Logistics trolley chassis structure

Abstract

The utility model relates to the technical field of logistics transportation, in particular to a logistics trolley chassis structure which comprises a frame structure and further comprises a stepping motor, a speed reducer, a transmission structure, a transmission chain and wheels, the stepping motor is arranged in the frame structure, the speed reducer is connected with an output shaft of the stepping motor and located outside the stepping motor, and the transmission chain is connected with the transmission structure. The number of the transmission structures is two, the transmission structures are arranged in the frame structure and located on the front side and the rear side of the stepping motor respectively, the transmission chain is arranged outside the speed reducer and transmits torque increased by the speed reducer to the transmission structures, and the wheels are connected with the transmission structures and located outside the frame structure. And the stepping motor, the speed reducer, the transmission structure and the transmission chain are reasonably arranged in the frame structure, so that the whole trolley cannot deform due to stress during working, the trolley can carry heavy objects, and manpower, financial resources and time of enterprises are saved.

Description

Technical Field

[0001] This utility model relates to the field of logistics and transportation technology, and in particular to a chassis structure for a logistics vehicle. Background Technology

[0002] Currently, with the continuous development of technology, logistics vehicles are mostly used to transport materials in the logistics industry. The chassis of existing logistics vehicles are mostly composed of pallets, underframes and casters. The underframes and pallets are relatively fixed, which cannot evenly distribute the load on the pallets to the drive wheels and casters. Especially when the load on the logistics vehicle chassis is large, it is easy to damage the drive wheels or some of the casters, reducing the service life of the logistics vehicle chassis.

[0003] The existing technology CN218806109U discloses a logistics vehicle chassis, which, through the coordinated arrangement of the hinge mechanism and the drive wheels and load-bearing wheels on the movable support, and by making reasonable use of the hinge characteristics and layout, not only can the ground pressure of the drive wheels be reliably maintained, but the load-sharing characteristics of the multi-wheel structure can also be realized. It has the advantages of simple structure, low cost, stable operation, low center of gravity, and reliable acceleration.

[0004] However, the aforementioned logistics vehicle chassis can only transport small, lightweight, and non-slip objects during the handling process. For some heavy objects, manual operation with a forklift is required, which consumes a lot of manpower, financial resources, and time for the company. Utility Model Content

[0005] The purpose of this utility model is to provide a logistics vehicle chassis structure, which aims to solve the technical problem that existing logistics vehicle chassis can only transport small, light, and non-slip objects during the handling process, while some heavy objects need to be handled manually by forklifts, which consumes a lot of manpower, financial resources and time for enterprises.

[0006] To achieve the above objectives, this utility model provides a logistics vehicle chassis structure, including a frame structure, a stepper motor, a reducer, a transmission structure, a transmission chain, and wheels. The stepper motor is disposed within the frame structure. The reducer is connected to the output shaft of the stepper motor and located outside the stepper motor. There are two transmission structures, each disposed within the frame structure and located on the front and rear sides of the stepper motor. The transmission chain is disposed outside the reducer and transmits the increased torque from the reducer to the transmission structure. The wheels are connected to the transmission structure and located outside the frame structure.

[0007] The frame structure includes a bottom plate, support columns, and an upper top plate. The upper top plate is mounted on the bottom plate via the support columns. There are four support columns, which are located on the four sides of the bottom plate.

[0008] The reducer has two first sprockets, which are symmetrically arranged on the left and right sides of the reducer.

[0009] The transmission chain includes a short chain and a long chain. The short chain and the long chain are respectively connected to the first sprockets on the left and right sides outside the reducer, and are respectively located outside the two first sprockets.

[0010] The transmission structure includes a bearing housing, an output shaft, and a second sprocket. There are four bearing housings, with two bearing housings forming a group. The two groups of bearing housings are respectively located on the front and rear sides of the lower base plate. The output shaft is rotatably mounted inside each group of bearing housings. The second sprocket is mounted outside each output shaft. The two second sprockets are respectively connected to the short chain and the long chain.

[0011] This utility model discloses a logistics cart chassis structure. A stepper motor, a reducer, a transmission chain, a transmission structure, and wheels are sequentially connected. The chassis is driven by the rotation of the stepper motor, which amplifies the torque and transmits it to the transmission chain. The chain and sprockets work together to drive the wheels, thus moving the cart. The frame structure is constructed using Q235 steel and aluminum alloy, and the stepper motor, reducer, transmission structure, and transmission chain are strategically placed within the frame. This prevents the cart from deforming under stress during operation, enabling it to transport heavy objects. This saves companies manpower, financial resources, and time. It solves the technical problem that existing logistics cart chassis can only transport small, lightweight, and non-slip objects, while heavy objects require manual forklift handling, consuming significant manpower, financial resources, and time. Attached Figure Description

[0012] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below.

