Unmanned logistics vehicle

Abstract

The utility model relates to the technical field of express logistics, and discloses an unmanned logistics vehicle, which comprises a vehicle body, a bearing frame, a translation turnover mechanism and an in-place detection mechanism, the translation turnover mechanism comprises a first telescopic driving piece and a second telescopic driving piece, the first telescopic driving piece is used for driving the bearing frame to translate between a first position and a second position, and the second telescopic driving piece is used for driving the bearing frame to translate between the first position and the second position; the second telescopic driving piece is used for driving the bearing frame to overturn between the second position and the loading and unloading position; the in-place detection mechanism comprises a first sensor and a third sensor, and the first sensor is used for detecting whether the bearing frame translates from the first position to the second position or not; the third sensor is used for detecting whether the bearing frame is overturned from the loading and unloading position to the second position. According to the translation turnover mechanism, the bearing frame can do translation motion after rotating motion in place during loading, the bearing frame can do rotation motion after translation motion in place during unloading, jamming caused by mechanism operation errors is avoided, and the operation reliability of the translation turnover mechanism is guaranteed.

Description

Technical Field

[0001] The utility model relates to the technical field of express logistics, and in particular to an unmanned logistics vehicle. Background Art

[0002] With the development of the logistics industry, the amount of goods transported by unmanned logistics vehicles is increasing. In order to realize the automatic loading and unloading of goods, existing unmanned logistics vehicles are usually equipped with a translation and flipping mechanism at the rear of the vehicle. When the translation and flipping mechanism is loading, the load-bearing frame is first flipped from a vertical state to a horizontal state, and then the load-bearing frame is translated toward the front of the vehicle for a certain distance; when the translation and flipping mechanism is unloading, the load-bearing frame is first translated toward the rear of the vehicle for a certain distance, and then the load-bearing frame is flipped from a horizontal state to a vertical state.

[0003] However, the existing translation and flipping mechanism is equipped with two sets of driving mechanisms for translation and flipping. When loading, if the rotation process is not completed, the horizontal movement starts to run, which will cause the load-bearing frame to get stuck on the chassis platform, causing damage to the mechanism and even the vehicle in serious cases. Similarly, when unloading, if the horizontal movement is not in place, the rotation movement starts to run, which will also cause the above problems. Therefore, with the increasing degree of unmanned logistics industry, this method is likely to bring great safety hazards.

[0004] Therefore, there is an urgent need for an unmanned logistics vehicle to solve the above technical problems. Utility Model Content

[0005] Based on the above, the purpose of the utility model is to provide an unmanned logistics vehicle, which can make the carrying frame perform translational movement after rotational movement into place during loading, and can make the carrying frame perform rotational movement after translational movement into place during unloading, so as to avoid jamming due to mechanism operation errors and ensure the reliability of the operation of the translation and flipping mechanism.

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

[0007] An unmanned logistics vehicle, comprising:

[0008] The vehicle body comprises a front part and a chassis platform, wherein the chassis platform is arranged at the rear of the front part, and a guide frame and a linear slide rail extending along the front and rear directions of the logistics vehicle are arranged on the chassis platform;

[0009] A load-bearing frame, movably disposed on the chassis platform, and the load-bearing frame is used to load a cargo box;

[0010] A translation and flipping mechanism, arranged on the chassis platform, comprises a first telescopic driving member and a second telescopic driving member, wherein the first telescopic driving member is used to drive the carrying frame to translate between a first position close to the vehicle head and a second position away from the vehicle head, and the second telescopic driving member is used to drive the carrying frame to flip between the second position and a loading and unloading position;

[0011] The in-position detection mechanism includes a first sensor and a third sensor arranged on the chassis platform, wherein the first sensor is located on one side of the linear slide rail, and is used to detect whether the supporting frame is translated from the first position to the second position; the third sensor is located near the front end of the guide frame, and is used to detect whether the supporting frame is flipped from the loading and unloading position to the second position.

[0012] In some possible embodiments, the first sensor is close to the rear end of the linear slide rail; the in-position detection mechanism also includes a second sensor arranged on the chassis platform, the second sensor is located on one side of the linear slide rail and close to the front end of the linear slide rail, and the second sensor is used to detect whether the supporting frame is translated from the second position to the first position.

[0013] In some possible embodiments, the first sensor is also used to detect whether the supporting frame is translated from the second position to the first position; the translation and flipping mechanism also includes a slide plate, which is slidably connected to the linear slide rail along the front and rear directions of the logistics vehicle, and a first trigger member and a second trigger member are protruding from one side of the slide plate, the first trigger member is close to the direction of the front of the logistics vehicle, and the second trigger member is close to the direction of the rear of the logistics vehicle, and the first sensor is arranged between the first trigger member and the second trigger member; when the supporting frame is translated from the first position to the second position, the first trigger member triggers the first sensor; when the supporting frame is translated from the second position to the first position, the second trigger member triggers the first sensor.

[0014] In some possible embodiments, the in-place detection mechanism also includes a fourth sensor disposed on the chassis platform, the fourth sensor is located near the rear end of the guide frame, and the fourth sensor is used to detect whether the supporting frame is flipped from the second position to the loading and unloading position.

[0015] In some possible implementations, the translation and flipping mechanism further includes a slide plate, and the slide plate is slidably connected to the linear slide rail along the front-rear direction of the logistics vehicle;

[0016] The first sensor is a roller rocker type limit switch, which is fixed on the chassis platform. A first stopper is fixed on the slide plate. When the carrying frame is translated from the first position to the second position, the first stopper triggers the first sensor;

[0017] The second sensor is a roller rocker limit switch, which is fixed on the chassis platform. A second stopper is fixed on the slide plate. When the supporting frame translates from the second position to the first position, the second stopper triggers the second sensor.

[0018] In some possible implementations, a first swing arm is rotatably provided on the first sensor, and a first roller is provided at one end of the first swing arm; the first blocking member includes a first bottom plate and a first baffle, the first bottom plate is fixed on the slide plate, a first through hole is provided on the first baffle, and the first baffle is used to abut against the first roller, so that the first swing arm rotates from a free position to a trigger position, and the first swing arm can pass through the first through hole when rotating;

[0019] A second swing arm is rotatably provided on the second sensor, and a second roller is provided at one end of the second swing arm; the second baffle includes a second base plate and a second baffle, the second base plate is fixed on the slide plate, a second through hole is provided on the second baffle, and the second baffle is used to abut against the second roller so that the second swing arm can rotate from a free position to a trigger position, and the second swing arm can pass through the second through hole when rotating.

