A front-mounted natural gas engine vehicle type passenger car trailer tool

Abstract

The utility model belongs to the passenger car manufacturing production technical field discloses a kind of trailer tool for front natural gas engine vehicle type passenger car, including detachably installed U-shaped trailer frame on chassis longitudinal beam, the side of U-shaped trailer frame far from chassis longitudinal beam is hinged trailer pole, and the other end of trailer pole is hinged on the first trailer plate of trailer rear end;Trailer pole is rigid girder;U-shaped trailer frame includes support girder, and support girder both ends are connected with longitudinal beam clamping plate, and longitudinal beam clamping plate includes two parallel side clamping plates, and chassis longitudinal beam is inserted inside side clamping plate and is connected with side clamping plate using fixed bolt;Side clamping plate is connected on flat plate, flat plate is connected on support side beam, support side beam is connected on sleeve pipe, and sleeve pipe is slidably sleeved on support girder;Threadedly connected with several locking bolts on the side of sleeve pipe far from support side beam.Can solve the technical problem that the mode of using soft connection between the passenger car being towed and trailer in prior art, leading to vehicle collision, and different width passenger car cannot be connected quickly.

Description

Technical Field

[0001] This utility model belongs to the field of bus manufacturing technology, specifically relating to a trailer tooling for a front-mounted natural gas engine bus. Background Technology

[0002] The statements in this section are merely background information related to this utility model and do not necessarily constitute prior art.

[0003] Within the bus manufacturing plant, newly assembled natural gas (NG) powered buses need to be taken to a gas station for their initial refueling. Because the fuel tank is empty, the NG engine cannot start, causing the air compressor, which relies on the engine, to malfunction. Consequently, the braking system lacks pressure, leaving the vehicle without brakes. For short-distance transfers of such unpowered and unbrake-free vehicles, a tow rope is typically attached to the underside of the bus's cab and attached to a trailer to tow the newly assembled bus to the gas station.

[0004] However, in front-engine buses, the weight is concentrated in the front section, and the connection point between the tow rope and the bottom of the bus front bears a large tensile force, causing damage to the bottom of the bus front. To solve the above technical problem, the prior art discloses a car tow bar, including a supporting main beam, with left and right brackets installed at both ends of the supporting main beam. The supporting main beam, left and right brackets are all installed on the main body beam, and a tow hook mounting seat that is fixedly connected to the rear of the vehicle is provided on the outer side of the supporting main beam.

[0005] While the above solution can avoid damage to the front of the bus, the use of a tow rope as a flexible connection between the towed bus and the tow truck still poses significant safety hazards: it cannot provide stable rigid traction, making collisions more likely; it cannot effectively transmit the tow truck's braking signal to the towed bus (because it has no brakes), and when the tow truck brakes, the towed bus will push or sway due to inertia, which can easily cause an accident; furthermore, the tow bar in the above solution cannot be adjusted in width and is fixedly connected to the vehicle body beam, making it impossible to quickly connect buses of different widths. Utility Model Content

[0006] In view of this, the purpose of this utility model is to provide a trailer tooling for a front-mounted natural gas engine bus, which can solve the technical problems in the prior art of using a soft connection between the towed bus and the trailer, which makes the vehicle prone to collision and makes it impossible to quickly connect buses of different widths.

[0007] To achieve the above objectives, the present invention adopts the following technical solution: A trailer tooling for a front-mounted natural gas engine bus is provided, including a U-shaped trailer frame detachably mounted on the longitudinal beam of the underframe, a trailer bar hinged to the side of the U-shaped trailer frame away from the longitudinal beam of the underframe, and the other end of the trailer bar hinged to a first trailer plate at the rear end of the trailer; the trailer bar is a rigid main beam. The U-shaped trailer frame includes a supporting main beam, with longitudinal beam clamps connected to both ends of the supporting main beam. The longitudinal beam clamps include two parallel side clamps. The base frame longitudinal beam is inserted into the inside of the side clamps and connected to the side clamps by fixing bolts. The side clamp is connected to the flat plate, the flat plate is connected to the supporting side beam, the supporting side beam is connected to the sleeve, and the sleeve is slidably fitted onto the supporting main beam; several locking bolts are threaded onto the side of the sleeve away from the supporting side beam.

