Universal wheel structure and transport device

Abstract

The embodiment of the application discloses a universal wheel structure and a transport device, the universal wheel structure comprises a wheel body, a first brake piece, a second brake piece, a brake assembly and a swing rod transmission part, when braking is needed, if the first brake piece located on the wheel body retreat direction side is operated, that is, when the operator pushes the transport device, the operator can trigger the brake assembly through the first brake piece, so that the brake assembly locks the wheel body to complete the braking of the universal wheel; if the second brake piece located on the wheel body advancing direction side is operated, that is, when the operator pulls the transport device, the operator can trigger the first brake piece through the second brake piece and the swing rod transmission part, and the first brake piece drives the brake assembly to move, so that the brake assembly locks the wheel body to complete the braking of the universal wheel. Based on the universal wheel structure provided by the embodiment of the application, the wheel body can be braked and locked in the pushing direction and the pulling direction.

Description

Technical Field

[0001] This application relates to the field of transportation equipment technology, and in particular to a universal wheel structure and transportation device. Background Technology

[0002] Fragile or easily damaged equipment often needs to be transported via transportation equipment. Taking display screen rental packaging as an example, the following two packaging methods are generally used: 1. Airplane case packaging and transportation: The display screen cabinet is placed separately in an airplane case and then assembled into a display screen on site. The advantage is that it is highly versatile, but the ease of assembly is relatively poor.

[0003] 2. Dedicated Packaging and Transfer Box: A professional packaging and transfer box is designed specifically for the rental of display screens. On-site, the display screens can be connected row by row first, and then the second row can be hoisted and assembled. This method can greatly improve the assembly speed and reduce the labor intensity of assembly.

[0004] These transport devices are all equipped with casters. Traditional casters can only brake in one direction. That is, the transport personnel can only operate the casters to brake from one side of the transport device. They cannot brake from the other side. For example, they can brake when pushing the transport device from behind, but they cannot brake when pulling the transport device from the front. This makes the transport device inconvenient to use, especially when transporting large items, as it is often impossible to brake anytime and anywhere. Utility Model Content

[0005] The description of the utility model introduces a series of simplified concepts, which will be further explained in detail in the detailed description section. This part of the utility model is not intended to limit the key features and essential technical features of the claimed technical solution, nor is it intended to determine the scope of protection of the claimed technical solution.

[0006] The present invention aims to solve at least one of the technical problems existing in the prior art or related technologies.

[0007] Therefore, the first aspect of this utility model provides a universal wheel structure.

[0008] The second aspect of this utility model provides a transportation device.

[0009] In view of this, a omnidirectional wheel structure is provided according to a first aspect of the embodiments of this application, comprising: A wheel body, the wheel body including a forward direction side and a backward direction side; A first braking component is arranged on the rearward side of the wheel body; The second braking component is arranged on the forward direction side of the wheel body; A brake assembly connected to the first brake element, the brake assembly being used to lock or unlock the wheel; The first brake component is connected to the second brake component via the swing arm transmission part, so that both the first brake component and the second brake component can trigger the brake assembly.

[0010] In one feasible implementation, the rocker arm transmission unit includes: A connecting plate and a rocker arm assembly, wherein the connecting plate is connected to the first brake component, and the second brake component is connected to the connecting plate via the rocker arm assembly.

[0011] In one feasible embodiment, the rocker arm transmission unit includes: a bracket, the wheel being connected to the bracket, and the rocker arm assembly including: A rotating shaft, through which the second brake component is connected to the bracket; A rocker arm, wherein the rocker arm is disposed at one end of the second brake component; A guide groove is formed on the connecting plate, and the rocker arm is slidably disposed in the guide groove so that both the first brake component and the second brake component can trigger the brake assembly.

[0012] In one possible implementation, the rocker arm is arranged on the side of the second brake member away from its free end, and the rotation shaft is arranged between the free end and the rocker arm.