[0020] In some possible implementations, the first bottom plate is provided with a first long hole extending along the front-rear direction of the logistics vehicle, for adjusting the fixed position of the first stopper on the slide plate; the first swing arm is provided with a first swing arm long hole, for adjusting the extension length of the first swing arm;

[0021] The second bottom plate is provided with a second long hole extending along the front-rear direction of the logistics vehicle for adjusting the fixed position of the second stopper on the slide plate; the second swing arm is provided with a second swing arm long hole for adjusting the extension length of the second swing arm.

[0022] In some possible implementations, a bottom reinforcement frame is provided at the bottom of the bearing frame, and a trigger corner block is provided on the bottom reinforcement frame;

[0023] The third sensor is a roller rocker type limit switch, a first mounting bracket is fixed on the chassis platform, the first mounting bracket is close to the front end of the guide frame, the third sensor is mounted on the first mounting bracket, and when the carrying frame flips from the loading and unloading position to the second position, the bottom reinforcement frame triggers the third sensor;

[0024] The fourth sensor is a roller rocker limit switch. A second mounting bracket is fixed to the tail end of the chassis platform. The second mounting bracket is close to the rear end of the guide frame. The fourth sensor is installed on the second mounting bracket. When the supporting frame is flipped from the second position to the loading and unloading position, the trigger angle block triggers the fourth sensor.

[0025] In some possible implementations, a third swing arm is rotatably provided on the third sensor, and a third roller is provided at one end of the third swing arm; the first mounting bracket includes a third bottom plate and a first inclined plate, the third bottom plate is fixed to the chassis platform, and the third sensor is fixed to the first inclined plate; the bottom reinforcement frame can abut against the third roller to rotate the third swing arm from a free position to a trigger position;

[0026] A fourth swing arm is rotatably provided on the fourth sensor, and a fourth roller is provided at one end of the fourth swing arm; the second mounting bracket includes a fourth base plate and a second inclined plate, the fourth base plate is fixed on the chassis platform, and the fourth sensor is fixed on the second inclined plate; the trigger angle block can abut against the fourth roller to rotate the fourth swing arm from a free position to a trigger position.

[0027] In some possible implementations, the third bottom plate is provided with a third long hole extending in the left-right direction of the logistics vehicle, which is used to adjust the fixed position of the first mounting bracket on the chassis platform; the first inclined plate is provided with a fifth long hole extending in its height direction, which is used to adjust the fixed position of the third sensor on the first inclined plate; the third swing arm is provided with a third swing arm long hole, which is used to adjust the extension length of the third swing arm;

[0028] The fourth bottom plate is provided with a fourth long hole extending along the left-right direction of the logistics vehicle, which is used to adjust the fixed position of the second mounting bracket on the chassis platform; the second inclined plate is provided with a sixth long hole extending along the front-rear direction of the logistics vehicle, which is used to adjust the fixed position of the fourth sensor on the second inclined plate; the fourth swing arm is provided with a fourth swing arm long hole, which is used to adjust the extension length of the fourth swing arm.

[0029] In some possible implementations, the translation and flipping mechanism further includes:

[0030] A rotating shaft is movably disposed in the guide groove of the guide frame, and the supporting frame is turned relative to the chassis platform through the rotating shaft;

[0031] A first bracket, fixed on the chassis platform at a position close to the vehicle head;

[0032] A second bracket is fixed on the slide plate, the slide plate is slidably connected to the linear slide rail along the front-rear direction of the logistics vehicle, and one end of the second bracket is hinged to the rotating shaft;

[0033] One end of the first telescopic driving member is hinged to the first bracket, and the other end of the first telescopic driving member is hinged to the second bracket;

[0034] One end of the second telescopic driving member is hinged to the second bracket, and the other end of the second telescopic driving member is hinged to the supporting frame.

[0035] The beneficial effects of the utility model are:

[0036] The unmanned logistics vehicle provided by the utility model has a stroke detection function. It detects whether the rotational movement and translational movement of the load-bearing frame have reached a preset position through an in-place detection mechanism, and feeds back the detection signal to the control system. The control system controls the next action of the first telescopic drive member and the second telescopic drive member accordingly, so that when loading, the load-bearing frame can perform translational movement after the rotational movement is in place, and when unloading, the load-bearing frame can perform rotational movement after the translational movement is in place. This effectively avoids the situation where the mechanism is stuck due to operating errors, ensures the reliability of the operation of the translation and flipping mechanism, and avoids damage to the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 It is a structural schematic diagram of an unmanned logistics vehicle (the carrying frame is in the first position) provided by an embodiment of the utility model;

[0038] Figure 2 It is a structural schematic diagram of an unmanned logistics vehicle (the carrying frame is in a loading and unloading position) provided by an embodiment of the utility model;

[0039] Figure 3 It is a schematic diagram of the assembly of the unmanned logistics vehicle (the load-bearing frame is in the first position) and the cage vehicle provided by the embodiment of the utility model;

[0040] Figure 4 This is a schematic diagram of the assembly of the unmanned logistics vehicle (the load-bearing frame is in the loading and unloading position) and the cage vehicle provided by the embodiment of the utility model. Figure 1 ;

[0041] Figure 5 yes Figure 4 A partial enlarged view of the middle A;

[0042] Figure 6 This is a schematic diagram of the assembly of the unmanned logistics vehicle (the load-bearing frame is in the loading and unloading position) and the cage vehicle provided by the embodiment of the utility model. Figure 2 ;

[0043] Figure 7 yes Figure 6A partial enlarged view of point B in the middle;

[0044] Figure 8 This is a schematic diagram of the first angle structure of the load-bearing frame provided by an embodiment of the utility model;

[0045] Fig. 9 It is a schematic diagram of the second angle structure of the load-bearing frame provided by the embodiment of the utility model;

[0046] Fig.10 : is a schematic diagram of the structure of the first sensor and the first stopper provided in an embodiment of the utility model (the dotted line is the state before the first swing arm is triggered);

[0047] Fig.11 : is a schematic diagram of the structure of the second sensor and the second stopper provided in an embodiment of the utility model (the dotted line is the state after the second swing arm is triggered);

[0048] Fig.12 : is a schematic diagram of the structure of the third sensor and the first mounting bracket provided in an embodiment of the utility model (the dotted line is the state before the third swing arm is triggered);

[0049] Fig.13 It is a partial enlarged view of the third sensor, the first mounting bracket and the bottom reinforcement frame provided in the embodiment of the utility model (the dotted line is the state after the third swing arm is triggered);

[0050] Fig.14 It is a partial enlargement of the fourth sensor, the second mounting bracket and the trigger angle block provided in the embodiment of the utility model. Figure 1 (The dotted line is the state after the fourth swing arm is triggered);

[0051] Fig.15 It is a partial enlargement of the fourth sensor, the second mounting bracket and the trigger angle block provided in the embodiment of the utility model. Figure 2 .

