A new type of trailer spring bracket

Abstract

The utility model relates to the field of transport vehicles, concretely relates to a novel trailer spring support. Including support body and mounting plate, be provided with the department and be used for installing trailer spring input end's spring mounting hole on the support body, the mounting plate with support body connection is used for installing support body to the car body. The application through adopting the integrated mounting structure containing support body and mounting plate can assemble trailer spring in the position of car body arbitrary installation condition, completely gets rid of the restriction of fixed position in traditional installation mode, effectively solves the problem that the car body space is occupied, the whole car layout is limited in prior art.

Description

Technical Field

[0001] This utility model relates to the field of transport vehicles, specifically to a novel trailer spring bracket. Background Technology

[0002] In the commercial transportation sector, the coordinated operation of tractor units and trailers is a core element in ensuring transportation efficiency and driving safety. The stable transmission of braking signals, a crucial support for this coordination, highly depends on the proper installation of the trailer spring, a core component. The trailer spring plays a vital role in signal transmission between the tractor and trailer braking systems, and its installation method directly affects the vehicle's space utilization efficiency, structural layout, and ease of use. However, in current technology, the trailer spring wiring harness of tractor units is generally installed using a direct fixing method, that is, directly mounted to a specific area of ​​the chassis or cab. This traditional installation method has many unavoidable technical limitations. On the one hand, the installation location is strictly limited, making it impossible to flexibly adjust according to the actual structural design requirements of the vehicle. This results in trailer springs and related wiring harnesses occupying fixed vehicle space for extended periods, not only squeezing the installation space of other functional components but also severely restricting the optimized design of the overall vehicle structural layout. Consequently, the overall space utilization rate of the vehicle is low, making it difficult to achieve a coordinated layout of various components. On the other hand, in the fixed installation mode, the assembly and retrieval process of trailer springs is cumbersome, and the wiring harnesses are scattered and messy. This not only increases the difficulty of daily maintenance and operation but may also affect the stability of braking signal transmission due to unreasonable layout. At the same time, this single installation method has extremely poor adaptability and cannot meet the personalized installation needs of different vehicle models and different transportation scenarios, seriously affecting the overall performance of the tractor. As the requirements for structural optimization, space utilization, and ease of use of commercial transport vehicles continue to increase, the layout limitations caused by traditional fixed installation methods are becoming increasingly prominent. Therefore, there is an urgent need for a trailer spring installation structure that can break the constraints of fixed installation and achieve flexible assembly. Summary of the Invention

[0003] The purpose of this utility model is to provide a new type of trailer spring bracket, which solves the problems of fixed installation position in the prior art, resulting in space occupation and limited overall vehicle layout.

[0004] To achieve the above objectives, the following technical solution is adopted.

[0005] A novel trailer spring bracket includes a bracket body and a mounting plate; the bracket body is provided with a mounting part and a spring mounting hole for mounting the input end of the trailer spring; the mounting plate is connected to the bracket body and is used to mount the bracket body to the vehicle body.

[0006] Optionally, the support body is L-shaped, including a vertical plate and a horizontal plate, and the end of the horizontal plate is provided with an upwardly extending flange.

[0007] Optionally, the mounting plate is L-shaped and includes a first connecting plate and a second connecting plate that are perpendicular to each other; the first connecting plate is bolted to the vertical plate of the bracket body, and the second connecting plate is provided with a vehicle body mounting hole for mounting the entire bracket to the vehicle body.

[0008] Optionally, the support body is provided with symmetrical reinforcing ribs on the left and right sides, and the reinforcing ribs are provided with first weight reduction holes.

[0009] Optionally, a second weight-reducing hole is provided on the horizontal plate of the support body.

[0010] Optionally, the mounting part is a hook or lug structure provided on the vertical plate of the bracket body.

[0011] Optionally, the bracket body is also provided with multiple sets of spiral joint holes for installing trailer spiral joints.

[0012] Optionally, each set of spiral connection holes includes at least two mounting bolt holes. The line connecting the first mounting bolt holes on the left side of the bracket body is L1; the line connecting the second mounting bolt holes on the right side of the bracket body is L2, and L1 and L2 are set at a preset angle.

[0013] Optionally, the second connecting plate is provided with a lateral adjustment elongated hole, and the vehicle body mounting hole is a bolt hole provided in the lateral adjustment elongated hole.