[0013] In one feasible implementation, the free end of the first brake member is switchable between a first position and a second position, wherein when the free end of the first brake member is in the second position, the brake assembly abuts against the wheel body. The free end of the second brake component can switch between a third position and a fourth position. When the free end of the first brake component is in the fourth position, the brake assembly abuts against the wheel. During the process of the second brake component switching from the third position to the fourth position, the rocker arm slides in the guide groove so that the connecting plate drives the first brake component to drive the brake assembly to abut against the wheel body; During the process of the second brake component switching from the fourth position to the third position, the rocker arm slides in the guide groove, so that the connecting plate drives the first brake component to move the brake assembly away from the wheel body.

[0014] In one feasible implementation, the guide groove includes a constricted section and a flared section. When the swing arm is in the constricted section, the connecting plate drives the first brake member to move to a first position. When the swing arm is in the flared section, the connecting plate drives the first brake member to move to a second position.

[0015] In one feasible implementation, the braking assembly includes: Brake limiting plate, one end of the first brake component is hinged to the brake limiting plate; A brake swing lever, one end of which is hinged to the brake limiting plate; A brake driven lever, one end of which is hinged to the first brake component and the other end of which is hinged to the brake swing lever; Brake pads, the brake pads being connected to the brake swing arm; When the first brake component switches from the first position to the second position, the first brake component triggers the brake swing rod through the brake driven rod, so that the brake pad abuts against the wheel body.

[0016] In one feasible implementation, the middle section of the first brake member is hinged to the rocker arm transmission part, so that both the first brake member and the second brake member can trigger the brake assembly.

[0017] In one feasible implementation, the omnidirectional wheel structure further includes a reset member, wherein the first brake member is hinged to the brake limiting plate via a brake connecting shaft, the reset member is used to be sleeved on the brake connecting shaft, and the reset member is used to drive the first brake member back to the first position.

[0018] A second aspect of the embodiments of this application provides a transportation device, comprising: a transportation container; The universal wheel structure described in any of the above technical solutions is disposed at the bottom of the transport box.

[0019] Compared with the prior art, the present invention has at least the following beneficial effects: The omnidirectional wheel structure provided in this application includes a wheel body, a first brake component, a second brake component, a brake assembly, and a rocker arm transmission unit. The second brake component is connected to the first brake component via the rocker arm transmission unit, enabling the linkage between the first and second brake components. Therefore, during the use of the omnidirectional wheel structure, when braking is required, if the first brake component, located on the rearward side of the wheel body, is operated (i.e., when the operator pushes the transport equipment), the operator can trigger the brake assembly through the first brake component, causing the brake assembly to lock the wheel body and complete the braking of the omnidirectional wheel. If the second brake component, located on the forward side of the wheel body, is operated (i.e., when the operator pulls the transport equipment), the operator can trigger the first brake component through the second brake component and the rocker arm transmission unit. The first brake component then drives the brake assembly to move, causing the brake assembly to lock the wheel body and complete the braking of the omnidirectional wheel. Therefore, the omnidirectional wheel structure provided in this application embodiment can achieve braking and locking of the wheel body in both the pushing and pulling directions. When unlocking, the first or second brake component is operated in reverse. Both are synchronously reset under the drive of the swing arm transmission, causing the brake assembly to release the lock on the wheel and allow the wheel to resume rotation, thus meeting the braking control requirements in pushing or pulling scenarios.

[0020] The above description is merely an overview of the technical solution of this utility model. In order to better understand the technical means of this utility model and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this utility model more obvious and understandable, specific embodiments of this utility model are given below. Attached Figure Description