[0013] Figure 1 This is a schematic diagram of the overall structure of the logistics vehicle chassis structure according to the first embodiment of this utility model.

[0014] Figure 2 This is a front view of the chassis structure of the logistics vehicle according to the first embodiment of this utility model.

[0015] Figure 3 This is a left view of the chassis structure of the logistics vehicle according to the first embodiment of this utility model.

[0016] Figure 4 This is a three-dimensional model of the chassis structure of the logistics vehicle according to the first embodiment of this utility model.

[0017] In the diagram: 101-Stepper motor, 102-Reducer, 103-Wheel, 104-Lower base plate, 105-Support column, 106-Upper top plate, 107-First sprocket, 108-Short chain, 109-Long chain, 110-Bearing seat, 111-Output shaft, 112-Second sprocket. Detailed Implementation

[0018] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this utility model, and should not be construed as limiting this utility model.

[0019] First Embodiment

[0020] Please see Figures 1-4 , Figure 1 This is a schematic diagram of the overall structure of the logistics cart chassis according to the first embodiment of this utility model. Figure 2 This is a front view of the chassis structure of the logistics cart according to the first embodiment of this utility model. Figure 3 This is a left view of the chassis structure of the logistics cart according to the first embodiment of this utility model. Figure 4 This is a three-dimensional model of the chassis structure of the logistics vehicle according to the first embodiment of this utility model.

[0021] This utility model provides a logistics vehicle chassis structure, including a frame structure, a stepper motor 101, a reducer 102, a transmission structure, a transmission chain, and wheels 103. The frame structure includes a lower base plate 104, support columns 105, and an upper top plate 106. The transmission chain includes a short chain 108 and a long chain 109. The transmission structure includes a bearing seat 110, an output shaft 111, and a second sprocket 112. This solution solves the problem that existing logistics vehicle chassis can only transport small, lightweight, and non-slip objects during handling, while heavy objects require manual handling with forklifts, consuming significant manpower, financial resources, and time. Therefore, this solution can be used in scenarios where logistics vehicles are used for material transportation.

[0022] In this embodiment, the stepper motor 101, the reducer 102, the transmission chain, the transmission structure, and the wheel 103 are sequentially connected. The chassis of the trolley is moved by the rotation of the stepper motor 101, which then amplifies the torque through the reducer 102 and transmits it to the transmission chain. The chain and sprockets work together to drive the rotation of the wheel 103, thus enabling the trolley to move. By using Q235 steel and aluminum alloy to fabricate the frame structure, and by rationally arranging the stepper motor 101, reducer 102, transmission structure, and transmission chain within the frame structure, the trolley will not deform under stress during operation. This allows the trolley to transport heavy objects, saving the company manpower, financial resources, and time. It solves the technical problem that existing logistics vehicle chassis can only transport small, lightweight, and non-slip objects, while heavy objects require manual forklift handling, consuming significant manpower, financial resources, and time.

[0023] The stepper motor 101 is housed within the frame structure. The reducer 102 is connected to the output shaft 111 of the stepper motor 101 and located outside the stepper motor 101. Two transmission structures are respectively housed within the frame structure, positioned on the front and rear sides of the stepper motor 101. A transmission chain is located outside the reducer 102, transmitting the increased torque from the reducer 102 to the transmission structures. A wheel 103 is connected to the transmission structures and located outside the frame structure. Because the output shaft 111 of the stepper motor 101 is connected to the reducer 102, after the stepper motor 101 starts, the output shaft 111 of the stepper motor 101... Stepper 11 rotates along its own axis, thereby driving reducer 102 to rotate along the output shaft 111 of stepper motor 101. After the reducer 102 increases the torque, it is transmitted to the transmission structure via the transmission chain, which ultimately drives wheel 103 to rotate along its own axis, realizing the movement of the trolley. The number of wheels 103 is 4 or 6 to increase the balance and stability of the logistics trolley. For trolleys traveling inside the factory, harder tires are used for wheels 103 to further improve vehicle stability; while for trolleys transporting outdoors, polyurethane or foam tires are used for wheels 103 to achieve shock absorption and reduce vehicle noise.