[0014] Optionally, the mounting plate has an upwardly tapering arc-shaped transition portion at the bend between the first connecting plate and the second connecting plate.

[0015] Compared with the prior art, the present invention has the following beneficial effects: This application adopts an integrated installation structure comprising a bracket body and a mounting plate, enabling trailer springs to be flexibly assembled at any suitable location on the vehicle body. This completely eliminates the limitations of fixed positions in traditional installation methods, effectively solving the problems of space occupation and limited overall vehicle layout caused by fixed installation positions in existing technologies. This allows for a more rational and coordinated layout of various functional components of the vehicle, significantly improving space utilization. At the same time, the precise fit between the mounting plate and the bracket body makes the assembly process simple and efficient, and the removal and use of trailer springs is also smoother, greatly improving operational efficiency in actual use and ensuring the stability and timeliness of brake signal transmission. The L-shaped bracket body, combined with the upward-curved edge at the end of the horizontal plate, further enhances the overall load-bearing capacity and stability of the structure, preventing deformation or loosening during long-term use. The L-shaped mounting plate achieves a stable connection with the bracket body and vehicle body through mutually perpendicular connecting plates, ensuring the structural reliability after installation. The symmetrical reinforcing ribs on both sides of the bracket body effectively enhance the rigidity and strength of the structure, while the weight-reducing holes on them achieve lightweight design while ensuring structural performance. Together with the weight-reducing holes on the horizontal plate, this further reduces material consumption and overall weight, saving production costs. The scientific design of the mounting section makes the attachment and removal operation of the trailer spring output end more convenient, perfectly adapting to different working scenarios of the tractor with and without trailers. The multiple sets of spiral connection holes on the bracket body meet the needs of multiple trailer spiral joints. The design incorporates a pre-set angle between the lines connecting the mounting bolt holes on the left and right sides of the bracket body, allowing for a compact arrangement of the trailer spiral joints on both sides during installation. This effectively avoids interference between adjacent components and further optimizes space utilization. The lateral adjustment elongated holes on the mounting plate allow for flexible adjustment of the installation distance, adapting to different vehicle models and installation positions, significantly improving the overall structural versatility. The upward-curving transition section at the bending point of the mounting plate further reduces the weight of the sheet metal without affecting its structural performance, making the entire structure more compact and lightweight. This not only reduces manufacturing costs but also enhances structural durability, reduces the probability of damage during use, and effectively extends the overall service life. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of a novel trailer spring bracket structure according to the present invention; Figure 2 This is a schematic diagram of the working structure of a novel trailer spring bracket according to the present invention; Figure 3 This is a partial view of a novel trailer spring bracket mounting bracket according to the present invention; The components include: 1. Bracket body; 101. Spiral joint hole group; 102. Second mounting bolt hole; 103. First mounting bolt hole; 104. Second weight reduction hole; 105. Flanged edge; 2. Reinforcing rib; 201. First weight reduction hole; 3. Mounting part; 4. Spring mounting hole; 5. Mounting plate; 501. Vehicle body mounting hole; 502. Lateral adjustment elongated hole; 503. Arc-shaped transition part; 6. Trailer spiral joint; 7. Trailer spring; 701. Input end; 702. Output end. Detailed Implementation

[0017] The present invention will now be described in detail with reference to the accompanying drawings and embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0018] The following detailed description is exemplary and intended to provide further detailed explanation of the present invention. Unless otherwise specified, all technical terms used in this invention have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains. The terminology used in this invention is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to the present invention.

[0019] like Figures 1-3 As shown, this novel trailer spring bracket is mainly used for the installation of braking signal transmission equipment between the tractor and semi-trailer in commercial transport vehicles. Through a scientific and reasonable structural design, it achieves flexible installation, convenient use, stable structure, and controllable cost. Its overall structure uses the bracket body 1 and mounting plate 5 as the core load-bearing components, combined with functional structures such as the mounting part 3, spring mounting holes 4, reinforcing ribs 2, weight-reducing holes, and spiral connection hole group 101, forming a complete installation and transmission support system. The following provides a detailed description of each part's structure, overall assembly, and working process.

