Logistics trolley for a car headliner

Abstract

The application discloses a logistics trolley for automobile roof lining, which comprises a trolley frame with a containing space and a single-side open structure. The top of the trolley frame is connected with a bearing guide rail, and a suspension assembly is movably arranged on the guide rail to hang and translate a workpiece into the containing space. The lower part of the trolley frame is provided with two opposite supporting assemblies, and the supporting assemblies are connected with the trolley frame through elastic supporting members. The top surfaces of the two supporting assemblies are both inclined towards the middle part to provide deformation buffering and horizontal center positioning for the bottom of the workpiece. A plurality of locking mechanisms are arranged on the two side frame bodies of the trolley frame in intervals. When the workpiece is pushed in, the locking mechanisms are forced to avoid, and after the workpiece is in place, the locking mechanisms are reset to form lateral physical interference on the workpiece. The trolley frame is cooperated with the spatial structure of the top suspension guide, the bottom deformation support and the lateral automatic locking to replace manual positioning and fastening with mechanical linkage, and the shaking of the workpiece in the transfer process is limited.

Description

Technical Field

[0001] This invention relates to the field of logistics equipment technology, specifically to a logistics trolley for automobile headliner. Background Technology

[0002] As an important component of automotive interiors, the car roof is typically made of fiber-reinforced composite materials, foam materials, or other lightweight materials. It is characterized by its large size, thin walls, low rigidity, and irregular shape. During production, warehousing, and transshipment, logistics trolleys are usually required for transporting and temporarily storing the car roof.

[0003] Existing logistics trolleys used for transporting automotive headliners typically consist of a frame and a fixed support frame inside the frame. After the headliner is manually moved into the frame, it is placed on the fixed support frame. To prevent the headliner from shaking or falling during transport, flexible pressure strips, blocks, or other limiting components are usually installed on the sides of the frame. After the headliner is in place, the operator manually presses down the flexible pressure strips or limiting components to abut against the side of the headliner, thus securing and limiting its position. When loading multiple headliners, operators usually need to lift each headliner to its corresponding position and manually adjust and secure it, making the loading operation cumbersome and inefficient. Meanwhile, due to the lack of guiding and automatic limiting structures in existing logistics trolleys, the car roof is prone to inaccurate positioning and inconvenient loading during the loading process. During transportation, the car roof is also prone to shaking and displacement inside the logistics trolley due to factors such as vehicle vibration and road bumps, which can lead to edge collisions, surface wear, or even local deformation of the car roof, thus affecting product quality. Summary of the Invention

[0004] In order to overcome the technical defects of low loading efficiency and inconvenient positioning in the prior art, the present invention provides a logistics trolley for automobile roof lining.

[0005] To solve the above problems, the present invention is implemented according to the following technical solution:

[0006] The present invention discloses a logistics trolley for automotive headliner linings, comprising a frame having an accommodating space, an open structure for loading and unloading workpieces from the accommodating space on one side of the frame, and two opposing side frames. The trolley is characterized by further comprising:

[0007] Two support components are provided at the lower part of the frame. Each support component includes a support member and an elastic support member. The support member is connected to the frame through the elastic support member. The two support members are arranged opposite to each other and their upper surfaces are inclined towards the middle of the frame to support the bottom of the workpiece and provide lateral positioning.

[0008] A load-bearing guide rail is connected to the top of the vehicle frame. Multiple suspension assemblies are installed on the load-bearing guide rail. The suspension assemblies are used to suspend the upper part of the workpiece and can move along the length of the load-bearing guide rail to drive the workpiece into the receiving space.

[0009] Multiple locking mechanisms are respectively disposed on two side frames of the vehicle frame, and the multiple locking mechanisms are spaced apart along the workpiece entry direction. The multiple locking mechanisms correspond to multiple bearing stations, and when the workpiece moves to the corresponding bearing station, the side of the workpiece is limited.

[0010] Furthermore, the bearing guide rail has a first end and a second end distributed along its own length direction;

[0011] The first end of the load-bearing guide rail is located inside the vehicle frame;

[0012] The second end of the load-bearing guide rail is located at the open structure of the vehicle frame, and the suspension assembly can move from the inside of the vehicle frame to the open structure on the load-bearing guide rail.

