VEHICLE BATTERY SERVICE CAR WITH BRAKE MECHANISM

Abstract

Service vehicle (100) which includes the following: a frame (103) comprising a number of first strut members (105a, 105b), a number of second strut members (105c, 105d), a number of support members (107), a number of first crossbeams (109a, 109b, 109c) and a number of second crossbeams (109d, 109e, 109f) comprises, wherein all support members (107) are arranged between a first strut member (105a, 105b) and a second strut member (105c, 105d), all first cross members (109a, 109b, 109c) are arranged between the respective number of first strut members (105a, 105b) and all second cross members (109d, 109e, 109f) are arranged between the respective number of second strut members (105c, 105d); a number of wheels (115), each of the wheels (115) being operatively coupled to at least one of the first strut members (105a, 105b) or one of the first cross members (109a, 109b, 109c); a second number of brake housings with a brake, each of the brakes being operatively coupled to one of the first number of wheels (115) and configured to apply a braking force to its respective wheel (115) when its brake is actuated, where the brakes are configured for selective engagement, a handle bracket coupled to a first strut member (105a, 105b) or a first cross member (109a, 109b, 109c); and a handle (113) which has a push rod and is configured for detachable coupling with the handle bracket, wherein the brakes of the wheels (115) are selectively engaged according to the position of the pushrod, and wherein the push rod includes a latch configured to maintain actuation of the push rod while the latch is engaged.

Description

Technical field

[0001] This disclosure relates to the repair and maintenance of electric vehicles and their associated batteries. In particular, this disclosure relates to tools that are useful in the repair and maintenance of electric vehicles and their associated batteries. background

[0002] Electric vehicles are becoming increasingly popular as their usability and reliability improve. However, electric vehicles and their components still require maintenance for repairs and servicing. Most electric vehicles have a large, heavy battery designed to power the vehicle's drive system, which often needs to be removed from the vehicle's chassis to perform essential maintenance on the vehicle or the battery itself.

[0003] Due to their size and weight, removing batteries from their respective chassis is often difficult and time-consuming, and may require specialized tools in a specialized workshop environment. Such tools are often expensive, bulky, and difficult to store.

[0004] DE 20 2007 009 242 U1 describes a roll container for storing fire and / or disaster relief equipment, with a frame that has a portal-like maneuvering frame on one end and is mounted on four casters, which are configured in pairs as swivel casters and fixed casters. A dead man's brake device is provided on at least one pair of casters.

[0005] DE 20 2013 000 849 U1 describes a trolley for fire brigades. The trolley comprises a chassis which is provided on one side with an operating frame and is mounted on four casters, wherein each caster wheel is assigned a braking device which, to form a dead man's brake, is continuously actuated in the activation direction by an engagement spring and can be released by means of an actuating device against the action of the engagement spring.

[0006] DE 20 2018 005 275 U1 describes an operating mechanism for a trolley for transporting firefighting equipment, with two handles with a semicircular cross-section which, when actuated, form an almost circular cross-section and are arranged at a slight angle to each other. The movable handle is pivotally mounted via lateral levers and has only one degree of freedom. The handles have two screw channels to ensure a twist-proof connection.

[0007] DE 20 2014 003 020 U1 describes a deadman's brake inhibitor comprising a control housing, a control arm, and a preload device arranged between the control arm and the control housing. The preload device exerts a torque on the control arm to force it toward a braking position. Furthermore, a brake assembly is provided which is operationally connected to the control arm and inhibits, but does not prevent, movement of the control arm toward the braking position. Brief description

[0008] The present invention provides a service vehicle suitable for the maintenance of electric vehicles and vehicle batteries, comprising the features of the independent claim. Further advantageous embodiments are the subject of the dependent claims.

[0009] One aspect of this disclosure relates to a service cart suitable for the maintenance of electric vehicles and vehicle batteries. The service cart may have a frame comprising a number of first strut members, a number of second strut members, a number of support members, a number of first cross members, and a number of second cross members. All support members are arranged between a first strut member and a second strut member. All first cross members are arranged between a number of first strut members. All second cross members are arranged between a number of second strut members. The service cart may further comprise a number of wheels, each wheel being operatively coupled to at least one of the first strut members or one of the first cross members.The service trolley can further comprise a number of brake housings, each with a brake, wherein each brake is operatively coupled to one of the number of wheels and configured to apply a braking force to its respective wheel when its brake is actuated, the brakes of the brake housings being configured for selective engagement. In some embodiments, the service trolley can further comprise a handle bracket coupled to a first strut member or a first cross member, and a handle having a push rod and configured for releasable coupling to the handle bracket, wherein the brakes of the wheels are selectively engaged according to the position of the push rod.