[0020] The bracket body 1 and mounting plate 5, as core components, are both made of high-strength steel plates. This material combines excellent structural strength with moderate toughness, capable of withstanding the tension generated by the trailer spring 7 during operation, the vibration stress during vehicle travel, and the fatigue load from long-term use. It also offers advantages in weight control, avoiding increased fuel consumption due to excessive material weight. The bracket body 1 and mounting plate 5 are detachably connected, ensuring ease of operation during assembly and maintenance. The mounting part 3 on the bracket body 1 is specifically used for temporary fixation and easy access to the output end 702 of the trailer spring 7, while the spring mounting hole 4 provides a stable mounting reference for the input end 701 of the trailer spring 7. The precise design of their positions ensures balanced force distribution and smooth brake signal transmission after installation of the trailer spring 7. The core function of the mounting plate 5 is to achieve a reliable connection between the entire bracket and the vehicle body. Its connection method fully considers the structural characteristics of the vehicle body mounting position, ensuring the stability of the overall structure after installation and preventing loosening or displacement during vehicle travel.

[0021] The bracket body 1 is L-shaped, consisting of a vertical plate and a horizontal plate, both manufactured using a one-piece bending process. The bending angle is precisely controlled at 90 degrees, ensuring both structural integrity and load-bearing capacity while adapting to the installation space layout of most tractor units. The vertical plate primarily serves as the mounting section 3, the spring mounting holes 4, and the connection to the mounting plate 5. Its height is designed according to the installation height requirements of the trailer springs 7, ensuring that the trailer springs 7, after installation, can form a reasonable transmission path with the tractor braking system and the trailer braking system. The horizontal plate is mainly used to arrange the spiral joint hole group 101 and the second weight-reducing hole 104. Its length is determined according to the number and spacing requirements of the trailer spiral joints 6, and its width is consistent with the width of the vertical plate, ensuring the overall structural coordination. The horizontal plate has an upward-extending flange 105 at its end. The flange 105, like the horizontal plate, is integrally molded. The height of the flange 105 is 1.5 to 2 times the thickness of the horizontal plate, and its length is exactly the same. This dimensional design significantly enhances the horizontal plate's resistance to deformation, effectively resisting bending deformation caused by lateral stress. It also limits the movement of components such as the trailer spiral joint 6 mounted on the horizontal plate, preventing lateral displacement during vehicle movement. The edges of the flange 105 are rounded, with the radius appropriately set according to the thickness of the flange 105 to avoid sharp edges. This protects operators from scratches during installation and maintenance and prevents wear on adjacent components.

[0022] Mounting plate 5 is also L-shaped, consisting of a first connecting plate and a second connecting plate that are perpendicular to each other. Both are manufactured using a one-piece molding process to ensure structural strength and angular accuracy, avoiding weaknesses caused by splicing. The main function of the first connecting plate is to achieve a fixed connection with the vertical plate of the bracket body 1. To ensure the stability of the connection, the first connecting plate has symmetrically distributed bolt holes, usually two, located at the upper and lower ends of the first connecting plate respectively. This distribution method allows for more even force distribution, effectively dispersing the tensile and vibration stress generated by the trailer spring 7 during operation. The diameter of the bolt holes is determined according to the selected bolt size. High-strength hexagonal head bolts are used, along with nuts, flat washers, and spring washers of appropriate specifications. Flat washers increase the contact area and reduce local pressure, while spring washers provide anti-loosening functionality, preventing bolt loosening due to long-term vehicle vibration and ensuring the durability of the connection. The second connecting plate is provided with vehicle body mounting holes 501 for fixed connection with the vehicle body mounting position. The number of vehicle body mounting holes 501 is set to two or more depending on the installation strength requirements. The diameter of the holes is adapted to the bolt size of the vehicle body mounting position. The edges of the holes are chamfered at an angle of approximately 45 degrees to facilitate bolt insertion, reduce friction between the bolt and the hole wall, and avoid stress concentration. The material of the mounting plate 5 is consistent with that of the bracket body 1 to ensure the strength matching of the overall structure and avoid uneven stress due to material differences, which could affect the service life.

