Driveable delivery vehicle

Abstract

The utility model provides a kind of drivable delivery car, comprising: at least including control assembly and the drive unit of control assembly connection's car ontology, and driver controls the movement and steering of car ontology by control assembly;Detachable rack is set to the front end of car ontology;Detachable trolley is connected to the rear end of car ontology;Car ontology and trolley are connected by hinged structure, and hinged structure includes inserting piece and sleeve socket, and sleeve socket includes the elastic structure and bolt being connected with each other, and the moving stroke of bolt includes unlocking position and locking position, and inserting piece is by abutting against bolt, so that bolt moves from locking position to unlocking position, and elastic structure drives bolt to recover from unlocking position to locking position, and the docking of car ontology and trolley is completed.The present application realizes the modularization combination and flexible forward / backward movement and steering of delivery operation, and also improves the linking efficiency between car ontology and trolley by hinged structure, reduces manual intervention, and significantly improves the efficiency of warehousing delivery.

Description

Technical Field

[0001] This utility model relates to the field of logistics handling equipment technology, specifically a drivable delivery truck. Background Technology

[0002] With the development of logistics, e-commerce, and warehousing industries, the requirements for cargo handling and sorting efficiency are constantly increasing. Traditional picking or handling equipment is mostly manual or electric-assisted in structure. Although it can realize short-distance transfer of goods, it still requires operators to frequently travel between the shelves and transport vehicles, resulting in high labor intensity and low operating efficiency.

[0003] Existing automated material handling equipment is typically complex in structure, expensive, and has limited flexibility in operating in confined spaces. While some equipment possesses certain drivable or automated guidance functions, it struggles to flexibly adapt to the mixed handling needs of goods of different sizes and types, resulting in fragmented overall workflows and low efficiency.

[0004] Furthermore, in different operational scenarios, such as warehouses, distribution centers, or loading and unloading platforms, it is often necessary to adjust the handling structure according to the type of goods or site conditions. However, existing delivery trucks generally have a fixed structure, making it difficult to achieve modular combination or quick replacement of accessories, and thus unable to meet a variety of operational needs.

[0005] Therefore, how to provide a picking device that can conveniently connect and separate the vehicle body from the cargo carrier (such as a rack or trolley) and also has driving control functions has become one of the technical problems that urgently need to be solved in this field. Utility Model Content

[0006] To address the above problems, this utility model provides a drivable delivery vehicle that allows for more flexible movement and steering. Furthermore, through efficient docking and separation between the trolley and the vehicle body, it enables quick assembly and efficient loading and unloading of transport units, simplifying manual operations and improving delivery efficiency.

[0007] This application provides a drivable delivery cart, comprising: a vehicle body including at least a control component and a drive unit connected to the control component, wherein a driver controls the movement and steering of the vehicle body through the control component; and a trolley detachably connected to the rear end of the vehicle body; wherein the vehicle body and the trolley are connected by a hinged joint structure, the hinged joint structure including a connector and a socket, the socket including an elastic structure and a pin connected to each other, the pin having a travel of an unlocked position and a locked position, the connector moving the pin from the locked position to the unlocked position by abutting the pin, and the elastic structure driving the pin to return from the unlocked position to the locked position, thereby completing the docking of the vehicle body and the trolley.

[0008] The vehicle body and the trolley are connected by a flexible joint structure, allowing the trolley to quickly dock with or detach from the vehicle body when needed, thus enabling flexible combination and efficient loading and unloading of the drivable delivery truck. This structure improves the connection efficiency between the vehicle body and the trolley, reduces manual intervention, and significantly improves warehouse retrieval efficiency. At the same time, the flexible joint structure allows for more flexible connection between the vehicle body and the trolley, reducing the overall turning radius of the drivable delivery truck and making it more maneuverable.

[0009] In the optional technical solution, in the live joint structure, the plug-in is fixedly set at the front end of the trolley and is formed by bending a metal rod in one piece; the socket is fixedly set at the rear end of the trolley body, and the socket is provided with an insertion channel, through which the plug-in is inserted into the socket.

[0010] According to this technical solution, by fixing the connector to the front end of the trolley and the socket to the rear end of the vehicle body, the trolley and the vehicle body can be flexibly connected and transmitted. At the same time, by forming the connector by bending a metal rod in one piece and setting a corresponding insertion channel in the socket, a stable insertion path is ensured during the docking process, reducing offset and jamming, thereby improving the success rate of automatic docking and the smoothness of operation.

