Semi-electric stacker

Abstract

The utility model provides a semi-electric fork truck, which is characterized in that a driving assembly comprises a driving part, a speed reduction unit, a differential unit and a driving wheel unit which are sequentially in meshing transmission, a clutch unit is connected between the speed reduction unit and the differential unit, and transmission matching between two modules is cut off and recovered by rotating a handle; rapid switching between an electric driving mode and a manual driving mode of the fork lift truck is achieved, manual operation saves labor, and the technical problems that in the prior art, the fork lift truck walks in an electric driving mode, all modules in a driving assembly are in meshed transmission connection, and the moving resistance of wheels is large when the fork lift truck is in a power-off state are solved.

Description

Technical Field

[0001] The utility model relates to the technical field of stackers, in particular to a semi-electric stacker. Background Art

[0002] A skewer stacker is a special equipment that uses a fork or a skewer as a picking device to grab, transport and stack or pick and place unit cargo from high-rise shelves in warehouses, workshops, etc. This equipment can be used to quickly sort the goods.

[0003] Chinese patent CN220449721U discloses a forklift attachment and a skewer forklift using the same. By arranging a universal bull's eye ball bearing as a sliding part on the fork shaft, the bull's eye ball can rotate 360 ​​degrees, thereby ensuring that the material slides freely on the fork shaft without getting stuck, saving effort in loading and unloading materials and avoiding material wear. In addition, baffles and limit blocks are arranged at the front and rear ends of the fork shaft to limit and fix the material axially to avoid shaking back and forth, thereby ensuring transportation safety.

[0004] However, in the prior art, the stacker is driven by electric drive, and the modules in the drive assembly are meshed and driven to connect, so the wheels of the stacker have great resistance to movement when the power is off. Utility Model Content

[0005] The purpose of the utility model is to provide a semi-electric stacker in view of the deficiencies in the prior art. A drive assembly is provided, which includes a drive part, a reduction unit, a differential unit and a drive wheel unit that are meshed and driven in sequence, and a clutch unit is connected and set between the reduction unit and the differential unit. The transmission coordination between the two modules is cut off and restored by turning a handle, so as to realize rapid switching between an electric drive mode and a manual drive mode of the stacker, and save labor for manual operation. The technical problems existing in the prior art that the stacker is driven by electric drive to move, the meshing transmission connection between the modules in the drive assembly, and the large resistance to wheel movement of the stacker in a power-off state are solved.

[0006] In order to achieve the above purpose, the utility model provides the following technical solutions:

[0007] A semi-electric stacker comprises: a vehicle body structure; and a drive assembly, wherein the drive assembly is mounted on the front bottom of the vehicle body structure, and comprises: a driving part, a driving wheel unit, a differential unit, a reduction unit and a clutch unit, wherein the differential unit is meshingly connected with the driving wheel unit, the reduction unit is meshingly arranged between the differential unit and the driving part, and the clutch unit is connected between the differential unit and the reduction unit, wherein the clutch unit is coaxially connected with the reduction unit and can be moved along its axial direction to be meshingly connected or disconnected with the differential unit, thereby switching the semi-electric stacker mode between manual movement and automatic movement by operating the clutch unit.

[0008] Preferably, the driving unit, the differential unit and the reduction unit are installed in a housing, wherein a driving shell of the driving unit is integrally formed with the housing.

[0009] Preferably, the driving wheel unit comprises: a wheel axle; and a left wheel and a right wheel connected to both ends of the wheel axle, and left wheel teeth and right wheel teeth are coaxially connected to the left wheel and the right wheel respectively.

[0010] Preferably, the differential unit comprises: a differential; and left transmission teeth and right transmission teeth connected to both ends of the differential, wherein the left transmission teeth and the right transmission teeth are meshed and connected with the left wheel teeth and the right wheel teeth respectively.