[0023] The support body 1 is symmetrically equipped with reinforcing ribs 2 on both the left and right sides. The reinforcing ribs 2 are trapezoidal in shape, with the upper base of the trapezoid flush with the top of the vertical plate of the support body 1 and the lower base extending to the upper surface of the horizontal plate. This structural design maximizes the longitudinal stiffness and lateral strength of the support body 1, effectively resisting the longitudinal tension generated by the trailer spring 7 during operation and the lateral stress caused by vehicle vibration, preventing the support body 1 from bending or twisting. The reinforcing ribs 2 can be connected to the support body 1 by welding or integral molding. Welding uses a full welding process, with continuous and uniform welds to ensure a firm connection without any incomplete or missing welds. Integral molding further enhances the overall integrity and load-bearing capacity of the structure. The reinforcing rib 2 has a first weight-reducing hole 201. The shape of the first weight-reducing hole 201 can be circular, elliptical, or polygonal, depending on the structure of the reinforcing rib 2 and the weight-reduction requirements. Each reinforcing rib 2 is usually provided with one or two weight-reducing holes. The holes are positioned to avoid areas of concentrated stress, such as the middle of the reinforcing rib 2 or the area near the horizontal plate. This minimizes the overall weight of the bracket and reduces material consumption without affecting the reinforcement effect of the reinforcing rib 2, while also reducing the fuel consumption of the entire vehicle. The edges of the weight-reducing holes are smoothed by grinding to remove burrs, preventing stress concentration that could cause the reinforcing rib 2 to crack and extending its service life.

[0024] The bracket body 1 has a second weight-reduction hole 104 on its horizontal plate. This second weight-reduction hole 104 is an elongated oval hole, with its length aligned with the length of the horizontal plate. This design ensures the structural strength of the horizontal plate while achieving optimal weight reduction. The number of elongated oval holes is determined based on the size of the horizontal plate and the weight-reduction requirements. Typically, one hole is used, but two or more can be used when the horizontal plate is long, evenly distributed across the plate to prevent uneven stress caused by excessive local weight. The width of the elongated oval hole is determined based on the width of the horizontal plate and the required strength of the remaining structure, ensuring that the cross-sectional area of ​​the remaining portion of the horizontal plate meets the load-bearing requirements and effectively supports components such as the trailer spiral joint 6 installed on it. The edges of the elongated oval holes are rounded, with the radius matching the width of the hole to avoid stress concentration from sharp edges and prevent cracking of the horizontal plate due to vibration during vehicle operation. The second weight-reduction hole 104 not only reduces the weight of the bracket but also reduces wind resistance during vehicle operation. It also facilitates installation and maintenance, allowing tools to be easily inserted under the horizontal plate for bolt tightening and other operations.

[0025] The mounting part 3 is mounted on the vertical plate of the bracket body 1. Its specific structure can be either a hook or a lug structure. Both structures enable stable mounting and easy access to the output end 702 of the trailer spring 7, adapting to different usage scenarios and the structure of the trailer spring 7. When using the hook structure, the hook is U-shaped with the opening facing horizontally. The opening size is slightly larger than the diameter of the output end 702 of the trailer spring 7, ensuring that the output end 702 of the trailer spring 7 can be easily inserted into the hook while maintaining a certain degree of fit after mounting, preventing excessive looseness. The inner surface of the hook has anti-slip textures, distributed horizontally or in a mesh pattern, which increases the friction between the output end 702 of the trailer spring 7 and the hook, effectively preventing the output end 702 of the trailer spring 7 from falling off the hook due to severe vibrations during vehicle operation, ensuring the stability of brake signal transmission. The thickness of the hook is consistent with the thickness of the vertical plate of the bracket body 1, ensuring that the hook can withstand the tension of the trailer spring 7 and preventing deformation or breakage due to insufficient thickness. When a lug structure is used, the lug is a block structure, fixed to the outer or inner side of the vertical plate by welding or integral molding. The lug has an arc-shaped groove, the curvature of which matches the outer arc of the trailer spring 7 output end 702, allowing the trailer spring 7 output end 702 to fit tightly within the groove for stable mounting. The number of lugs can be set to one or two depending on the mounting stability requirements. When two lugs are used, they are symmetrically distributed on both sides of the vertical plate, further improving mounting stability and preventing the trailer spring 7 output end 702 from deflecting. The mounting part 3 is installed in the upper-middle part of the vertical plate of the bracket body 1. This position facilitates the operator's hooking and unhooking of the trailer spring 7 output end 702, avoiding inconvenience caused by an excessively high position, and also ensures that the trailer spring 7 is under reasonable stress after mounting, reducing additional stress on the bracket body 1.