[0013] Furthermore, the first end of the load-bearing guide rail is at a higher horizontal level than the second end of the load-bearing guide rail, so that the load-bearing guide rail is connected to the accommodating space of the frame in a downward inclined state.

[0014] Furthermore, the locking mechanism includes a mounting bracket, a limiting block, and a reset assembly, wherein the limiting block is hinged to the mounting bracket, and the reset assembly is connected to the limiting block;

[0015] The side of the frame is provided with a mounting groove, which is spaced apart along the workpiece entry direction on the side of the frame. The mounting bracket is provided with a plug-in part that is adapted to the mounting groove, and the mounting bracket is detachably installed in the mounting groove through the plug-in part.

[0016] The limiting block has a guide slope on the side facing the open structure so that when the workpiece enters the accommodating space, it pushes the limiting block to rotate from the locked position to the open position.

[0017] Furthermore, the limiting block has a first limiting surface on the side facing the open structure.

[0018] A second limiting surface is provided on one side facing the accommodating space;

[0019] The first limiting surface is a guide slope, and the second limiting surface is a stop surface.

[0020] Furthermore, the reset component is a torsion spring, which is sleeved at the hinge joint between the limiting block and the mounting bracket.

[0021] Furthermore, a buffer layer is provided on the side of the limiting block facing the accommodating space, and an anti-over-rotation structure is provided on the side of the limiting block facing the open structure of the frame.

[0022] When the limiting block is in the locked position, the anti-over-rotation structure abuts against the mounting bracket to restrict the limiting block from continuing to rotate toward the accommodating space.

[0023] Furthermore, two support components are provided, and the two support components are respectively located on both sides of the vehicle frame in the width direction;

[0024] Each of the aforementioned support components is connected to the vehicle frame via an elastic support member;

[0025] The two support members are arranged opposite each other and are both inclined toward the middle of the frame;

[0026] The upper surface of the support member forms an inclined guide surface for guiding and positioning the workpiece.

[0027] Furthermore, the elastic support includes a guide rod and an elastic element. One end of the guide rod is connected to the support member, and the other end is connected to the bottom plate of the vehicle frame. The elastic element is sleeved on the outside of the guide rod.

[0028] Furthermore, the suspension assembly includes a slider and a hook, the slider being movably mounted on the load-bearing guide rail, and the hook being connected to the slider;

[0029] The slider is in rolling engagement with the load-bearing guide rail;

[0030] The slider includes a mounting bracket and a roller assembly, the roller assembly being in rolling contact with the load-bearing guide rail;

[0031] Multiple suspension components are provided, and the multiple suspension components are distributed at intervals along the length direction of the load-bearing guide rail;

[0032] Each of these corresponds to a different carrying station setting.

[0033] Compared with the prior art, the beneficial effects of the present invention are:

[0034] This invention discloses a logistics trolley for automotive headliners. By incorporating a load-bearing guide rail and a suspension assembly movably mounted on it, the suspension assembly moves the workpiece along the guide rail into the frame's accommodating space during loading, reducing the difficulty of manual handling and adjustment, and improving the loading efficiency of the automotive headliner. Multiple locking mechanisms with locking and unlocking positions are arranged on opposite sides of the frame, spaced apart along the workpiece's entry direction and corresponding to multiple load-bearing stations. When a workpiece enters the accommodating space, it pushes the corresponding locking mechanism to the unlocked position. After the workpiece passes, the locking mechanism automatically returns to the locked position, providing lateral restraint. This eliminates the need for manual fixing of each workpiece, simplifying the loading operation. Furthermore, the multiple locking mechanisms enable automatic positioning and restraint of multiple workpieces at different load-bearing stations, improving the trolley's loading capacity and space utilization. The support component in the support assembly is connected to the vehicle frame through elastic support components, enabling the support component to provide elastic support and buffer support for the workpiece, and together with the locking mechanism, to position and limit the workpiece, which can reduce the impact of vibration and impact on the car roof liner during transportation, and reduce the risk of collision, wear or deformation of the car roof liner. Attached Figure Description

[0035] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings, wherein:

[0036] Figure 1 This is a schematic diagram of the overall structure of a logistics trolley for an automotive roof liner according to the present invention.