[0011] In the optional technical solution, one end of the elastic structure is fixed to the top of the socket, and the other end is connected to the pin; the top plate and bottom plate of the socket are respectively provided with corresponding guide holes extending along the insertion direction of the plug, and the pin passes through the guide hole and can move within its limited range.

[0012] According to this technical solution, the movement path of the pin is limited by the guide hole, thereby providing reliable guidance and limit control for the pin during the docking process. The pin connected to the elastic structure can be smoothly pushed up to the unlock position when the connector is inserted, and then driven back to the locked position by the elastic structure after the connection is completed. This makes the action of the live joint structure simpler, simplifies manual operation, and improves the efficiency of connecting or separating the trolley from the vehicle body.

[0013] In the optional technical solution, the elastic structure is a reset spring. When the pin is in the locked position and passes through the guide hole in the vertical direction, the elastic structure is in a natural state. When the pin is tilted or raised, the elastic structure is in an extended or telescopic state. When the pin moves to the unlocked position, the bottom of the pin is higher than the connector.

[0014] According to this technical solution, when the pin moves, the elastic structure connected to one end of the pin deforms accordingly. When the pin moves to the unlocked position, the bottom of the pin is higher than the connector, allowing the connector to enter or exit the socket without being restricted by the pin, thus achieving docking or separation between the trolley and the vehicle body. After the trolley is fully in or out of the socket, the pin is no longer subjected to the connector or external force, and the tension or thrust generated when the elastic structure recovers its deformation causes the pin to return to the locked position.

[0015] In the optional technical solution, the live joint structure also includes: a release device connected to the pin, which drives the elastic structure to extend and retract through the action of the release device, so that the pin moves from the locked position to the unlocked position, thereby realizing the separation of the vehicle body from the trolley.

[0016] According to this technical solution, when it is necessary to separate the trolley from the vehicle body, the unhooking device is operated to move the pin upwards to the unlocked position against the spring force, thereby more conveniently disconnecting the vehicle body from the trolley. This simplifies manual operation, achieves fast and reliable unhooking, improves the convenience and efficiency of the equipment in frequent operation scenarios, and prevents accidental separation caused by misoperation.

[0017] In the optional technical solution, the vehicle body also includes: a bracket and a chassis, a drive unit installed in the bracket, and control components located on the top of the bracket, including a steering wheel and a control handle connected to the drive unit. The control handle is used to switch the forward / reverse state of the vehicle body. The chassis has omnidirectional wheels near the front end, directional wheels near the rear end, a steerable steering wheel connected to the drive unit in the middle, and a footboard for the driver to stand on.

[0018] According to this technical solution, the driver stands on the pedals and controls the steering of the vehicle body through the steering wheel and steering wheel connected to the drive unit. The driver can change the forward / reverse state of the vehicle body by controlling the handle, which greatly improves the vehicle's maneuverability and operational flexibility in narrow areas.

[0019] Meanwhile, by installing omnidirectional wheels at the front of the chassis, the steering operation of the vehicle body is made more flexible, and by installing directional wheels at the rear of the chassis, the vehicle body is guided, which further improves the stability and safety of the drivable delivery truck and avoids swaying during driving.

[0020] In the optional technical solution, the vehicle body also includes: a hand detection device installed on the top of the bracket for detecting the driver's hand contact status; and a foot detection device installed on the pedal for detecting the driver's standing position.

[0021] This technical solution enables real-time monitoring of whether the driver is in a safe operating state. Through dual protection of hand and foot detection, it avoids accidental operation when the driver is not in a driving state, thus enhancing vehicle operation safety.

[0022] In the optional technical solution, the vehicle body also includes: an instrument panel mounted on the top of the bracket, the instrument panel including at least a battery level display, direction indicators and an emergency stop button.

[0023] According to this technical solution, the dashboard features a human-machine interface. This helps the driver monitor the remaining range and steering status of the drivable delivery truck in real time, reducing the possibility of misoperation. Simultaneously, the emergency stop button provides immediate and reliable stopping capability in emergencies, further ensuring operational safety.

[0024] In the optional technical solution, the drivable delivery vehicle also includes a material rack detachably mounted at the front end of the vehicle body; the bottom of the material rack is fixedly equipped with multiple casters.

