 17 via a first simple support 26. The second wheel stop 13 is mounted on the bottom of the ramp frame 2 away from the cantilever wheel stop 17 via a second simple support 27. The third wheel stop 14 is mounted below the front cantilever wheel stop 17 of the ramp frame 2 via a third simple support 28. The first wheel stop 12, the second wheel stop 13, and the third wheel stop 14 roll in contact with the roller conveyors 22 of the upper, lower, and front side plates of the rear box beam 1 of the vehicle frame. The aforementioned wheel chock assembly provides upward, downward, and forward support for the ramp frame 2 and the rear box beam 1 under rolling friction. Rearward support between the ramp frame 2 and the rear box beam 1 is achieved through the cooperation of the cantilever wheel chock 17 and the rear beam hook baffle 11. The first wheel chock 12 and the second wheel chock 13, being closer to and farther from the cantilever wheel chock 17 respectively, create a lever on the ramp frame 2 with the second wheel chock 13 as the fulcrum and the first wheel chock 12 and the cantilever wheel chock 17 as the points of action. This minimizes the force acting on the rear ramp 5 of the ramp frame 2 after being transmitted through the lever, reducing pressure on the supporting wheel chocks. The third wheel chock 14, positioned below the cantilever wheel chock 17, forms two rolling supports at the front of the ramp frame 2, making the lateral rolling movement between the ramp frame 2 and the rear box beam 1 smoother and more stable. This arrangement not only ensures smooth lateral movement but also... Meanwhile, in terms of positioning and constraint, the scaffolding 2 and the rear box beam 1 of the frame can play a role in pressing and compacting where release and compression are required.

[0044] The springboard lug 18 is welded to the rear end of the springboard frame 2 and is hinged to the springboard lug 19 of the springboard 5 via the springboard pivot 4, thereby realizing the flipping function of the springboard 5.

[0045] Several inner stiffening plates 20 are welded to the inner side of the ramp seat 2. Each inner stiffening plate 20 has a coaxially arranged circular hole 21 to accommodate the end of the piston rod 30 of the hydraulic cylinder 3. The hydraulic cylinder support 23 is welded to the hydraulic cylinder 3 for hinge connection. Due to the arrangement of the circular hole, the hydraulic cylinder 3 can move within the ramp seat 2 and within the gap between the ramp seat 2 and the rear box beam 1 of the vehicle frame. That is, it can move within the moving part and within the gap between the moving part and the fixed part. Compared with the prior art, which can only move within the gap between the moving part and the fixed part, its movement space is larger, and the movement span of the hydraulic cylinder 3 is also larger. The minimum span of the adjacent ramp seats 2 within the rear box beam 1 of the vehicle frame can be smaller and the maximum span can be larger, thereby maximizing the span change stroke of the ramp 5 under the drive of the ramp seat 2.

[0046] The drive mechanism includes a hydraulic cylinder 3 and a matching hydraulic control system. Both ends of the hydraulic cylinder 3 are hinged to the hydraulic cylinder support 23 on the support stiffener 24 of the rear box beam 1 and the hydraulic cylinder support 23 on the inner stiffener 20 of the ramp frame 2 via hydraulic cylinder pins 29. Each ramp frame 2 is equipped with one independent hydraulic cylinder 3.

[0047] The hydraulic control system uses a pressure valve to control the pressure and quantity of the oil in the pressure chamber of cylinder 3, thereby controlling the extension and retraction of cylinder 3.

[0048] The cantilever wheel stop 17 is movably mounted on the cantilever support 15 via the cantilever shaft 16. The first wheel stop 12, the second wheel stop 13, and the third wheel stop 14 are movably mounted on the first simple support 26, the second simple support 27, and the third simple support 28 via the simple support shaft 25, respectively. The shaft ends can be limited by snap rings.

[0049] Two ramp seats 2 are inserted into the cavity through the long hole 10 at the rear end of the tail beam 1 of the frame, so that each wheel stop contacts the corresponding roller 22 or the tail beam hook baffle 11 respectively.

