Brake structure of luggage trolley

Abstract

The utility model relates to a brake structure of a luggage trolley, and relates to the technical field of transportation tools. The brake structure comprises a brake connecting rod and a swing rod, one end of the brake connecting rod is connected with a handle of the luggage trolley, and a friction brake pad is arranged at the other end of the brake connecting rod; the swing rod is hinged to a frame of the luggage trolley, the end of the swing rod is movably connected with the brake connecting rod, and when the swing rod swings upwards, the friction brake pad on the brake connecting rod can be driven to be away from wheels of the luggage trolley. The brake structure further comprises a lever assembly and a limiting block. When the chassis frame of the rear luggage trolley is inserted into the front luggage trolley, the limiting block on the rear luggage trolley can push the lever assembly in the front luggage trolley and drive the swing rod to swing. The brake structure can conveniently and rapidly achieve brake loosening, a worker can conveniently push and transfer a plurality of luggage trolleys to a designated position at a time, and the luggage trolley is lighter and more labor-saving.

Description

Technical Field

[0001] The present application relates to the technical field of transportation vehicles, and in particular to a brake structure of a luggage trolley. Background Art

[0002] Luggage trolleys are widely used in airports, stations, hotels, shopping malls and other places to temporarily carry luggage and goods for passengers or customers. They greatly bring convenience to people and are very popular.

[0003] In order to improve the safety of luggage trolleys, a braking system is usually installed on the luggage trolley, especially for luggage trolleys used in airports. A brake structure is usually provided on the frame, which is in a normal braking state. When in use, it is necessary to press the handle on the top of the frame to release the braking state of the brake structure; when the hand releases the handle, the brake pads of the brake structure will contact the wheel again under the action of the reset structure, forming a braking state to prevent the vehicle from slipping.

[0004] After being temporarily used by passengers or customers, luggage trolleys are often placed in various locations throughout airports, train stations, hotels, and shopping malls. Staff are then required to move these scattered trolleys to designated locations for easy access by subsequent passengers or customers. When moving multiple trolleys to designated locations, staff typically stack trolleys of the same structure one by one to form a stack, which is then towed or pushed as a whole to improve work efficiency.

[0005] At this time, since the staff can only directly contact the last luggage trolley, they can only release the brake of the last luggage trolley through the handle, while the brakes of the other luggage trolleys are still in the braking state. When towing or pushing the entire trolley, the wheels directly contact the ground and rub, making towing or pushing very strenuous and also increasing wheel wear. The entire vehicle group is very likely to tilt to the left or right, which is very dangerous. If additional fixings are used to fix the handles of each luggage trolley in turn to release the brakes, it will take a lot of time and be inconvenient to operate. To this end, the applicant in this case invented an automatic brake release mechanism. When multiple luggage trolleys are pushed in and stacked together to form a vehicle group, the trigger block on the rear luggage trolley can drive the friction brake pads in the front luggage trolley to rise, thereby releasing the brake state. However, in this process, it is necessary to overcome the gravity of the brake connecting rod and the friction brake pads as well as the elastic force of the elastic return member, which requires a large external force and increases the difficulty of actual operation. Utility Model Content

[0006] In order to make the luggage trolley more labor-saving when releasing the brake, the present application provides a brake structure of the luggage trolley.

[0007] The brake structure of a luggage trolley provided in this application adopts the following technical solution:

[0008] A brake structure for a luggage trolley includes a brake link and a swing lever provided on a luggage trolley frame, wherein one end of the brake link is connected to a handle of the luggage trolley, and the other end of the brake link is provided with a friction brake pad for contacting a wheel of the luggage trolley;

[0009] The swing arm is hinged on the frame of the luggage trolley, and the end of the swing arm is movably connected to the brake link. When the swing arm swings upward, it can drive the friction brake pad on the brake link away from the wheel of the luggage trolley;

[0010] The brake structure further includes a lever assembly provided on the luggage trolley frame and a limit block fixed on the chassis frame of the luggage trolley; when the chassis frame of the rear luggage trolley is inserted into the front luggage trolley, the limit block on the rear luggage trolley can push the lever assembly in the front luggage trolley and drive the swing arm to swing.

[0011] The brake structure of this application normally has the friction brake pads on the brake link resting against the wheels of the luggage trolley, creating a braking state. When in use, pressing the handle causes the brake link and friction brake pads to rise, disengaging from the wheels and releasing the braking state. When the handle is released, the brake link and friction brake pads return to their original position and re-establish the braking state. When staff are transferring and pushing multiple scattered luggage trolleys to a designated location, they can be stacked together to form a vehicle group, which can then be towed or pushed as a whole, improving work efficiency. In the present application, when the rear luggage trolley is inserted into the front luggage trolley, the limit block on the rear luggage trolley can contact the lever assembly in the front luggage trolley. As the insertion goes deeper, the limit block can push the lever assembly to swing, and the lever assembly then drives the swing rod to swing upward and lift. The swing rod then drives the brake connecting rod and the friction brake pad to rise. When the friction brake pad on the brake connecting rod is away from the wheel of the luggage trolley, the brake state can be released. In this way, after the luggage trolleys in the group are pushed in and stacked together in sequence, the staff only needs to control the handle of the last luggage trolley to control the brakes of all the luggage trolleys.