[0011] Preferably, the clutch unit comprises: a clutch shaft, which is rotatably mounted in a housing of the drive assembly, and a reduction tooth at the output end of the reduction unit is coaxially fixedly mounted on the clutch shaft; a loose gear, which is circumferentially fixedly mounted on the clutch shaft; and a shift fork structure, which is connected to the loose gear and drives the loose gear to move axially along the clutch shaft when it rotates, so that the loose gear is engaged or disconnected with the differential unit.

[0012] Preferably, the reduction unit is meshedly connected with the output shaft of the driving part, and comprises a plurality of meshedly connected reduction teeth, wherein the reduction teeth at the output end are mounted on the clutch shaft.

[0013] Preferably, the shift fork structure comprises: a shift fork assembly connected to the loose gear, the shift fork assembly being installed in the shell and one end of which extends out of the shell; a handle, the handle being located outside the shell and fixedly connected to the portion of the shift fork assembly extending out of the shell, a protrusion being provided on one side of the handle protruding along the axial direction of the clutch shaft; and a guide portion cooperating with the handle, the guide portion being fixedly installed on the outer wall of the shell and a guide protrusion being provided on a side thereof facing the protrusion, the guide protrusion being provided as a curved slope structure formed by a circumferential arrangement around the clutch shaft and a gradual transition protrusion along the axial direction of the clutch shaft, and when the handle is rotated, the protrusion is guided by the guide protrusion to drive the shift fork assembly to move along the axial direction of the clutch shaft.

[0014] Preferably, the fork structure can perform self-locking at the end point of rotation, and a accommodating groove is provided on the guide portion in front of the starting point end of the guide protrusion, and the accommodating groove accommodates and limits the reverse position of the protrusion, and a locking groove is recessed at the end point end of the guide protrusion, and when the handle is rotated into place, its protrusion is clamped in the locking groove for self-locking.

[0015] Preferably, a plurality of the protrusions and guide protrusions are arranged in a circumferential array along the clutch shaft.

[0016] Preferably, the shift fork assembly comprises: a shift fork shaft, which is rotatably mounted in the housing, is arranged parallel to the clutch shaft and has one end connected to the handle; a shift fork, which is axially fixedly mounted on the shift fork shaft and has an end connected to the loose gear, a shift fork groove is provided on one axial side of the loose gear, and the shift fork is clamped in the shift fork groove; and an elastic return member, which is sleeved on the shift fork shaft and has two ends correspondingly in contact with the shift fork and the housing.

[0017] Preferably, a handheld operator is hung on the vehicle body structure, which is connected to the control module by wires to control the vehicle body structure to perform emergency stop, lifting and lateral movement.

[0018] Preferably, a cover is provided at the front part of the frame of the vehicle body structure, and a control module is provided inside the cover. The control module includes a main controller for controlling and driving in electric mode and a control module group for controlling and driving in manual mode.

[0019] Preferably, an electric operating handle is provided on the front side of the cover shell, which is electronically connected to the control module to control the vehicle body structure to move forward and backward and sound the horn. A lifting button and a lowering button are provided on the top of the cover shell, which are electronically connected to the control module to control the vehicle body structure to perform lifting and lowering actions.

[0020] Preferably, the front center of the vehicle body structure is connected to the drive assembly, and balance wheels are provided at both ends of the front portion.

[0021] Preferably, a connecting shaft is provided at the front bottom of the vehicle body structure, and the connecting shaft extends into the housing of the drive assembly and is hinged to the wheel axle of the drive wheel unit.

[0022] Preferably, a lifting guide rail is provided in the middle part of the frame of the vehicle body structure, and the string rod module is slidably and liftingly arranged on the lifting guide rail. A micro switch is installed on the lifting guide rail so as to be able to be raised and lowered. A contact block that contacts the micro switch is provided on the string rod module, and the micro switch and the contact block work together to limit the lifting height of the string rod module.

[0023] Preferably, a slide rail is vertically arranged on the lifting guide rail, a slider is vertically slidably mounted on the slide rail, and the micro switch is mounted on the slider.

[0024] Preferably, a two-way overflow valve group is also provided in the cover shell, and the handle of the two-way overflow valve group is rotated to adjust the lateral movement speed of the vehicle body structure.