[0025] According to the technical solution, multiple casters are installed at the bottom of the rack, allowing it to steer more flexibly as the foremost part of the drivable delivery truck's forward direction.

[0026] In the optional technical solution, the trolley also includes: at least one support plate; a guardrail surrounding the support plate; and multiple omnidirectional wheels and at least one directional wheel fixedly installed at the bottom of the lowest support plate.

[0027] According to this technical solution, the surrounding guardrails effectively prevent goods from slipping during vehicle movement, improving the safety of cargo transportation. By fixing swivel wheels at the bottom, the trolley can steer more flexibly with the vehicle body, while directional wheels provide more stable guidance, preventing the trolley from shifting due to external forces or inertia during movement due to the swivel connection between the trolley and the vehicle body. This ensures the stability and reliability of the drivable pickup truck when moving between racks. The vehicle body integrates forward and backward drive and steering control components, and detachable trolleys are configured at both the front and rear ends, further enabling modular combination and flexible movement of pickup operations. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of the overall structure of the drivable delivery truck provided in the embodiments of this application.

[0029] Figure 2 This is a schematic diagram of the specific structure of the live joint structure provided in the embodiments of this application when it is locked.

[0030] Figure 3 This is a schematic diagram of the specific structure when the live joint structure provided in the embodiments of this application is separated.

[0031] Figure 4 This is a schematic diagram of the bottom structure of the drivable delivery truck provided in the embodiments of this application.

[0032] Figure 5 This is a partial structural diagram of the vehicle body provided in the embodiments of this application.

[0033] Figure 6 This is a partial structural diagram of the vehicle body provided in the embodiments of this application.

[0034] Reference numerals: 1. Driving delivery vehicle; 2. Vehicle body; 21. Control assembly; 21. Steering wheel; 211. Control handle; 212. Chassis; 22. Pedal section; 23. Steering wheel; 24. Bracket; 25. Drive unit; 26. Hand detection device; 27. Foot detection device; 28. Instrument panel; 29. ​​Emergency stop button; 291. Protective structure; 210. Material rack; 3. Trolley; 4. Support plate; 41. Guardrail; 42. Union structure; 5. Connector; 51. Socket; 52. Elastic structure; 53. Pin; 54. Unhooking device; 541. Locking section; 542. Guide hole; 55. Caster wheel; 6. Directional wheel; 7. Detailed Implementation

[0035] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0036] Figure 1 This is a schematic diagram of the overall structure of the drivable delivery truck 1 provided in the embodiments of this application. (See attached diagram) Figure 1 As shown, the drivable delivery vehicle 1 provided in this embodiment includes: a vehicle body 2, a material rack 3, and a trolley 4. The material rack 3 is detachably disposed at the front end of the vehicle body 2, and the trolley 4 is detachably connected to the rear end of the vehicle body 2.

[0037] Specifically, the vehicle body 2 includes a control component 21 and a drive unit 26 connected to the control component 21. The driver controls the forward and backward movement and steering of the vehicle body 2 through the control component 21, and the vehicle body 2 then drives the material rack 3 and the trolley 4 to move. Both the material rack 3 and the trolley 4 are detachable, allowing the delivery vehicle to be flexibly combined according to operational needs.

[0038] By equipping the vehicle body 2 with a drive unit 26 and a control component 21, the driver can directly drive the vehicle body 2 to move the rack 3 and trolley 4 forward, backward, and turn without requiring manual pushing or forced steering, significantly improving ease of operation and load capacity. Simultaneously, the front of the vehicle body 2 is connected to the rack 3, and the rear is connected to the trolley 4, allowing different types of goods to be handled simultaneously in a single operation; for example, small items can be placed in the rack 3, and large items in the trolley 4.

[0039] Figure 2 This is a schematic diagram showing the specific structure of the live joint structure 5 provided in the embodiments of this application when it is locked in place. Figure 3 For a schematic diagram of the specific structure of the live joint structure 5 provided in the embodiments of this application when it is separated, please refer to... Figure 2 and Figure 3 As shown, the live joint structure 5 provided in this application embodiment includes a plug 51 and a socket 52. The plug 51 and the socket 52 are respectively fixed to the trolley 4 and the vehicle body 2. The socket 52 includes an elastic structure 53 and a pin 54 that are connected to each other. The trolley 4 and the vehicle body 2 are automatically locked by the cooperation of the elastic structure 53 and the pin 54.