[0012] By adopting the above technical solution, the brake structure of the luggage trolley in the present application can easily and quickly loosen the brake, thereby making it convenient for staff to push and transfer multiple luggage trolleys to the designated location at one time, and the operation is convenient and reliable; and by providing a lever assembly and utilizing the lever force-saving principle, the force used to drive the brake link and the friction brake pad to rise is made smaller, thereby reducing the resistance when staff stack multiple luggage trolleys together, which is more labor-saving and convenient.

[0013] Optionally, there are two groups of brake connecting rods, which are respectively arranged on both sides of the luggage trolley frame; each group of brake connecting rods is correspondingly provided with a group of swing rods, lever components and limit blocks;

[0014] The swing arm is hinged to the frame of the luggage trolley via an articulated seat;

[0015] One end of the swing link connected to the brake link is the first connecting end, and the other end is the second connecting end; the first connecting end of the swing link is ball-hinged with the brake link; or a waist-shaped hole is provided on the brake link, and the first connecting end of the swing link is inserted into the waist-shaped hole; the second connecting end of the swing link is connected to the corresponding lever assembly.

[0016] By adopting the above technical solution, two sets of brake links and related matching structures are symmetrically arranged on both sides of the luggage trolley frame, so that the staff can be more evenly stressed when operating the luggage trolley, and it is safer and more reliable; the connection method between the swing arm and the brake link in this application ensures that when the swing arm swings and drives the brake link to move up and down in a straight line, there will be no jamming phenomenon, and the torque transmission is stable and reliable.

[0017] Optionally, the lever assembly includes a fulcrum seat fixed on the vehicle frame and a labor-saving lever rotatably connected to the fulcrum seat; the swing arm extends obliquely upward in a direction away from its corresponding brake link; the labor-saving lever extends obliquely downward in a direction away from its corresponding brake link;

[0018] One end of the effort-saving lever is movably connected to the second connecting end of the swing lever, and the end of the effort-saving lever connected to the swing lever is a connecting end, and the other end is a free end; when the chassis frame of the rear luggage trolley is inserted into the front luggage trolley, the limit block on the rear luggage trolley can abut against the free end or a position close to the free end of the corresponding effort-saving lever in the front luggage trolley, and the power arm of the free end of the effort-saving lever is greater than the resistance arm of the connecting end of the effort-saving lever.

[0019] By adopting the above technical solution, the limit block in the rear luggage trolley acts on the free end or a position close to the free end of the corresponding effort-saving lever in the front luggage trolley. By utilizing the effort-saving principle of the lever, the driving force for pushing the brake link and lifting the friction brake pad can be effectively saved.

[0020] Optionally, the distance between the second connecting end of the swing arm and the hinge seat is greater than the distance between the first connecting end of the swing arm and the hinge seat.

[0021] By adopting the above technical solution, the swing rod also forms a lever structure, thus forming a double lever effect, further expanding the labor-saving effect.

[0022] Optionally, the connecting end of the effort-saving lever is provided with a U-shaped opening or a strip-shaped through hole or a strip-shaped groove, and the second connecting end of the swing rod is provided with a connecting pin inserted into the U-shaped opening or the strip-shaped through hole or the strip-shaped groove;

[0023] Alternatively, the second connecting end of the swing rod is provided with a U-shaped opening or a strip-shaped through hole or a strip groove, and the connecting end of the effort-saving lever is provided with a connecting pin inserted into the U-shaped opening or the strip-shaped through hole or the strip groove.

[0024] By adopting the above technical solution, when the labor-saving lever drives the swing arm to swing, there is a movable space between the second connecting end of the swing arm and the connecting end of the labor-saving lever, and the swinging of the two will not cause interference or jamming, and the operation is smoother and more stable.

[0025] Optionally, the lever assembly includes a fulcrum seat fixed to the vehicle frame and a labor-saving lever rotatably connected to the fulcrum seat; the labor-saving lever is located below the corresponding swing lever, and the swing lever extends upwardly and obliquely away from the corresponding brake link; the labor-saving lever extends downwardly and obliquely toward the corresponding brake link;

[0026] One end of the effort-saving lever is movably connected to the second connecting end of the swing lever, and the end of the effort-saving lever connected to the swing lever is a connecting end, and the other end is a free end; when the chassis frame of the rear luggage trolley is inserted into the front luggage trolley, the limit block on the rear luggage trolley can abut against the free end or a position close to the free end of the corresponding effort-saving lever in the front luggage trolley, and the power arm of the free end of the effort-saving lever is greater than the resistance arm of the connecting end of the effort-saving lever.