[0025] The beneficial effects of the utility model are:

[0026] (1) The utility model provides a driving assembly including a driving part, a reduction unit, a differential unit and a driving wheel unit that mesh with each other in sequence, and connects a clutch unit between the reduction unit and the differential unit. By turning a handle to cut off and restore the transmission coordination between the two modules, the electric driving mode and the manual driving mode of the stacker can be quickly switched, and manual operation is labor-saving.

[0027] (2) The utility model provides balance wheels on both sides of the drive assembly, so that the left and right sides of the vehicle have sufficient rigidity. By additionally providing a handheld operator, the vehicle structure can be hand-held to perform emergency stop, lifting and side movement, and a lifting button and a lowering button are integrated on the panel.

[0028] (3) The utility model separately sets up two controller structures, namely the main controller and the control module group. In the electric mode, the main controller controls the driving. In the manual mode, the main controller is in an inoperative state and is driven by the control module group. Thus, functions such as lateral movement and lifting are not affected, and the cost is low.

[0029] (4) The utility model sets a micro switch on the slide rail so that the micro switch can slide up and down to adjust the height of the position. When in use, the user can adjust the height of the micro switch within the travel range to change the lifting height of the whole vehicle;

[0030] (5) The utility model adds a two-way overflow valve group through design, and the user can rotate the handle to adjust the speed of the lateral shift at any time according to needs. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 It is a schematic diagram of the overall structure of the utility model;

[0032] Figure 2 It is a structural schematic diagram of the drive assembly in the utility model;

[0033] Figure 3 It is a schematic diagram of the internal structure of the drive assembly in the utility model;

[0034] Figure 4 The schematic diagram of the local structure of the drive assembly in the utility model is shown in FIG. Figure 1 ;

[0035] Figure 5 The schematic diagram of the local structure of the drive assembly in the utility model is shown in FIG. Figure 2 ;

[0036] Figure 6 The schematic diagram of the local structure of the drive assembly in the utility model is shown in FIG. Figure 3 ;

[0037] Figure 7 It is a schematic diagram of the local structure of the utility model Figure 1 ;

[0038] Figure 8 It is a schematic diagram of the local structure of the utility model Figure 2 ;

[0039] Fig. 9 It is a schematic diagram of the local structure of the utility model Figure 3 . DETAILED DESCRIPTION

[0040] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0041] In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the equipment or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present utility model. In addition, the terms "first" and "second" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present utility model, the meaning of "multiple" is two or more, unless otherwise clearly and specifically defined.

[0042] Embodiment 1

[0043] like Figure 1 As shown, the semi-electric stacker includes: a vehicle body structure 10; and a drive assembly 20, the drive assembly 20 is installed at the front bottom of the vehicle body structure 10, as shown in FIG. Figure 2-3As shown, the drive assembly 20 includes: a drive unit 1, a drive wheel unit 2, a differential unit 3, a reduction unit 4 and a clutch unit 6, wherein the differential unit 3 is meshingly connected with the drive wheel unit 2, the reduction unit 4 is meshingly transmission-arranged between the differential unit 3 and the drive unit 1, and the clutch unit 6 is connectedly arranged between the differential unit 3 and the reduction unit 4, wherein the clutch unit 6 is coaxially transmission-connected with the reduction unit 4 and can be moved along its axial direction to be meshingly connected or disconnected with the differential unit 3, thereby switching the modes of manual movement and automatic movement of the semi-electric stacker by operating the clutch unit 6.

[0044] In this embodiment, the drive assembly 20 is provided with a driving part 1, a reduction unit 4, a differential unit 3 and a driving wheel unit 2 that are meshed in sequence, and a clutch unit 6 is connected between the reduction unit 4 and the differential unit 3. By operating the clutch unit 6, the transmission coordination relationship between the reduction unit 4 and the differential unit 3 can be quickly cut off and restored, thereby realizing rapid switching between the manual and electric modes of the forklift. Manually transmitting the driving wheel unit 2 is more labor-saving when cutting off the coordination, so that the drive assembly 20 can adapt to the needs of electric operation and manual operation scenarios.