[0040] Specifically, the movement of the pin 54 has two states: an unlocked position and a locked position. When it is necessary to connect the trolley 4 and the vehicle body 2, the connector 51 is aligned with the socket 52 and inserted. The connector 51 abuts against the pin 54, causing the pin 54 to move from the locked position to the unlocked position. At this time, the pin 54 is tilted and its bottom is higher than the connector 51 and is no longer restricted by the connector 51. The elastic structure 53 drives the pin 54 to return from the unlocked position to the locked position, thereby completing the connection between the vehicle body 2 and the trolley 4.

[0041] Through the above-described embodiments, the swivel joint structure 5, through the cooperation of the plug 51 with the socket 52 having a pin 54 and an elastic structure 53, allows the plug 51 to push the pin 54 to the unlocked position during the docking process. Subsequently, the elastic structure 53 automatically drives the pin 54 to return to the locked position. The entire process requires no manual intervention and is fast and efficient. This swivel joint structure 5 not only simplifies the connection operation and shortens the preparation time, but also allows for a flexible connection between the vehicle body 2 and the trolley 4, helping to reduce the turning radius and enabling the drivable delivery vehicle 1 to move more flexibly and reliably in the storage environment. In an optional embodiment of this application, the plug 51 is integrally bent from a metal rod and fixed to the front end of the trolley 4. The socket 52 corresponds to the plug 51 and is fixedly installed at the rear end of the vehicle body 2. The socket 52 has an insertion channel, through which the plug 51 is inserted into the socket 52.

[0042] Furthermore, the top and bottom plates of the socket 52 are respectively provided with corresponding guide holes 55, which extend along the insertion direction of the connector 51 to form an elongated movement trajectory. The pin 54 passes through the two guide holes 55 and can move back and forth within the range defined by the two guide holes 55. One end of the elastic structure 53 is fixed to the top of the socket 52, and the other end is connected to the upper end of the pin 54. The spring structure provides power for the reset of the pin 54, thereby realizing the automatic locking of the live joint structure 5.

[0043] The guide hole 55 limits the movement path of the pin 54, thus providing reliable guidance and limit control for the pin 54 during the docking process. The pin 54, connected to the elastic structure 53, can be smoothly pushed up to the unlocked position when the connector 51 is inserted, and driven by the elastic structure 53 to fall back to the locked position after the docking is completed. This makes the operation of the live joint structure 5 simpler, simplifies manual operation, and improves the efficiency of connecting or separating the trolley 4 from the vehicle body 2.

[0044] The elastic structure 53 can be optionally configured as a return spring. When the pin 54 is in the locked position and passes vertically through the guide hole 55, the elastic structure 53 is in its natural state. When the pin 54 is tilted or lifted by an external force and leaves the locked position, the elastic structure 53 is in a state of elastic deformation, stretching or contracting. When the pin 54 moves to the unlocked position, that is, when the bottom of the pin 54 is higher than the connector 51, the pin 54 is no longer restricted by the connector 51 and returns to the locked position under the force of the deformation of the elastic structure 53, thus achieving automatic locking.

[0045] Specifically, when the trolley 4 is connected to the vehicle body 2, by operating the vehicle body 2 to move backward or pushing the trolley 4 closer to the vehicle body 2, the connector 51 at the front end of the trolley 4 is aligned with the insertion channel of the socket 52 at the rear end of the vehicle body 2. When the connector 51 contacts the pin 54 in the locked position, the front end of the connector 51 will abut against the pin 54. As the connector 51 continues to be pushed in, it applies a pushing force to the pin 54, forcing the pin 54 to overcome the tension of the elastic structure 53. The bottom of the pin 54 moves along the guide hole 55 from the locked position to the unlocked position. When the pin 54 moves to the unlocked position, that is, when the bottom of the pin 54 is higher than the connector 51, the pin 54 is no longer pushed by the connector 51. At this time, the elastic structure 53 immediately retracts, driving the pin 54 to quickly return from the unlocked position to the locked position, and the pin 54 falls vertically to complete the docking and locking.