[0026] The bracket body 1 is also provided with multiple sets of spiral connection hole groups 101 for installing trailer spiral connectors 6. The number of spiral connection hole groups 101 is determined according to the number of trailer spiral connectors 6 required for the tractor, and is usually four groups, evenly distributed in the middle area of ​​the horizontal plate of the bracket body 1. Each set of spiral connection hole groups 101 corresponds to the installation position of one trailer spiral connector 6, ensuring that multiple trailer spiral connectors 6 can be arranged in an orderly manner without interfering with each other. The spacing between the spiral connection hole groups 101 is reasonably set according to the external dimensions of the trailer spiral connector 6, usually 1.2 to 1.5 times the maximum outer diameter of the trailer spiral connector 6, which ensures both installation space and a compact structural design. Each set of spiral connection hole groups 101 includes at least two mounting bolt holes. The diameter of the mounting bolt holes is adapted to the mounting bolt size of the trailer spiral connector 6 base, ensuring that the bolts can be smoothly inserted and tightened. The multiple sets of spiral connection hole groups 101 provided on the bracket body 1 serve as a core function to provide a stable and compact installation reference for the trailer spiral connector 6. Each set of spiral connection hole groups 101 includes at least two mounting bolt holes. This design ensures the stability of the trailer spiral connector 6 after installation through a two-point positioning principle, preventing the connector from deflecting or loosening due to vibration during vehicle operation. In conjunction with the overall structural layout, the spiral connection hole groups 101 are symmetrically distributed on the horizontal plate of the bracket body 1. Typically, two sets of spiral connection hole groups 101 are provided on the left side, and two sets are correspondingly provided on the right side. The spiral connection hole groups 101 on both sides are symmetrically arranged with the longitudinal centerline of the bracket body 1 as a reference, ensuring balanced force on the trailer spiral connector 6 after installation, while also reserving reasonable space for the connection of brake signal-related pipelines.

[0027] For all the first mounting bolt holes 103 located on the left side of the bracket body 1, a virtual connection line is formed between any two first mounting bolt holes 103 in any set of spiral connection hole groups 101, and this connection line is L1; similarly, for all the second mounting bolt holes 102 located on the right side of the bracket body 1, the virtual connection line formed between any two second mounting bolt holes 102 in each set of spiral connection hole groups 101 is L2. L1 and L2 are set at a preset angle. The core design of this preset angle is to solve the interference problem between adjacent trailer spiral joints 6, while achieving a compact layout of the structure. The specific angle of the preset angle needs to be flexibly determined according to the external dimensions of the trailer spiral joint 6, the installation direction, and the installation space of the horizontal plate. It is usually set between 30 degrees and 60 degrees. With this angle setting, the trailer spiral joint 6 on the left side will be inclined along the direction corresponding to L1, and the trailer spiral joint 6 on the right side will be inclined along the direction corresponding to L2. The joints on the left and right sides form a reverse inclined layout, so that adjacent trailer spiral joints 6 will not contact each other in the horizontal and vertical directions.

[0028] This angled design effectively shortens the installation distance between the left and right trailer spiral joints 6, enabling more joints to be installed in an orderly manner within the limited horizontal plate space, significantly improving space utilization efficiency. Simultaneously, the inclined arrangement allows the connection ports of the trailer spiral joints 6 to face a direction that facilitates pipe connection, reducing the number of pipe bends, lowering pipe resistance, and ensuring smooth brake signal transmission. Furthermore, the angle between L1 and L2 ensures that the mounting surfaces of each trailer spiral joint 6 are under reasonable stress, preventing uneven bolt stress due to improper installation angles, further enhancing installation stability and durability. In actual processing, the angle between L1 and L2 is achieved through precise mold positioning or CNC machining, ensuring that the positional accuracy of the mounting bolt holes in each set of spiral connection holes 101 meets design requirements. This guarantees that the left and right trailer spiral joints 6 can be accurately installed at the preset angle, fully utilizing the compact layout and anti-interference effect brought by the angled design.