[0037] Figure 2 This is a schematic diagram of the structure of a logistics trolley for loading workpieces in an automobile roof liner according to the present invention.

[0038] Figure 3 This is a schematic diagram of the structure of the support component of the present invention;

[0039] Figure 4 This is a schematic diagram of the locking mechanism of the present invention;

[0040] Figure 5 This is a schematic diagram of the structure of the bearing guide rail and the suspension assembly of the present invention when they are in conjunction;

[0041] In the picture:

[0042] 10-Frame;

[0043] 20-Supporting component, 21-Supporting element, 22-Elastic support element, 221-Guide rod, 222-Elastic element;

[0044] 30-Locking mechanism, 31-Mounting bracket, 32-Limit stop, 33-Reset assembly, 34-Buffer layer, 35-Anti-over-rotation structure;

[0045] 40 - Load-bearing guide rail;

[0046] 50 - Suspension assembly, 51 - Slider, 52 - Hook. Detailed Implementation

[0047] The preferred embodiments of the present invention will be described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit the present invention.

[0048] like Figures 1-5 As shown, the logistics trolley for an automotive headliner according to the present invention includes:

[0049] The frame 10 has a accommodating space, and one side of the frame 10 is provided with an open structure for taking and placing workpieces from the accommodating space. The frame 10 has two side frames arranged opposite to each other.

[0050] Support assembly 20: Two support assemblies 20 are provided at the lower part of the frame 10. Each support assembly 20 includes a support member 21 and an elastic support member 22. The support member 21 is connected to the frame 10 through the elastic support member 22. The two support members 21 are arranged opposite to each other and their upper surfaces are inclined toward the middle of the frame 10 to support the bottom of the workpiece and provide lateral positioning.

[0051] The support rail 40 is connected to the top of the frame 10. Multiple suspension components 50 are installed on the support rail 40. The suspension components 50 are used to suspend the upper part of the workpiece, and the suspension components 50 can move along the length of the support rail 40 to drive the workpiece into the receiving space.

[0052] Multiple locking mechanisms 30 are respectively disposed on the two side frames of the frame 10, and the multiple locking mechanisms 30 are distributed at intervals along the workpiece entry direction. The multiple locking mechanisms 30 correspond to multiple bearing stations, and limit the side of the workpiece when the workpiece moves to the corresponding bearing station.

[0053] The frame 10 forms the main frame of the logistics trolley. The frame 10 has an internal space for accommodating the car headliner. One side of the frame 10 has an open structure to allow operators to easily install or remove the car headliner from that side. The frame 10 can be formed by welding rigid profiles to create a frame structure.

[0054] The support assembly 20 is disposed at the lower part of the vehicle frame 10 to support the lower part of the vehicle headliner. The support assembly 20 includes a support member 21 and an elastic support member 22. The support member 21 is connected to the vehicle frame 10 through the elastic support member 22, so that the support member 21 is floating relative to the vehicle frame 10. When the vehicle headliner is placed on the support member 21, the elastic support member 22 can undergo elastic deformation to accommodate vehicle headliners with different dimensional tolerances and provide cushioning support for the vehicle headliner to reduce vibration and impact generated during transportation.

[0055] The support rail 40 is disposed on the upper part of the accommodating space of the frame 10 and is connected to the frame 10 to provide movement guidance for the suspension assembly 50. The suspension assembly 50 is movably mounted on the support rail 40 and can move along the length of the support rail 40 to drive the car headliner into the accommodating space.

[0056] In a preferred embodiment, a plurality of locking mechanisms 30 are disposed on the side of the frame 10, and the plurality of locking mechanisms 30 are spaced apart along the workpiece entry direction. Each locking mechanism 30 has a locked position and an open position. In the locked position, the locking mechanism 30 is located within the movement path of the vehicle headliner. When the workpiece enters the receiving space, the suspension assembly 50 moves the workpiece along the load-bearing guide rail 40, and the side of the workpiece abuts against the locking mechanism 30, causing the locking mechanism 30 to switch from the locked position to the open position. After the workpiece passes the locking mechanism 30, the locking mechanism 30 returns to the locked position to laterally limit the workpiece.