[0027] By adopting the above technical solution, another installation structure of the effort-saving lever is provided. The effort-saving levers on both sides of the luggage trolley frame can be located at the same height and symmetrically arranged. In this way, the limit blocks corresponding to the effort-saving levers can simultaneously lift and drive the two sets of effort-saving levers, thereby maintaining the synchronization of the braking actions on both sides.

[0028] Optionally, a connecting piece is provided between the second connecting end of the swing arm and the connecting end of the effort-saving lever, and the second connecting end of the swing arm and the connecting end of the effort-saving lever are hinged to the connecting piece via a pin.

[0029] By adopting the above technical solution, when the effort-saving lever drives the swing arm to swing, there will be no interference or jamming between the second connecting end of the swing arm and the connecting end of the effort-saving lever, and the operation will be smoother and more stable.

[0030] Optionally, the brake link includes a first vertical rod and a second vertical rod, the friction brake pad is fixedly connected to the lower end of the first vertical rod, and the first vertical rod is sleeved with a first elastic member for causing the friction brake pad on the brake link to abut against the wheel of the luggage trolley;

[0031] The lower end of the second upright pole is connected to the upper end of the first upright pole, and the second upright pole is sleeved with a second elastic member for resetting the handle of the luggage trolley.

[0032] By adopting the above technical solution, in the absence of external interference, the first elastic member can force the friction brake pad to press against the luggage trolley wheel, thereby maintaining a stable and reliable braking state. The second elastic member can promptly reset the handle of the luggage trolley, making it easier for users to operate and avoiding operational errors.

[0033] Optionally, a step surface is provided on the outer peripheral surface of the first vertical pole, the first elastic member is a coil spring sleeved on the first vertical pole, a limiting ring for being fixed to the luggage trolley frame is slidably sleeved on the first vertical pole, and the two ends of the first elastic member respectively abut against the step surface and the side surface of the limiting ring.

[0034] By adopting the above technical solution, the limiting ring can be fixed on the frame, playing a limiting and guiding role for the axial movement of the first vertical pole, ensuring the stability and reliability of its movement, and at the same time facilitating the installation of the first elastic member, so that it can work stably and reliably; the above structure has low cost and is stable and reliable.

[0035] Optionally, a limiting boss is provided on the outer peripheral surface of the second vertical pole, the second elastic member is a coil spring sleeved on the second vertical pole, a sliding rod for connecting to the handle of the luggage trolley is slidably sleeved on the second vertical pole, and the two ends of the second elastic member respectively abut against the side surface of the limiting boss and the end face of the sliding rod.

[0036] By adopting the above technical solution, the sliding rod plays a limiting and guiding role in the axial movement of the second vertical rod, ensuring the stability and reliability of its movement. At the same time, the above structure facilitates the installation of the second elastic member, and the overall structure has low cost and is stable and reliable.

[0037] Optionally, the lower end of the second vertical pole has a sleeve, and the upper end of the first vertical pole is slidably inserted into the sleeve. A strip-shaped limiting hole is provided on the sleeve, and the length direction of the strip-shaped limiting hole is arranged along the axial direction of the sleeve. A limiting pin is provided on the outer peripheral surface of the upper end of the first vertical pole and is inserted into the strip-shaped limiting hole; a third elastic member is provided in the sleeve for resetting the first vertical pole.

[0038] By adopting the above technical solution, the first upright pole is connected to the swinging pole, and the second upright pole is connected to the handle of the luggage trolley. When the swinging pole drives the brake connecting rod and the friction brake pad to rise, since the upper end of the first upright pole is slidably inserted into the sleeve of the second upright pole, the swinging pole only drives the first upright pole to move; there is no need to drive the second upright pole and the handle of the luggage trolley, which is more labor-saving and effectively avoids the interference of the handle of the luggage trolley with other parts of the luggage trolley when it swings.

[0039] Optionally, the third elastic member is also a coil spring; one end of the third elastic member abuts against the bottom surface of the sleeve, and the other end of the third elastic member abuts against the upper end surface of the first vertical pole.

[0040] By adopting the above technical solution, the third elastic member is used to reset the connection position between the first and second vertical poles, thereby ensuring that both the handle push control and the swing lever push control can effectively realize the brake release function. The above structure is stable and reliable, compact and low-cost.

[0041] Optionally, the limit block is made of plastic or rubber; the upper side of the limit block has an inclined guide surface; the inclined guide surface faces the side away from the brake connecting rod.

[0042] By adopting the above technical solution, the limit block can play a buffering and limiting role for two adjacent luggage trolleys plugged together. At the same time, the inclined guide surface on the limit block is used to promote the swing and lifting of the swing rod. The action is stable and reliable and easy to use.

[0043] In summary, this application includes at least one of the following beneficial technical effects:

[0044] 1. The brake structure in this application can easily and quickly release the brake, making it easier for staff to push multiple luggage trolleys to the designated location at one time, and the operation is convenient and reliable.