[0052] In the figure:

[0053] 100, body; 110, front of the vehicle; 120, chassis platform;

[0054] 200, load-bearing frame; 211, frame body; 212, bottom reinforcement frame; 213, front support; 214, rear support; 215, front reinforcement frame; 216, rear reinforcement rod; 217, left limit frame; 218, right limit frame; 219, limit reinforcement rod;

[0055] 221, first connecting plate; 222, second connecting plate; 223, caster bracket; 224, caster; 225, first bearing seat; 226, second bearing seat; 227, mounting hole; 228, trigger angle block; 281, buffer block; 284, protective block;

[0056] 301, oil pressure station; 302, solenoid reversing valve;

[0057] 310, first telescopic driving member;

[0058] 320, second telescopic driving member;

[0059] 330, first bracket;

[0060] 340, second bracket;

[0061] 350, linear slide;

[0062] 360, skateboard;

[0063] 370, rotating shaft; 371, bearing wheel;

[0064] 380, guide frame; 381, support seat; 382, ​​upper guide rail; 383, lower guide rail; 384, guide groove;

[0065] 390, drag chain; 391, first drag chain bracket; 392, second drag chain bracket; 393, drag chain support frame;

[0066] 410, first sensor; 411, first swing arm; 412, first roller; 413, long hole of the first swing arm;

[0067] 420, second sensor; 421, second swing arm; 422, second roller; 423, second swing arm long hole;

[0068] 430, third sensor; 431, third swing arm; 432, third roller; 433, third swing arm long hole;

[0069] 440, fourth sensor; 441, fourth swing arm; 442, fourth roller; 443, fourth swing arm long hole;

[0070] 450, first stopper; 451, first bottom plate; 452, first stopper; 453, first through hole; 454, first long hole; 455, first reinforcing rib;

[0071] 460, second stopper; 461, second bottom plate; 462, second stopper; 463, second through hole; 464, second long hole; 465, second reinforcing rib;

[0072] 470, first mounting bracket; 471, third bottom plate; 472, first inclined plate; 473, third long hole; 474, fifth long hole; 475, third reinforcing rib;

[0073] 480, second mounting bracket; 481, fourth bottom plate; 482, second inclined plate; 483, fourth long hole; 484, sixth long hole; 485, fourth reinforcing rib;

[0074] 500. Cargo box. DETAILED DESCRIPTION

[0075] The present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It is to be understood that the specific embodiments described herein are only used to explain the present invention, rather than to limit the present invention. It should also be noted that, for ease of description, only the parts related to the present invention, rather than all structures, are shown in the accompanying drawings.

[0076] In the description of the present invention, unless otherwise clearly specified and limited, the terms "connected", "connected", and "fixed" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0077] In the present utility model, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include the first feature being in direct contact with the second feature, or may include the first feature being in contact with the second feature through another feature between them instead of being in direct contact. Moreover, a first feature being "above", "above" and "above" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes the first feature being directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0078] In the description of the present invention, the terms "upper", "lower", "left", "right" and other directions or positional relationships are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of description and simplified operation, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation of the present invention. In addition, the terms "first" and "second" are only used to distinguish in the description and have no special meaning. The front and rear direction in the present invention refers to the vertical direction between the front and rear of the logistics vehicle, with the front of the vehicle being located in the front and the rear of the vehicle being located in the rear.

[0079] like Figure 1-Figure 15As shown, this embodiment provides an unmanned logistics vehicle, including a vehicle body 100, a load-bearing frame 200, a translation and flipping mechanism, and an in-place detection mechanism. The vehicle body 100 includes a vehicle head 110 and a chassis platform 120 disposed behind the vehicle head 110. The chassis platform 120 is a large plane that serves as a cargo platform and is used to install the translation and flipping mechanism.

[0080] The load-bearing frame 200 is movably arranged on the chassis platform 120, and the load-bearing frame 200 is used to load the cargo box 500. Specifically, the cargo box 500 can be a cage car, a container, a shelf, etc., and the present embodiment is preferably a cage car. In the present embodiment, the "front" of the load-bearing frame 200 refers to the direction in which the load-bearing frame 200 is close to the front 110 of the logistics vehicle, and the "rear" of the load-bearing frame 200 refers to the direction in which the load-bearing frame 200 is close to the rear of the logistics vehicle. The load-bearing frame 200 includes a frame body 211, a bottom reinforcement frame 212, a front support 213 and a rear support 214. Optionally, the frame body 211 is welded by a plurality of profiles, and the overall structure is in the shape of a "mesh", which plays a major load-bearing role. The bottom reinforcement frame 212 is fixed to the bottom outer side of the frame body 211, and together with the frame body 211, it forms a two-layer structure, which effectively increases the strength of the frame body 211. The rear end of the bottom reinforcement frame 212 extends out of the frame body 211 so as to be connected to the rear support 214. The front support 213 is fixed to the front of the frame body 211, and is used to prevent the cage car from sliding forward, prevent the cage car from escaping from the support range of the frame body 211, and can support the cage car from the front end. Optionally, the front support 213 is welded by multiple profiles to form a frame structure, and the front support 213 and the frame body 211 are fixed by welding. The rear support 214 is located at the rear of the frame body 211, and the rear support 214 is used to prevent the cage car from sliding backward, and can support the cage car from the rear end. The above arrangement effectively increases the overall structural strength of the load-bearing frame 200.