[0021] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A schematic structural diagram of a caster wheel structure at a first angle according to an embodiment of this application; Figure 2 A schematic structural diagram of the second angle of a universal wheel structure according to an embodiment of this application; Figure 3 for Figure 2 A cross-sectional view along the AA direction; Figure 4 A schematic diagram illustrating the working principle of a universal wheel structure according to an embodiment of this application; Figure 5 A schematic structural diagram of the omnidirectional wheel structure of one embodiment provided in this application, taken from a third angle. Figure 6A schematic structural diagram of the universal wheel structure from the fourth angle of one embodiment provided in this application; Figure 7 A schematic structural diagram of the rocker arm transmission part of a universal wheel structure according to an embodiment of this application; Figure 8 A schematic structural diagram of the guide groove of the rocker arm transmission part of a universal wheel structure according to an embodiment of this application; Figure 9 A schematic structural diagram illustrating the connection method of the first brake component of a universal wheel structure according to an embodiment of this application; Figure 10 A schematic structural diagram illustrating the connection method between the first brake component and the brake assembly of a universal wheel structure according to an embodiment of this application; Figure 11 A schematic structural diagram showing the exploded state of a universal wheel structure according to an embodiment of this application; Figure 12 A schematic structural diagram of a transportation device with a universal wheel structure according to an embodiment of this application; Figure 13 A schematic structural diagram of a transportation device with a universal wheel structure according to another embodiment of this application; Figure 14 for Figure 13 A magnified view of a portion of point A in the middle; Figure 15 for Figure 13 A magnified view of a portion of point B in the middle; Figure 16 A schematic structural diagram of a transportation device with a universal wheel structure according to another embodiment of this application.

[0022] in, Figures 1 to 16 The correspondence between the reference numerals and component names in the attached drawings is as follows: 1,000,000 omnidirectional wheel structure; 110 Wheel body, 120 First brake component, 130 Second brake component, 140 Brake assembly, 150 Swing rod transmission part, 160 Brake bracket, 170 Reset component, 180 Seat body; 151 Connecting plate, 152 Rocker arm assembly, 1521 Rotating shaft, 1522 Rocker arm, 1523 Guide groove, 1524 First spacer, 15231 Closing section, 15232 Flaring section; 141 Brake limit plate, 142 Brake swing rod, 143 Brake driven rod, 144 Brake pad, 145 Brake connecting shaft, 146 First rotating shaft, 147 Second rotating shaft, 148 Third rotating shaft; 10. Transport device, 210. Transport container. Detailed Implementation

[0023] The following description provides numerous specific details to offer a more thorough understanding of the technical solutions provided by this invention. However, it will be apparent to those skilled in the art that the technical solutions provided by this invention can be implemented without one or more of these details.

[0024] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to the present invention. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of the stated features, integrals, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components, and / or combinations thereof.

[0025] Exemplary embodiments according to the present invention will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of the present invention is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art.

[0026] like Figures 1 to 10 As shown, a first aspect of the present application provides a universal wheel structure 100, comprising: a wheel body 110, the wheel body 110 including a forward direction side and a reverse direction side; a first brake member 120, the first brake member 120 being disposed on the reverse direction side of the wheel body 110; a second brake member 130, the second brake member 130 being disposed on the forward direction side of the wheel body 110; a brake assembly 140, the brake assembly 140 being connected to the first brake member 120, the brake assembly 140 being used to lock or unlock the wheel body 110; and a rocker arm transmission part 150, the first brake member 120 being connected to the second brake member 130 via the rocker arm transmission part 150, so that both the first brake member 120 and the second brake member 130 can trigger the brake assembly 140.

[0027] The universal wheel structure 100 provided in this embodiment includes a wheel body 110, a first brake component 120, a second brake component 130, a brake assembly 140, and a rocker arm transmission part 150. The second brake component 130 is connected to the first brake component 120 via the rocker arm transmission part 150, realizing the linkage between the first brake component 120 and the second brake component 130. Based on this, during the use of the universal wheel structure 100, when braking is required, if the first brake component 120 located on the rearward side of the wheel body 110 is operated, that is, when the operator pushes the transport... When operating the equipment, the operator can trigger the brake assembly 140 through the first brake component 120, causing the brake assembly 140 to lock the wheel 110 and complete the braking of the omnidirectional wheel. If the second brake component 130, located on the forward direction side of the wheel 110, is operated, that is, when the operator pulls the transport equipment, the operator can trigger the first brake component 120 through the second brake component 130 and the swing arm transmission part 150. The first brake component 120 then drives the brake assembly 140 to move, causing the brake assembly 140 to lock the wheel 110 and complete the braking of the omnidirectional wheel. Based on this, the omnidirectional wheel structure 100 provided in this application embodiment can achieve braking and locking of the wheel 110 in both the pushing and pulling directions. When unlocking, the first brake component 120 or the second brake component 130 is operated in the opposite direction. Both are synchronously reset under the drive of the swing arm transmission part 150, causing the brake assembly 140 to release the lock on the wheel 110, allowing the wheel 110 to resume rotation, thus meeting the braking control requirements in pushing or pulling scenarios.