[0010] The above aspects of this revelation and further aspects are explained in more detail below with reference to the attached drawings. Brief description of the drawings Fig. Figure 1 is a representation of a service vehicle. Fig. Figure 2 is a representation of the frame of a service vehicle. Fig. Figure 3 is a representation of a service cart frame in a first arrangement. Fig. Figure 4 shows a representation of a service cart frame in a second arrangement. Fig. Figure 5 is a representation of an adjustable crossbeam of a service trolley. Fig. Figure 6 is a schematic view of a support pad and a sliding block in the support body of an adjustable crossbeam of a service trolley. Fig. Figure 7 is a representation of a sliding block for use in the inner section of a support body of an adjustable crossbeam of a service trolley. Fig. Figure 8 is an exploded view of the components of a support pad for a service trolley. Fig. 9 is a cross-sectional view of a support bearing when configured to receive an external load. Fig. Figure 10 is a representation of a service vehicle with a braking system. Fig. 11A is a close-up illustration of a service trolley handle with a brake mechanism in a first position. Fig. 11B is a close-up illustration of a service trolley handle with a braking mechanism in a second position. Fig. Figure 12 is a cross-sectional view of a wheel and associated brake for a service vehicle. Fig. Figure 13 is a close-up view of an adjusting pin and a brake housing for a wheel of a service vehicle. Fig. Figure 14 is a close-up view of a service vehicle wheel with a wheel fork and an associated brake block. Fig. Figure 15 is a top view of a service vehicle, showing the placement of a number of trailer hitches compatible with an external towing device. Fig. Figure 16A is a close-up view of the coupling components of a service vehicle and an external towing device prior to coupling. Fig. Figure 16B is a close-up view of an external towing device detachably coupled to a service trolley using its proportional coupling components. Fig. Figure 17A is a cross-sectional view of the coupling components of a service vehicle and the external towing device in front of the coupling. Fig. Figure 17B is a cross-sectional view of the coupling components of a service vehicle and an external towing device in the coupled state. Detailed description

[0011] The embodiments shown are disclosed with reference to the drawings. It is understood, however, that the disclosed embodiments are intended only as examples, which can be implemented in various and alternative forms. The figures are not necessarily to scale, and some features may be enlarged or reduced to illustrate details of certain components. The disclosed specific details regarding structure and function are not to be understood as a limitation, but rather as a representative basis for teaching the person skilled in the art the practical implementation of the disclosed concepts.

[0012] It is understood that, unless otherwise stated, specific angular measurements provided throughout this disclosure are examples and not limitations. The expression "essentially perpendicular" is used here to indicate a 90-degree angle within a specified tolerance necessary for the feasibility of the invention, as would be understood by a person skilled in the art. The expression "essentially parallel" is used here to indicate a 0-degree angle within a specified tolerance necessary for the feasibility of the invention, as would be understood by a person skilled in the art. It is understood that all specific angular measurements provided will, in practice, fall within a specified tolerance necessary for the feasibility of the invention, as would be understood by a person skilled in the art.

[0013] Fig. Figure 1 shows a service trolley 100 configured to support a battery 102. The battery 102 may be a battery intended for use with an electric vehicle. In the illustrated embodiment, the battery 102 may have a trapezoidal shape, but the service trolley 100 may be configured to accommodate and support batteries of various shapes and dimensions without deviating from the teachings disclosed herein.

[0014] The service vehicle 100 comprises a frame 103 suitable for supporting the weight of the battery 102. The frame 103 is formed by a number of links coupled to provide a support base for the battery 102. The frame 103 can be composed of a number of strut links 105 arranged substantially parallel to the battery 102 and a number of support links 107 arranged substantially perpendicular to the battery 102. All strut links 105 can be coupled to one or more of the support links 107 to form a bracing substructure of the frame 103. In the illustrated embodiment, the bracing substructures comprise couplings of strut links 105 and support links 107 at substantially perpendicular angles; however, other embodiments may include different arrangements without deviating from the teachings disclosed herein.In the embodiment shown, the frame 103 comprises two bracing substructures, however, other embodiments may include more bracing substructures without deviating from the teachings disclosed herein.

[0015] The frame 103 further comprises a number of crossbeams 109 that connect the substructures to form the overall structure of the frame 103. In the illustrated embodiment, the crossbeams 109 are coupled to the struts 105 and the support members 107 in such a way that each crossbeam 109 is arranged at a substantially perpendicular angle to both the respective struts 105 and the support members 107 to which it is coupled. In the illustrated embodiment, the frame 103 is composed of six crossbeams 109; however, other embodiments may include different configurations without deviating from the teachings disclosed herein. The frame 103 may further comprise a number of adjustable crossbeams 111, which may be configured to accommodate different battery configurations.The adjustable crossbeams 111 can be detachable from the frame 103 without deviating from the teachings disclosed herein. In the illustrated embodiment, the adjustable crossbeams 111 are detachably coupled to the frame 103; however, other embodiments may include different configurations for some or all of the adjustable crossbeams 111 without deviating from the teachings disclosed herein.

[0016] The service trolley 100 can further comprise a handle 113 and a number of wheels 115 that allow a specialist to move the service trolley 100. In the illustrated embodiment, the handle 113 can be coupled to one of the crossbeams 109, and each wheel 115 can be coupled to the frame 103; however, other embodiments may include other configurations without deviating from the teachings disclosed herein.

[0017] The service cart 100 can furthermore include a number of trailer couplings 117 configured to receive an external towing device, such as an electric tow device 119. The external tow device can be detachably coupled to the service cart 100 via one of the trailer couplings 117 to assist a user in moving the service cart 100 under load. In the illustrated embodiment, each of the trailer couplings 117 is coupled to the frame 103; however, other embodiments may include different configurations without deviating from the teachings disclosed herein. In the illustrated embodiment, the trailer couplings 117 are configured for coupling with an electric tow device 119; however, other embodiments may be configured for coupling with other or additional types of external towing devices without deviating from the teachings disclosed herein.The embodiment shown comprises four trailer couplings 117, however, other embodiments may include other configurations without deviating from the teachings disclosed herein.