[0081] Furthermore, an inclined rear reinforcing rod 216 is fixed to the side of the rear support 214 away from the front support 213 to increase the strength of the rear support 214. A front reinforcing frame 215 is also fixed to the front outer side of the front support 213, which together with the front support 213 forms a two-layer structure, effectively increasing the strength of the front support 213. Two limiting reinforcing rods 219 are also connected between the left and right sides of the frame body 211 and the left and right sides of the front support 213. The limiting reinforcing rods 219 are inclined relative to the front support 213, that is, the limiting reinforcing rods 219, the frame body 211 and the front support 213 form a triangular structure. The above two limiting reinforcing rods 219, on the one hand, play a role in limiting the left and right directions of the cage car, and on the other hand, can firmly pull the front support 213 and the frame body 211 together to prevent the front support 213 from being collided and causing structural deformation when the vehicle brakes. In addition, a left limit frame 217 and a right limit frame 218 are provided on the left and right sides of the rear of the frame body 211 to prevent the cage vehicle from moving in the left and right directions.

[0082] Furthermore, two first connecting plates 221 are provided at the bottom of the frame body 211 near the front support 213. The first connecting plates 221 are fixed to the frame body 211 by welding. The first connecting plates 221 are used to install a caster bracket 223. The caster bracket 223 is installed with a caster 224, so as to realize the overall movement of the load-bearing frame 200. A second connecting plate 222 is also provided at the bottom of the frame body 211. The second connecting plate 222 is fixed to the bottom reinforcement frame 212 by welding. The second connecting plate 222 is used to install a first bearing seat 225. A mounting hole 227 is provided at the bottom of the bottom reinforcement frame 212. The mounting hole 227 is used to install a second bearing seat 226. In addition, a trigger angle block 228 is also provided at the bottom of the frame body 211. The trigger angle block 228 has a triangular structure, and one right-angle side of the trigger angle block 228 is fixed to the frame body 211.

[0083] In this embodiment, the frame body 211, the front support 213 and the rear support 214 form a C-shaped frame structure, and a plurality of protective blocks 284 are fixed to the inner side of the C-shaped frame structure. The protective blocks 284 can effectively protect the appearance of the cage car on the one hand, and can reduce the impact of the cage car on the load-bearing frame 200 during the starting and braking process on the other hand. Preferably, the material of the protective block 284 can be selected from polyurethane or rubber materials. Further preferably, a countersunk hole is provided on the protective block 284, and it can be fixed to the load-bearing frame 200 by bolts.

[0084] The logistics vehicle of this embodiment also includes a buffer block 281, which is arranged at the bottom of the load-bearing frame 200 when it is in the first position (or the second position) and close to the rear of the vehicle body 100. When the load-bearing frame 200 rotates to the loading and unloading position, the buffer block 281 abuts against the rear of the vehicle body 100. The above arrangement can buffer the collision between the load-bearing frame 200 and the rear of the vehicle body 100 during the flipping process, forming an effective safety protection for the vehicle; and the buffer block 281 can play an extreme position limiting role in the flipping movement of the load-bearing frame 200, thereby improving the position accuracy of the flipping of the load-bearing frame 200. In addition, since the buffer block 281 is arranged on the load-bearing frame 200, the rear of the vehicle body 100 can be manufactured in one piece, and there is no need to add a buffer block 281 at the rear of the vehicle, which will cause the rear of the vehicle to open a hole or the buffer block 281 to be installed outside, resulting in an ugly appearance. Specifically, the material of the buffer block 281 of this embodiment can be rubber, plastic, foam, etc., so as to achieve the effect of buffering collision force.

[0085] The translation and flipping mechanism is arranged on the chassis platform 120, and is used to realize the front and rear translation of the supporting frame 200 along the chassis platform 120 and the flipping relative to the chassis platform 120. The translation and flipping mechanism includes a first telescopic driving member 310 and a second telescopic driving member 320. The first telescopic driving member 310 is used to drive the supporting frame 200 to translate between a first position close to the front of the vehicle 110 and a second position away from the front of the vehicle 110, and the second telescopic driving member 320 is used to drive the supporting frame 200 to flip between the second position and the loading and unloading position. When loading, the supporting frame 200 is first flipped from the loading and unloading position to the second position, and then the supporting frame 200 is translated from the second position to the first position; when unloading, the supporting frame 200 is first translated from the first position to the second position, and then the supporting frame 200 is flipped from the second position to the installation position. Optionally, in this embodiment, when the load-bearing frame 200 is in the first position and the second position, the load-bearing frame 200 is in a horizontal state parallel to the chassis platform 120; when the load-bearing frame 200 is in the loading and unloading position, the load-bearing frame 200 is in a vertical state perpendicular to the chassis platform 120. It should be noted that the first telescopic drive member 310 and the second telescopic drive member 320 can be structures such as hydraulic cylinders, air cylinders, and electric push rods. Preferably, the first telescopic drive member 310 and the second telescopic drive member 320 of this embodiment are both oil cylinders. Accordingly, an oil pressure station 301 is provided on the chassis platform 120 to provide a power source for the first telescopic drive member 310 and the second telescopic drive member 320, and two electromagnetic reversing valves 302 are provided on the oil pressure station 301 to adjust the extension and retraction actions of the first telescopic drive member 310 and the second telescopic drive member 320.

[0086] The translation and flipping mechanism also includes a first bracket 330, a second bracket 340, a linear slide 350, a slider and a slide 360. The linear slide 350 is arranged on the chassis platform 120 along the front-rear direction of the logistics vehicle, the slider is slidably connected to the linear slide 350, and the slide 360 ​​is fixed on the slider, so as to realize the sliding of the slide 360 ​​along the front-rear direction of the logistics vehicle. The first bracket 330 is fixed to the chassis platform 120 at a position close to the front of the vehicle 110. The second bracket 340 is fixed to the slide 360. The fixed end of the first telescopic driving member 310 is hinged to the first bracket 330, and the telescopic end of the first telescopic driving member 310 is hinged to the second bracket 340 to drive the slide 360 ​​to slide. The fixed end of the second telescopic driving member 320 is hinged to the second bracket 340, and the telescopic end of the second telescopic driving member 320 is hinged to the first bearing seat 225 at the bottom of the supporting frame 200 to drive the supporting frame 200 to rotate. In this embodiment, the first telescopic drive member 310 and the second telescopic drive member 320 are arranged at intervals along the front-to-back direction of the logistics vehicle, and the telescopic direction of the first telescopic drive member 310 and the telescopic direction of the second telescopic drive member 320 are located in the same plane. Such an arrangement is conducive to saving the number of telescopic drive members, saving installation space, reducing costs, simplifying operations, and ensuring that the first telescopic drive member 310 and the second telescopic drive member 320 can telescope normally and avoid the phenomenon of mechanism jamming.

