Transfer trolley with car coupler

Abstract

A transfer trolley with a car coupler comprises a frame and a bracket, a plurality of universal wheels are arranged on the frame, the bracket is arranged on the frame and can ascend and descend, the two ends of the frame are provided with a left bent part and a right bent part which are bent downwards, the left bent part is provided with a first assembly base plane, and hook heads which are symmetrically distributed on the two sides are arranged on the first assembly base plane. The right bending part is provided with a second assembly base surface, hook tails which are symmetrically distributed on the two sides are arranged on the second assembly base surface, the hook tails are combined with the hook heads of the transfer trolley located behind when the two adjacent transfer trolleys are coupled, and the transfer trolley located behind is allowed to follow to move when the transfer trolley located in front moves after the hook tails are combined with the hook heads of the transfer trolley located behind. The transfer trolley has the advantages that the two adjacent transfer trolleys are coupled, the transfer trolley located behind can follow the transfer trolley to move only by controlling the transfer trolley in front after coupling, therefore, the transfer trolley can be controlled by a single person, only one more person or two more persons are needed for auxiliary control when the transportation number is large, and therefore the transportation efficiency is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of circuit breaker transfer equipment, in particular to a transfer vehicle with a coupler. Background Art

[0002] With the development of technology, the use of circuit breakers in high-voltage and low-voltage power grids has become very popular. In order to ensure the functions and safety performance of circuit breakers, the existing circuit breakers are of large weight and size, and a trolley is often required for transportation during installation.

[0003] Publication No. CN219044340U discloses a circuit breaker transport vehicle, comprising a base plate, a pair of rollers are symmetrically installed at the lower end of the base plate, a fixed base is welded at the upper end of the base plate, a pair of concave supporting plates are symmetrically welded at the upper end of the fixed base, a pair of concave limiting frames are symmetrically welded at the upper end of the fixed base, a pair of driving screws are symmetrically arranged at the upper end of the fixed base, a first crank is symmetrically welded at both ends of the driving screw, a lifting mechanism is symmetrically installed on the driving screw, the lower end of the lifting mechanism is welded to the upper end of the fixed base, the upper end of the lifting mechanism is connected with a lifting plate through a hinge, a convex groove is symmetrically opened at the upper end of the lifting plate, a sliding groove is opened at the upper end of the lifting plate, a pair of guide plates are symmetrically welded at the lower end of the lifting plate, a left and right fine-tuning mechanism is installed on the lifting plate, a supporting platform is installed at the upper end of the lifting plate, a baffle is welded at the upper end of the supporting platform, a transmission block is welded at the lower end of the supporting platform, and a pair of convex sliding blocks are symmetrically welded at the lower end of the supporting platform. This circuit breaker transfer vehicle is used to transport circuit breakers, but has a defect, namely, it lacks a structure for connecting with other transfer vehicles, which results in that a single person can only operate one transfer vehicle when transporting circuit breakers. When a construction site needs to set up multiple circuit breakers, it needs to transport them back and forth many times, thereby increasing the workload. Utility Model Content

[0004] The utility model aims to solve the above-mentioned shortcomings of the prior art and provides a transfer vehicle with a coupler to solve the above-mentioned problems.

[0005] The utility model adopts a technical solution to solve its technical problems: a transfer vehicle with a coupler, a frame, and a bracket, the frame is provided with a plurality of universal wheels, the bracket is arranged on the frame and can be raised and lowered, the two ends of the frame are provided with a left bending part and a right bending part, both of which are bent downward, the left bending part has a first assembly base surface, the first assembly base surface is provided with hook heads symmetrically distributed on both sides, the right bending part has a second assembly base surface, the second assembly base surface is provided with hook tails symmetrically distributed on both sides, the hook tail is combined with the hook head of the transfer vehicle located at the rear when two adjacent transfer vehicles are connected, and allows the transfer vehicle located at the rear to follow the movement of the transfer vehicle located at the front after the combination.

[0006] Further improvement, the hook head includes a first fixed block, a steering part, and a locking rod. The first fixed block is arranged on the first assembly base surface, the steering part is arranged on the first fixed block and connected to the locking rod, and the locking rod is combined with the hook tail of the transfer vehicle located in the front when two adjacent transfer vehicles are connected.

[0007] To be further improved, the steering part includes a fixed seat and a steering ball head. The fixed seat is arranged on the first fixed block and has an arc-shaped inner cavity formed inside. The steering ball head is placed in the arc-shaped inner cavity and can rotate 360°. The locking rod is arranged on the steering ball head.

[0008] To be further improved, the hook tail includes a second fixed block, which is arranged on the second assembly base surface, and is provided with a locking node and a guide channel communicating with the locking node. The guide channel is provided with a side opening on the second fixed block, and the side opening is used to guide the locking rod to enter the guide channel and reach the locking node along the guide track provided by the guide channel.