[0028] The universal wheel structure 100 provided in this application embodiment establishes a linkage between the first brake component 120 and the second brake component 130 through the swing arm transmission part 150, effectively solving the limitations of traditional single brake plates in different operating scenarios. In scenarios such as LED display rental, packaging, and transportation where transport equipment needs to be pushed or pulled, the operator does not need to switch operating logic according to the direction of movement. Operating the first brake component 120 when pushing and the second brake component 130 when pulling can conveniently brake and lock the wheel 110, greatly improving operational convenience. At the same time, the dual brake plate linkage design ensures the reliability of braking operation, avoids braking inconvenience caused by single braking direction adaptation issues, and ensures stable braking of the transport equipment in different movement directions, improving safety and efficiency during the transfer process.

[0029] The universal wheel structure 100 provided in this application embodiment uses a rocker arm transmission part 150 as a linkage structure between the first brake element 120 and the second brake element 130. When either brake plate is operated, the rocker arm transmission part 150 can efficiently transmit the force without the need for an additional complex transmission structure, simplifying the overall linkage design. At the same time, the rocker arm transmission part 150 is adapted to the installation space on the front and rear sides of the wheel body 110, and can flexibly connect the first brake element 120 located on the rearward side of the wheel body 110 and the second brake element 130 located on the forward side. This ensures that in different pushing and pulling scenarios, when the corresponding brake plate is operated, the power can be effectively transmitted through the rocker arm transmission part 150, thereby reliably triggering the brake assembly 140, improving the transmission efficiency, structural adaptability, and linkage stability of the universal wheel structure 100.

[0030] like Figure 3 As shown, the forward and reverse directions of one embodiment are illustrated. It can be understood that the omnidirectional wheel structure 100 is an omnidirectional wheel, and its wheel body 110 can move in any direction. Therefore, the forward and reverse directions are not fixed. The first brake member 120 is arranged on the reverse direction side of the wheel body 110 and the second brake member 130 is arranged on the forward direction side of the wheel body 110. This means that the first brake member 120 and the second brake member 130 are located on both sides of the wheel body 110, and the wheel body can be braked in both directions.

[0031] like Figures 7 to 8 As shown, in one feasible embodiment, the rocker arm transmission unit 150 includes a connecting plate 151 and a rocker arm assembly 152. The connecting plate 151 is connected to the first brake member 120, and the second brake member 130 is connected to the connecting plate 151 through the rocker arm assembly 152.

[0032] This technical solution further provides the structural composition of the rocker arm transmission unit 150, which may include a connecting plate 151 and a rocker arm assembly 152. Based on this, during operation, when braking, if the first brake component 120 is operated, the connecting plate 151 moves accordingly; if the second brake component 130 is operated, power is transmitted to the connecting plate 151 via the rocker arm assembly 152. The connecting plate 151 transmits power to the first brake component 120, thereby triggering the brake assembly 140 to lock the wheel 110. Unlocking is performed in the reverse direction; the rocker arm assembly 152 and the connecting plate 151 drive the brake plate to reset, releasing the lock. The connecting plate 151 is securely connected to the first brake component 120, and the rocker arm assembly 152 reliably connects the second brake component 130 to the connecting plate 151, achieving linkage between the two brake plates. The structure is simple and the transmission is stable, ensuring effective braking operation in push-pull scenarios and improving braking reliability and structural adaptability.

[0033] like Figure 3 , Figures 6 to 8As shown, in one feasible embodiment, the rocker arm transmission unit 150 includes: a bracket 160, with a wheel 110 connected to the bracket 160; the rocker arm assembly 152 includes: a rotating shaft 1521, with a second brake 130 connected to the bracket 160 via the rotating shaft 1521; a rocker arm 1522, disposed at one end of the second brake 130; and a guide groove 1523, formed on the connecting plate 151, with the rocker arm 1522 slidably disposed within the guide groove 1523, so that both the first brake 120 and the second brake 130 can trigger the brake assembly 140.