[0045] 2. In this application, a lever assembly is provided and the lever force-saving principle is utilized to make the force used to drive the brake link and the friction brake pad to rise smaller, thereby reducing the resistance when the staff inserts and stacks multiple luggage trolleys together, which is more labor-saving and convenient.

[0046] 3. In the present application, the upper end of the first upright pole is slidably inserted into the sleeve of the second upright pole, and the swinging rod only drives the first upright pole to move, without driving the second upright pole and the handle of the luggage trolley. This saves more effort and effectively avoids the interference of the handle of the luggage trolley with other parts of the luggage trolley when it swings.

[0047] 4. The limit block in this application can buffer and limit the two adjacent luggage trolleys plugged together. At the same time, the inclined guide surface on the limit block is used to promote the swing and lifting of the swing rod. The action is stable and reliable and easy to use.

[0048] 5. The luggage trolley and brake structure in this application are compact in overall structure, easy to use, stable and reliable, and have low cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Figure 1 It is a schematic diagram of the three-dimensional structure of the luggage trolley in Example 1 of the present application.

[0050] Figure 2 yes Figure 1 Schematic diagram of the locally enlarged structure in .

[0051] Figure 3 It is a schematic diagram of the three-dimensional structure of the brake connecting rod in the application.

[0052] Figure 4 yes Figure 3 Schematic diagram of the locally enlarged structure at point A in the middle.

[0053] Figure 5 This is a schematic diagram of the partial installation structure of the brake structure in Example 1 of the present application.

[0054] Figure 6 It is a schematic diagram of the three-dimensional structure of the luggage trolley in Example 2 of the present application.

[0055] Figure 7 yes Figure 6 Schematic diagram of the local enlarged structure at point B in the middle.

[0056] In the picture:

[0057] 10. Frame; 11. Hollow column; 111. Movable through hole; 12. Crossbeam;

[0058] 20. Chassis frame; 21. Loading platform;

[0059] 30. Limit block; 31. Inclined guide surface;

[0060] 40. Wheel; 41. First roller; 42. Second roller;

[0061] 50. Handle;

[0062] 60. Protective cover;

[0063] 70. Storage basket;

[0064] 80. Brake connecting rod; 81. First vertical rod; 811. Step surface; 812. Limiting ring; 813. Limiting pin; 814. Waist-shaped hole; 82. Second vertical rod; 821. Limiting boss; 822. Sliding rod; 823. Sleeve; 8231. Strip-shaped limiting hole; 83. Friction brake pad; 84. First elastic member; 85. Second elastic member; 86. Third elastic member;

[0065] 90. Lever assembly; 91. Fulcrum seat; 92. Effort-saving lever; 921. U-shaped opening;

[0066] 100, swing lever; 101, first connecting end; 102, second connecting end; 103, hinge seat; 104, connecting pin;

[0067] 200, connector;

[0068] 300. Pin. DETAILED DESCRIPTION

[0069] The following is combined with Figure 1 -Attached Figure 7 , further details of this application are given.

[0070] Example 1

[0071] Reference Figure 1 and Figure 2 As shown, the luggage trolley includes a frame 10, a chassis frame 20 and wheels 40; the chassis frame 20 has a loading platform 21 for placing luggage, the frame 10 includes two hollow columns 11 arranged at intervals, the lower ends of the hollow columns 11 are fixedly connected to one end of the chassis frame 20, and the upper ends of the hollow columns 11 are provided with a swingable handle 50, and the wheels 40 include a first roller 41 provided at the bottom of the chassis frame 20 and a second roller 42 provided at the lower ends of the two hollow columns 11, the first roller 41 and the second roller 42 are both universal wheels, the first roller 41 serves as the front wheel, and the number of the first roller 41 can be one or two; the second roller 4 As rear wheels, there are two second rollers 42; a protective cover 60 is provided at the lower end of the hollow column 11 for covering the second roller 42, and the hollow column 11 is welded to the protective cover 60; the end of the chassis frame 20 is connected to the side of the protective cover 60 or the lower end of the hollow column 11 by bolting or welding; a storage basket 70 is fixed near the upper end of the two hollow columns 11, and the storage basket 70 is located between the two hollow columns 11 and below the handle 50; a crossbeam 12 is provided near the lower end of the two hollow columns 11, and the ends of the crossbeam 12 are respectively fixed to the opposite sides of the two hollow columns 11.