[0057] Specifically, during loading, the operator first hangs the top of the car roof liner on the suspension assembly 50, then pushes the suspension assembly 50 along the load-bearing guide rail 40, allowing the car roof liner to gradually enter the vehicle frame 10. During this movement, the side of the car roof liner abuts against the corresponding locking mechanism 30, pushing the locking mechanism 30 from the locked position to the open position. After the car roof liner continues to move and passes the locking mechanism 30, the locking mechanism 30 automatically returns to the locked position to laterally limit the movement of the car roof liner. After the car roof liner moves to the predetermined position, its lower part rests on the support assembly 20, which provides support.

[0058] The supporting component 20 and the locking mechanism 30 work together to position and limit the car roof liner, thereby improving the stability of the car roof liner during logistics transportation and reducing wear or damage to the car roof liner caused by vibration and shaking.

[0059] Furthermore, the load-bearing guide rail 40 has a first end and a second end distributed along its own length direction. The first end of the load-bearing guide rail 40 is located inside the frame 10, and the second end of the load-bearing guide rail 40 is located at the open structure of the frame 10. The suspension assembly 50 can move from the inside of the frame 10 to the open structure on the load-bearing guide rail 40.

[0060] In a specific embodiment of the present invention, the assembly relationship and motion logic of the bearing guide rail 40, the frame 10, and the suspension assembly 50 are described in detail.

[0061] Specifically, the support rail 40 has a first end and a second end distributed along its own length. Spatially, the first end of the support rail 40 is fixed to the inside of the accommodating space of the frame 10, and the second end of the support rail 40 extends and is fixed to the open structure of the frame 10.

[0062] The suspension assembly 50 is movably mounted on the support guide rail 40, and there is a movable gap between the suspension assembly 50 and the support guide rail 40. The suspension assembly 50 can move along the length direction of the support guide rail 40; in the working state, the suspension assembly 50 drives the workpiece connected to it to move along the support guide rail 40 from the inside of the frame 10 to the open structure, or from the open structure to the inside of the frame 10.

[0063] Furthermore, the first end of the support rail 40 is at a higher horizontal level than the second end of the support rail 40, so that the support rail 40 is connected to the accommodating space of the frame 10 in a downward inclined state.

[0064] In this embodiment, the spatial installation posture of the bearing guide rail 40 inside the frame 10 is further defined.

[0065] Specifically, the first end of the load-bearing guide rail 40 is fixed to a corresponding structural member inside the frame 10, and the second end of the load-bearing guide rail 40 is fixed to a corresponding structural member of the frame 10 near the open structure. Using the horizontal plane as a reference, the positions of the two ends of the load-bearing guide rail 40 are measured, and the horizontal height of the first end of the load-bearing guide rail 40 is greater than the horizontal height of the second end of the load-bearing guide rail 40.

[0066] Utilizing the height difference between the first and second ends, the support rail 40 constructs a guide structure within the accommodating space of the frame 10 that gradually slopes downwards from the inside towards the open structure. When the suspension assembly 50 is mounted on the support rail 40 and moves, the displacement trajectory of the suspension assembly 50 remains consistent with the tilt angle of the support rail 40, forming a tilted motion path from high to low.

[0067] Furthermore, the locking mechanism 30 includes a mounting bracket 31, a limiting block 32, and a reset assembly 33. The limiting block 32 is hinged to the mounting bracket 31, and the reset assembly 33 is connected to the limiting block 32. A mounting groove is provided on the side of the frame 10, spaced apart along the workpiece entry direction. The mounting bracket 31 has a plug-in portion adapted to the mounting groove, and the mounting bracket 31 is detachably installed in the mounting groove via the plug-in portion. Specifically, the plug-in portion may be composed of a boss, insert plate, or locking block provided on the mounting bracket 31, and the mounting groove is formed on the side of the frame 10. During installation, the plug-in portion is inserted into the mounting groove along its extension direction to achieve a detachable connection between the mounting bracket 31 and the frame 10.