[0008] Preferably, multiple corresponding bolt holes are provided on the underframe longitudinal beams and longitudinal beam clamps along the axial direction of the bus.

[0009] Preferably, the outer sides of the side plates of the longitudinal beam clamps are connected to the flat plate by a first stiffening rib.

[0010] Preferably, a second stiffening rib is connected between the support side beam and the sleeve.

[0011] Preferably, hinge plates are fixedly connected to both ends of the trailer bar, and hinge holes are opened at the ends of the hinge plates away from the trailer bar.

[0012] Preferably, the hinge plates at both ends of the trailer bar are fixed to the top and bottom sides of the trailer bar, respectively.

[0013] Preferably, the second slide plate is connected at the middle position of the side of the main beam away from the longitudinal beam of the base frame.

[0014] Preferably, both the second slide and the first slide are composed of two parallel flat slides, and the gap between the two flat slides is greater than the thickness of the hinge plate.

[0015] Preferably, hinge holes are also provided on the flat slide.

[0016] Preferably, the hinge plates at both ends of the trailer bar are inserted into the gaps between the second trailer plate and the first trailer plate, respectively, and the heavy-duty pins are inserted after the hinge holes are aligned.

[0017] Compared with the prior art, the advantages and positive effects of this utility model are: The trailer bar of this utility model provides rigid traction between the trailer and the bus, enabling rigid support between the bus and the trailer and avoiding the swaying and collision risks caused by soft connections. The braking of the trailer can be directly transmitted to the towed bus through the trailer bar to achieve synchronous braking and improve safety. The longitudinal beam clamps and the underframe longitudinal beams are detachably connected by fixing bolts, and the position of the adjusting sleeve on the supporting main beam can adjust the distance between the longitudinal beam clamps at both ends of the supporting main beam, which can adapt to the width between the underframe longitudinal beams of different bus models. Attached Figure Description

[0018] The accompanying drawings, which form part of this specification, are used to provide a further understanding of this utility model. The illustrative embodiments of this utility model and their descriptions are used to explain this utility model and do not constitute an improper limitation of this utility model.

[0019] Figure 1 This is a connection diagram of a trailer tooling for a front-mounted natural gas engine bus according to an embodiment of this utility model; Figure 2 This is a top view of the U-shaped trailer frame according to an embodiment of the present invention; Figure 3 This is a front view of the U-shaped trailer frame according to an embodiment of the present invention; Figure 4 This is a top view of the trailer bar according to an embodiment of the present utility model; Figure 5 This is a side view of the trailer bar according to an embodiment of the present utility model; In the picture: 1. Trailer; 2. First trailer plate; 3. Trailer bar; 31. Hinge plate; 4. U-shaped trailer frame; 41. Support main beam; 42. Support side beam; 43. Flat plate; 44. Longitudinal beam clamp; 45. First stiffening rib; 46. Sleeve; 47. Second stiffening rib; 48. Second trailer plate; 49. Locking bolt; 5. Fixing bolt; 6. Underframe longitudinal beam. Detailed Implementation

[0020] It should be noted that the following detailed description is illustrative and intended to provide further explanation of the present invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0021] The present invention will now be described in detail with reference to the accompanying drawings. This embodiment discloses a trailer tooling for a front-mounted natural gas engine passenger vehicle, such as... Figure 1 As shown, the system includes a U-shaped trailer frame 4 detachably mounted on the longitudinal beam 6 of the bus's underframe. A trailer bar 3 is hinged to the side of the U-shaped trailer frame 4 away from the longitudinal beam 6, and the other end of the trailer bar 3 is hinged to the first trailer plate 2 at the rear end of the trailer 1. The trailer bar 3 is a rigid main beam made of steel, forming a rigid traction connection between the trailer 1 and the bus.

[0022] Understandably, the trailer bumper 3 provides rigid traction between the trailer 1 and the bus, enabling rigid support between the bus and the trailer 1 and preventing collisions between them; the rigid traction also effectively transmits the braking signal of the trailer 1 to the towed bus.