[0018] Fig. Figure 2 provides an additional view of the components of frame 103. In this view, all strut members 105, support members 107, and crossbeams 109 have been labelled as one of a series to indicate their alignment. Fig. 2 and the following figures. In the illustrated embodiment, the strut members 105a and 105b comprise a set of first strut members configured to be located closer to the ground than a charged battery (such as battery 102, see Figure 2). Fig. 1) when the frame 103 is assembled and the service trolley 100 (see Fig. 1) is loaded. In the illustrated embodiment, the strut members 105c and 105d comprise a set of second strut members configured to be positioned closer to the battery than to the ground when the frame 103 is assembled and the service vehicle 100 is loaded. In the illustrated embodiment, the cross members 109a, 109b, and 109c comprise a set of first cross members configured to couple with each of the first strut members. In the illustrated embodiment, the cross members 109d, 109e, and 109f comprise a set of second cross members configured to couple between the second strut members. Other embodiments may include different sets of strut members 105, support members 107, and cross members 109 without deviating from the teachings disclosed herein.

[0019] The frame 103 may further include additional features that enhance the functionality of the service trolley 100. In the illustrated embodiment, all crossbeams 109 may be coupled to other members of the frame 103 via a number of hinges 209. The hinges 209 may be configured to allow a range of movement for their respective crossbeam 109 with respect to the attached strut 105 or support 107. In the illustrated embodiment, each of the hinges 209 is coupled to a strut 105 on both sides of the frame 103; however, other embodiments may include hinges coupled to support members or a combination of struts and support members without deviating from the teachings disclosed herein.

[0020] The hinges 209 can advantageously allow an arrangement of the cross members 109 relative to the strut members 105 and the support members 107 to achieve specific configurations of the frame 103. In the illustrated embodiment, the frame 103 is arranged as a rectangular prism; however, other embodiments can be configured differently to advantageously support various batteries of different shapes without deviating from the teachings disclosed herein. In the illustrated embodiment, the hinges 209 can have a range of movement of 180 degrees relative to an associated strut member 105; however, other embodiments can include other configurations without deviating from the teachings disclosed herein.

[0021] In some embodiments, the hinges 209 may have a flexible range of motion. However, in the illustrated embodiment, it may be advantageous for some or all of the hinges 209 to include a hinge lock 211 that can be operated to fix an associated hinge 209 in a specific angular arrangement. In the illustrated embodiment, the hinge locks 211 include spring-loaded pin locks configured to be received by the hinges 209; however, other embodiments may include other locking mechanisms without deviating from the teachings disclosed herein. The hinge locks 211 may be operated to fix the arrangement of their respective associated hinges 209 in a series of predetermined angles, or may be configured to permit any angle without deviating from the teachings disclosed herein.In the illustrated embodiment, hinge locks 211 are provided for hinges 209 associated with the crossbeams 109a and 109d; however, other embodiments may include hinge locks 211 that are provided for any configuration of hinges 209 without deviating from the teachings disclosed herein.

[0022] The frame 103 also includes features that support other elements of the service trolley 100 (see Fig. 1) are useful. In the illustrated embodiment, the frame 103 comprises a number of handle couplings 213, which are for detachable coupling with a handle, such as the handle 113 (see Fig. 1) are operable. In the illustrated embodiment, hinge couplings 213 are coupled to the crossbeams 109a and 109c, however, other embodiments may include other configurations without deviating from the teachings disclosed herein.

[0023] The frame 103 can further include a number of wheel mounts 215 configured to provide a mounting position for wheels that are coupled to the frame 103 during the full assembly of the service trolley 100, such as the wheels 115 (see Fig. 1). In the illustrated embodiment, the frame 103 comprises wheel mounts 215 at the interfaces of strut members 105 and cross members 109, which form a lowest and an outermost connection point of the frame body. Further embodiments may include additional or alternative placements of wheel mounts 215 without deviating from the teachings disclosed herein. By way of example and without limitation, the frame 103 may include a wheel mount 215 that is associated with each interface of one of the first set of strut members 105 (e.g., strut members 105a and 105b) and a support member 107.

[0024] An additional advantage of implementing hinges 209 is that the frame 103 can be placed in a more compact or portable arrangement for storage or transport. Fig. Figure 3 represents a first arrangement of the frame 103, which is further divided into a second, more compact arrangement as shown in Figure 3. Fig. 4 is configured. Fig. 3 are the crossbeams 109 via their respective hinges (not shown, see Fig. 2) arranged in a direction 300. Since all crossbeams 109 are coupled to other members of the frame 103, the direction 300 is applied equally to all crossbeams 109. Other embodiments may have different configurations that lead to non-conforming arrangement adjustments without deviating from the teachings disclosed herein. In the illustrated embodiment, the conforming reconfiguration of the arrangement of the frame 103 can advantageously be carried out by a single skilled worker.

[0025] Fig. Figure 4 shows the frame 103 after it has been arranged in a compact form. The compact form of the frame 103 can be achieved because the crossbeams 109 comprise hinged crossbeams that can be arranged at a desired minimum angle, and in the arrangement shown, each of the crossbeams 109 is arranged at 0-degree angles to the strut members 105. It is noted that this arrangement is achieved by the connection points assigned to each crossbeam 109 via the hinges 209 (see Figure 4). Fig. 2) The hinges 209 can be locking hinges with hinge locks 211 (see Fig. 2) include, which, after placement in the compact arrangement, can be used to restrict the movement of the crossbeams 109. Fig. 4 represents the frame 103 in the compact arrangement without other elements of the service trolley 100 (see Fig. 1) However, the frame 103 can be configured in a desired arrangement while still coupled to other elements of the service trolley 100, such as the wheels 115 or the handle 113, without deviating from the teachings disclosed herein. By configuring the arrangement of the frame 103 while it is still coupled to the wheels 115, it is advantageously possible for a specialist or other user to more easily move the more compact frame 103 to a storage location.