[0009] Further improvement, the locking node includes a semi-enclosing wall, and a locking space defined within the semi-enclosing wall and allowing the locking rod to be placed therein, and the semi-enclosing wall is in contact with the locking rod when the locking rod is placed therein.

[0010] For further improvement, a blocking piece having an outer diameter larger than that of the locking rod is provided at one end of the locking rod not connected to the steering ball head.

[0011] For further improvement, a constraint portion is provided on the second fixed block at the outlet end of the guide channel, the constraint portion has a preset shape and can retract when squeezed, and when squeezed by the locking rod, it releases the obstruction to the entrance end of the locking node so that the locking rod reaches the locking node, and allows the locking rod to rebound to the preset shape after passing through to prevent the locking rod from detaching from the locking node.

[0012] To be further improved, the constraint part includes a constraint rod, a support plate, and a spring. The constraint rod is movably set on the second fixed block and the lower end is always exposed outside the second fixed block. The support plate is set on the lower end of the constraint rod. The spring is sleeved on the constraint rod and one end is set on the lower end surface of the second fixed plate and the other end is set on the upper end surface of the support plate.

[0013] For further improvement, a synchronization rod is connected between the two support plates.

[0014] The beneficial effects of the utility model are:

[0015] The utility model realizes the coupling of two adjacent transfer vehicles through the combination of a hook head and a hook tail. After the coupling, only the transfer vehicle in the front needs to be controlled to make the transfer vehicle in the rear follow and move. In this way, one person can control it, and when the number of transports is large, only one or two more people are needed for auxiliary control and force application, thereby improving the transportation efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a structural schematic diagram of the left side of the utility model;

[0017] Figure 2 It is a structural schematic diagram of the right side of the utility model;

[0018] Figure 3 It is a structural schematic diagram of the right front side of the utility model. DETAILED DESCRIPTION

[0019] The utility model is further described below in conjunction with the accompanying drawings:

[0020] Referring to the accompanying drawings: This transfer vehicle with a coupler comprises a frame 1 and a bracket 2. The frame 1 is provided with a plurality of universal wheels. The bracket 2 is arranged on the frame 1 and can be raised and lowered. Both ends of the frame 1 have a left bending portion 11 and a right bending portion 12, both of which are bent downward. The left bending portion 11 has a first assembly base surface 11-a, on which are arranged hook heads 3 symmetrically distributed on both sides. The right bending portion 12 has a second assembly base surface 12-a, on which are arranged hook tails 4 symmetrically distributed on both sides. The hook tail 4 is combined with the hook head 3 of the transfer vehicle at the rear when two adjacent transfer vehicles are connected, and allows the transfer vehicle at the rear to follow the transfer vehicle at the front when the transfer vehicle at the front moves after the combination. The principle of the present invention is that the two adjacent transfer vehicles are connected through the combination of the hook head 3 and the hook tail 4. After the connection, it is only necessary to control the transfer vehicle in the front to make the transfer vehicle at the rear follow the movement, so that one person can control it, and when the number of transports is large, only one or two more people are needed for auxiliary control and force application, thereby improving the transportation efficiency. The left bending part 11 and the right bending part 12 make the frame 1 have a vertical part, that is, when the hook head 3 and the hook tail 4 are arranged on the left bending part 11 and the right bending part 12, the hook head 3 and the hook tail 4 can remain parallel to the frame 1. In this way, when the two transfer vehicles are connected, one of the transfer vehicles can realize the connection of the hook head 3 and the hook tail 4 by moving horizontally, thereby realizing quick connection.

[0021] The hook head 3 includes a first fixed block 31, a steering portion 32, and a locking rod 33. The first fixed block 31 is arranged on the first assembly base surface 11-a, the steering portion 32 is arranged on the first fixed block 31 and is connected to the locking rod 33. The locking rod 33 is combined with the hook tail 4 of the transfer vehicle located in the front when two adjacent transfer vehicles are connected. The first fixed block 31 is arranged on the left bending portion 11 in a welding manner, and its own thickness and length are used to increase the length and thickness of the left bending portion 11. Because the steering portion 32 needs to be arranged on the left bending portion 11, and the locking rod 33 connected thereto is connected to the hook tail 4 of the adjacent transfer vehicle as a connecting component, and when the transfer vehicle moves, it will also cause a large applied stress on the left bending portion 11 because it carries the weight of the circuit breaker, thereby increasing the structural strength of the left bending portion 11. The steering portion 32 plays a role of following the steering when the front vehicle turns and moves, which facilitates the control of the transfer vehicle located at the rear, thereby reducing the difficulty of control.