[0046] After the trolley 4 and the vehicle body 2 are automatically docked, the pin 54 is locked at the bend of the connector 51 while still vertically inserted into the two corresponding guide holes 55. When the vehicle body 2 moves, the trolley 4 is moved by locking the pin 54 and the connector 51, thus realizing a reliable connection and transmission between the vehicle body 2 and the trolley 4.

[0047] In an optional embodiment of this application, the live joint structure 5 further includes a release device 541 connected to the pin 54. The release device 541 actuates the pin 54, causing it to move from the locked position to the unlocked position, overcoming the force of the elastic structure 53. At this point, the bottom of the pin 54 is higher than the connector 51, no longer obstructing it. The driver only needs to operate the vehicle body 2 forward or manually pull the cart 4 to allow the connector 51 to slide smoothly out of the insertion channel, thus separating the vehicle body 2 from the cart 4.

[0048] Through the above implementation method, the action of the live joint structure 5 is simpler, and the driver can more easily and reliably connect and disconnect the trolley 4 and the vehicle body 2, improving the convenience and efficiency of the equipment in frequent operation scenarios and preventing accidental separation caused by misoperation.

[0049] Further reference Figure 2 and Figure 3 As shown, in an optional embodiment of this application, the unhooking device 541 may also be configured to be integrally formed with the pin 54. In this embodiment, the pin 54 has an integrally formed unhooking device 541 and a locking section 542. The locking section 542 is matched with the height of the socket 52. The unhooking device 541 protrudes from the top of the socket 52. When it is necessary to separate the vehicle body 2 and the trolley 4, the trolley 4 is pushed so that the connector 51 is fully inserted into the socket 52. At the same time, the unhooking device 541 is pushed in the direction of the trolley 4, so that the unhooking device 541 tilts in the direction of the trolley 4, causing the locking section 542 to tilt in the direction of the vehicle body 2. This causes the pin 54 to tilt from the locked position to the unlocked position. At this time, the bottom of the pin 54 is higher than the connector 51, so that the trolley 4 can be pulled out to achieve separation from the vehicle body 2.

[0050] The above are only optional embodiments of this application. In other optional embodiments of this application, the socket 52 in the live joint structure 5 can also be configured as a hook-type locking structure with a hook portion (not shown). When the pin 54 is in the locked position, it is adapted to the opening of the hook portion. When the plug 51 contacts the pin 54 in the locked position, the front end of the plug 51 will abut against the pin. As the plug 51 continues to be pushed in, the plug 51 applies a pushing force to the pin 54, forcing the pin 54 to overcome the tension of the elastic structure 53, thereby opening the opening of the hook portion. After the plug 51 is fully pushed in, the pin moves from the locked position to the unlocked position. At this time, the plug 51 and the hook portion are hooked together, and no longer apply a pushing force to the pin 54. The elastic structure 53 immediately retracts, driving the pin 54 to quickly return from the unlocked position to the locked position. The pin 54 re-engages with the opening of the latch portion to achieve locking.

[0051] In other optional embodiments of this application, the socket 52 in the live joint structure 5 can also be configured as a sliding sleeve locking structure. The sliding sleeve (not shown) can move with the movement of the pin 54. When the plug 51 abuts against the pin 54 and applies a pushing force, the pin 54 moves from the locked position to the unlocked position, the sliding sleeve opens from the closed state, and after the plug 51 is fully inserted into the socket 52, it is offset from the pin 54. The plug 51 no longer applies a pushing force to the pin 54, the elastic structure 53 immediately retracts, and drives the pin 54 to quickly return from the unlocked position to the locked position. The sliding sleeve closes again, wrapping and locking the plug 51.

[0052] Figure 4 This is a schematic diagram of the bottom structure of the drivable delivery truck 1 provided in the embodiments of this application. Figure 5 This is a schematic diagram of the specific structure of the vehicle body 2 provided in the embodiments of this application. Figure 6 This is a partial structural diagram of the vehicle body 2 provided in the embodiments of this application. (See attached diagram) Figure 4 , Figure 5 and Figure 6 As shown, the vehicle body 2 provided in this embodiment of the application also includes a chassis 22 and a bracket 25 mounted on the chassis 22.

[0053] Furthermore, a steerable steering wheel 24 is provided in the middle of the chassis 22. The steering wheel 24 is communicatively connected to the drive unit 26, thereby performing steering and forward / reverse movements through the steering wheel 24. Two omnidirectional wheels 6 are provided at the front end of the chassis 22 near the vehicle body 2, and two fixed wheels 7 are provided at the rear end of the chassis 22. The bracket 25 is fixedly installed on the side of the chassis 22 near the front end and divides the rear end of the chassis 22 to form a footrest 23 for the driver to stand on.