[0034] This technical solution further provides the structural composition of the rocker arm assembly 152, which includes a drive shaft, a rocker arm 1522, and a guide groove 1523. During braking, if the first brake element 120 is operated, it drives the brake assembly 140 to abut against the wheel 110, locking the wheel 110. If the second brake element 130 is operated, it rotates around the rotating shaft 1521, causing the rocker arm 1522 to slide within the guide groove 1523, pushing the connecting plate 151 to abut against the first brake element 120. The first brake element 120 then drives the brake assembly 140 to abut against the wheel 110. Both the first brake element 120 and the second brake element 130 can trigger the brake assembly 140 to lock the wheel 110. Unlocking is achieved by reversing the operation, resetting all components, and releasing the lock. The bracket 160 provides stable support for the wheel 110 and the rotating shaft 1521. The rotating shaft 1521 ensures that the second brake component 130 can rotate flexibly. The rocker arm 1522 and the guide groove 1523 slide together to achieve precise power transmission, ensure reliable linkage of the two brake plates, and improve the stability of braking operation and structural adaptability.

[0035] like Figure 11 As shown, in some examples, the end of the rotating shaft 1521 is limited by the first spacer 1524.

[0036] like Figures 1 to 10 As shown, in one possible embodiment, the rocker arm 1522 is arranged on the side of the second brake member 130 away from the free end of the second brake member 130, and the rotating shaft 1521 is arranged between the free end and the rocker arm 1522.

[0037] This technical solution further provides the arrangement positions of the rocker arm 1522 and the rotating shaft 1521. This arrangement avoids interference with the transmission caused by the movement of the free end of the second brake component 130, ensuring that the rocker arm 1522 slides stably within the guide groove 1523 and that the rotating shaft 1521 provides flexible support. The rotating shaft 1521 can serve as the fulcrum of the second brake component 130. The cooperation between the rotating shaft 1521 and the rocker arm 1522 makes the linkage of the two brake plates more precise, improves the reliability of the transmission, and adapts to the braking requirements of push-pull scenarios with omnidirectional wheels.

[0038] like Figures 1 to 10 As shown, in one feasible embodiment, the free end of the first brake member 120 can switch between a first position and a second position. When the free end of the first brake member 120 is in the second position, the brake assembly 140 abuts against the wheel body 110. The free end of the second brake member 130 can switch between a third position and a fourth position. When the free end of the first brake member 120 is in the fourth position, the brake assembly 140 abuts against the wheel body 110. During the switching of the second brake member 130 from the third position to the fourth position, the rocker arm 1522 slides in the guide groove 1523, so that the connecting plate 151 drives the first brake member 120 to drive the brake assembly 140 to abut against the wheel body 110. During the switching of the second brake member 130 from the fourth position to the third position, the rocker arm 1522 slides in the guide groove 1523, so that the connecting plate 151 drives the first brake member 120 to drive the brake assembly 140 to move away from the wheel body 110.

[0039] In this technical solution, a method for unlocking and braking the omnidirectional wheel structure 100 is further provided. The free end of the first brake member 120 can switch between a first position and a second position. When it is in the second position, the brake assembly 140 abuts against the wheel body 110 to achieve braking. The free end of the second brake member 130 can switch between a third position and a fourth position. When it is in the fourth position, the brake assembly 140 also abuts against the wheel body 110. When the second brake member 130 is operated, causing its free end to switch from the third position to the fourth position, the rocker arm 1522 slides in the guide groove 1523 of the connecting plate 151, driving the connecting plate 151 to move. The connecting plate 151 then drives the first brake member 120 to move, ultimately causing the brake assembly 140 to abut against the wheel body 110 to complete braking. When the free end of the second brake member 130 switches from the fourth position to the third position, the rocker arm 1522 slides in the opposite direction in the guide groove 1523, driving the connecting plate 151 and the first brake member 120 to move in opposite directions, causing the brake assembly 140 to move away from the wheel body 110, thus releasing the brake. By switching the positions of the free ends of the first brake component 120 and the second brake component 130, combined with the sliding engagement of the rocker arm 1522 and the guide groove 1523, the contact or separation state of the brake assembly 140 and the wheel 110 can be precisely controlled, ensuring reliable and controllable braking and unlocking actions. This design avoids the limitations of a single brake plate; whether pushing or pulling the equipment, operating the first brake component 120 and the second brake component 130 can achieve braking or unlocking through linkage, without the need for additional complex operations. Simultaneously, the transmission path is stable, reducing the risk of transmission failure and improving the adaptability and service life of the universal wheel braking mechanism in LED display rental, packaging, and transportation scenarios, ensuring safety and ease of operation during equipment movement.