[0072] Combine Figure 3As shown, in the present application, a brake structure is provided for each hollow column 11; the brake structure includes a brake link 80, a swing arm 100 and a lever assembly 90, and the brake link 80 is vertically arranged in the corresponding hollow column 11. This hidden design is more beautiful and safe; the upper end of the brake link 80 is connected to the handle 50 of the luggage trolley, and when the handle 50 is pressed down, the brake link 80 is driven to move upward through the link structure; the lower end of the brake link 80 is provided with a friction brake pad 83 for contacting the wheel 40 of the luggage trolley, and the friction brake pad 83 is located in the protective cover 60; the swing arm 100 is provided with a brake rod 80, and ... The rod 100 is hinged to the crossbeam 12 of the luggage trolley through an articulated seat 103. A movable through hole 111 is provided on the side of the hollow column 11. The end of the swing rod 100 passes through the movable through hole 111 on the corresponding hollow column 11 and is movably connected to the brake link 80. The aperture of the movable through hole 111 is larger than the rod diameter of the swing rod 100, or the movable through hole 111 is set to an elliptical hole. In this way, the swing rod 100 will not interfere with the hollow column 11 when swinging up and down. When the swing rod 100 swings upward, it can drive the friction brake pad 83 on the brake link 80 away from the wheel 40 of the luggage trolley.

[0073] Reference Figure 1 and Figure 2 As shown, a lever assembly 90 is pivotally connected to the luggage trolley's crossbeam 12 and connected to a corresponding swinging rod 100. Two stoppers 30 are fixed to the luggage trolley's chassis frame 20. These two stoppers 30 are located on either side of the chassis frame 20, corresponding to the two sets of lever assemblies 90. The stoppers 30 are made of plastic or rubber. Their upper sides have inclined guide surfaces 31 facing away from the brake link 80. When the chassis frame 20 of the rear luggage trolley is inserted into the front luggage trolley, the stoppers 30 on the rear luggage trolley push the lever assembly 90 on the front luggage trolley, causing the swinging rod 100 to swing upward. These stoppers 30 also act as buffers and limiters for the two adjacent luggage trolleys.

[0074] Reference Figure 3 and Figure 4As shown, the brake link 80 includes a first vertical rod 81 and a second vertical rod 82, and the friction brake pad 83 is fixedly connected to the lower end of the first vertical rod 81. The first vertical rod 81 is provided with a first elastic member 84 for making the friction brake pad 83 on the brake link 80 press against the luggage trolley wheel 40; the lower end of the second vertical rod 82 is connected to the upper end of the first vertical rod 81, and the second vertical rod 82 is provided with a second elastic member 85 for resetting the handle 50 of the luggage trolley; in the absence of external force interference, the first elastic member 84 can make the friction brake pad 83 press against the luggage trolley wheel 40, thereby maintaining a stable and reliable braking state, and the second elastic member 85 can promptly reset the handle 50 of the luggage trolley, which is convenient for the user to operate and can also avoid operational errors.

[0075] Reference Figure 3 and Figure 4 As shown, in this embodiment, a step surface 811 is provided on the outer circumference of the first vertical rod 81, and the first elastic member 84 is a coil spring sleeved on the first vertical rod 81. A limiting ring 812 for being fixed to the luggage trolley frame 10 is slidably sleeved on the first vertical rod 81, and the two ends of the first elastic member 84 respectively abut against the side surfaces of the step surface 811 and the limiting ring 812; a limiting boss 821 is provided on the outer circumference of the second vertical rod 82, and the second elastic member 85 is a coil spring sleeved on the second vertical rod 82. The sliding rod 822 is used to connect with the luggage trolley handle 50, and the two ends of the second elastic member 85 respectively abut against the side surface of the limiting boss 821 and the end surface of the sliding rod 822; the limiting ring 812 can be fixed on the inner wall of the hollow column 11, and plays a limiting and guiding role in the axial movement of the first vertical rod 81. The sliding rod 822 plays a limiting and guiding role in the axial movement of the second vertical rod 82, thereby ensuring the stability and reliability of the up and down movement of the first vertical rod 81 and the second vertical rod 82, and facilitating the installation of the first elastic member 84 and the second elastic member 85.

[0076] Reference Figure 4As shown, the lower end of the second upright 82 has a sleeve 823, and the upper end of the first upright 81 is slidably inserted into the sleeve 823. The sleeve 823 has a strip-shaped limiting hole 8231, the length of which is arranged along the axial direction of the sleeve 823. The upper end outer surface of the first upright 81 has a limiting pin 813 inserted into the strip-shaped limiting hole 8231. The sleeve 823 is provided with a third elastic member 86 for resetting the first upright 81. The third elastic member 86 is also a coil spring; one end of the third elastic member 86 abuts the bottom surface of the sleeve 823, and the other end abuts the upper end surface of the first upright 81. The first vertical rod 81 is connected to the swinging rod 100, and the second vertical rod 82 is connected to the handle 50 of the luggage trolley. When the swinging rod 100 drives the brake link 80 and friction brake pad 83 upward, the upper end of the first vertical rod 81 slides and inserts into the sleeve 823 of the second vertical rod 82. Therefore, the swinging rod 100 only drives the first vertical rod 81; it does not need to drive the second vertical rod 82 or the handle 50 of the luggage trolley. This saves effort and effectively prevents the handle 50 from interfering with other components of the luggage trolley, such as the storage basket 70. The third elastic member 86 is used to reset the connection between the first vertical rod 81 and the second vertical rod 82, thereby ensuring that both the push control of the handle 50 and the push control of the swinging rod 100 can effectively achieve the brake release function.