[0026] With renewed reference to Fig. In the illustrated embodiment, the service trolley 100 comprises a number of adjustable crossbeams 111 arranged between individual strut links 105 from the second set of strut links. In the illustrated embodiment, the adjustable crossbeams 111 can be detachably coupled to the frame 103; however, other embodiments may include other couplings, such as the use of a hinge, without deviating from the teachings disclosed herein. In the illustrated embodiment, the adjustable crossbeams 111 can advantageously be coupled to the frame 103 by a clamping mechanism; however, other embodiments may include other coupling mechanisms without deviating from the teachings disclosed herein.In the illustrated embodiment, the clamping mechanism can include a screw lock to advantageously ensure stability when placing the adjustable crossbeam 111 at a selected point in the longitudinal direction along its associated strut members 105.

[0027] In the illustrated embodiment, the adjustable crossbeams 111 can be positioned at any point along the longitudinal direction of the struts 105 between the crossbeams 109. However, other embodiments may include different configurations without deviating from the teachings disclosed herein. In the illustrated embodiment, the adjustable crossbeams 111 are positioned at a specific point along the longitudinal direction of the struts 105 by initial placement during the assembly of the service trolley 100. However, other embodiments may include adjustable crossbeams 111 that can be arbitrarily positioned without being decoupled from the struts 105. The placement of the adjustable crossbeams 111 at specific points along the struts 105 can advantageously allow the service trolley 100 to support a variety of batteries with diverse dimensions and characteristics.In some embodiments, the strut members 105 may additionally include markings to provide a positioning aid for a specialist to ensure that the adjustable cross members 111 are in a position suitable for accommodating a specific battery shape relative to the strut members 105. In such embodiments, the markings may include a series of line markings providing a ruler measuring system. Some configurations may include other marking systems suitable for accommodating specific battery designs, such as specific battery configurations from a particular manufacturer or compatible with vehicles from a particular automaker.Such embodiments can advantageously provide for a simple configuration of the service vehicle 100 for a specific vehicle series and may be more attractive to specialists who only work on these specific vehicles.

[0028] Fig. Figure 5 is a representation of features of an adjustable crossbeam 111. The adjustable crossbeam 111 consists of a support body 500. To accommodate a variety of battery configurations, the adjustable crossbeam 111 also includes a number of support pads 501. The support pads 501 are configured to be in direct contact with the battery when the service trolley 100 (see Figure 5) is in position. Fig. 1) is loaded, and therefore all support rests 501 of the service cart 100 – and consequently all adjustable crossbeams 111 – must be configured in combination to properly support the specific weight of a battery. Each of the support rests 501 includes a bearing facet 503 configured to be in direct contact with an outer surface of the battery when the service cart 100 is loaded. The bearing facet 503 can advantageously be made of a material with a high coefficient of friction to help hold the battery in position when the service cart is loaded. In the embodiment shown, the bearing facet 503 can comprise a polymer, such as silicone; however, other embodiments can use any other material without deviating from the teachings disclosed herein.

[0029] The support 501 further comprises a support shaft 505, which can advantageously be used to adjust the vertical height of the support 501 relative to the support body 500. In the illustrated embodiment, the height adjustment of the support 501 can be achieved by turning a shaft screw 507 coupled to one end of the support shaft 505; however, other embodiments may include different configurations without deviating from the teachings disclosed herein. In the illustrated embodiment, the shaft screw 507 may comprise a screw configured to engage with a screw receptacle inside the support shaft 505 (not shown). In the illustrated embodiment, the shaft screw 507 advantageously also secures the support shaft 505 so that the support shaft 505 cannot be accidentally removed from the support body 500.

[0030] Each support pad 501 is screwed through the carrier body 500 via a pair of shaft channels 509. All support pads 501 are screwed through their respective shaft channels 509, so that their respective support shaft 505 can be positioned at a location along the length of the carrier body 500. In the illustrated embodiment, each shaft channel 509 is configured to ensure low friction during the movement of a support shaft 505, but is also narrow enough compared to the diameter of a support shaft 505 that a respective support pad 501 cannot rotate freely in a direction α. ​​In the illustrated embodiment, the support shafts 505 are screwed through the entire height of the carrier body 500 and thus pass through two separate shaft channels 509 on opposite sides of the carrier body 500. Other embodiments may include other configurations without deviating from the teachings disclosed herein.

[0031] In the illustrated embodiment, each support shaft 505 is additionally screwed to a sliding block 511, which is arranged inside the support body 500. The support shaft 505 can be screwed in such a way that the associated sliding block 511 is coupled to the support shaft 505 when screwed in, such as a screw thread configuration. Each sliding block 511 can advantageously allow the positioning of the support bearing 501 in a longitudinal direction with respect to the support body 500.

[0032] Fig. Figure 6 provides an alternative side view of the support pad 501 and the sliding block 511 with respect to a support body 500 of the adjustable crossbeam 111. In the illustrated embodiment, a section of the interior of the support body 500 is visible within a section line 600. In the illustrated embodiment, the position of the support pad 501 is adjustable in two dimensions. The height settings of the support pad 501 control the position of the support pad 501 in a direction y with respect to the above. Fig. 5 described manner. Fig. Figure 6 additionally shows a direction x, which forms the longitudinal direction of the support body 500. In the illustrated embodiment, shaft channels 509 are configured such that the support shaft 505 can move freely in the direction x, although other embodiments may include other configurations without deviating from the teachings disclosed herein. The sliding block 511 helps to ensure that only linear positioning of the support surface 501 occurs by preventing rotational movement in a direction β.