[0068] In this embodiment, the quick-release structure of the locking mechanism 30 and the mechanical connection relationship between the components are described in detail.

[0069] Specifically, the locking mechanism 30 is assembled from a mounting bracket 31, a limit stop 32, and a reset assembly 33. The mounting bracket 31 is fixed to a corresponding structural component on the side of the frame 10, and the end of the mounting bracket 31 away from the frame 10 is provided with a hinge end.

[0070] One end of the limit stop 32 is mounted on the hinge end of the mounting bracket 31 via a hinge pin. With the cooperation of the hinge pin, the limit stop 32 can rotate around the central axis of the hinge pin.

[0071] A reset assembly 33 is disposed between the mounting bracket 31 and the limiting block 32. One end of the reset assembly 33 abuts against the mounting bracket 31, and the other end abuts against the limiting block 32. When the limiting block 32 rotates around the hinge pin, it squeezes or twists the reset assembly 33; the reset assembly 33 deforms under force and applies a reverse elastic force to the limiting block 32, which drives the limiting block 32 to rotate back to its initial position.

[0072] Furthermore, the limiting block 32 has a first limiting surface on the side facing the open structure and a second limiting surface on the side facing the accommodating space; the first limiting surface is a guide slope and the second limiting surface is a stop surface.

[0073] In this embodiment, the surface configuration and avoidance logic of the limiting block 32 are described in detail. The limiting block 32 has two working surfaces in space for physical interference. The side facing the open structure (i.e., the direction of workpiece entry) is the first limiting surface, which has an inwardly inclined guide slope configuration; the side facing away from the open structure is the second limiting surface, which is a flat stop surface.

[0074] As the workpiece moves inward along the bearing guide rail 40, its front end first contacts the first limiting surface, which serves as a guide slope. As the workpiece continues to move, its linear displacement is converted by the inclined first limiting surface into a displacement driving force that compels the limiting block 32 to rotate around the pin, causing the limiting block 32 to rotate from the locked position blocking the path to the open position that avoids the workpiece. When the side profile of the workpiece completely passes the limiting block 32, the workpiece disengages, and the limiting block 32 rotates back to the locked position under the deformation recovery action of the reset assembly 33. At this time, the second limiting surface (stop surface) occupies the exit path of the workpiece, interfering with the edge of the workpiece and preventing the workpiece from exiting.

[0075] Furthermore, the reset component 33 is a torsion spring, which is sleeved at the hinge between the limit stop 32 and the mounting bracket 31.

[0076] In this embodiment, the specific component types of the reset assembly 33 and their spatial assembly relationships are further explained.

[0077] Specifically, the reset assembly 33 uses a torsion spring. A hinge pin passes through the hinge joint between the mounting bracket 31 and the limit stop 32, and the helical body of the torsion spring is sleeved on the outside of the hinge pin.

[0078] The torsion spring has a first abutment end and a second abutment end extending from both ends of the helical body. The first abutment end abuts against the corresponding side wall of the mounting bracket 31, and the second abutment end abuts against the corresponding side wall of the limiting block 32.

[0079] When the limiting block 32 rotates around the hinge pin, the limiting block 32 causes the second abutment end to move synchronously, and the included angle between the first abutment end and the second abutment end changes accordingly, causing the main body of the torsion spring to undergo torsional deformation. When the side profile of the workpiece passes the limiting block 32 and the workpiece disengages from the limiting block 32, the main body of the torsion spring recovers from the torsional deformation state to the initial shape. This deformation recovery process causes the second abutment end to move to the initial position. The movement of the second abutment end causes the limiting block 32 to rotate synchronously in the opposite direction to the locking position.

[0080] Furthermore, a buffer layer 34 is provided on the side of the limiting block 32 facing the accommodating space, and an anti-over-rotation structure 35 is provided on the side of the limiting block 32 facing the open structure of the frame 10; when the limiting block 32 is in the locked position, the anti-over-rotation structure 35 abuts against the mounting bracket 31 to restrict the limiting block 32 from continuing to rotate toward the accommodating space.