[0045] As a preference, Figure 1 As shown, the driving unit 1 , the differential unit 3 and the reduction unit 4 are installed in the housing 201 , wherein the driving shell 11 of the driving unit 1 is integrally formed with the housing 201 .

[0046] As a preference, Figure 2-3 As shown, the driving wheel unit 2 includes: an axle 21; and a left wheel 22 and a right wheel 23 connected to both ends of the axle 21, and the left wheel 22 and the right wheel 23 are correspondingly coaxially connected with left wheel teeth 24 and right wheel teeth 25.

[0047] Preferably, the differential unit 3 comprises: a differential 31 ; and left transmission teeth 32 and right transmission teeth 33 connected at both ends of the differential 31 , wherein the left transmission teeth 32 and the right transmission teeth 33 are meshed and connected with the left gear teeth 24 and the right gear teeth 25 respectively.

[0048] In this embodiment, by coaxially connecting the left wheel teeth 24 and the right wheel teeth 25 on the left wheel 22 and the right wheel 23, and coaxially connecting the left transmission teeth 32 and the right transmission teeth 33 corresponding to the left wheel teeth 24 and the right wheel teeth 25 at the axial ends of the differential 31, the transmission coordination between the differential unit 3 and the drive wheel unit 2 is realized, and the dual-wheel synchronization is achieved when turning.

[0049] It should be supplemented that the differential 31 in this embodiment adopts the structure in the prior art, and its specific structure is not repeated here.

[0050] As a preference, Figure 2-3As shown, the clutch unit 6 includes: a clutch shaft 61, which is rotatably mounted in the housing 201 of the drive assembly 20, and a reduction tooth 41 at the output end of the reduction unit 4 is coaxially fixedly mounted on the clutch shaft 61; a loose gear 62, which is circumferentially fixedly mounted on the clutch shaft 61; and a fork structure 7, which is connected to the loose gear 62 and drives the loose gear 62 to move along the axial direction of the clutch shaft 61 when it rotates, so that the loose gear 62 is engaged or disconnected with the differential unit 3.

[0051] In this embodiment, the loose gear 62 is connected coaxially with the reduction gear 41, and is connected to the fork structure 7. When the fork structure 7 moves, it drives the loose gear 62 to move axially, so that the loose gear 62 is engaged or disengaged with the differential unit.

[0052] Preferably, the reduction unit 4 is meshedly connected with the output shaft of the driving part 1 , and includes a plurality of meshed reduction teeth 41 , wherein the reduction teeth 41 at the output end are mounted on the clutch shaft 61 .

[0053] As a preference, Figure 4-6 As shown, the fork structure 7 includes: a fork assembly 71 connected to the loose gear 62, the fork assembly 71 is installed in the housing 201 and one end of which extends out of the housing 201; a handle 72, the handle 72 is located outside the housing 201 and fixedly connected to the portion of the fork assembly 71 extending out of the housing 201, and a protrusion 73 is provided on one side of the handle 72 along the axial direction of the clutch shaft 61; and a guide portion 74 cooperating with the handle 72, the guide portion 74 is fixedly installed on the outer wall of the housing 201 and a guide protrusion 75 is provided on one side thereof facing the protrusion 73, the guide protrusion 75 is arranged to be a curved slope structure formed by a circumferential arrangement around the clutch shaft 961 and gradually transitioning along the axial direction of the clutch shaft 61, and when the handle 72 is rotated, the protrusion 73 is guided by the guide protrusion 75 to drive the fork assembly 71 to move along the axial direction of the clutch shaft 61.

[0054] In this embodiment, the fork structure 7 is provided with a fork assembly 71 that can move axially along the clutch shaft 61, and a handle 72 and a guide portion 74 are provided to cooperate. Under the guiding action of the guide portion 74, when the handle 72 is rotated, the protrusion 73 is guided and resisted by the guide protrusion 75, so that the handle 72 is rotated to drive the fork assembly 71 to move axially, and then drive the loose gear 62 to move circumferentially. The structural setting is ingenious, and the fork structure 7 has a self-locking function. The switching action between the manual mode and the electric mode is convenient and the state is kept stable.