[0033] The sliding block 511 further comprises a locking pin 613, which is arranged in a locking channel 613 of the support body 500. The locking channel 613 is separated from the shaft channels 509 because one edge is configured as a set of channel teeth 617. When the associated support pad 505 is subjected to a downward load on the support facet 503 (such as when supporting a battery), the locking pin 613 can be forced between two adjacent channel teeth 617. When the locking pin is forced between adjacent channel teeth 617, the sliding block 511 may not be operable to move in the x direction, and the support pad 501 may advantageously be fixed in a position under load.To ensure that the support pad is freely positionable when not under load, the sliding block 511 can include a sliding spring 619 which can be operated to provide an upward force in the y direction when not under load. Since the support pad 501 and the sliding block 511 are effectively coupled when the support shaft 505 is screwed through the sliding block 511, applying pressure from the battery to the surface facet 503 provides an upward force opposite to this force by the sliding spring 619.In the illustrated embodiment, the associated battery can be very heavy; however, the sliding spring 619 does not need to provide sufficient force to support a substantial portion of the battery's weight to be effective. Instead, it only needs to provide sufficient force to counteract the combined weight of the support 501 and the sliding block 511 when coupled, but not under load. In the illustrated embodiment, the sliding spring 619 can be operated to provide a sufficiently low upward force so that a skilled person can easily adjust the sliding block 511 by hand when inspecting its operation. By way of example and without limitation, the illustrated embodiment may include a sliding spring 619 capable of generating 10 pounds of force; however, other embodiments may include different specifications without deviating from the teachings known to a person skilled in the art.However, it is understood that preferred embodiments of sliding springs 619 do not provide sufficient force in combination with all sliding springs of the associated embodiment to completely support the weight of a battery supporting the service trolley 100 under load (see . Fig. 1) sets, provide. In the illustrated embodiment, the locking pin 613 can advantageously be configured to withstand much greater shear forces than an associated sliding spring 619, since the locking pin 613 is subjected to a greater weight from the battery when the service cart is loaded. By way of example and without limitation, the locking pin 613 in the illustrated embodiment can be suitable to withstand a shear force of 1000 lb under load; however, other embodiments include other configurations suitable for their associated expected loads without departing from the teachings disclosed herein.

[0034] The support body 500 may also include markings or measurements to provide users and technicians with a measurable indication of the position of a support pad 501. In some embodiments, the canal teeth 617 may be numbered or marked with distance measurements to provide a position indicator (not shown). In other embodiments, some or all of the canal teeth 617 may include special colors that indicate specific positions for the support pads 501 with respect to a particular type of battery to be supported (not shown). Other markings may be used in other embodiments without deviating from the teachings disclosed herein.

[0035] Fig. Figure 7 is a representation of the sliding block 511 independent of its arrangement with respect to a support body 500 (see Fig. 5 and Fig. 6) of an adjustable crossbeam 111. The sliding block 511 is composed of a locking pin 613 and a sliding spring 619. In some embodiments, the sliding block 511 may include additional or differently configured locking pins 613 without deviating from the teachings disclosed herein. In embodiments with multiple locking pins 613 on opposite sides of the sliding block 511, the support body 500 of the adjustable crossbeam 111 may have multiple locking channels 615 (see Figure 6). Fig. 6) to accommodate the sliding block 511. In configurations with multiple locking pins 613, the specific shear force resistance of the locking pins 613 can withstand the total specific weight under load. By way of example, and without limitation, a sliding block 511 with 4 locking pins 613 can still function to withstand a shear force of 1000 lb, but each individual locking pin 613 can be designed to withstand a shear force of 250 lb alone (1 / 4 of the total maximum load). Such embodiments can advantageously reduce the cost of the sliding block 511 by using less expensive materials for the locking pins 613. Other embodiments may include other configurations without departing from the teachings disclosed herein.

[0036] Fig. 7 also represents a shaft receptacle 701 which is functional in that it can support a bearing shaft 505 (see Fig. 5) to receive and screw in. In the illustrated embodiment, the shaft receptacle 701 can comprise an interior with a screw thread that matches a screw thread of an associated support shaft 505; however, other embodiments can include other configurations without deviating from the teachings disclosed herein.

[0037] The sliding block 511 can also include a sliding shoe 703, which is designed for insertion into an inner slot (not shown) in the carrier body 500 (see Fig. 5 and Fig. 6) is configured. The sliding shoe 703 can engage with the inner slot at a low coefficient of friction to allow unimpeded movement of the sliding block 511 in the support body 500 when no load is applied. However, using the sliding shoe 703 in an inner slot can advantageously prevent the sliding block 511 from rotating or otherwise displacing in the support body 500, thus preventing a support shaft 505 from being successfully screwed through the shaft receptacle 701 during the assembly, repair, or reassembly of the adjustable crossbeam 111. Some embodiments may omit the sliding shoe 703 or the inner slot of the support body 500 without deviating from the teachings disclosed herein.

[0038] Fig. Figure 8 shows an expanded view of a support support 501. In the illustrated embodiment, the shank screw 507 is coupled to the support facet 503 via a shank collar 801, which is configured to receive the support shaft 505. The support support 501 is additionally composed of a number of collar openings 805, which form a through-hole in the shank collar 801, and a number of shaft openings 807, which form a through-hole in the support shaft 505. When the support shaft 505 is received in the shank collar 801, the collar openings 805 and the shaft openings 807 can be oriented such that a shear pin 809 can be inserted into the through-hole formed by their orientation.

