Heavy-Duty Semi-Trailer Brake Axle

Technical Field

The utility model relates to an axle, in particular to a heavy-duty semi-trailer brake axle, belonging to the technical field of semi-trailers.

Background Technology

An automobile axle (also called an axle shaft) is connected to the frame (or load-bearing body) through a suspension, with wheels mounted at both ends. The function of the axle is to bear the load of the automobile and maintain the normal driving of the vehicle on the road.

Traditional steering axles used on semi-trailers mainly focus on vehicle load capacity while neglecting the impact of vibration generated during driving on the service life of the steering axle. In addition, the currently used steering axles are inconvenient to install, which increases the labor intensity of workers and reduces installation efficiency.

Utility Model Content

The purpose of the utility model is to provide a heavy-duty semi-trailer brake axle to solve the problems mentioned above, namely that vehicle vibration during driving affects the service life of the axle, and the inconvenient installation process increases labor intensity and reduces installation efficiency.

To achieve the above purpose, the utility model adopts the following technical solution:

A heavy-duty semi-trailer brake axle comprises a steering axle body. A support column is fixedly connected to the middle of the top end of the steering axle body. A circular groove is formed at the top end of the support column. The top end of the support column is inserted and connected with the bottom end of a T-shaped rod through the circular groove. A rigid spring is sleeved outside the T-shaped rod. The top end of the rigid spring is fixedly connected to the top of the T-shaped rod, and the bottom end of the rigid spring is fixedly connected to the top of the support column.

The top end of the T-shaped rod is fixedly connected with a concave block. A fastening screw is inserted through the bottom of one side of the concave block, and one end of the fastening screw is threadedly connected with a fixing nut.

Both sides of the top end of the steering axle body are fixedly connected with piston rods. The top ends of the piston rods are fixedly connected with support plates. Shock-absorbing springs are sleeved outside the piston rods. The top ends of the shock-absorbing springs are fixedly connected with the bottom ends of the support plates, and the bottom ends of the shock-absorbing springs are fixedly connected with the top end of the steering axle body.

The middle of the top end of the support plate is movably connected with the bottom end of a rotating shaft through a bearing. The top end of the rotating shaft is fixedly connected with a threaded rod.

Preferred Technical Solutions

A groove is formed in the middle of the top end of the concave block, and one end of the fastening screw extends outward through the groove.

A positioning pin is inserted through the top end of the concave block, and one end of the positioning pin is connected with a clamping block.

A fixing plate is installed between the rotating shaft and the threaded rod.

An annular chamfer is formed at the top end of the threaded rod.

Beneficial Effects

Compared with the prior art, the utility model has the following beneficial effects:

The heavy-duty semi-trailer brake axle is equipped with a concave block, fastening screw, and fixing nut, which facilitate the installation and fixation of the steering axle. In cooperation with the support plate, bearing, rotating shaft, and threaded rod, the convenience of mounting both sides of the top end of the steering axle to the vehicle body is improved, thereby further enhancing installation efficiency.

The support column, circular groove, and rigid spring provide preliminary buffering against vibration generated during semi-trailer driving. In addition, the piston rods and shock-absorbing springs arranged on both sides of the top end of the steering axle body further absorb vibration, thereby achieving excellent shock absorption and buffering effects during vehicle operation.

Description of Drawings

Figure 1: Front structural schematic diagram of the utility model.
Figure 2: Enlarged structural schematic diagram of portion A of the utility model.

Reference numerals:

Steering axle body

Support column

Circular groove

T-shaped rod

Rigid spring

Concave block

Fastening screw

Fixing nut

Positioning pin

Piston rod

Shock-absorbing spring

Support plate

Bearing

Rotating shaft

Fixing plate

Threaded rod

Specific Embodiment

Referring to Figures 1–2, the utility model provides a heavy-duty semi-trailer brake axle including a steering axle body 1. A support column 2 is fixedly connected to the middle of the top end of the steering axle body 1. A circular groove 3 is formed at the top end of the support column 2. The top end of the support column 2 is inserted and connected with the bottom end of a T-shaped rod 4 through the circular groove 3.