[0055] Preferably, the fork structure 7 can perform self-locking at the end point of rotation, and a receiving groove 76 is provided on the guide portion 74 in front of the starting end 751 of the guide protrusion 75, and the receiving groove 76 accommodates and limits the reverse position of the protrusion 73, and a locking groove 77 is recessed at the end end 752 of the guide protrusion 75, and when the handle 72 is rotated into place, its protrusion 73 is clamped in the locking groove 77 for self-locking.

[0056] Preferably, a plurality of the protrusions 73 and the guide protrusions 75 are arranged in a circumferential array along the clutch shaft 61 .

[0057] In this embodiment, at least two groups of guide protrusions 75 are provided. By providing a receiving groove 76 between the two groups of guide protrusions 75, when the handle is located at the starting position of rotation (at this time, the loose gear 62 is meshed with the differential 31), the protrusion 73 is accommodated in the receiving groove 76. Since the receiving groove 76 is located between the two guide protrusions 75, the terminal end of the guide protrusion 75 is protruded relative to the receiving groove 76, thereby limiting the protrusion 73 and preventing the protrusion 73 from excessive reversal.

[0058] In addition, by providing a locking groove 77 at the terminal end of the guide protrusion 75, when the handle 72 is rotated into place (at this time the loose gear 62 is disconnected from the differential 31), the protrusion 73 can be stuck in the locking groove 77, thereby achieving self-locking and maintaining good stability.

[0059] Preferably, the fork assembly 71 includes: a fork shaft 711, which is rotatably installed in the housing 201, is arranged parallel to the clutch shaft 61 and one end is connected to the handle 72; a fork 712, which is axially fixedly installed on the fork shaft 711 and its end is connected to the loose gear 62, and a fork groove is provided on one axial side of the loose gear 62, and the fork 712 is clamped in the fork groove; and an elastic reset member 713, which is sleeved on the fork shaft 711 and its two ends are correspondingly in contact with the fork 712 and the housing 201.

[0060] In this embodiment, an elastic reset member 713 is sleeved on the fork shaft 711 between the fork 712 and the housing 201. When the handle 72 is rotated until the loose gear 62 is disconnected from the differential 31, the elastic reset member 713 is compressed. When the handle 72 is reversed to restore the loose gear 62 to the differential 31, the elastic reset member 713 releases the elastic force, so that the handle 72 can be moved faster and with less effort.

[0061] As a preference, Figure 8 As shown, the front center of the vehicle body structure 10 is connected to the driving assembly 20, and balance wheels 30 are provided at both ends of the front portion.

[0062] Preferably, a connecting shaft 105 is provided at the front bottom of the vehicle body structure 10 , and the connecting shaft 105 extends into the housing 201 of the driving assembly 20 and is hinged to the wheel axle 21 of the driving wheel unit 2 .

[0063] In this embodiment, since the drive assembly 20 and the vehicle body structure 10 are connected in an articulated manner, by arranging balance wheels 30 on both sides of the drive assembly 20, the left and right sides of the vehicle have sufficiently strong rigidity, and the rigidity of the balance wheels 30 on both sides is enhanced.

[0064] Embodiment 2

[0065] The components of this embodiment that are the same as or corresponding to those in the above embodiment are marked with the same reference numerals as those in the above embodiment. For the sake of simplicity, only the differences from the above embodiment are described below. The differences between this embodiment and the above embodiment are:

[0066] As a preference, Figure 7 As shown, a handheld operator 51 is mounted on the vehicle body structure 10 and is connected to the control module 8 by wires to control the vehicle body structure 10 to perform emergency stop, lifting and lateral movement.

[0067] In this embodiment, by additionally providing a handheld operator 51 , the vehicle body structure 10 can be hand-controlled to perform emergency stop, lifting, and lateral movement.