[0039] Vehicle batteries are typically very heavy and are mounted along the chassis of their respective vehicles. By way of example, and without limitation, a battery suitable for a typical electric vehicle can weigh between 1000 and 3000 lb, and the battery of an electric light-duty truck can weigh 5000 lb or more. In the embodiments shown here, the service vehicle can carry 100 (see Fig. 1) be designed to safely accommodate batteries with loads exceeding 5000 lb. Due to the weight and arrangement of batteries in relation to their electric vehicles, a conventional approach to loading the Service Trolley 100 may involve using an additional heavy-duty jack (such as an electric, pneumatic, hydraulic, or hybrid jack found in conventional automotive workshops) to raise the entire vehicle to a height sufficient for the Service Trolley 100 to be positioned underneath, and then slowly lowering the vehicle onto the Service Trolley 100 until the battery is supported by the support pads 501 (see Fig. 5) comes into contact before the battery is disconnected from the associated electric vehicle. In such a procedure, the arrangement of the service trolley 100 is ideally configured correctly for the battery it is to accommodate.

[0040] The shear pin 809 can be designed as a one-way component that is sacrificed when the support pad 501 is subjected to a higher weight than its design rating during the loading procedure. This sacrifice of the shear pin 809 can advantageously provide audible, visual, or haptic feedback indicating that one or more support pads 501 have been subjected to an excessive load, and personnel can use such feedback to continue using the heavy-duty jack to support the weight of the vehicle and / or battery. Such feedback can advantageously protect personnel from unsafe loading of the service cart 100 and prevent other components of the service cart 100 from requiring repair or replacement should the service cart be subjected to loads that could cause damage.

[0041] In the illustrated embodiment, the shear pin 809 can be subjected to shear forces from the shaft collar 801 when loaded with a battery. Each of the support rests 501 of the service trolley 100 can be expected to bear a partial load of the total battery weight. Thus, the shear pin 809 can advantageously be configured to break when subjected to a load exceeding its assigned specific capacity. By way of example, and without limitation, the shear pin 809 in the illustrated embodiment can be designed to withstand a shear force of 1250 lb to support a maximum battery weight of 5000 lb distributed over four individual support rests 501 (see Figure 1). Fig. 1 and Fig. 5) to take into account. In other embodiments, the shear pins 809 may be configured to accommodate smaller 1000 lb batteries and may therefore only be designed to withstand shear forces of 250 lb. In some embodiments, the shear pins 809 may be designed to break at a lower weight if it is assumed that the battery's weight will not be evenly distributed on the service trolley 100. By way of example, and without limitation, if a battery weighs 1000 lb, but 70% of its weight is distributed on one side of its casing, half of the shear pins 809 may be designed to have a higher breaking point (e.g., 350 lb shear force), and the other half may be designed to have a lower breaking point (e.g.,150 lb) so that specialists can be informed in a way that optimizes safety if the battery load is not evenly distributed on the Service Cart 100.

[0042] In the illustrated embodiment, the breaking of a shear pin 809 can produce a loud audible noise. In some embodiments, a surface 811 of the support shaft 505 can comprise an open electrical circuit (not shown) that is closed by contact with an inner surface in the shaft collar 801. The closed electrical circuit can be used to energize a visual indicator, such as an LED, or an audible indicator, such as a buzzer or siren. In some such embodiments, the collision of the surface 811 with an inner surface can itself produce a loud and clearly audible noise, indicating to a skilled person that an associated shear pin 809 has been sacrificed.

[0043] Fig. Figure 9 is a cross-sectional view of an assembled support bearing 501 when configured to bear a load. In the illustrated embodiment, the bearing shaft 505 is received in a cavity 901 within the shaft collar 801. The shear pin 809 is inserted into a through-hole created by aligning the openings of the bearing shaft 505 and the shaft collar 801. The shear pin 809 can be used to maintain a certain degree of clearance between the surface 811 of the bearing shaft 505 and within the cavity 901. If the shear pin 809 breaks due to the application of an excessive shear force to one or both ends through the shaft collar 801, the downward force 913 of the external load pushes the shaft collar 801 downwards onto the support shaft 505, causing a collision and contact between the surface 811 and the surface 911.

[0044] The Servicewagen 100 may include other features that focus on safety and ease of use for the professionals. Fig. Figure 10 shows a service trolley 100 having a braking system integrated with the handle 113. The handle 113 can be coupled to the service trolley 100 via a handle bracket 1013. In the illustrated embodiment, the service trolley 100 comprises a plurality of handle brackets 1013 located on both sides of the frame 103 (see Figure 10). Fig. 1) of the cart, however, other embodiments may include a different number of handle brackets 1013 without deviating from the teachings disclosed herein. In the illustrated embodiment, the handle 113 may be detachably coupled to the service cart 100 so that it can be attached to either side of the cart, however, other embodiments may have a different coupling mechanism without deviating from the teachings disclosed herein. In the illustrated embodiment of Fig. 10. The service trolley 100 can include an optional second handle 114, so that both handle 113 and handle 114 can be coupled to the service trolley 100 simultaneously using different handle mounts 1013. The presence of multiple handle mounts 1013 and the coupling of multiple handles to the service trolley 100 advantageously provides easy access to the trolley for multiple personnel, thereby reducing the effort required by each personnel to safely move the trolley when loaded. In the illustrated embodiment and throughout the entire description, unless otherwise stated, handle 114 is identical to handle 113 in form and function; however, other embodiments can include multiple handles with different configurations without deviating from the teachings disclosed herein.Unless otherwise stated, descriptions of handle 113 in this disclosure also apply to handle 114 in embodiments comprising a second handle 114.