[0040] Understandably, to facilitate the operation of the first brake component 120 and the second brake component 130, the omnidirectional wheel structure 100 can be locked and braked by stepping on it, and unlocked by lifting it. That is to say, in the height direction, the first position is above the second position, and the third position is above the fourth position.

[0041] like Figures 7 to 8 As shown, in one feasible embodiment, the guide groove 1523 includes a constricted section 15231 and a flared section 15232. When the rocker arm 1522 is in the constricted section 15231, the connecting plate 151 drives the first brake member 120 to move to a first position. When the rocker arm 1522 is in the flared section 15232, the connecting plate 151 drives the first brake member 120 to move to a second position.

[0042] This technical solution further provides a specific design for the guide groove 1523. When the second brake component 130 and the swing arm 1522 are in the constricted section 15231, the connecting plate 151 drives the first brake component 120 to move to the first position, and the brake assembly 140 disengages from the wheel body 110. The swing arm 1522 then slides to the flared section 15232, and the connecting plate 151 drives the first brake component 120 to move to the second position, where the brake assembly 140 abuts against the wheel body 110, completing braking and unlocking. The design of the guide groove 1523, with its constricted section 15231 and flared section 15232, ensures precise correspondence between the sliding of the swing arm 1522 and the position switching of the first brake component 120, guaranteeing controllable action of the brake assembly 140 and preventing misoperation. The segmented structure clearly defines the transmission nodes, improving the stability of the linkage between components and reducing transmission deviation. It is suitable for push-pull equipment scenarios, achieving reliable braking and unlocking without complex operations, meeting the needs of LED display rental packaging and transportation, and enhancing the practicality and safety of the mechanism.

[0043] like Figures 1 to 10 As shown, in one feasible embodiment, the brake assembly 140 includes: a brake limiting plate 141, one end of the first brake member 120 is hinged to the brake limiting plate 141; a brake swing rod 142, one end of the brake swing rod 142 is hinged to the brake limiting plate 141; a brake driven rod 143, one end of the brake driven rod 143 is hinged to the first brake member 120, and the other end is hinged to the brake swing rod 142; and a brake pad 144 is connected to the brake swing rod 142. When the first brake member 120 switches from a first position to a second position, the first brake member 120 triggers the brake swing rod 142 via the brake driven rod 143, causing the brake pad 144 to abut against the wheel body 110.

[0044] This technical solution further provides the structural composition of the brake assembly 140, which may include a brake limiting plate 141, a brake swing rod 142, a brake driven rod 143, and brake pads 144. During braking, the free end of the first brake component 120 switches from a first position to a second position. Because one end is hinged to the brake limiting plate 141, it rotates around the hinge point, thereby driving the hinged brake driven rod 143 to move. The brake driven rod 143 pushes the brake swing rod 142, which is also hinged to the brake limiting plate 141, to rotate, causing the brake pads 144 connected to the brake swing rod 142 to move closer to and abut against the wheel body 110, completing the braking. During unlocking, the first brake component 120 returns to the first position, and the brake driven rod 143 pulls the brake swing rod 142 to rotate in the opposite direction, causing the brake pads 144 to move away from the wheel body 110, releasing the brake. The components of the brake assembly 140 are connected by hinges, cooperating with the action of the first brake component 120, ensuring a stable transmission path and preventing transmission jamming or failure. The brake limit plate 141 provides stable support for all components, ensuring precise operation. The brake pad 144 reliably engages with or disengages from the wheel 110 along with the brake swing rod 142, providing controllable braking performance. It is suitable for push-pull equipment scenarios, meets the packaging and transportation needs of LED display rental, improves the reliability and ease of operation of the braking mechanism, and ensures safety during transportation.