A rigid spring 5 is sleeved outside the T-shaped rod 4. The top end of the rigid spring 5 is fixedly connected with the top of the T-shaped rod 4, while the bottom end is fixedly connected with the top of the support column 2. The top end of the T-shaped rod 4 is fixedly connected with a concave block 6.

A fastening screw 7 is inserted through the bottom of one side of the concave block 6, and one end of the fastening screw 7 is threadedly connected with a fixing nut 8. Both sides of the top end of the steering axle body 1 are fixedly connected with piston rods 10. The top ends of the piston rods 10 are fixedly connected with support plates 12. Shock-absorbing springs 11 are sleeved outside the piston rods 10.

The top ends of the shock-absorbing springs 11 are fixedly connected with the bottom ends of the support plates 12, while the bottom ends of the shock-absorbing springs 11 are fixedly connected with the top end of the steering axle body 1. The middle of the top end of each support plate 12 is movably connected with the bottom end of a rotating shaft 14 through a bearing 13, and the top end of the rotating shaft 14 is fixedly connected with a threaded rod 16.

Preferably, a groove is formed in the middle of the top end of the concave block 6, and one end of the fastening screw 7 extends outward through the groove, so that the connection portion of the vehicle body can be inserted into the concave block 6 to improve the stability of the connection between the vehicle body and the steering axle.

Preferably, a positioning pin 9 is inserted through the top end of the concave block 6, and one end of the positioning pin 9 is connected with a clamping block, which limits the installation position between the vehicle body and the steering axle and provides auxiliary fixation.

Preferably, a fixing plate 15 is installed between the rotating shaft 14 and the threaded rod 16 for fixing the threaded rod 16 and limiting its movement to prevent the threaded rod 16 from being completely screwed into the threaded hole.

Preferably, the top end of the threaded rod 16 is provided with an annular chamfer to facilitate quick and accurate connection between the threaded rod 16 and the corresponding threaded hole on the vehicle body, thereby improving installation efficiency.

During operation, when installing the steering axle, the steering axle body 1 is placed at the axle mounting position of the frame. The corresponding part of the vehicle body is inserted into the groove of the concave block 6. The fastening screw 7 is inserted from one side of the concave block 6 to secure the vehicle body, and the fastening screw 7 is fixed by the fixing nut 8.

Then, the fixing plate 15 is rotated, driving the threaded rod 16 to rotate through the bearing 13, so that the threaded rod 16 is screwed into the corresponding threaded hole on the vehicle body, thereby completing the installation between the vehicle body and the axle.

When the semi-trailer is running, bumps from the wheels cause vibration of the vehicle body. The vibration is transmitted to the T-shaped rod 4 and the support plate 12. The T-shaped rod 4 moves downward into the circular groove 3 of the support column 2 and compresses the rigid spring 5, thereby providing preliminary vibration buffering.

Meanwhile, the support plate 12 moves downward under pressure, compressing the shock-absorbing spring 11 while the piston rod 10 retracts, further buffering the vibration generated by the vehicle body. The dual buffering effect provides improved shock absorption, maintaining the stability of the semi-trailer during driving and reducing the impact of vibration on the service life of the steering axle.

In the description of the utility model, directional terms such as “coaxial,” “bottom,” “top,” “middle,” “inside,” “outside,” “front,” “center,” and “both ends” are based on the orientations shown in the drawings and are used only for convenience of description, rather than indicating or implying that the device or component must have a particular orientation.

In addition, terms such as “first,” “second,” “third,” and “fourth” are used only for descriptive purposes and should not be interpreted as indicating relative importance or quantity.

Furthermore, unless otherwise clearly specified, terms such as “mounted,” “arranged,” “connected,” “fixed,” and “threaded connection” should be understood broadly. For example, they may refer to fixed connections, detachable connections, integral structures, direct connections, indirect connections through intermediate media, or interaction relationships between components.

Although embodiments of the utility model have been illustrated and described, those skilled in the art will understand that various modifications, substitutions, and changes may be made without departing from the principles and spirit of the utility model, and the scope of protection shall be defined by the appended claims and their equivalents.