[0045] In the illustrated embodiment, the service trolley 100 includes a braking system composed of brake cables 1015 configured to interact with the handle 113 via the handle brackets 1013. Each of the wheels 115 includes an associated brake housing 1017 containing a brake engagement mechanism (not shown). The engagement mechanism of each brake housing 1017 can be engaged via one of the brake cables 1015. In the illustrated embodiment, selective engagement of the brake cables 1015 is achieved via a control in the handle 113. In the illustrated embodiment, the brakes of the wheels 115 are normally engaged, and the control in the handle 113 may include a pushrod 1019 capable of selectively disengaging the brakes (sometimes referred to as a "dead man's switch").Other embodiments may include different configurations; however, the illustrated embodiment advantageously uses a normally engaged brake to maximize the stability of the cart when loaded, without requiring a professional to manually engage the brakes, thus improving safety for both the cart and the professional. The push bar 1019 provides ergonomic control of the brakes, allowing a professional to easily disengage all brakes simultaneously by positioning themselves at the handle 113, thus advantageously maximizing the ease of use of the cart even when loaded.

[0046] In the illustrated embodiment, the handle 113 can be detachably coupled to the trolley via the handle brackets 1013, and thus the handle brackets 1013 provide a channel for coupling the push rod 1019 in the handle 113 to the brake cables 1015. Other embodiments may include other mechanisms for such coupling without deviating from the teachings disclosed herein. In embodiments with both handles 113 and 114, each handle may include a push rod 1019 capable of selectively disengaging the brakes. In some embodiments with both handles, such as trolleys designed to support very heavy loads, it may be necessary to selectively actuate both handles to disengage the brakes of the wheels 115, which advantageously encourages the presence of two skilled personnel when moving the trolley under load, thereby improving safety.

[0047] In the illustrated embodiment, the pushrod 1019 of a single handle 113 can be configured to control brakes assigned to each of the wheels 115. For this purpose, a number of cable switches 1021 are attached to the frame of the service trolley 100. Each cable switch 1021 is configured to connect a single brake input cable 1015, coupled to the handle 113, to a plurality of brake output cables 1015 that directly actuate the brakes of the wheels 115. The illustrated embodiment includes a pair of cable switches 1021 located on either side of the handle mountings 1013, thereby providing access for a coupled handle 113 to the brake mechanisms of all brakes on the side of the service trolley 100 with respect to the handle 113. In such an embodiment, this configuration allows each brake assigned to a wheel 115 of the service cart 100 to be controlled using a single controller, such as a...The pushrod 1019 is disengaged at a single handle 113. In this configuration, the pushrod 1019 can be operated to disengage all brakes when its associated handle 113 is attached to the service trolley 100 and the brake cables 1015 are connected to it via the handle attachments 1013. Other embodiments may include a different arrangement with a different number or configuration of cable switches 1021 without deviating from the teachings disclosed herein.

[0048] The illustrated embodiment includes a normally engaged brake configuration, accessed via the pushrod 1019. Such a configuration can be cumbersome for a single operator who needs to move the service trolley 100. Fig. Figure 11 includes a close-up view of a feature of handle 113 that can be used to assist a single skilled worker in operating the brakes.

[0049] Fig. Figure 11A shows a view of the handle 113 when the pushrod 1019 is not actuated (and thus the carriage brakes are engaged). In the illustrated arrangement, the pushrod 1019 is inserted into a rod channel 1100, which allows the pushrod 1019 to move along a predefined path for optimal brake disengagement (not shown). By applying an upward force 1112 to the pushrod 1019, the pushrod 1019 can be positioned in an actuated position (thereby disengaging the brakes). The handle 113 also includes a latch 1113, which can be actuated to be positioned so that it can hold the pushrod 1019 in the actuated position without further application of the force 1112. The bolt 1113 comprises a sleeve bolt which can be operated to slide along the length of a handle link 1115.Furthermore, the bolt 1113 can be operated to rotate around the outside of the handle element 1115. The combined movements of the bolt 1113 can be used to move the bolt 1113 in a direction 1116 into a position between the push rod 1019, when it is in an actuated position, and a bolt lock 1117, which is located in a downward direction from the push rod 1019, as shown in . Fig. 11B is shown. Fig. 11B provides the locking bolt 1117 with a stabilizing force 1118 to counteract a downward force 1120 to which the push rod 1019 is subjected in an attempt to return to its normally disengaged state. Although the illustrated embodiment includes a sliding bolt and a cylindrical handle element, other embodiments may include other locking mechanism configurations without deviating from the teachings disclosed herein. Some embodiments may not include a locking mechanism for any handles 113 of a service trolley without deviating from the teachings disclosed herein.

[0050] Fig. Figure 12 shows a cross-sectional view of a wheel 115 mounted on a wheel holder 215 (see Fig. 2) is attached to a service trolley and has a brake housing 1017 which is actuated by a brake cable 1015 inserted through an inlet into the brake housing. The brake cable 1015 is actuated by applying a force 1200 to a brake pushrod 1201. The brake pushrod 1201 is coupled to the brake cable 1015 and is subjected to a normal force 1200 acting in the opposite direction via a compression spring 1203. The forces are transmitted from the brake pushrod 1201 to a shoulder bolt 1207 and a brake shoe 1209, the brake shoe 1209 being coupled to the brake pushrod 1201 by means of the shoulder bolt 1207. If the force 1200 is not present, the compression spring 1203 applies a normal force which causes the brake pad 1209 to come into contact with the wheel 115.Thus, applying a force 1200 via the brake cable 1015 is necessary to disengage the brake block 1209 and allow unimpeded movement of the wheel 115. In the illustrated embodiment, the wheel 115 includes a swivel caster that can pivot about an axis parallel to the brake pushrod 1201; however, other embodiments may include different configurations without deviating from the teachings disclosed herein. By way of example and without limitation, the wheel 115 may have a 360-degree swivel movement about this axis; however, other embodiments may include different configurations without deviating from the teachings disclosed herein. In the illustrated embodiment, the brake block 1209 can be operated to apply a braking force to the wheels for stabilizing a service trolley 100 (see Figure 1). Fig. 1) to provide sufficient height in combination with other similar brakes for the wheels that are available, when loaded. By way of example and without limitation, the illustrated embodiment can be operated to provide a braking force of 250 lb. Other embodiments may include other braking forces suitable for other configurations of a service cart or other configurations of batteries that load the service cart, without departing from the teachings disclosed herein.