[0087] The translation and flipping mechanism also includes a rotating shaft 370 and a guide frame 380. The guide frame 380 is fixed on the chassis platform 120, and a guide groove 384 extending along the front and rear direction of the logistics vehicle is provided in the guide frame 380. The rotating shaft 370 is hinged in the second bearing seat 226 at the bottom of the supporting frame 200, and the supporting frame 200 can rotate around the rotating shaft 370 to achieve flipping relative to the chassis platform 120. Both ends of the rotating shaft 370 are movably arranged in the guide groove 384 of the guide frame 380, and one end of the second bracket 340 is hinged to the rotating shaft 370, so that the rotating shaft 370 can be driven by the second bracket 340 to translate along the guide groove 384. Specifically, the guide frame 380 is symmetrically arranged in two groups, respectively located at the two ends of the rotating shaft 370. The guide frame 380 includes a support seat 381, an upper guide rail 382 and a lower guide rail 383. The support seat 381 is fixed on the chassis platform 120. The upper guide rail 382 and the lower guide rail 383 are both arranged on the support seat 381. The upper guide rail 382 and the lower guide rail 383 cooperate with each other to form a guide groove 384. Bearing wheels 371 are respectively installed at both ends of the rotating shaft 370. The bearing wheels 371 are movably arranged in the guide groove 384, so that the movement resistance of the rotating shaft 370 can be reduced, so that the operation of the rotating shaft 370 is smoother and more stable. In this embodiment, the guide groove 384 is parallel to the chassis platform 120 to realize the movement of the rotating shaft 370 in the horizontal direction. In other embodiments, the guide groove 384 can also be tilted relative to the chassis platform 120 according to actual needs. Setting angle.

[0088] The translation and flipping mechanism also includes a drag chain 390, which is used to protect the pipelines and lines of the second telescopic drive member 320. One end of the drag chain 390 is fixed to the slide plate 360 ​​through a first drag chain bracket 391, and the other end of the drag chain 390 is fixed to the chassis platform 120 through a second drag chain bracket 392. The middle part of the drag chain 390 is limited and supported by a drag chain support frame 393, and the drag chain support frame 393 is fixed to the chassis platform 120.

[0089] The in-place detection mechanism includes a first sensor 410 and a third sensor 430 disposed on the chassis platform 120. The first sensor 410 is located on one side of the linear slide rail 350, and the first sensor 410 is used to detect whether the load-bearing frame 200 is translated from the first position to the second position. When the first sensor 410 detects that the load-bearing frame 200 has moved to the position, the detection signal is fed back to the control system, and the control system controls the first telescopic drive member 310 to stop running and controls the second telescopic drive member 320 to start running, thereby ensuring that the load-bearing frame 200 can perform rotational movement after the translational movement is in place during unloading. The third sensor 430 is located near the front end of the guide frame 380, and the third sensor 430 is used to detect whether the load-bearing frame 200 is flipped from the loading and unloading position to the second position. When the third sensor 430 detects that the load-bearing frame 200 has moved to the position, the detection signal is fed back to the control system, and the control system controls the second telescopic drive member 320 to stop running and controls the first telescopic drive member 310 to start running, thereby ensuring that the load-bearing frame 200 can perform translational movement after the rotational movement is in place during loading. The above settings give the unmanned logistics vehicle a travel detection function, effectively avoiding the situation where it is stuck due to mechanism operation errors, ensuring the reliability of the translation and flipping mechanism operation, and avoiding damage to the vehicle.

[0090] Furthermore, in this embodiment, the in-position detection mechanism also includes a second sensor 420 disposed on the chassis platform 120, and the second sensor 420 is used to detect whether the load-bearing frame 200 is translated from the second position to the first position. In this embodiment, the first sensor 410 and the second sensor 420 are arranged side by side on the same side of the linear slide 350, and the first sensor 410 is close to the rear end of the linear slide 350, and the second sensor 420 is close to the front end of the linear slide 350. When the second sensor 420 detects that the load-bearing frame 200 has moved into position, the detection signal is fed back to the control system, and the control system controls the first telescopic drive member 310 to stop running accordingly, and can also prompt the staff that the load-bearing frame 200 is in the set position on the logistics vehicle at this time, and the next operation can be started, thereby improving work efficiency.

[0091] In another optional embodiment, there is no need to specially set up the second sensor 420, but the first sensor 410 is still used to detect whether the supporting frame 200 is translated from the second position to the first position. Specifically, a first trigger member and a second trigger member are convexly provided on one side of the slide plate 360, the first trigger member is close to the direction of the front of the logistics vehicle 110, and the second trigger member is close to the direction of the rear of the logistics vehicle. The first sensor 410 is located on one side of the linear slide rail 350 and is located between the first trigger member and the second trigger member; when the supporting frame 200 is translated from the first position to the second position, the first trigger member triggers the first sensor 410; when the supporting frame 200 is translated from the second position to the first position, the second trigger member triggers the first sensor 410. In this way, two in-place detection functions are realized by one sensor, which saves the number of sensors, saves installation space, and reduces costs.

[0092] Furthermore, the in-position detection mechanism also includes a fourth sensor 440 disposed on the chassis platform 120. The fourth sensor 440 is located near the rear end of the guide frame 380. The fourth sensor 440 is used to detect whether the load-bearing frame 200 is flipped from the second position to the loading and unloading position. When the fourth sensor 440 detects that the load-bearing frame 200 has moved to the in-position position, the detection signal is fed back to the control system, and the control system controls the second telescopic drive member 320 to stop running accordingly, and can also prompt the staff that the load-bearing frame 200 has been flipped to the set position and the next operation can be started, thereby improving work efficiency.

[0093] It should be noted that among the above four sensors, the first sensor 410 and the third sensor 430 are not only for in-place detection, but their main purpose is for safety protection, to ensure the execution timing of the translational movement and rotational movement of the load-bearing frame 200, and to prevent the mechanism from getting stuck. Therefore, the first sensor 410 and the third sensor 430 are crucial to the logistics vehicle; and the second sensor 420 and the fourth sensor 440 are mainly used for in-place detection, so they can be flexibly set according to actual needs. In the utility model, each of the above sensors is a position sensor, which can specifically adopt a photoelectric switch, an electromagnetic sensor, a capacitive sensor, an inductive sensor, etc., and this embodiment does not limit this. By way of example, this embodiment is described below using a roller rocker limit switch as an example.