[0068] As a preference, Figure 1 As shown, the front side of the housing 102 is provided with an electric operating handle 52, which is electrically connected to the control module 8 to control the vehicle body structure 10 to move forward and backward and honk the horn. Figure 7 As shown, a lifting button 53 and a lowering button 54 are provided on the top of the cover shell 102, which are electrically connected to the control module 8 to control the vehicle body structure 10 to perform lifting and lowering actions.

[0069] In this embodiment, the electric operating handle 52 can control the vehicle body structure 10 to perform operations such as forward movement, reverse movement, horn operation, and slow speed driving, and a lifting button and a lowering button are integrated on the panel.

[0070] As a preference, Figure 8 As shown, a cover 102 is provided at the front of the frame 101 of the vehicle body structure 10, and a control module 8 is provided in the cover 102. The control module 8 includes a main controller 81 for controlling and driving in electric mode and a control module group 82 for controlling and driving in manual mode.

[0071] In this embodiment, two controller structures, namely a main controller 81 and a control module group 82, are separately provided. In electric mode, the main controller 81 controls the drive. In manual mode, the main controller 81 is disconnected and is in an inoperative state. At this time, the control module group 82 drives and controls, so that functions such as lateral shifting and lifting are not affected, and the cost is low.

[0072] Embodiment 3

[0073] The components of this embodiment that are the same as or corresponding to those in the above embodiment are marked with the same reference numerals as those in the above embodiment. For the sake of simplicity, only the differences from the above embodiment are described below. The differences between this embodiment and the above embodiment are:

[0074] As a preference, Figure 1 As shown, a lifting guide rail 103 is provided in the middle of the frame 101 of the vehicle body structure 10, and a string rod module 104 is slidably and liftingly arranged on the lifting guide rail 103. A micro switch 91 is installed on the lifting guide rail 103 so as to be able to be raised and lowered. A contact block 92 in contact with the micro switch 91 is provided on the string rod module 104. The micro switch 91 and the contact block 92 work together to limit the lifting height of the string rod module 104.

[0075] Preferably, a slide rail 93 is vertically arranged on the lifting guide rail 103 , a slider 94 is vertically slidably mounted on the slide rail 93 , and the micro switch 91 is mounted on the slider 94 .

[0076] In this embodiment, the micro switch 91 is arranged on the slide rail 93 so as to be able to slide up and down to adjust its position height. When in use, the user can adjust the height of the micro switch 91 within the travel range to change the lifting height of the entire vehicle.

[0077] Embodiment 4

[0078] The components of this embodiment that are the same as or corresponding to those in the above embodiment are marked with the same reference numerals as those in the above embodiment. For the sake of simplicity, only the differences from the above embodiment are described below. The differences between this embodiment and the above embodiment are:

[0079] As a preference, Figure 8 As shown, a two-way overflow valve group 83 is also provided in the cover shell 102 , and the handle of the two-way overflow valve group 83 is rotated to adjust the lateral movement speed of the vehicle body structure 10 .

[0080] In this embodiment, considering the user's usage conditions and the need for lateral micro-movement, a two-way overflow valve group 83 is added to the design. The user can rotate the handle to adjust the speed of the lateral movement at any time according to the needs.

[0081] It is necessary to add that, if Fig. 9As shown, the housing 102 is also provided with a side shifter left shift pipe 84, a side shifter right shift pipe 85, a multi-way valve left shift pipe 86, a multi-way valve right shift pipe 87, a multi-way valve side shift control unit 88, a knob 89 (controlling the side shift flow) of a two-way relief valve group 83, a side shift oil pipe seat 90, and a pump station PT port (inlet and return oil) 95;

[0082] When working, the pump station enters the multi-way valve body to the multi-way valve side shift control unit 88 (the side shift control and the two-way overflow are connected), the valve body discharges oil to the left and right side shift pipelines, and enters the left and right side shift oil pipes of the side shifter through the side shift oil pipe seat. Specific operation: When shifting to the left, the right side is the return oil route back to the valve body to the pump station. Adjusting the left knob can adjust the left shift speed, and vice versa.