[0054] The drive unit 26 is installed inside the bracket 25, and the control component 21 is located on the top of the bracket 25. The control component 21 includes a steering wheel 211 and a control handle 212 connected to the drive unit 26. The steering wheel 211 and the drive component are used to change the direction of movement of the vehicle body 2, and the control handle 212 and the drive component are used to switch the forward / reverse state of the vehicle body 2. This enables convenient operation and flexible movement of the vehicle body 2. Specifically, the vehicle body 2 provides the power to move the drivable delivery truck 1. During the movement of the drivable delivery truck 1, the driver changes the forward / reverse direction of the vehicle body 2 via the control handle 212 and the direction of movement via the steering wheel 211. After the direction and forward / reverse signals are transmitted to the drive unit 26, the drive unit 26 controls the steering wheel 24 to change the direction of movement or switch between forward / reverse states. When the direction of movement of the steering wheel 24 changes, the omnidirectional wheels 6 located near the front end of the chassis 22 also change direction, thereby further improving the flexibility and maneuverability of the vehicle body 2 when changing its direction of movement. When the vehicle body 2 travels in a straight line, the directional wheels 7 located near the rear end of the chassis 22 provide stable guidance for the movement of the vehicle body 2, improving the stability of the vehicle body 2 during movement and preventing slippage and deviation.

[0055] Furthermore, multiple casters 6 are also fixedly installed at the bottom of the material rack 3.

[0056] The multiple casters 6 provide stable support for the rack 3, avoiding the higher load-bearing requirements that would result from the rack 3 being entirely supported by the vehicle body 2. When the drivable delivery truck 1 changes direction, the rack 3, as the foremost part of the drivable delivery truck 1, with multiple casters 6 at its bottom, further avoids interfering with the steering of the vehicle body 2, thus ensuring the overall steering flexibility of the drivable delivery truck 1. Simultaneously, when the rack 3 is separated from the vehicle body 2, it can also be pushed to the required position as a movable, independent rack 3, improving the mobility of the drivable delivery truck 1 and meeting different operational needs.

[0057] In an optional embodiment of this application, the vehicle body 2 further includes a hand detection device 27 disposed on the top of the bracket 25 and a foot detection device 28 disposed on the pedal portion 23. The hand detection device 27 may be configured as a pressure sensor, capacitive sensor, or infrared sensor, etc., to detect whether the driver's hand is within a specified range. Depending on the type of sensor, the hand detection device 27 may also be disposed at different positions on the top of the bracket 25; for example, it may be disposed near the control handle 212 to detect whether the driver's hand is located at the control handle 212, or it may be integrated into the control handle 212 to detect whether the driver is gripping the control handle 212. The foot detection device 28 may be configured as a foot switch or pressure sensor, etc., to detect whether the driver is stably standing on the pedal portion 23. Only when the driver's hand is simultaneously detected to be within the specified range and stably standing on the pedal portion 23 can the drive unit 26 of the vehicle body 2 respond to the driving command of the control component 21.

[0058] The above implementation method enables real-time monitoring of whether the driver is in a safe operating state. The dual protection of hand and foot detection prevents accidental operation when the driver is not in a driving state, thus enhancing vehicle operation safety.

[0059] In an optional embodiment of this application, the vehicle body 2 also includes an instrument panel 29 disposed on the top of the bracket 25. The instrument panel 29 includes at least a power display for displaying the remaining power, a direction indicator for displaying the steering angle of the steering wheel 24 or the direction of travel, and an emergency stop button 291 for emergency braking.

[0060] Through the above implementation method, the instrument panel 29 provides a human-machine interface. It helps the driver to monitor the remaining range and steering status of the drivable delivery truck 1 in real time, reducing the occurrence of misoperation. At the same time, the emergency stop button 291 provides an immediate and reliable stopping function in emergency situations, further ensuring the safety of operations.

[0061] In an optional embodiment, the vehicle body also includes a retractable protective structure 210 connected to the bracket. The protective structure 210 is directly connected to the bracket 25 via a linkage mechanism. It is retracted when the driver gets on or off the vehicle and is lowered during driving to provide protection, thereby further ensuring the safety of the operation.