[0081] In this embodiment, the additional structure on the surface of the limiting block 32 and its spatial limiting fit are described in detail. A buffer layer 34 is attached to the side of the limiting block 32 facing the accommodating space of the frame 10. The buffer layer 34 is made of a material with flexible deformation properties. When the workpiece is located in the corresponding bearing position, the outer surface of the workpiece remains in contact with the buffer layer 34.

[0082] The side of the limiting block 32 facing away from the accommodating space, i.e., towards the open structure of the frame 10, has an anti-over-rotation structure 35. The anti-over-rotation structure 35 is a solid protrusion extending outward from the body of the limiting block 32. During the process of the reset assembly 33 deforming and restoring and causing the limiting block 32 to rotate in the opposite direction, the anti-over-rotation structure 35 undergoes spatial displacement synchronously with the limiting block 32. When the limiting block 32 rotates to the locked position, the edge of the anti-over-rotation structure 35 abuts against the corresponding side wall of the mounting bracket 31. The mutual abutment between the anti-over-rotation structure 35 and the mounting bracket 31 blocks the rotation path of the limiting block 32, forming interference and restricting the limiting block 32 from continuing to rotate towards the interior of the accommodating space, thus keeping the limiting block 32 in the locked position.

[0083] Furthermore, there are two support assemblies 20, located on opposite sides of the frame 10 in the width direction. The support member 21 in each support assembly 20 is connected to the frame 10 via an elastic support member 22.

[0084] Two support members 21 are arranged opposite each other and are both inclined toward the center of the frame 10, thereby forming a support structure with a V-shaped cross-section at the bottom of the frame 10. The upper surface of the support member 21 forms an inclined guide surface for guiding and positioning the workpiece.

[0085] In this embodiment, the relative spatial layout and self-centering guiding function of the support component 20 are specifically described. When the workpiece enters the accommodating space and falls between the two support components 21, the bottom of the workpiece contacts the inclined guide surfaces of the two support components 21. The inclined guide surfaces can guide the workpiece toward the center of the frame 10, so that the workpiece automatically moves toward the center of the frame 10, thereby realizing the lateral positioning and centering of the workpiece.

[0086] When the workpiece undergoes vertical displacement during transportation, the support member 21 can generate elastic displacement relative to the frame 10 under the action of the elastic support member 22 to provide buffer support for the workpiece.

[0087] Furthermore, the elastic support member 22 includes a guide rod 221 and an elastic member 222. One end of the guide rod 221 is connected to the frame 10 and the other end is connected to the support member 21. The elastic member 222 is sleeved on the outside of the guide rod 221.

[0088] In this embodiment, the internal components of the elastic support 22 and their spatial assembly relationship with the support 21 are described in detail.

[0089] Specifically, the guide rod 221 is columnar and arranged vertically. The lower end of the guide rod 221 is connected to the frame 10, and the upper end is connected to the support member 21. The elastic member 222 is sleeved on the outside of the guide rod 221.

[0090] When the workpiece acts on the support 21, the support 21 is displaced vertically under the guidance of the guide rod 221, causing the elastic element 222 to undergo compressive deformation. When the external force disappears, the elastic element 222 returns to its initial state and pushes the support 21 back to its original position. The guide rod 221 can guide the movement trajectory of the support 21, preventing the support 21 from deviating or tilting.

[0091] In this embodiment, the floating assembly relationship and movable limiting structure between the support member 21 and the chassis base plate are specifically described with reference to the drawings. Specifically, the bottom periphery of the support member 21 has a laterally extending mounting edge. The elastic support member 22 includes a guide rod 221 arranged vertically and an elastic member 222. The rod body of the guide rod 221 is vertically inserted through both the mounting edge of the support member 21 and the chassis base plate; the elastic member 222 is sleeved around the guide rod 221, and the elastic member 222 is sandwiched between the bottom surface of the mounting edge of the support member 21 and the top surface of the chassis base plate.