[0077] Reference Figure 5 As shown, one end of the swing arm 100 connected to the brake link 80 is a first connecting end 101, and the other end is a second connecting end 102; the first connecting end 101 of the swing arm 100 is ball-jointed with the brake link 80; or a waist-shaped hole 814 is provided on the brake link 80, and the first connecting end 101 of the swing arm 100 is inserted into the waist-shaped hole 814; the second connecting end 102 of the swing arm 100 is connected to its corresponding lever assembly 90. In this embodiment, a plate structure is provided near the lower end of the first vertical rod 81. The waist-shaped hole 814 is provided on this plate structure for movably inserting with the first connecting end 101 of the swing arm 100. In this way, when the swing arm 100 swings, it drives the brake link 80 to move up and down in a straight line, and the two will not get stuck, and the torque transmission is stable and reliable.

[0078] Reference Figure 3 and Figure 5As shown, the lever assembly 90 in the present application includes a fulcrum seat 91 fixed on the frame 10 and a labor-saving lever 92 rotatably connected to the fulcrum seat 91; the swing arm 100 extends upwardly and tilted away from its corresponding brake link 80; the labor-saving lever 92 extends downwardly and tilted away from its corresponding brake link 80; one end of the labor-saving lever 92 is movably connected to the second connecting end 102 of the swing arm 100, and the end of the labor-saving lever 92 connected to the swing arm 100 is the connecting end, and the other end is the free end When the chassis frame 20 of the rear luggage trolley is inserted into the front luggage trolley, the limit block 30 on the rear luggage trolley can abut against the free end or a position near the free end of the corresponding effort-saving lever 92 in the front luggage trolley, and the power arm of the free end of the effort-saving lever 92 is greater than the resistance arm of the connection end of the effort-saving lever 92. The distance between the second connection end 102 of the swing lever 100 and the articulated seat 103 is greater than the distance between the first connection end 101 of the swing lever 100 and the articulated seat 103. The limit block 30 in the rear luggage trolley acts on the free end or a position near the free end of the corresponding effort-saving lever 92 in the front luggage trolley. By utilizing the principle of lever effort-saving, the driving force required to lift the brake link 80 and the friction brake pad 83 can be effectively reduced. In this application, the swing lever 100 also forms a lever structure, thus forming a double lever effect, further enhancing the effort-saving effect.

[0079] Reference Figure 5 As shown, the connecting end of the effort-saving lever 92 is provided with a U-shaped opening 921 or a bar through hole or a bar groove, and the second connecting end 102 of the swing arm 100 is provided with a connecting pin 104 which is inserted into the U-shaped opening 921 or the bar through hole or the bar groove; or as an alternative, the second connecting end 102 of the swing arm 100 is provided with a U-shaped opening 921 or a bar through hole or a bar groove, and the connecting end of the effort-saving lever 92 is provided with a connecting pin 104 which is inserted into the U-shaped opening 921 or the bar through hole or the bar groove; when the effort-saving lever 92 drives the swing arm 100 to swing, there is a movable space between the second connecting end 102 of the swing arm 100 and the connecting end of the effort-saving lever 92, and the swinging of the two will not cause interference or jamming, and the operation is smoother and more stable.

[0080] In the present application, the swing rod 100 and the effort-saving lever 92 are both arranged along the width direction of the luggage trolley, and the two sets of swing rods 100 and effort-saving levers 92 are arranged side by side and spaced apart along the front and rear directions of the luggage trolley. In order to maintain the synchronization of the actions of the two sets of brake structures, the two limit blocks 30 in the present application can also be staggered front and back, so that the two limit blocks 30 can contact the corresponding effort-saving levers 92 at the same time; or the height positions of the two effort-saving levers 92 are different, that is, the height position of the effort-saving lever 92 near the front side of the luggage trolley is greater than the height position of the effort-saving lever 92 near the rear side of the luggage trolley, combined with the inclined guide surface 31 of the limit block 30 to achieve the purpose of synchronous contact between the two limit blocks 30 and the corresponding effort-saving levers 92.