[0062] Continue reading Figure 1 As shown. In an optional embodiment, the trolley 4 further includes: at least one receiving plate 41, and a guardrail 42 arranged around the receiving plate 41, wherein the bottom of the lowest receiving plate 41 is fixedly provided with a plurality of omnidirectional wheels 6 and at least one directional wheel 7.

[0063] Through the above implementation, the receiving plate 41 is used to place goods, and the surrounding guardrail 42 effectively prevents goods from slipping when the vehicle is moving, thus improving the safety of goods transportation. The omnidirectional wheels 6 fixed at the bottom ensure good follow-up and flexibility when the trolley 4 turns, and the directional wheels 7 provide more stable driving guidance, preventing the trolley 4 from deviating during travel due to external forces or inertia caused by the swivel connection between it and the vehicle body 2. This ensures the stability and reliability of the drivable delivery truck 1 when moving and transporting goods between shelves.

[0064] The above are merely optional embodiments of this utility model and are not intended to limit this utility model. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A drivable delivery truck, characterized in that, include: The vehicle body includes at least a control component and a drive unit connected to the control component, and the driver controls the forward and backward movement and steering of the vehicle body through the control component; A trolley is detachably connected to the rear end of the vehicle body; in, The vehicle body and the trolley are connected by a hinged joint structure. The hinged joint structure includes a plug and a socket. The socket includes an elastic structure and a pin that are connected to each other. The pin has an unlocked position and a locked position. The plug moves the pin from the locked position to the unlocked position by pressing against the pin. The elastic structure drives the pin to return from the unlocked position to the locked position, thereby completing the docking of the vehicle body and the trolley.

2. The drivable delivery truck according to claim 1, characterized in that, In the aforementioned live joint structure The connector is fixedly installed at the front end of the trolley and is formed by bending a metal rod in one piece. The socket is fixedly disposed at the rear end of the vehicle body, and the socket is provided with an insertion channel, through which the connector is inserted into the socket.

3. The drivable delivery truck according to claim 2, characterized in that, One end of the elastic structure is fixed to the top of the socket, and the other end is connected to the pin; The top plate and bottom plate of the socket are respectively provided with corresponding guide holes extending along the insertion direction of the plug, and the pin passes through the guide hole and can move within its limited range.

4. The drivable delivery truck according to claim 3, characterized in that, The elastic structure is a return spring. When the pin is in the locked position and passes vertically through the guide hole, the elastic structure is in its natural state. When the pin is tilted or raised, the elastic structure is in an extended or telescopic state. When the pin moves to the unlocked position, the bottom of the pin is higher than the connector.

5. The drivable delivery truck according to claim 4, characterized in that, The live joint structure also includes: A release device is connected to the pin. The action of the release device drives the pin to move from the locked position to the unlocked position, thereby separating the vehicle body from the trolley.

6. The drivable delivery truck according to claim 1, characterized in that, The vehicle body also includes: The chassis has omnidirectional wheels near the front end, directional wheels near the rear end, and a steerable steering wheel in the middle that is connected to the drive unit. The chassis also has a footboard for the driver to stand on. A bracket is installed above the chassis, the drive unit is installed inside the bracket, and the control component is located on the top of the bracket. The control component includes a steering wheel and a control handle connected to the drive unit. The control handle is used to switch the forward / reverse state of the vehicle body.

7. The drivable delivery truck according to claim 6, characterized in that, The vehicle body also includes: A hand detection device, located at the top of the bracket, is used to detect the position of the driver's hands; A foot detection device is installed on the pedal to detect the driver's standing position.

8. The drivable delivery truck according to claim 7, characterized in that, The vehicle body also includes: An instrument panel is mounted on the top of the bracket, and the instrument panel includes at least a power display, a direction indicator, and an emergency stop button.

9. The drivable delivery truck according to claim 1, characterized in that, Also includes: The material rack is detachably mounted at the front end of the vehicle body. The bottom of the material rack is fixedly equipped with multiple casters.

10. The drivable delivery truck according to claim 1, characterized in that, The cart also includes: At least one receiving plate; Guardrails are installed around the receiving plate; The bottom of the lowest receiving plate is fixedly equipped with multiple omnidirectional wheels and at least one directional wheel.

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