[0092] The guide rod 221 extends out of the top of the support 21 above the mounting edge and is connected to a limit nut; the bottom of the guide rod 221 extending out of the bottom of the frame base plate is formed with a bottom stop block with an enlarged lateral dimension.

[0093] In the initial unloaded state, the deformation recovery tendency of the elastic element 222 drives the support element 21 to move upward until the top surface of the mounting edge of the support element 21 abuts against the limit nut; at the same time, the bottom stop below the guide rod 221 remains in contact with the bottom surface of the chassis floor plate. The upper limit nut and the lower bottom stop together constitute the spatial boundary for the upward displacement stroke of the support element 21.

[0094] When the workpiece undergoes vertical downward displacement during transportation, the support member 21 presses down with the workpiece, and its mounting edge moves downward in a straight line along the outer wall of the guide rod 221, disengaging from the upper limiting nut. The downward displacement of the support member 21 shortens the distance between the mounting edge and the chassis floor plate, causing the elastic member 222 sandwiched in the middle to undergo compressive deformation, which absorbs the relative displacement of the workpiece. When the downward displacement trend disappears, the elastic member 222 recovers its deformation, pushing the support member 21 back to its initial spatial position abutting against the limiting nut, thus achieving displacement buffering and reset.

[0095] Furthermore, the suspension assembly 50 includes a slider 51 and a hook 52. The slider 51 is movably mounted on the support guide rail 40, and the hook 52 is connected to the slider 51. The slider 51 is in rolling engagement with the support guide rail 40. The slider 51 includes a mounting bracket and a roller assembly, and the roller assembly is in rolling contact with the support guide rail 40. Multiple suspension assemblies 50 are provided, distributed at intervals along the length of the support guide rail 40, and each is set to correspond to a different support station.

[0096] The suspension assembly 50 includes a slider 51 and a hook 52. The slider 51 includes a mounting bracket and a roller assembly disposed on the mounting bracket. The roller assembly rolls in contact with the support guide rail 40, allowing the slider 51 to move along the length of the support guide rail 40. The hook 52 is fixedly connected to the lower part of the mounting bracket for suspending workpieces. When the workpiece is connected to the hook 52, the workpiece is suspended below the support guide rail 40; when the slider 51 moves along the support guide rail 40, it drives the hook 52 and the workpiece to move synchronously, thereby enabling the workpiece to enter or exit the receiving space of the frame 10 along the support guide rail 40.

[0097] The working principle of the logistics trolley for automotive headliners of the present invention is as follows: The operator connects the top of the automotive headliner (workpiece) to the hook of the suspension assembly at the corresponding bearing station; it pushes the workpiece inward along the downward-sloping bearing guide rail towards the inside of the frame, and the roller assembly inside the slider rolls along the outer wall of the bearing guide rail, causing the workpiece to move inward linearly. During the inward displacement of the workpiece, the front end of the workpiece first contacts the first limiting surface (guide slope) of the locking mechanism. The guiding effect of the slope causes the limiting block to overcome the torsion spring and rotate to avoid it; after the workpiece has completely passed, the torsion spring deformation recovers and causes the limiting block to rotate back to the locking position where the anti-over-rotation structure abuts. At this time, the second limiting surface (stop surface) occupies the original path, preventing the workpiece from coming out along the original path. After the workpiece is moved into place, its bottom contacts the support plates on both sides that are inclined towards the center, and the inclined guide surface completes the lateral self-centering positioning of the bottom. When encountering bumps during the transfer, the workpiece drives the support plates to move up and down along the guide rod, and the alternating deformation of the elastic element 222 absorbs the vertical relative displacement of the workpiece to achieve flexible support.

[0098] Other structures of the logistics trolley for the automotive headliner described in this invention are available in the prior art.

[0099] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Therefore, any modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the scope of the present invention.