[0094] In this embodiment, the first sensor 410 is a roller swing arm type limit switch, which is fixed on the chassis platform 120. A first stopper 450 is fixed on the slide 360. When the supporting frame 200 is translated from the first position to the second position, the first stopper 450 triggers the first sensor 410. Specifically, a first swing arm 411 is rotatably provided on the first sensor 410, and a first roller 412 is provided at one end of the first swing arm 411. The first stopper 450 includes a first bottom plate 451 and a first stopper 452. The first bottom plate 451 is fixed on the slide 360, and a first through hole 453 is provided on the first stopper 452. The first stopper 452 is used to abut against the first roller 412, so that the first swing arm 411 rotates from the free position to the trigger position; the height of the first swing arm 411 is close to that of the first through hole 453, and the first swing arm 411 can pass through the first through hole 453 when rotating. Furthermore, the first bottom plate 451 is provided with a first long hole 454 extending along the front-rear direction of the logistics vehicle, which is used to adjust the fixed position of the first stopper 450 on the slide plate 360. The first swing arm 411 is provided with a first swing arm long hole 413 arranged along its extension direction, which is used to adjust the extension length of the first swing arm 411 on the first sensor 410, thereby increasing the adjustable range of the first sensor 410. A first reinforcing rib 455 is also provided between the first bottom plate 451 and the first stopper 452, which is used to increase the strength of the first stopper 450, and prevent the first sensor 410 and the first stopper 450 from contacting, causing the first stopper 450 to deform and affect the subsequent use accuracy.

[0095] In this embodiment, the second sensor 420 is a roller swing arm type limit switch, which is fixed on the chassis platform 120. The second stopper 460 is fixed on the slide 360. When the supporting frame 200 is translated from the second position to the first position, the second stopper 460 triggers the second sensor 420. Specifically, a second swing arm 421 is rotatably provided on the second sensor 420, and a second roller 422 is provided at one end of the second swing arm 421. The second stopper 460 includes a second bottom plate 461 and a second stopper 462. The second bottom plate 461 is fixed on the slide 360, and a second through hole 463 is provided on the second stopper 462. The second stopper 462 is used to abut against the second roller 422, so that the second swing arm 421 rotates from the free position to the trigger position; the height of the second swing arm 421 is close to that of the second through hole 463, and the second swing arm 421 can pass through the second through hole 463 when rotating. Furthermore, the second bottom plate 461 is provided with a second long hole 464 extending along the front-rear direction of the logistics vehicle, which is used to adjust the fixed position of the second stopper 460 on the slide plate 360. The second swing arm 421 is provided with a second swing arm long hole 423 arranged along its extension direction, which is used to adjust the extension length of the second swing arm 421 on the second sensor 420, thereby increasing the adjustable range of the second sensor 420. A second reinforcing rib 465 is also provided between the second bottom plate 461 and the second stopper 462, which is used to increase the strength of the second stopper 460, and prevent the second sensor 420 from contacting the second stopper 460, causing the second stopper 460 to deform and affect the subsequent use accuracy.

[0096] In this embodiment, the third sensor 430 is a roller swing arm type limit switch. A first mounting bracket 470 is fixed on the chassis platform 120. The first mounting bracket 470 is close to the front end of the guide frame 380. The third sensor 430 is mounted on the first mounting bracket 470. When the load-bearing frame 200 is flipped from the loading and unloading position to the second position, the bottom reinforcement frame 212 triggers the third sensor 430. Specifically, a third swing arm 431 is rotatably provided on the third sensor 430, and a third roller 432 is provided at one end of the third swing arm 431. The first mounting bracket 470 includes a third bottom plate 471 and a first inclined plate 472. The third bottom plate 471 is fixed on the chassis platform 120, and the third sensor 430 is fixed on the first inclined plate 472. The bottom reinforcement frame 212 can abut against the third roller 432 to rotate the third swing arm 431 from the free position to the trigger position. In this embodiment, the first inclined plate 472 is provided to make the third sensor 430 tilted at a certain angle relative to the vertical direction, so that the bottom reinforcement frame 212 can smoothly press the third roller 432 to rotate the third swing arm 431, thereby preventing the translation and flipping mechanism from getting stuck or being damaged during the movement. Furthermore, the third bottom plate 471 is provided with a third long hole 473 extending in the left-right direction of the logistics vehicle, which is used to adjust the fixed position of the first mounting bracket 470 on the chassis platform 120, so as to ensure that the bottom reinforcement frame 212 can only press the third roller 432 but not the third swing arm 431, thereby preventing the structure from being damaged. The first inclined plate 472 is provided with a fifth long hole 474 extending in the height direction thereof, which is used to adjust the fixed position of the third sensor 430 on the first inclined plate 472. The third swing arm 431 is provided with a third swing arm long hole 433 arranged in the extension direction thereof, which is used to adjust the extension length of the third swing arm 431 on the third sensor 430, thereby increasing the adjustable range of the third sensor 430. A third reinforcing rib 475 is further provided between the third bottom plate 471 and the first inclined plate 472 to increase the strength of the first mounting bracket 470 .