[0023] In this embodiment, the trailer boom 3 uses square steel as the main beam. Square steel has good bending and torsional strength, forming a rigid traction connection between the trailer 1 and the bus.

[0024] like Figure 2 , Figure 3 As shown, the U-shaped trailer frame 4 includes a supporting main beam 41, with longitudinal beam clamps 44 connected to both ends of the supporting main beam 41. In this embodiment, the longitudinal beam clamps 44 include two parallel side clamps, the distance between the two side clamps being equal to the width of a single base frame longitudinal beam 6. The base frame longitudinal beam 6 is inserted into the inner side of the two side clamps, so that the longitudinal beam clamps 44 clamp the two sides of the single base frame longitudinal beam 6. The base frame longitudinal beam 6 is connected to the two side clamps of the longitudinal beam clamps 44 using fixing bolts 5. It can be understood that after removing the fixing bolts 5, the U-shaped trailer frame 4 can be disconnected from the base frame longitudinal beam 6, thereby realizing the detachable installation of the U-shaped trailer frame 4 on the base frame longitudinal beam 6.

[0025] In this embodiment, the longitudinal beam clamps 44 at both ends of the supporting main beam 41 are movably connected to the supporting main beam 41. Specifically, as shown... Figure 2 , Figure 3 As shown, the two side plates of the longitudinal beam clamp 44 are fixedly connected to the flat plate 43, the flat plate 43 is fixedly connected to the supporting side beam 42, the supporting side beam 42 is fixedly connected to the sleeve 46, and the sleeve 46 is slidably sleeved on the supporting main beam 41; several locking bolts 49 are threadedly connected to the side of the sleeve 46 away from the supporting side beam 42.

[0026] It is easy to understand that the sleeve 46 is slidably fitted onto the supporting main beam 41. By adjusting the position of the sleeves 46 at both ends of the supporting main beam 41, the distance between the longitudinal beam clamps 44 at both ends of the supporting main beam 41 can be adjusted, thereby accommodating the width between the longitudinal beams of the underframe of different bus models. After the position of the sleeve 46 is adjusted to the required position, the locking bolt 49 on the sleeve 46 is tightened, causing the locking bolt 49 to press against the supporting main beam 41, thereby restricting the position of the sleeve 46. In this embodiment, the supporting main beam 41 and the supporting side beam 42 are made of structural steel to ensure the strength and rigidity of the U-shaped trailer frame 4.

[0027] In this embodiment, the core function of the longitudinal beam clamp 44 is to clamp the underframe longitudinal beam 6. When towing a passenger vehicle, the longitudinal beam clamp 44 will bear various loads transmitted by the underframe longitudinal beam 6 (such as the weight of the trailer, the impact force of starting or braking). If the longitudinal beam clamp 44 is directly connected to the sleeve 46, the load will be concentrated at the connection point between the sleeve 46 and the longitudinal beam clamp 44 (a small local area). However, by setting a supporting side beam 42 and a flat plate 43 between the longitudinal beam clamp 44 and the supporting main beam 41, the load can be distributed to a larger contact area (such as the connection surface between the supporting side beam and the flat plate, or between the supporting side beam and the sleeve), avoiding cracking or deformation of the sleeve or longitudinal beam clamp due to excessive local stress, and extending the service life of the structure.

[0028] In this embodiment, multiple bolt holes of the same number, size, and spacing are drilled along the axial direction of the bus on the longitudinal beam clamp 44 and the single underframe longitudinal beam 6. When the underframe longitudinal beam 6 is inserted into the inner side of the two side clamps of the longitudinal beam clamp 44, the bolt holes of the longitudinal beam clamp 44 and the underframe longitudinal beam 6 are aligned, and then the fixing bolts 5 are passed through the longitudinal beam clamp 44 and the underframe longitudinal beam 6 to connect the longitudinal beam clamp 44 and the underframe longitudinal beam 6 together. Since the multiple bolt holes are distributed along the axial direction of the bus, during connection, the longitudinal beam clamp 44 and the two sides of the single underframe longitudinal beam 6 are kept parallel to prevent the longitudinal beam clamp 44 and the underframe longitudinal beam 6 from rotating up and down. If the longitudinal beam clamp 44 and the underframe longitudinal beam 6 rotate up and down, there is a risk that the trailer boom 3 will break or bend when the trailer 1 brakes and the bus moves forward.