[0022] The steering part 32 includes a fixed seat 32-a and a steering ball head 32-b. The fixed seat 32-a is arranged on the first fixed block 31 and has an arc-shaped inner cavity 32-a1 formed therein. The steering ball head 32-b is placed in the arc-shaped inner cavity 32-a1 and can rotate 360°. The locking rod 33 is arranged on the steering ball head 32-b. Such a setting enables the steering part 32 to achieve a 360° rotation, that is, the steering ball head 32-b is placed in the arc-shaped inner cavity 32-a1 and rotates in the arc-shaped inner cavity 32-a1, and the arc-shaped inner cavity 32-a1 is an arc with an inner diameter consistent with the outer diameter of the steering ball head 32-b. That is, in order to expose part of the steering ball head 32-b to the outside, the volume of the arc-shaped inner cavity 32-a1 is set to two-thirds of the volume of the steering ball head 32, so that the following vehicle is more flexible when following the steering.

[0023] The hook tail 4 includes a second fixed block 41, which is arranged on the second assembly base surface 12-a. The second fixed block 41 is provided with a locking node 41-a and a guide channel 41-b which is interconnected with the locking node 41-a. The guide channel 41-b is provided with a side opening 41-b1 on the second fixed block 41. The side opening 41-b1 is used to guide the locking rod 33 into the guide channel 41-b and reach the locking node 41-a along the guide track provided by the guide channel 41-b. The purpose of the second fixed block 41 is consistent with that of the first fixed block 41. The locking node 41-a and the guide channel 41-b are both directly formed on the second fixed block 41. The guide channel 41-b is used to guide the locking rod 33 to reach the locking node 41-a, and the guide channel 41-b is arranged horizontally, so that the transfer vehicle can realize the combination of the hook head 3 and the hook tail 4 by moving horizontally.

[0024] The locking node 41-a includes a semi-enclosed wall 41-a1 and a locking space 41-a2 defined within the semi-enclosed wall 41-a1 and allowing the locking rod 33 to be placed therein. The semi-enclosed wall 41-a1 contacts the locking rod 33 when the locking rod 33 is placed therein. When the locking rod 33 reaches the locking space 41-a2 of the locking node 41-a, the locking rod 33 is squeezed by the semi-enclosed wall 41-a1, i.e., the contact creates tightness, thereby allowing the locking rod 33 to be kept within the locking space 41-a2. In this embodiment, the locking node 41-a is represented by a semi-through hole penetrating through the front seat connector 11, the hole wall of the semi-through hole forms the semi-enclosed wall 41-a1, and the space within which the semi-through hole allows the locking rod 33 to be placed forms the locking space 41-a2.

[0025] The end of the locking rod 33 not connected to the steering ball head 32-b is provided with a baffle 33-a whose outer diameter is larger than the end of the locking rod 33, so that the locking rod 33 is blocked in the forward movement direction of the transfer vehicle, that is, it can prevent the locking rod 33 from disengaging after reaching the locking node 41-a.

[0026] The second fixed block 41 is provided with a constraint portion 5 at the outlet end of the guide channel 41-b. The constraint portion 5 has a preset shape and can be retracted when squeezed. When squeezed by the locking rod 33, the constraint portion 5 releases the obstruction to the entrance end of the locking node 41-a so that the locking rod 33 reaches the locking node 41-a, and allows the locking rod 33 to rebound to the preset shape after passing through to prevent the locking rod 33 from escaping from the locking node 41-a. That is, the constraint portion 5 is used to block at the outlet end of the guide channel 41-b and at the entrance end of the locking node 41-a, so that the locking rod 33 can be prevented from escaping from the locking node 41-a after reaching the locking node 41-a, and the constraint portion 5 has the characteristic of being retractable when squeezed, so that when the locking rod 33 moves along the entry direction and acts on the constraint portion 5, the constraint portion 5 can release the obstruction to the locking node 41-a, and can reset itself after being free from the squeezing of the constraint portion 5.

[0027] The constraint part 5 includes a constraint rod 51, a support plate 52, and a spring 53. The constraint rod 51 is movably set on the second fixed block 41 and the lower end is always exposed outside the second fixed block 41. The support plate 52 is set at the lower end of the constraint rod 51. The spring 53 is sleeved on the constraint rod 51 and one end is set on the lower end surface of the second fixed block 41 and the other end is set on the upper end surface of the support plate 52. The constraint rod 51 serves as a component blocking the entrance end of the locking node 41-a. It is vertically arranged with the guide channel 41-b, so that it exists on the moving path of the locking rod 33. The support plate 52 is set to prevent the spring 53 from detaching from the constraint rod 51, that is, it is used as the lower support of the spring 53, and the upper end of the spring 53 is set on the lower end surface of the second fixed block 41, so that when the constraint rod 51 moves, the spring 53 will follow and deform.