[0029] The second connecting plate is provided with a lateral adjustment elongated oval hole 502. The vehicle body mounting hole 501 is located within the lateral adjustment elongated oval hole 502. The length direction of the lateral adjustment elongated oval hole 502 is consistent with the length direction of the second connecting plate. Its length is determined according to the lateral adjustment range requirements of the bracket, and is usually 3 to 5 times the diameter of the vehicle body mounting hole 501. This ensures that it can meet the distance adjustment requirements of different vehicle models or different installation positions, significantly improving the versatility of the bracket. The width of the lateral adjustment elongated oval hole 502 is slightly larger than the diameter of the vehicle body mounting hole 501, usually 2 mm to 4 mm larger. This allows the bolt to move smoothly along the length direction within the elongated oval hole, enabling fine-tuning of the installation position, while avoiding excessive gaps that could cause the bracket to wobble after installation. The edges of the vehicle body mounting hole 501 and the lateral adjustment elongated oval hole 502 are kept at a certain distance, usually 5 mm to 8 mm, to prevent the bolt from rubbing or getting stuck with the edge of the elongated oval hole during adjustment, ensuring smooth adjustment operation. The edge of the lateral adjustment elongated hole 502 is rounded, with the radius matching the width of the hole. This prevents stress concentration that could cause cracking of the second connecting plate and reduces resistance during bolt movement. By using the lateral adjustment elongated hole 502, operators can flexibly adjust the lateral position of the bracket according to the actual location of the vehicle mounting position during installation, without requiring additional processing of the vehicle body or bracket. This greatly improves installation convenience and adaptability, making the bracket suitable for various types of tractor vehicles.

[0030] The mounting plate 5 has an upwardly tapering arc-shaped transition section 503 formed at the bend between the first connecting plate and the second connecting plate. The radius of curvature of the arc-shaped transition section 503 is reasonably set according to the thickness and size of the mounting plate 5, usually 2 to 3 times the thickness of the mounting plate 5, to ensure a smooth transition and avoid cracks or deformation at the bend. The upwardly tapering structural design makes the material distribution of the mounting plate 5 at the bend more reasonable, effectively dispersing the stress at the bend, improving the fatigue strength of the mounting plate 5, and extending its service life. At the same time, the upwardly tapering design can avoid other components on the vehicle body, such as frame beams and pipelines, to avoid interference during installation and ensure that the bracket can be installed smoothly. The inner and outer sides of the arc-shaped transition section 503 are smoothed by grinding to remove burrs and oxide scale generated during the bending process, preventing stress concentration and improving the appearance quality of the mounting plate 5. The arc-shaped transition section 503 further reduces the overall weight of the mounting plate 5 without affecting its structural strength and connection performance, and works in conjunction with the design of the weight-reducing holes to achieve the goal of lightweighting the bracket.

[0031] The assembly process of this new type of trailer spring bracket follows the principles of convenience, efficiency, and stability. The specific steps are as follows: First, the bracket body 1, mounting plate 5, reinforcing rib 2, and other components are pre-treated, including removing burrs and oxide scale generated during manufacturing, and beveling the welded parts to ensure welding quality. Then, the reinforcing rib 2 is connected to the bracket body 1. If welding is used, the weld must be continuous and uniform, without any incomplete or missing welds; if an integrated molding process is used, subsequent assembly can proceed directly. Next, the first connecting plate of the mounting plate 5 is connected to the vertical plate of the bracket body 1 using high-strength hexagonal head bolts. When inserting the bolts, flat washers and spring washers are inserted sequentially, and then the nuts are tightened to ensure a secure connection without loosening. Afterward, according to the installation requirements of the trailer auger joint 6, the trailer auger joint 6 is fixed to the horizontal plate of the bracket body 1 through the mounting bolt holes, ensuring that each trailer auger joint 6 is firmly installed and that the connection is secure. After assembly, the entire bracket undergoes dimensional inspection and strength testing to ensure that the installation positions of each component are accurate and the structural strength meets the usage requirements.

[0032] In actual use, when the tractor needs to tow the trailer, the operator removes the output end 702 of the trailer spring 7 mounted on the mounting part 3 and connects it to the trailer's braking system. The input end 701 of the trailer spring 7 is pre-installed in the spring mounting hole 4 and securely fixed. At this time, the braking signal generated by the tractor's braking system is transmitted through the input end 701 of the trailer spring 7 to the output end 702, and then to the trailer's braking system, realizing braking control of the trailer. The entire signal transmission path is smooth and stable, ensuring timely and reliable braking response. When the tractor does not need to tow the trailer and operates independently, the operator remounts the output end 702 of the trailer spring 7 onto the mounting part 3. The anti-slip design of the mounting part 3 ensures that the output end 702 of the trailer spring 7 will not fall off due to vehicle vibration, protecting the trailer spring 7 and preventing the output end 702 from shaking and interfering with other components, making it very convenient to use.