[0029] In this embodiment, as Figure 2 As shown, the width of the plate 43 is greater than the distance between the longitudinal beam clamps 44. A first stiffening rib 45 is fixedly connected to the outer side of the clamps on both sides of the longitudinal beam clamp 44. The first stiffening rib 45 is a right-angled triangular plate, and its two right-angled sides are fixedly connected to the plate 43 and the side clamps, respectively. In this embodiment, the plate 43, longitudinal beam clamps 44, and first stiffening ribs 45 are all made of steel plates, possessing high strength. The fixed connection between the plate 43, longitudinal beam clamps 44, and first stiffening ribs 45 can be achieved by welding.

[0030] It is easy to understand that, since the trailer frame 4 is hinged to the trailer bar 3 on the side away from the underframe longitudinal beam 6, and the other end of the trailer bar 3 is hinged to the first trailer plate 2 at the rear of the trailer 1, a lateral force will be generated on the U-shaped trailer frame 4 when the trailer pulls the bus to turn. Fixing the first stiffening rib 45 between the flat plate 43 and the longitudinal beam clamp 44 can strengthen the connection between the flat plate 43 and the longitudinal beam clamp 44, and prevent the longitudinal beam clamp 44 from breaking or bending relative to the flat plate 43.

[0031] In this embodiment, as Figure 2 As shown, a second stiffening rib 47 is fixedly connected between the supporting side beam 42 and the sleeve 46. The second stiffening rib 47 is a right-angled triangular plate, and its two right-angled sides are fixedly connected to the supporting side beam 42 and the sleeve 46, respectively. In this embodiment, both the sleeve 46 and the second stiffening rib 47 are made of steel plates, which have high strength. The fixed connection between the supporting side beam 42, the sleeve 46, and the second stiffening rib 47 can also be achieved by welding.

[0032] It is easy to understand that fixing the second stiffening rib 47 between the support side beam 42 and the sleeve 46 can strengthen the connection between the support side beam 42 and the sleeve 46, and prevent the support side beam 42 from breaking or bending relative to the sleeve 46.

[0033] In this embodiment, the high strength of the underframe longitudinal beam 6 is utilized as a stress point to avoid damaging the bus front. Stiffening ribs are designed on the U-shaped trailer frame 4 to ensure that the U-shaped trailer frame 4 itself can withstand huge traction and braking torque, which is particularly suitable for front-engine buses with heavy front ends.

[0034] In this embodiment, as Figure 4 , Figure 5 As shown, hinge plates 31 are fixedly connected to both ends of the trailer bumper 3. Hinge holes are provided at the ends of the hinge plates 31 furthest from the trailer bumper 3. The hinge plates 31 are made of steel and are fixed to the trailer bumper 3 by welding. Figure 5 As shown, in order to strengthen the connection between the hinge plate 31 and the trailer bar 3, the hinge plates 31 at both ends of the trailer bar 3 are fixed to the top and bottom sides of the trailer bar 3, respectively. When the hinge plate 31 is fixedly connected to the trailer bar 3, half of the length of the hinge plate 31 is welded and fixed to the trailer bar 3.

[0035] In this embodiment, as Figures 1 to 3 As shown, a second trailer plate 48 is fixedly connected to the side of the U-shaped trailer frame 4 away from the longitudinal beam 6 of the base frame. The second trailer plate 48 is made of steel plate and is welded and fixed to the middle position of the supporting main beam 41. The second trailer plate 48 consists of two flat trailer plates, which are parallel and have a gap between them (in this embodiment, the gap is greater than the thickness of the hinge plate 31). The flat trailer plates are provided with hinge holes. The hinge plate 31 at one end of the trailer bar 3 is inserted into the two flat trailer plates of the second trailer plate 48 to align the hinge holes. A heavy-duty pin is inserted into the hinge hole to realize the hinge between the trailer bar 3 and the U-shaped trailer frame 4.