[0050] The cylinder pins 29 at both ends of the cylinder 3 are inserted into the support stiffener plate 24, cylinder support 23 of the rear box beam 1 of the frame, and the inner stiffener plate 20, cylinder support 23 of the ramp seat frame 2, respectively. The ends of the cylinder pins 29 are fixed with cotter pins.

[0051] Connect the rod-side and rodless-side interfaces of cylinder 3 to the hydraulic control system via high-pressure hoses to complete the overall assembly.

[0052] When it is necessary to adjust the spacing of the ramp 5 to adapt to different track span devices, the working method is as follows.

[0053] To accommodate wide-body equipment, the hydraulic control system drives the piston rod 30 of the cylinder 3 to extend, pushing the scaffold seat 2 to move outward along the roller conveyor 22. At this time, the cantilever wheel stop 17 rolls along the tail beam hook baffle 11, and the first wheel stop 12, the second wheel stop 13, and the third wheel stop 14 roll along the corresponding roller conveyor 22 until the distance between the two scaffolds 5 reaches the equipment track span + 200mm safety margin.

[0054] To accommodate narrow-body equipment, the piston rod of cylinder 3 retracts, pulling the scaffold seat 2 to move inward. Similarly, the gap is reduced through the rolling cooperation of the wheel stop assembly.

[0055] After adjustment, the hydraulic control system is powered off. The oil circuit of cylinder 3 can be locked by the two-way hydraulic lock set in the hydraulic control system, and the position of the scaffold 2 is fixed to ensure that there is no displacement during the loading and unloading of the equipment.

[0056] Preferably, this utility model adopts a scheme in which the ramp seat 2 and the rear box beam 1 are fitted together and moved laterally, which can withstand the huge load brought by the ramps of large tracked equipment. The seat 2 can be simplified to a thick plate, and the rear box beam 1 can be simplified to a sliding groove, which also realizes the function of moving the ramp laterally. Any solution that uses a flip-type ramp to move laterally at the rear of the flatbed truck through its originally fixed flip support to adapt to different track spans falls within the protection scope of this application.

[0057] Preferably, this utility model employs a hydraulic cylinder-based lateral movement drive mechanism, which can realize the function of lateral movement of the scaffold. The hydraulic cylinder drive method can be replaced by a lead screw-slider (flexible) method, which also achieves the function of lateral movement of the scaffold. Any solution that drives the scaffold to move laterally through a mechanical structure falls within the protection scope of this application.

[0058] Preferably, this utility model adopts a scheme with a guide roller and roller conveyor arrangement, which can better realize the lateral movement function of the scaffold. The guide roller and roller conveyor arrangement can be simplified or replaced with other clamping and positioning methods to achieve the same lateral movement function of the scaffold. Any solution that reduces lateral movement resistance through structural design falls within the protection scope of this application.

[0059] Preferably, this utility model employs a scheme with specific arrangements of the guide rollers and roller conveyors, which can achieve self-compacting, self-positioning, and automatic tensioning effects using gravity. The arrangement, quantity, and form of the guide rollers and roller conveyors can be changed, still achieving the function of lateral movement of the scaffold seat relative to the frame beam. Any structural design scheme that uses the scaffold seat relative to the frame beam as the frame to achieve lateral movement falls within the protection scope of this application.

[0060] Preferably, this utility model adopts a scheme of a laterally movable ramp relative to the vehicle frame, which can match the needs of tracked equipment with different spans. The ramp itself can adopt different structural forms such as folding type or integral type, and can also achieve the function of lateral movement relative to the vehicle frame. Any design scheme that uses the lateral movement of the ramp relative to the vehicle frame to match tracked equipment with different spans falls within the protection scope of this application.

[0061] Preferably, this utility model employs an assembly and positioning scheme between a retaining wheel, a simply supported shaft, or a cantilever shaft, which can achieve a stable connection between the components. The installation and positioning between the simply supported shaft or cantilever shaft and its respective support can be achieved through various fixing methods such as welding or mechanical connection, thus realizing the assembly and positioning function between components. Any design scheme that achieves the assembly and positioning between the retaining wheel, shaft, and support through a fixing method falls within the protection scope of this application.