[0028] A synchronization rod 6 is connected between the two support plates 52, that is, the two constraint parts 5 can be moved synchronously by controlling the synchronization rod 6, so that the two constraint parts 5 can simultaneously release the obstruction of the corresponding locking nodes 41-a, thereby realizing the combination of the hook head 3 and the hook tail 4, and during operation, the synchronization rod 6 can be stepped on without affecting the operator's hand operation.

[0029] Although the present invention has been shown and described with reference to the preferred embodiments, it will be understood by those skilled in the art that various changes in form and details may be made therein within the scope of the claims.

Claims

1. A transfer vehicle with a coupler, a frame (1), and a bracket (2), the frame (1) being provided with a plurality of universal wheels, the bracket (2) being provided on the frame (1) and being capable of being raised and lowered, characterized in that: The two ends of the vehicle frame (1) have a left bending portion (11) and a right bending portion (12) both bent downwards, the left bending portion (11) having a first assembly base surface (11-a), the first assembly base surface (11-a) being provided with hook heads (3) symmetrically distributed on both sides, the right bending portion (12) having a second assembly base surface (12-a), the second assembly base surface (12-a) being provided with hook tails (4) symmetrically distributed on both sides, the hook tails (4) being combined with the hook head (3) of the rear transfer vehicle when two adjacent transfer vehicles are coupled, and allowing the transfer vehicle located at the front to follow the movement of the transfer vehicle located at the rear after the combination.

2. The transfer vehicle with a coupler according to claim 1, characterized in that: The hook head (3) comprises a first fixed block (31), a steering portion (32), and a locking rod (33); the first fixed block (31) is arranged on the first assembly base surface (11-a); the steering portion (32) is arranged on the first fixed block (31) and is connected to the locking rod (33); and the locking rod (33) is coupled to the hook tail (4) of the transfer vehicle located in front when two adjacent transfer vehicles are coupled.

3. The transfer vehicle with a coupler according to claim 2, characterized in that: The steering portion (32) comprises a fixing seat (32-a) and a steering ball head (32-b); the fixing seat (32-a) is arranged on the first fixing block (31) and has an arc-shaped inner cavity (32-a1) formed therein; the steering ball head (32-b) is placed in the arc-shaped inner cavity (32-a1) and can rotate 360°; and the locking rod (33) is arranged on the steering ball head (32-b).

4. The transfer vehicle with a coupler according to claim 3, characterized in that: The hook tail (4) comprises a second fixing block (41), the second fixing block (41) being arranged on the second assembly base surface (12-a), the second fixing block (41) being provided with a locking node (41-a) and a guide channel (41-b) communicating with the locking node (41-a), the guide channel (41-b) being provided with a side opening (41-b1) on the second fixing block (41), the side opening (41-b1) being used to guide the locking rod (33) to enter the guide channel (41-b) and reach the locking node (41-a) along a guide track provided by the guide channel (41-b).

5. The transfer vehicle with a coupler according to claim 4, characterized in that: The locking node (41-a) comprises a semi-enclosing wall (41-a1) and a locking space (41-a2) defined within the semi-enclosing wall (41-a1) and allowing the locking rod (33) to be placed therein; the semi-enclosing wall (41-a1) is in contact with the locking rod (33) when the locking rod (33) is placed therein.

6. The transfer vehicle with a coupler according to claim 5, characterized in that: One end of the locking rod (33) that is not connected to the steering ball head (32-b) is provided with a blocking piece (33-a) having an outer diameter greater than the locking rod itself.

7. The transfer vehicle with a coupler according to claim 4, characterized in that: The second fixed block (41) is provided with a restraining portion (5) at the outlet end of the guide channel (41-b), the restraining portion (5) having a preset shape and being retractable when squeezed, and releasing the obstruction to the inlet end of the locking node (41-a) when being squeezed by the locking rod (33) so that the locking rod (33) reaches the locking node (41-a), and allowing the restraining portion (5) to rebound to a preset shape after the locking rod (33) passes through to prevent the locking rod (33) from detaching from the locking node (41-a).

8. The transfer vehicle with a coupler according to claim 7, characterized in that: The restraining portion (5) comprises a restraining rod (51), a support plate (52), and a spring (53); the restraining rod (51) is movably arranged on the second fixed block (41) and the lower end is always exposed outside the second fixed block (41); the support plate (52) is arranged at the lower end of the restraining rod (51); the spring (53) is sleeved on the restraining rod (51) and one end is arranged on the lower end surface of the second fixed block (41) and the other end is arranged on the upper end surface of the support plate (52).

9. The transfer vehicle with a coupler according to claim 8, characterized in that: A synchronization rod (6) is connected between the two support plates (52).

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