Claims

1. A logistics trolley for automotive headliner lining, comprising a frame having a accommodating space, an open structure for loading and unloading workpieces from the accommodating space on one side of the frame, and two opposing side frames, characterized in that... Also includes: Two support components are provided at the lower part of the frame. Each support component includes a support member and an elastic support member. The support member is connected to the frame through the elastic support member. The two support members are arranged opposite to each other and their upper surfaces are inclined towards the middle of the frame to support the bottom of the workpiece and provide lateral positioning. A load-bearing guide rail is connected to the top of the vehicle frame. Multiple suspension assemblies are installed on the load-bearing guide rail. The suspension assemblies are used to suspend the upper part of the workpiece and can move along the length of the load-bearing guide rail to drive the workpiece into the receiving space. Multiple locking mechanisms are respectively disposed on two side frames of the vehicle frame, and the multiple locking mechanisms are spaced apart along the workpiece entry direction. The multiple locking mechanisms correspond to multiple bearing stations, and when the workpiece moves to the corresponding bearing station, the side of the workpiece is limited.

2. The logistics trolley for an automotive headliner as described in claim 1, characterized in that: The load-bearing guide rail has a first end and a second end distributed along its own length direction; The first end of the load-bearing guide rail is located inside the vehicle frame; The second end of the load-bearing guide rail is located at the open structure of the vehicle frame, and the suspension assembly can move from the inside of the vehicle frame to the open structure on the load-bearing guide rail.

3. The logistics trolley for an automotive headliner according to claim 2, characterized in that: The first end of the load-bearing guide rail is at a higher horizontal level than the second end of the load-bearing guide rail, so that the load-bearing guide rail is connected to the accommodating space of the frame in a downward inclined state.

4. The logistics trolley for an automotive headliner according to claim 1, characterized in that: The locking mechanism includes a mounting bracket, a limiting block, and a reset assembly. The limiting block is hinged to the mounting bracket, and the reset assembly is connected to the limiting block. The side of the frame is provided with a mounting groove, which is spaced apart along the workpiece entry direction on the side of the frame. The mounting bracket is provided with a plug-in part that is adapted to the mounting groove, and the mounting bracket is detachably installed in the mounting groove through the plug-in part. The limiting block has a guide slope on the side facing the open structure so that when the workpiece enters the accommodating space, it pushes the limiting block to rotate from the locked position to the open position.

5. A logistics trolley for an automotive headliner according to claim 4, characterized in that: The limiting block has a first limiting surface on the side facing the open structure. A second limiting surface is provided on one side facing the accommodating space; The first limiting surface is a guide slope, and the second limiting surface is a stop surface.

6. The logistics trolley for an automotive headliner according to claim 4, characterized in that: The reset component is a torsion spring, which is sleeved at the hinge between the limiting block and the mounting bracket.

7. A logistics trolley for an automotive headliner according to claim 4, characterized in that: The limiting block is provided with a buffer layer on the side facing the accommodating space, and the limiting block is provided with an anti-over-rotation structure on the side facing the open structure of the frame. When the limiting block is in the locked position, the anti-over-rotation structure abuts against the mounting bracket to restrict the limiting block from continuing to rotate toward the accommodating space.

8. The logistics trolley for an automotive headliner according to claim 1, characterized in that: Two support components are provided, and the two support components are respectively located on both sides of the width direction of the frame; Each of the support components in the aforementioned support assembly is connected to the vehicle frame via an elastic support member; The two support members are arranged opposite each other and are both inclined toward the middle of the frame; The upper surface of the support member forms an inclined guide surface for guiding and positioning the workpiece.

9. A logistics trolley for an automotive headliner according to claim 8, characterized in that: The elastic support includes a guide rod and an elastic element. One end of the guide rod is connected to the support member, and the other end is connected to the bottom plate of the vehicle frame. The elastic element is sleeved on the outside of the guide rod.

10. A logistics trolley for an automotive headliner according to claim 1, characterized in that: The suspension assembly includes a slider and a hook, the slider is movably mounted on the load-bearing guide rail, and the hook is connected to the slider; The slider is in rolling engagement with the load-bearing guide rail; The slider includes a mounting bracket and a roller assembly, the roller assembly being in rolling contact with the load-bearing guide rail; Multiple suspension components are provided, and the multiple suspension components are distributed at intervals along the length direction of the load-bearing guide rail; Each of these corresponds to a different carrying station setting.

Images