[0033] Furthermore, the structural design of this new trailer spring bracket fully considers the needs of different usage scenarios. For tractors and trailers of different tonnages and models, the length, width, and thickness of the bracket body 1, the dimensions of the reinforcing ribs 2, the dimensions of the mounting plate 5, and the distribution of various holes can be adaptively adjusted without changing the core structure, ensuring that the bracket can meet different load-bearing requirements and installation space requirements. The material of the bracket can also be optimized according to the degree of corrosion in the usage environment. For example, corrosion-resistant coatings such as galvanizing and painting can be used, with the coating thickness set to 80 to 120 micrometers depending on the degree of environmental corrosion, ensuring a uniform and dense coating without any missed areas or peeling, effectively improving the corrosion resistance of the bracket and extending its service life.

[0034] In terms of maintenance, since all connections of the bracket are made of bolts, disassembly is convenient. When a component is damaged, it can be disassembled and replaced individually without replacing the entire bracket, greatly reducing maintenance costs and difficulty. During routine maintenance, operators can periodically check the tightness of each bolt connection. If any looseness is found, tighten it promptly. Inspect the reinforcing rib 2, weight reduction holes, and arc transition section 503 for cracks, deformation, or other problems. If any abnormalities are found, repair or replace them promptly. At the same time, regularly clean the dust, debris, and corrosion products from the bracket surface to ensure its normal use.

[0035] In summary, this novel trailer spring bracket, through its scientific and reasonable structural design, organically combines functional components such as the bracket body 1, mounting plate 5, mounting part 3, reinforcing rib 2, weight-reducing holes, and spiral connection hole group 101. It not only solves the problems of fixed position, space occupation, and limited layout in traditional installation methods, but also possesses numerous advantages such as flexible installation, convenient use, stable structure, lightweight, controllable cost, and strong versatility. It can effectively meet the installation requirements of braking signal transmission equipment between the tractor and trailer in commercial transport vehicles, improving the rationality of the overall vehicle's structural layout and its reliability.

[0036] As is known from common technical knowledge, this utility model can be implemented through other embodiments that do not depart from its spirit or essential characteristics. Therefore, the above-disclosed embodiments are merely illustrative in all respects and are not the only ones. All modifications within the scope of this utility model or its equivalents are included in this utility model.

Claims

1. A novel trailer spring bracket, characterized in that, It includes a bracket body (1) and a mounting plate (5); the bracket body (1) is provided with a mounting part (3) and a spring mounting hole (4) for mounting the input end (701) of the trailer spring (7); the mounting plate (5) is connected to the bracket body (1) and is used to install the bracket body (1) onto the vehicle body.

2. The novel trailer spring bracket according to claim 1, characterized in that, The support body (1) is L-shaped and includes a vertical plate and a horizontal plate. The end of the horizontal plate is provided with an upwardly extending flange (105).

3. A novel trailer spring bracket according to claim 2, characterized in that, The mounting plate (5) is L-shaped and includes a first connecting plate and a second connecting plate that are perpendicular to each other; the first connecting plate is connected to the vertical plate of the bracket body (1) by bolts, and the second connecting plate is provided with a vehicle body mounting hole (501) for mounting the entire bracket to the vehicle body.

4. A novel trailer spring bracket according to claim 1, characterized in that, The support body (1) is symmetrically provided with reinforcing ribs (2) on the left and right sides, and the reinforcing ribs (2) are provided with first weight reduction holes (201).

5. A novel trailer spring bracket according to claim 2, characterized in that, The support body (1) has a second weight-reducing hole (104) on its horizontal plate.

6. A novel trailer spring bracket according to claim 2, characterized in that, The mounting part (3) is a hook or lug structure set on the vertical plate of the bracket body (1).

7. A novel trailer spring bracket according to claim 1, characterized in that, The bracket body (1) is also provided with multiple sets of spiral joint holes (101) for installing trailer spiral joints (6).

8. A novel trailer spring bracket according to claim 7, characterized in that, Each set of spiral connection holes (101) includes at least two mounting bolt holes. The line connecting the first mounting bolt holes (103) on the left side of the bracket body (1) is L1; the line connecting the second mounting bolt holes (102) on the right side of the bracket body (1) is L2. L1 and L2 are set at a preset angle.

9. A novel trailer spring bracket according to claim 3, characterized in that, The second connecting plate is provided with a lateral adjustment elongated hole (502), and the vehicle body mounting hole (501) is a bolt hole provided in the lateral adjustment elongated hole (502).

10. A novel trailer spring bracket according to claim 3, characterized in that, The mounting plate (5) has an upwardly tapering arc-shaped transition portion (503) formed at the bend between the first connecting plate and the second connecting plate.

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