[0045] like Figure 3 As shown, in some examples, one end of the brake driven lever 143 is hinged to the first brake member 120 via a second pivot 147, and the other end is hinged to the brake swing lever 142 via a third pivot 148. The first brake member 120 drives the second pivot 147 to swing, thereby pushing the brake driven lever 143 to swing, causing the brake swing lever 142 to drive the brake pad 144 to abut against the wheel body 110, thus achieving braking. The second pivot 147 has a dead point position during the swing. If the second pivot 147 passes the dead point position during braking, it cannot automatically reset and requires manual operation to return the second pivot 147 to the position before the dead point position before it can reset. Therefore, the brake pad 144 can maintain the state of abutting against the wheel body 110, achieving self-locking. The second pivot 147 or the third pivot 148 is locked by a nut or sleeve.

[0046] like Figures 1 to 10 As shown, in one feasible embodiment, the middle section of the first brake member 120 is hinged to the rocker arm transmission part 150, so that both the first brake member 120 and the second brake member 130 can trigger the brake assembly 140. This configuration, by hinged to the rocker arm transmission part 150 by the middle section of the first brake member 120, provides a fulcrum for the movement of the first brake member 120, facilitating the triggering of the brake assembly 140. In some examples, the middle section of the first brake member 120 is hinged to the connecting plate 151.

[0047] In some examples, the middle section of the first brake element 120 is hinged to the rocker arm transmission part 150 via the first pivot 146.

[0048] like Figures 1 to 10 As shown, in one feasible embodiment, the universal wheel structure 100 further includes: a reset member 170, a first brake member 120 is hinged to the brake limiting plate 141 via a brake connecting shaft 145, the reset member 170 is used to be sleeved on the brake connecting shaft 145, and the reset member 170 is used to drive the first brake member 120 back to the first position, thereby causing the brake pad 144 to move away from the wheel body 110 and release the brake.

[0049] In this technical solution, the omnidirectional wheel structure 100 may further include a reset member 170. When the reset member 170 drives the first brake member 120 back to the first position, the brake pad 144 moves away from the wheel body 110, releasing the brake. The reset member 170, in conjunction with the brake connecting shaft 145 and the brake limiting plate 141, enables the first brake member 120 to automatically reset by the driving force of the reset member after the second rotating shaft 147 is manually swung back to its dead position. The structure is simple, suitable for LED display rental, packaging, and transportation scenarios, ensuring stable braking during pushing and pulling, and enhancing safety.

[0050] like Figures 1 to 10 As shown, in some examples, the reset element 170 can be a torsion spring.

[0051] like Figures 1 to 10 As shown, in some examples, the caster wheel structure 100 also includes a seat 180, with the wheel 110, first brake 120 and second brake 130 rotatably connected to the seat 180 to facilitate adjustment of the travel angle of the caster wheel structure 100.

[0052] like Figures 1 to 16 As shown, a second aspect of the present application provides a transport device 10, comprising: a transport box 210; and a plurality of caster wheel structures 100 of any of the above technical solutions, wherein the caster wheel structures 100 are disposed at the bottom of the transport box 210.

[0053] The transportation device provided in this application includes the universal wheel structure 100 of any of the above technical solutions, and therefore has all the beneficial effects of the universal wheel structure 100, which will not be elaborated here.

[0054] The transportation device provided in this application includes a transportation box 210 and a caster wheel structure 100 disposed at the bottom of the transportation box 210. Based on this, the display screen is transported through the transportation box 210. Whether it is pulled or pushed, the transportation device can be locked, making the use of the transportation device more convenient and safer.

[0055] like Figure 11 and Figure 16 As shown, during the use of the transport device, each transport container 210 can hold one set of display screens. After the display screens are transported to their destination, the transport container 210 can be disassembled, leaving only the bottom plate. Using the bottom plates of multiple transport devices, two or more sets of display screens can be spliced ​​together. The spliced ​​display screens are then hoisted and assembled, making the assembly of the display screens more convenient. Furthermore, during the hoisting and splicing of the display screens, the universal wheel structure 100 ensures braking and locking effects, making the transportation, splicing, and hoisting of the display screens safer.