[0097] In this embodiment, the fourth sensor 440 is a roller swing arm type limit switch. A second mounting bracket 480 is fixed to the rear end of the chassis platform 120. The second mounting bracket 480 is close to the rear end of the guide frame 380. The fourth sensor 440 is mounted on the second mounting bracket 480. When the supporting frame 200 is flipped from the second position to the loading and unloading position, the trigger angle block 228 triggers the fourth sensor 440. Specifically, a fourth swing arm 441 is rotatably provided on the fourth sensor 440, and a fourth roller 442 is provided at one end of the fourth swing arm 441. The second mounting bracket 480 includes a fourth bottom plate 481 and a second inclined plate 482. The fourth bottom plate 481 is fixed to the chassis platform 120, and the fourth sensor 440 is fixed to the second inclined plate 482. The trigger angle block 228 can abut against the fourth roller 442 to rotate the fourth swing arm 441 from the free position to the trigger position. In this embodiment, the second inclined plate 482 is provided to make the fourth sensor 440 tilted at a certain angle relative to the vertical direction, so that the inclined surface of the trigger angle block 228 can smoothly press the fourth roller 442 to rotate the fourth swing arm 441, thereby preventing the translation and flipping mechanism from getting stuck or being damaged during the movement. Furthermore, the fourth bottom plate 481 is provided with a fourth long hole 483 extending along the left and right direction of the logistics vehicle, which is used to adjust the fixed position of the second mounting bracket 480 on the chassis platform 120. The second inclined plate 482 is provided with a sixth long hole 484 extending along the front and rear direction of the logistics vehicle, which is used to adjust the fixed position of the fourth sensor 440 on the second inclined plate 482, so as to ensure that the inclined surface of the trigger angle block 228 can only press the fourth roller 442 but not the fourth swing arm 441, thereby preventing the structure from being damaged. The fourth swing arm 441 is provided with a fourth swing arm long hole 443 arranged along its extension direction, which is used to adjust the extension length of the fourth swing arm 441 on the fourth sensor 440, thereby increasing the adjustable range of the fourth sensor 440. A fourth reinforcing rib 485 is further provided between the fourth bottom plate 481 and the second inclined plate 482 to increase the strength of the second mounting bracket 480 .

[0098] The working process of the in-place detection mechanism of the utility model is as follows:

[0099] When the load-bearing frame 200 is at the loading and unloading position, the trigger angle block 228 triggers the fourth sensor 440 to operate and sends a signal to the controller. At this time, the logistics vehicle should be in a motion locking state and cannot be moved at will. The staff can push the cage car to the load-bearing frame 200 at this time. After placing the cage car, the staff presses the loading switch (or can also be controlled through the operation screen or by remote control) to control the load-bearing frame 200 to start flipping upward. In this process, the second telescopic drive member 320 contracts, and the load-bearing frame 200 gradually rotates upward. When the load-bearing frame 200 moves to the second position, the bottom reinforcement frame 212 triggers the third sensor 430 to operate and sends a signal to the controller. At this time, the two casters 224 installed on the load-bearing frame 200 contact the chassis platform 120 to play a supporting role. Afterwards, the controller controls the first telescopic drive member 310 to retract, so that the supporting frame 200 moves horizontally toward the front of the vehicle 110 along the direction of the guide frame 380 and the linear slide rail 350. When it moves to the first position, the second stop member 460 triggers the second sensor 420 to operate and sends a signal to the controller. At this time, the control system indicates that the vehicle has been loaded and the locking state is released. The vehicle can proceed to the next step according to the self-driving platform scheduling or manual remote control.

[0100] When the logistics vehicle arrives at the destination and needs to unload, the supporting frame 200 is in the first position. The first telescopic drive member 310 is first controlled to extend. When it reaches the second position, the first stopper 450 triggers the first sensor 410 to send a motion-in-place signal. Then the second telescopic drive member 320 is controlled to extend, and the supporting frame 200 flips downward until it reaches the loading and unloading position. At this time, the trigger corner block 228 triggers the fourth sensor 440 to send a signal that the unloading is completed. At this time, the vehicle is in a motion locked state again.

[0101] Obviously, the above embodiments of the present invention are merely examples for the purpose of clearly illustrating the present invention, and are not intended to limit the implementation methods of the present invention. For those skilled in the art, various obvious changes, readjustments and substitutions can be made without departing from the scope of protection of the present invention. It is not necessary and impossible to list all implementation methods here. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention shall be included in the scope of protection of the claims of the present invention.

Claims

1. An unmanned logistics vehicle, characterized in that: include: The vehicle body (100) comprises a vehicle head (110) and a chassis platform (120), wherein the chassis platform (120) is arranged behind the vehicle head (110), and a guide frame (380) and a linear slide rail (350) are arranged on the chassis platform (120) and extend along the front and rear directions of the logistics vehicle respectively; A load-bearing frame (200) movably disposed on the chassis platform (120), wherein the load-bearing frame (200) is used to load a cargo box (500); a translation and flipping mechanism, arranged on the chassis platform (120), comprising a first telescopic driving member (310) and a second telescopic driving member (320), wherein the first telescopic driving member (310) is used to drive the supporting frame (200) to translate between a first position close to the vehicle head (110) and a second position away from the vehicle head (110), and the second telescopic driving member (320) is used to drive the supporting frame (200) to flip between the second position and a loading and unloading position; The in-position detection mechanism comprises a first sensor (410) and a third sensor (430) which are arranged on the chassis platform (120), wherein the first sensor (410) is located on one side of the linear slide rail (350), and the first sensor (410) is used to detect whether the supporting frame (200) is translated from the first position to the second position; the third sensor (430) is located near the front end of the guide frame (380), and the third sensor (430) is used to detect whether the supporting frame (200) is flipped from the loading and unloading position to the second position.

2. The unmanned logistics vehicle according to claim 1, characterized in that: The first sensor (410) is close to the rear end of the linear slide rail (350); the in-position detection mechanism also includes a second sensor (420) arranged on the chassis platform (120), the second sensor (420) is located on one side of the linear slide rail (350) and close to the front end of the linear slide rail (350), and the second sensor (420) is used to detect whether the supporting frame (200) is translated from the second position to the first position.

3. The unmanned logistics vehicle according to claim 1, characterized in that: The first sensor (410) is also used to detect whether the supporting frame (200) is translated from the second position to the first position; the translation and flipping mechanism also includes a slide plate (360), and the slide plate (360) is slidably connected to the linear slide rail (350) along the front and rear direction of the logistics vehicle. A first trigger member and a second trigger member are convexly provided on one side of the slide plate (360), the first trigger member is close to the direction of the front end (110) of the logistics vehicle, and the second trigger member is close to the direction of the rear end of the logistics vehicle, and the first sensor (410) is arranged at a position between the first trigger member and the second trigger member; when the supporting frame (200) is translated from the first position to the second position, the first trigger member triggers the first sensor (410); when the supporting frame (200) is translated from the second position to the first position, the second trigger member triggers the first sensor (410).

4. The unmanned logistics vehicle according to claim 1, characterized in that: The in-place detection mechanism also includes a fourth sensor (440) disposed on the chassis platform (120), the fourth sensor (440) being located near the rear end of the guide frame (380), and the fourth sensor (440) being used to detect whether the supporting frame (200) is flipped from the second position to the loading and unloading position.