[0024] Secondly, the upper top plate 106 is mounted on the lower bottom plate 104 via the support columns 105. There are four support columns 105, which are located on the four sides of the lower bottom plate 104. Both the lower bottom plate 104 and the upper top plate 106 are made of Q235 steel. Since Q235 steel has a moderate carbon content, high yield strength, and good comprehensive performance, it can meet the structural strength requirements of the chassis. The support columns 105 are made of aluminum alloy. Since aluminum alloy has a light weight, it can serve as a column to support the upper top plate 106 well.

[0025] Furthermore, two first sprockets 107 are provided outside the reducer 102, and the two first sprockets 107 are symmetrically arranged on the left and right sides outside the reducer 102.

[0026] In addition, the short chain 108 and the long chain 109 are respectively connected to the first sprockets 107 on the left and right sides outside the reducer 102, and are respectively located outside the two first sprockets 107.

[0027] Finally, there are four bearing seats 110, with two bearing seats 110 forming a group. The two groups of bearing seats 110 are respectively located on the front and rear sides of the lower base plate 104. The output shaft 111 is rotatably mounted in each group of bearing seats 110. The second sprocket 112 is mounted on the outside of each output shaft 111. The two second sprockets 112 are respectively connected to the short chain 108 and the long chain 109. In order to increase the stability of the vehicle body, two bearing seats 110 are used to fix one output shaft 111.

[0028] When using this utility model, the stepper motor 101 is started, and the output shaft 111 of the stepper motor 101 rotates along its own axis, thereby driving the reducer 102 to rotate along the output shaft 111 of the stepper motor 101. Then, after the torque is increased by the reducer 102, the torque is transmitted to the long chain 109 and the short chain 108 through the first sprocket 107. Through the cooperation of the chain and sprocket, the torque is transmitted to the two second sprockets 112 on the front and rear sides of the lower base plate 104 through the long chain 109 and the short chain 108, respectively, thereby driving the output shaft 111 to rotate along its own axis, and then driving the wheel 103 to rotate along its own axis, realizing the movement of the trolley.

[0029] By using Q235 steel and aluminum alloy to fabricate the frame structure, and rationally arranging the stepper motor 101, the reducer 102, the transmission structure, and the transmission chain within the frame structure, the entire trolley will not deform under stress during operation. This allows the trolley to transport heavy objects, saving the company's manpower, financial resources, and time. It also solves the technical problem that existing logistics vehicle chassis can only transport small, lightweight, and non-slip objects during transport, while heavy objects require manual forklift handling, consuming a significant amount of manpower, financial resources, and time for the company.

[0030] The above-disclosed embodiments are merely preferred embodiments of the present utility model and should not be construed as limiting the scope of the present utility model. Those skilled in the art can understand that implementing all or part of the above-described embodiments and making equivalent changes in accordance with the claims of the present utility model are still within the scope of the utility model.

Claims

1. A logistics trolley chassis structure comprising a frame structure, characterized in that: It also includes a stepping motor, a speed reducer, a transmission structure, a transmission chain and a wheel, the stepping motor is arranged in the frame structure, the speed reducer is connected with the output shaft of the stepping motor and located outside the stepping motor, the transmission structure is two in number and arranged in the frame structure respectively and located on the front and rear sides of the stepping motor, the transmission chain is arranged outside the speed reducer to transmit the increased torque of the speed reducer to the transmission structure, and the wheel is connected with the transmission structure and located outside the frame structure.

2. The logistics trolley chassis structure of claim 1, characterized in that: The frame structure comprises a lower bottom plate, support columns and an upper top plate, the upper top plate is arranged on the lower bottom plate through the support columns, the number of support columns is four and they are respectively located at the four sides of the lower bottom plate.

3. The logistics trolley chassis structure of claim 2, characterized in that: Two first sprockets are arranged outside the speed reducer, and the two first sprockets are symmetrically arranged on the left and right sides outside the speed reducer.

4. The logistics trolley chassis structure of claim 3, characterized in that: The transmission chain comprises a short chain and a long chain, the short chain and the long chain are respectively connected with the first sprockets on the left and right sides outside the speed reducer and respectively located outside the two first sprockets.

5. The logistics trolley chassis structure of claim 4, characterized in that: The transmission structure comprises a bearing seat, an output shaft and a second sprocket, the number of bearing seats is four, every two bearing seats form a group, two groups of bearing seats are respectively arranged on the front and rear sides of the lower bottom plate, the output shaft is commonly arranged in each group of bearing seats, the second sprocket is arranged outside each output shaft, and two second sprockets are respectively connected with the short chain and the long chain.

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