[0056] In this utility model, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance; the term "multiple" refers to two or more unless otherwise explicitly defined. The terms "install," "connect," "join," and "fix" should be interpreted broadly. For example, "connect" can be a fixed connection, a detachable connection, or an integral connection; "join" can be a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0057] In the description of this utility model, it should be understood that the terms "upper", "lower", "left", "right", "front", "rear", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or unit referred to must have a specific orientation or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0058] In the description of this specification, the terms "one embodiment," "some embodiments," "specific embodiment," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0059] The above are merely preferred embodiments of this utility model and are not intended to limit the scope of this utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, or 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 universal wheel structure, characterized in that, include: A wheel body, the wheel body including a forward direction side and a backward direction side; A first braking component is arranged on the rearward side of the wheel body; The second braking component is arranged on the forward direction side of the wheel body; A brake assembly connected to the first brake element, the brake assembly being used to lock or unlock the wheel; The first brake component is connected to the second brake component via the swing arm transmission part, so that both the first brake component and the second brake component can trigger the brake assembly.

2. The universal wheel structure according to claim 1, characterized in that, The rocker arm transmission unit includes: A connecting plate and a rocker arm assembly, wherein the connecting plate is connected to the first brake component, and the second brake component is connected to the connecting plate via the rocker arm assembly.

3. The universal wheel structure according to claim 2, characterized in that, The rocker arm transmission unit includes: a bracket, the wheel being connected to the bracket, and the rocker arm assembly including: A rotating shaft, through which the second brake component is connected to the bracket; A rocker arm, wherein the rocker arm is disposed at one end of the second brake component; A guide groove is formed on the connecting plate, and the rocker arm is slidably disposed in the guide groove so that both the first brake component and the second brake component can trigger the brake assembly.

4. The universal wheel structure according to claim 3, characterized in that, The rocker arm is located on the side of the second brake member away from its free end, and the rotation shaft is located between the free end and the rocker arm.

5. The universal wheel structure according to claim 3, characterized in that, in, The free end of the first brake component can switch between a first position and a second position. When the free end of the first brake component is in the second position, the brake assembly abuts against the wheel body. The free end of the second brake component can switch between a third position and a fourth position. When the free end of the first brake component is in the fourth position, the brake assembly abuts against the wheel. During the process of the second brake component switching from the third position to the fourth position, the rocker arm slides in the guide groove so that the connecting plate drives the first brake component to drive the brake assembly to abut against the wheel body; During the process of the second brake component switching from the fourth position to the third position, the rocker arm slides in the guide groove, so that the connecting plate drives the first brake component to move the brake assembly away from the wheel body.

6. The universal wheel structure according to claim 5, characterized in that, The guide groove includes a constricted section and a flared section. When the swing arm is in the constricted section, the connecting plate drives the first brake component to move to a first position. When the swing arm is in the flared section, the connecting plate drives the first brake component to move to a second position.

7. The universal wheel structure according to any one of claims 1 to 6, characterized in that, The braking assembly includes: Brake limiting plate, one end of the first brake component is hinged to the brake limiting plate; A brake swing lever, one end of which is hinged to the brake limiting plate; A brake driven lever, one end of which is hinged to the first brake component and the other end of which is hinged to the brake swing lever; Brake pads, the brake pads being connected to the brake swing arm; When the first brake component switches from the first position to the second position, the first brake component triggers the brake swing rod through the brake driven rod, so that the brake pad abuts against the wheel body.

8. The universal wheel structure according to claim 7, characterized in that, The middle section of the first brake component is hinged to the rocker arm transmission part so that both the first brake component and the second brake component can trigger the brake assembly.

9. The universal wheel structure according to claim 7, characterized in that, Also includes: The reset component is provided, wherein the first brake component is hinged to the brake limiting plate via a brake connecting shaft, the reset component is used to be sleeved on the brake connecting shaft, and the reset component is used to drive the first brake component back to the first position.

10. A transport device, characterized in that, include: Transport container; Multiple caster wheel structures as described in any one of claims 1 to 9, wherein the caster wheel structure is disposed at the bottom of the transport container.

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