5. The unmanned logistics vehicle according to claim 2, characterized in that: The translation and flipping mechanism further comprises a slide plate (360), wherein the slide plate (360) is slidably connected to the linear slide rail (350) along the front-rear direction of the logistics vehicle; The first sensor (410) is a roller rocker type limit switch, which is fixed on the chassis platform (120); a first stopper (450) is fixed on the slide plate (360); when the supporting frame (200) is translated from the first position to the second position, the first stopper (450) triggers the first sensor (410); The second sensor (420) is a roller rocker type limit switch, which is fixed on the chassis platform (120). A second stopper (460) is fixed on the slide plate (360). When the supporting frame (200) is translated from the second position to the first position, the second stopper (460) triggers the second sensor (420).

6. The unmanned logistics vehicle according to claim 5, characterized in that: A first swing arm (411) is rotatably provided on the first sensor (410), and a first roller (412) is provided at one end of the first swing arm (411); the first blocking member (450) comprises a first bottom plate (451) and a first blocking plate (452), the first bottom plate (451) is fixed on the slide plate (360), a first through hole (453) is provided on the first blocking plate (452), and the first blocking plate (452) is used to abut against the first roller (412) so that the first swing arm (411) can rotate from a free position to a trigger position, and the first swing arm (411) can pass through the first through hole (453) when rotating; A second swing arm (421) is rotatably arranged on the second sensor (420), and a second roller (422) is arranged at one end of the second swing arm (421); the second blocking member (460) comprises a second base plate (461) and a second baffle (462), the second base plate (461) is fixed on the slide plate (360), a second through hole (463) is arranged on the second baffle (462), and the second baffle (462) is used to abut against the second roller (422) so that the second swing arm (421) can rotate from a free position to a trigger position, and the second swing arm (421) can pass through the second through hole (463) when rotating.

7. The unmanned logistics vehicle according to claim 6, characterized in that: The first bottom plate (451) is provided with a first long hole (454) extending in the front-rear direction of the logistics vehicle, for adjusting the fixed position of the first stopper (450) on the slide plate (360); the first swing arm (411) is provided with a first swing arm long hole (413) for adjusting the extension length of the first swing arm (411); The second bottom plate (461) is provided with a second long hole (464) extending along the front-rear direction of the logistics vehicle for adjusting the fixed position of the second stopper (460) on the slide plate (360); the second swing arm (421) is provided with a second swing arm long hole (423) for adjusting the extension length of the second swing arm (421).

8. The unmanned logistics vehicle according to claim 4, characterized in that: A bottom reinforcement frame (212) is provided at the bottom of the load-bearing frame (200), and a trigger corner block (228) is provided on the bottom reinforcement frame (212); The third sensor (430) is a roller rocker type limit switch, a first mounting bracket (470) is fixed on the chassis platform (120), the first mounting bracket (470) is close to the front end of the guide frame (380), the third sensor (430) is mounted on the first mounting bracket (470), and when the supporting frame (200) is flipped from the loading and unloading position to the second position, the bottom reinforcement frame (212) triggers the third sensor (430); The fourth sensor (440) is a roller rocker type limit switch. A second mounting bracket (480) is fixed to the rear end of the chassis platform (120). The second mounting bracket (480) is close to the rear end of the guide frame (380). The fourth sensor (440) is mounted on the second mounting bracket (480). When the supporting frame (200) is flipped from the second position to the loading and unloading position, the trigger angle block (228) triggers the fourth sensor (440).

9. The unmanned logistics vehicle according to claim 8, characterized in that: A third swing arm (431) is rotatably provided on the third sensor (430), and a third roller (432) is provided at one end of the third swing arm (431); the first mounting bracket (470) comprises a third bottom plate (471) and a first inclined plate (472), the third bottom plate (471) is fixed on the chassis platform (120), and the third sensor (430) is fixed on the first inclined plate (472); the bottom reinforcement frame (212) can abut against the third roller (432) so that the third swing arm (431) can rotate from a free position to a trigger position; A fourth swing arm (441) is rotatably arranged on the fourth sensor (440), and a fourth roller (442) is arranged at one end of the fourth swing arm (441); the second mounting bracket (480) comprises a fourth bottom plate (481) and a second inclined plate (482), the fourth bottom plate (481) is fixed on the chassis platform (120), and the fourth sensor (440) is fixed on the second inclined plate (482); the trigger angle block (228) can abut against the fourth roller (442) so that the fourth swing arm (441) can rotate from a free position to a trigger position.

10. The unmanned logistics vehicle according to claim 9, characterized in that: The third bottom plate (471) is provided with a third long hole (473) extending in the left-right direction of the logistics vehicle, which is used to adjust the fixed position of the first mounting bracket (470) on the chassis platform (120); the first inclined plate (472) is provided with a fifth long hole (474) extending in its height direction, which is used to adjust the fixed position of the third sensor (430) on the first inclined plate (472); the third swing arm (431) is provided with a third swing arm long hole (433) which is used to adjust the extension length of the third swing arm (431); The fourth bottom plate (481) is provided with a fourth long hole (483) extending along the left-right direction of the logistics vehicle, which is used to adjust the fixed position of the second mounting bracket (480) on the chassis platform (120); the second inclined plate (482) is provided with a sixth long hole (484) extending along the front-rear direction of the logistics vehicle, which is used to adjust the fixed position of the fourth sensor (440) on the second inclined plate (482); the fourth swing arm (441) is provided with a fourth swing arm long hole (443) for adjusting the extension length of the fourth swing arm (441).

11. The unmanned logistics vehicle according to any one of claims 1 to 10, characterized in that: The translation and flipping mechanism also includes: A rotating shaft (370) is movably disposed in a guide groove (384) of the guide frame (380), and the supporting frame (200) is turned over relative to the chassis platform (120) via the rotating shaft (370); A first bracket (330) is fixed on the chassis platform (120) at a position close to the vehicle head (110); A second bracket (340) is fixed on the slide plate (360), the slide plate (360) is slidably connected to the linear slide rail (350) along the front-rear direction of the logistics vehicle, and one end of the second bracket (340) is hinged to the rotating shaft (370); One end of the first telescopic driving member (310) is hinged to the first bracket (330), and the other end of the first telescopic driving member (310) is hinged to the second bracket (340); One end of the second telescopic driving member (320) is hinged to the second bracket (340), and the other end of the second telescopic driving member (320) is hinged to the supporting frame (200).

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