[0081] The operating principle is as follows: The brake mechanism in this application normally engages the friction brake pads 83 on the brake link 80 against the wheel 40 of the luggage trolley, creating a braking state. During use, pressing down on the handle 50 causes the brake link 80 and the friction brake pads 83 to rise, disengaging from the wheel 40 and releasing the braking state. When the handle 50 is released, the brake link 80 and the friction brake pads 83 return to their original position and lower, reestablishing the braking state. When staff are moving multiple scattered luggage trolleys to a designated location, they can be stacked together to form a vehicle group, which can then be towed or pushed as a whole, improving work efficiency. In the present application, when the rear luggage trolley is inserted into the front luggage trolley, the limit block 30 on the rear luggage trolley can contact the lever assembly 90 on the front luggage trolley. As the insertion goes deeper, the limit block 30 can push the lever assembly 90 to swing, and the lever assembly 90 then drives the swing rod 100 to swing upward and lift. The swing rod 100 then drives the brake link 80 and the friction brake pad 83 to rise. After the friction brake pad 83 on the brake link 80 is away from the wheel 40 of the luggage trolley, the brake state can be released. In this way, after the luggage trolleys in the group are pushed in and stacked together in sequence, the staff only needs to control the handle 50 of the last luggage trolley to control the brakes of all the luggage trolleys.

[0082] The brake structure of the luggage trolley in the present application can easily and quickly release the brake, so that the staff can push and transfer multiple luggage trolleys to the designated location at one time, and the operation is convenient and reliable. In addition, by providing the lever assembly 90 and utilizing the lever force-saving principle, the force used to drive the brake link 80 and the friction brake pad 83 to rise is smaller, thereby reducing the resistance when the staff stacks multiple luggage trolleys together, which is more labor-saving and convenient.

[0083] Example 2

[0084] Reference Figure 6 and Figure 7As shown, this embodiment is substantially the same as the first embodiment, except that the effort-saving lever 92 in this embodiment is located below its corresponding swing lever 100, and the swing lever 100 extends upwardly and obliquely away from its corresponding brake link 80; the effort-saving lever 92 extends downwardly and obliquely toward its corresponding brake link 80; one end of the effort-saving lever 92 is movably connected to the second connecting end 102 of the swing lever 100, and the end of the effort-saving lever 92 connected to the swing lever 100 is the connecting end, and the other end is the free end; when the chassis frame 20 of the rear luggage trolley is inserted into the front luggage trolley, the limit block 30 on the rear luggage trolley can abut against the free end or a position close to the free end of the corresponding effort-saving lever 92 in the front luggage trolley, and the power arm of the free end of the effort-saving lever 92 is greater than the resistance arm of the connecting end of the effort-saving lever 92.

[0085] Reference Figure 7 As shown, a connecting piece 200 is provided between the second connecting end 102 of the swing arm 100 and the connecting end of the effort-saving lever 92. The second connecting end 102 of the swing arm 100 and the connecting end of the effort-saving lever 92 are both hingedly connected to the connecting piece 200 via a pin 300. When the effort-saving lever 92 drives the swing arm 100 to swing, there is no interference or jamming between the second connecting end 102 of the swing arm 100 and the connecting end of the effort-saving lever 92, and the operation is smoother and more stable.

[0086] This embodiment provides another installation structure of the effort-saving lever 92. The effort-saving levers 92 on both sides of the luggage trolley frame 10 can be located at the same height and symmetrically arranged. In this way, the limit blocks 30 corresponding to the effort-saving levers 92 can simultaneously lift and drive the two sets of effort-saving levers 92 to maintain the synchronization of the braking actions on both sides.

[0087] The examples of this specific embodiment are all preferred embodiments of this application and are not intended to limit the scope of protection of this application. Identical components are represented by the same reference numerals. Therefore, any equivalent changes made based on the structure, shape, and principle of this application should be included in the scope of protection of this application.

Claims

1. A brake structure for a luggage trolley, characterized in that: The invention comprises a brake link (80) and a swing lever (100) arranged on a luggage trolley frame (10), wherein one end of the brake link (80) is connected to a handle (50) of the luggage trolley, and the other end of the brake link (80) is provided with a friction brake pad (83) for contacting a wheel (40) of the luggage trolley; The swing arm (100) is hinged on the frame (10) of the luggage trolley, and the end of the swing arm (100) is movably connected to the brake link (80). When the swing arm (100) swings upward, it can drive the friction brake pad (83) on the brake link (80) away from the wheel (40) of the luggage trolley; The brake structure further comprises a lever assembly (90) arranged on a luggage trolley frame (10) and a limit block (30) fixed on a chassis frame (20) of the luggage trolley; when the chassis frame (20) of the rear luggage trolley is inserted into the front luggage trolley, the limit block (30) on the rear luggage trolley can push the lever assembly (90) in the front luggage trolley and drive the swing rod (100) to swing.

2. The brake structure of the luggage trolley according to claim 1, characterized in that: There are two groups of brake connecting rods (80) and they are respectively arranged on both sides of the luggage trolley frame (10); each group of brake connecting rods (80) is correspondingly provided with a group of swing rods (100), a lever assembly (90) and a limit block (30); The swing rod (100) is hinged to the frame (10) of the luggage trolley via a hinge seat (103); One end of the swing arm (100) connected to the brake link (80) is a first connecting end (101), and the other end is a second connecting end (102); the first connecting end (101) of the swing arm (100) is ball-hinged with the brake link (80); or a waist-shaped hole (814) is provided on the brake link (80), and the first connecting end (101) of the swing arm (100) is inserted into the waist-shaped hole (814); the second connecting end (102) of the swing arm (100) is connected to the corresponding lever assembly (90).