[0036] In this embodiment, as Figure 1 As shown, the first trailer plate 2 at the rear end of the trailer 1 is also composed of two flat trailer plates, which are parallel and have a gap between them (in this embodiment, the gap is also greater than the thickness of the hinge plate 31). The flat trailer plate of the first trailer plate 2 has a hinge hole. The hinge plate 31 at the other end of the trailer bar 3 is inserted into the two flat trailer plates of the first trailer plate 2 to align the hinge holes. A heavy-duty pin is then inserted into the hinge hole to achieve the hinge between the trailer bar 3 and the trailer 1.

[0037] In this embodiment, a heavy-duty pin of the appropriate size is used according to the size of the hinge hole.

[0038] In this embodiment, the two ends of the trailer bar 3 are hinged to the trailer 1 and the bus respectively, allowing a certain relative turning angle between the trailer 1 and the towed bus, so as to smoothly realize the turning function during the towing process.

[0039] Although the specific embodiments of the present utility model have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of the present utility model. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solution of the present utility model are still within the scope of protection of the present utility model.

Claims

1. A trailer tooling for a front-mounted natural gas engine passenger vehicle, characterized in that, Includes a U-shaped trailer frame mounted on the longitudinal beam of the bus chassis, with a trailer bar hinged to the side of the U-shaped trailer frame away from the longitudinal beam of the chassis, and the other end of the trailer bar hinged to a first trailer plate at the rear end of the trailer. The trailer boom uses square steel as the main beam; The U-shaped trailer frame includes a supporting main beam, with longitudinal beam clamps connected to both ends of the supporting main beam. The longitudinal beam clamps include two parallel side clamps. The base frame longitudinal beam is inserted into the inside of the side clamps and connected to the side clamps by fixing bolts. The side clamp is connected to the flat plate, the flat plate is connected to the supporting side beam, the supporting side beam is connected to the sleeve, and the sleeve is slidably fitted onto the supporting main beam; several locking bolts are threaded onto the side of the sleeve away from the supporting side beam.

2. The trailer tooling for a front-mounted natural gas engine passenger vehicle as described in claim 1, characterized in that, Along the axial direction of the bus, multiple corresponding bolt holes are provided on the underframe longitudinal beams and longitudinal beam clamps.

3. The trailer tooling for a front-mounted natural gas engine passenger vehicle as described in claim 1, characterized in that, The outer side of the side clamp is connected to the flat plate by a first stiffening rib.

4. The trailer tooling for a front-mounted natural gas engine passenger vehicle as described in claim 1, characterized in that, The supporting side beam is connected to the sleeve by a second stiffening rib.

5. The trailer tooling for a front-mounted natural gas engine passenger vehicle as described in claim 1, characterized in that, The trailer bar is fixedly connected to hinge plates at both ends, and hinge holes are opened at the ends of the hinge plates away from the trailer bar.

6. The trailer tooling for a front-mounted natural gas engine passenger vehicle as described in claim 5, characterized in that, The hinge plates at both ends of the trailer bar are respectively fixed to the top and bottom sides of the trailer bar.

7. The trailer tooling for a front-mounted natural gas engine passenger vehicle as described in claim 1, characterized in that, The second sliding plate is connected to the middle position of the side of the main support beam away from the longitudinal beam of the underframe.

8. The trailer tooling for a front-mounted natural gas engine passenger vehicle as described in claim 7, characterized in that, Both the second slide and the first slide are composed of two parallel flat slides, and the gap between the two flat slides is greater than the thickness of the hinge plate.

9. The trailer tooling for a front-mounted natural gas engine passenger vehicle as described in claim 8, characterized in that, The flat slide also has hinge holes.

10. The trailer tooling for a front-mounted natural gas engine passenger vehicle as described in claim 8, characterized in that, The hinge plates at both ends of the trailer bar are inserted into the gaps between the second trailer plate and the first trailer plate, respectively, and heavy-duty pins are inserted after the hinge holes are aligned.

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