[0083] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. Semi-electric stacker, characterized in that: include: Vehicle structure; as well as A drive assembly, the drive assembly is mounted on the front bottom of the vehicle body structure, and the drive assembly includes: A driving part, a driving wheel unit, a differential unit, a reduction unit and a clutch unit, wherein the differential unit is meshingly connected with the driving wheel unit, the reduction unit is meshingly transmission-arranged between the differential unit and the driving part, and the clutch unit is connected and arranged between the differential unit and the reduction unit, wherein the clutch unit is coaxially transmission-connected with the reduction unit and can be moved along its axial direction to mesh with or disconnect from the differential unit, thereby switching the modes of manual movement and automatic movement of the semi-electric stacker by operating the clutch unit.

2. The semi-electric stacker according to claim 1, characterized in that: The clutch unit comprises: A clutch shaft, the clutch shaft is rotatably mounted in the housing of the drive assembly, and a reduction gear at the output end of the reduction unit is coaxially fixedly mounted on the clutch shaft; A loose gear, the loose gear being fixedly mounted on the clutch shaft in a circumferential direction; and The shift fork structure is connected to the loose gear and drives the loose gear to move along the axial direction of the clutch shaft when the shift fork structure rotates, so that the loose gear is engaged or disconnected with the differential unit.

3. The semi-electric stacker according to claim 2, characterized in that: The shift fork structure comprises: A shift fork assembly connected to the loose gear, wherein the shift fork assembly is installed in the housing and one end of the shift fork assembly extends out of the housing; A handle, the handle is located outside the housing and is fixedly connected to the portion of the fork assembly extending outside the housing, and a protrusion is provided on one side of the handle protruding along the axial direction of the clutch shaft; and The guide part cooperates with the handle, and the guide part is fixedly installed on the outer wall of the shell and a guide protrusion is arranged on the side thereof opposite to the protrusion. The guide protrusion is arranged around the circumference of the clutch shaft and gradually transitions to a curved slope structure along the axial direction of the clutch shaft. When the handle is rotated, the protrusion is guided by the guide protrusion to drive the fork assembly to move along the axial direction of the clutch shaft.

4. The semi-electric stacker according to claim 1, characterized in that: A handheld operator is hung on the vehicle body structure and is connected to the control module by wires to control the vehicle body structure to perform emergency stop, lifting and sideways movement.

5. The semi-electric stacker according to claim 1, characterized in that: A cover is provided at the front part of the frame of the vehicle body structure, and a control module is provided in the cover. The control module includes a main controller for controlling and driving in electric mode and a control module group for controlling and driving in manual mode.

6. The semi-electric stacker according to claim 5, characterized in that: The front side of the cover shell is provided with an electric operating handle, which is electrically connected to the control module to control the vehicle body structure to move forward and backward and sound the horn. The top of the cover shell is provided with a lifting button and a lowering button, which are electrically connected to the control module to control the vehicle body structure to perform lifting and lowering actions.

7. The semi-electric stacker according to claim 1, characterized in that: The front center of the vehicle body structure is connected to the driving assembly, and balance wheels are arranged at both ends of the front part.

8. The semi-electric stacker according to claim 1, characterized in that: A lifting guide rail is arranged in the middle of the frame of the vehicle body structure, and a string rod module is slidably and lifted on the lifting guide rail. A micro switch is installed on the lifting guide rail so as to be able to be lifted and lowered. A contact block in contact with the micro switch is arranged on the string rod module, and the micro switch and the contact block work together to limit the lifting height of the string rod module.

9. The semi-electric stacker according to claim 8, characterized in that: A slide rail is vertically arranged on the lifting guide rail, a slider is vertically slidably installed on the slide rail, and the micro switch is installed on the slider.

10. The semi-electric stacker according to claim 5, characterized in that: A two-way overflow valve group is also arranged in the cover shell, and the handle of the two-way overflow valve group is rotated to adjust the lateral movement speed of the vehicle body structure.

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