3. The brake structure of the luggage trolley according to claim 2, characterized in that: The lever assembly (90) includes a fulcrum seat (91) fixed on the vehicle frame (10) and a labor-saving lever (92) rotatably connected to the fulcrum seat (91); the swinging rod (100) extends upwardly and obliquely away from its corresponding brake connecting rod (80); and the labor-saving lever (92) extends downwardly and obliquely away from its corresponding brake connecting rod (80); One end of the effort-saving lever (92) is movably connected to the second connection end (102) of the swing rod (100), and the end of the effort-saving lever (92) connected to the swing rod (100) is a connection end, and the other end is a free end; when the chassis frame (20) of the rear luggage trolley is inserted into the front luggage trolley, the limit block (30) on the rear luggage trolley can abut against the free end or a position close to the free end of the corresponding effort-saving lever (92) in the front luggage trolley, and the power arm of the free end of the effort-saving lever (92) is greater than the resistance arm of the connection end of the effort-saving lever (92).

4. The brake structure of the luggage trolley according to claim 3, characterized in that: The distance between the second connection end (102) of the swing lever (100) and the hinge seat (103) is greater than the distance between the first connection end (101) of the swing lever (100) and the hinge seat (103).

5. The brake structure of the luggage trolley according to claim 3, characterized in that: The connecting end of the effort-saving lever (92) is provided with a U-shaped opening (921) or a strip-shaped through hole or a strip-shaped groove, and the second connecting end (102) of the swinging rod (100) is provided with a connecting pin (104) inserted into the U-shaped opening (921) or the strip-shaped through hole or the strip-shaped groove; Alternatively, the second connecting end (102) of the swing lever (100) is provided with a U-shaped opening (921) or a strip-shaped through hole or a strip-shaped groove, and the connecting end of the effort-saving lever (92) is provided with a connecting pin (104) inserted into the U-shaped opening (921) or the strip-shaped through hole or the strip-shaped groove.

6. The brake structure of the luggage trolley according to claim 2, characterized in that: The lever assembly (90) includes a fulcrum seat (91) fixed on the vehicle frame (10) and a labor-saving lever (92) rotatably connected to the fulcrum seat (91); the labor-saving lever (92) is located below the corresponding swing lever (100), and the swing lever (100) extends upward and obliquely away from the corresponding brake link (80); the labor-saving lever (92) extends downward and obliquely toward the corresponding brake link (80); One end of the effort-saving lever (92) is movably connected to the second connection end (102) of the swing rod (100), and the end of the effort-saving lever (92) connected to the swing rod (100) is a connection end, and the other end is a free end; when the chassis frame (20) of the rear luggage trolley is inserted into the front luggage trolley, the limit block (30) on the rear luggage trolley can abut against the free end or a position close to the free end of the corresponding effort-saving lever (92) in the front luggage trolley, and the power arm of the free end of the effort-saving lever (92) is greater than the resistance arm of the connection end of the effort-saving lever (92).

7. The brake structure of the luggage trolley according to claim 6, characterized in that: A connecting piece (200) is provided between the second connecting end (102) of the swing lever (100) and the connecting end of the effort-saving lever (92), and the second connecting end (102) of the swing lever (100) and the connecting end of the effort-saving lever (92) are both hinged to the connecting piece (200) via a pin (300).

8. The brake structure of the luggage trolley according to claim 1, characterized in that: The brake link (80) includes a first vertical rod (81) and a second vertical rod (82), the friction brake pad (83) is fixedly connected to the lower end of the first vertical rod (81), and the first vertical rod (81) is sleeved with a first elastic member (84) for making the friction brake pad (83) on the brake link (80) abut against the wheel (40) of the luggage trolley; The lower end of the second vertical rod (82) is connected to the upper end of the first vertical rod (81), and the second vertical rod (82) is sleeved with a second elastic member (85) for resetting the handle (50) of the luggage trolley.

9. The brake structure of the luggage trolley according to claim 8, characterized in that: The lower end of the second vertical rod (82) is provided with a sleeve (823), the upper end of the first vertical rod (81) is slidably inserted into the sleeve (823), and a strip-shaped limiting hole (8231) is provided on the sleeve (823), and the length direction of the strip-shaped limiting hole (8231) is arranged along the axial direction of the sleeve (823). The outer peripheral surface of the upper end of the first vertical rod (81) is provided with a limiting pin (813) inserted into the strip-shaped limiting hole (8231); and a third elastic member (86) is provided in the sleeve (823) for resetting the first vertical rod (81).

10. The brake structure of the luggage trolley according to claim 1, characterized in that: The limit block (30) is made of plastic or rubber; the upper side of the limit block (30) is provided with an inclined guide surface (31); the inclined guide surface (31) faces the side away from the brake connecting rod (80).

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