[0062] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the technical scope disclosed in this utility model, based on the technical solution and novel concept of this utility model, should be included within the protection scope of this utility model.

Claims

1. A lateral movement ramp for a flatbed truck, characterized in that, include: The rear box beam of the chassis is composed of several side plates. The rear side plate of the rear box beam has a long hole, forming a cavity with an open rear side. The upper side of the cavity is provided with a tail beam hook baffle, and a channel is formed between the front side plate of the rear box beam of the vehicle frame and the tail beam hook baffle; at least one ramp seat is slidably sleeved in the cavity of the rear box beam of the vehicle frame. The top of the springboard frame is equipped with a first wheel stop and the bottom is equipped with a second wheel stop. The first wheel stop is located on the side of the springboard frame near the tail beam hook baffle, and the second wheel stop is located on the side of the springboard frame away from the tail beam hook baffle. The front of the ramp is equipped with a third wheel stop, and the third roller rolls against the front side plate of the rear box beam of the vehicle frame. The front of the ramp seat is also equipped with a cantilever support, and the top of the cantilever support is equipped with a cantilever shaft. The cantilever shaft is set in the channel between the front side plate of the rear box beam of the vehicle frame and the tail beam hook baffle. The cantilever shaft is equipped with a cantilever wheel stop that rolls and rubs against the tail beam hook baffle.

2. The flatbed lateral movement ramp as described in claim 1, characterized in that, The rear end of the scaffold bracket extends through a long hole for hinged connection with the scaffold.

3. The lateral movement ramp for a flatbed truck as described in claim 1, characterized in that, The first wheel stop is located at the top of the plank frame near the cantilever support; the second wheel stop is located at the bottom of the plank frame away from the cantilever support; the third wheel stop is located below the cantilever wheel stop, parallel to the cantilever wheel stop; the first, second, and third wheel stops are all movably mounted on the simple support shaft, which is connected to the plank frame via a simple support.

4. The flatbed lateral movement ramp as described in claim 1, characterized in that, It also includes a drive mechanism, which includes a hydraulic cylinder. The two ends of the hydraulic cylinder are respectively hinged to the inner stiffening plate of the rear box beam of the vehicle frame and the inner stiffening plate of the ramp seat frame, and are used to drive the ramp seat frame to move laterally. The inner stiffening plate of the ramp seat frame has a circular hole, which is used to accommodate the piston rod end of the hydraulic cylinder.

5. A flatbed lateral movement ramp as described in claim 1, characterized in that, The inner wall of at least one of the upper, lower, and front side plates of the rear box beam of the vehicle frame is provided with a roller conveyor extending laterally for use with simply supported wheel stops.

6. The lateral movement ramp for a flatbed truck as described in claim 1, characterized in that, There are two ramp seats, symmetrically arranged in the cavity of the rear box beam of the vehicle frame, and each ramp seat is equipped with an independent drive mechanism.

7. A flatbed lateral movement ramp as described in claim 4, characterized in that, The drive mechanism also includes a hydraulic control system, which is connected to the hydraulic oil chamber of the cylinder and is used to control the extension and retraction stroke of the cylinder.

8. A flatbed lateral movement ramp as described in claim 4, characterized in that, The inner middle of the rear box beam of the vehicle frame is provided with two supporting stiffeners, and the supporting stiffeners are provided with cylinder supports for mounting the cylinders.

9. A flatbed lateral movement ramp as described in claim 1, characterized in that, The rear end of the springboard frame is welded with a springboard lug, which is hinged to the springboard lug via a springboard pivot.

10. A flatbed lateral movement ramp as described in claim 1, characterized in that, The lower and front side plates of the rear box beam of the vehicle frame are provided with mounting hand holes, and the edges of the mounting hand holes are provided with reinforcing ribs.

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