[0051] Fig. 12 also represents an adjusting pin 1211 coupled to the brake push rod 1201, which can be operated to stabilize the position of the brake pad 1209 as part of a pin-slot system. Fig. Figure 13 provides a close-up view of the operation of the pin-slot system, which includes the adjusting pin 1211, with respect to the brake housing 1017. The adjusting pin 1211 is configured to move within a pin channel 1300 of the brake housing 1017. The pin channel 1300 includes a channel branch 1302 with a proximal end 1304 and a distal end 1306. When a force 1200 is applied to the brake cable 1015, the adjusting pin 1211 moves along the pin channel 1300 in the direction 1308, ultimately passing through the proximal end 1304 and toward the distal end 1306. When the force 1200 is released, the adjusting pin 1211 is retracted by the compression spring 1203 (see Figure 13). Fig. 12) in the opposite direction 1308 is pressed into its initial position. The width of the pin channel 1300 and the channel branch 1302 is calibrated to provide sufficient space for unimpeded movement of the adjusting pin 1211, but only within a specified tolerance in a direction other than direction 1308 or its inverse. The calibrated width of the channel 1300 and the channel branch 1302 advantageously stabilizes the movement of the adjusting pin 1211, thus ensuring smooth movement during the application of force 1200 and during the return of the adjusting pin 1211 to its initial position.Furthermore, the fixed width of the channel branch 1302 supports the stabilization of the movement of the adjusting pin 1211 when it passes through the proximal end 1304 during its displacement, thus allowing small variations in the force 1200 without requiring the brake pad 1209 to be reapplied (see . Fig. 12) leads to the wheel 115. In the illustrated embodiment, the channel 1300 comprises a channel having an oblique L-shape with the channel branch 1302; however, other embodiments may include other configurations of the channel 1300 and the channel branch 1302 without deviating from the teachings disclosed herein. Some embodiments may omit the adjusting pin 1211 and / or the channel 1300 and / or the channel branch 1302 without deviating from the teachings disclosed herein.

[0052] As above with reference to Fig. As mentioned in Figure 12, the wheel 115 can pivot about an axis parallel to the brake pushrod 1201. Since the brake pad 1209 is more efficient when a larger portion of its surface is in contact with the wheel 115, it would be advantageous for the brake pad 1209 to pivot along with the wheel 115. Thus, the brake pad 1209 can be configured to pivot along the same axis with the same degree of freedom as the wheel 115. In the embodiment shown, the brake pad 1209 can have a degree of freedom of 360 degrees for pivoting about this axis; however, other embodiments may include other configurations without deviating from the teachings disclosed herein. Fig. Figure 14 provides a view of an embodiment of the wheel 115 with a number of wheel forks 1401. In the illustrated embodiment, the wheel forks 1401 are configured to couple to the wheel 115 via a screw on its axis of rotation; however, other embodiments may include different configurations without deviating from the teachings disclosed herein. The wheel forks 1401 are arranged to impart a gentle rotational force to the brake shoe 1209 about its pivot axis whenever the wheel 115 pivots about the same axis. By way of example and without limitation, in the illustrated embodiment, the wheel forks 1401 are configured to cause the brake shoe 1209 to pivot in a direction of rotation 1402 whenever the wheel 115 pivots in the direction of rotation 1404.It is noted that the directions of rotation 1402 and 1404 are parallel about the same axis of rotation, and thus the brake block 1209 pivots in such a way that it is essentially aligned with the wheel 115 in any arrangement thereof, thereby optimizing the braking force when the brake block 1209 engages against the wheel 115.

[0053] A service cart, when loaded with an electric battery, can be quite heavy and difficult to move. It would therefore be advantageous for the cart to be configured to receive assistance from an external tool suitable for reducing the physical effort required by a technician to move the overall weight of a loaded cart, such as a tow or pulling device. Fig. Figure 15 provides a top view of a service vehicle 100, showing an arrangement of trailer couplings 117 around the service vehicle 100 at a different angle than shown in Figure 15. Fig. 1 shows. As above in relation to Fig. 1 is shown, represents Fig. Figure 15 describes one embodiment in which the majority of trailer couplings 117 are functionally arranged on a first set of strut members 105 or a first set of cross members 109. However, other embodiments may have different configurations without deviating from the teachings disclosed herein. Other such embodiments may include configurations having a different number of trailer couplings 117, different arrangements of one or more trailer couplings 117, or a combination thereof. Fig. Figure 15 further shows a top view of an external towing device 1500, which is operatively coupled to one of the trailer couplings 117. In the illustrated embodiment, the external towing device 1500 comprises a manually operated electric towing device; however, other devices may be used without deviating from the teachings disclosed herein. Other such external towing devices may include an electric towing device, a hydraulic towing device, a pneumatic towing device, or a towing device operated by means of an internal combustion engine, or any other similar device driven by a mechanism known to the person skilled in the art, without deviating from the teachings disclosed herein.In some configurations, the external towing device can be configured as a "tug" that is well suited for applying a pulling force in an orthogonal direction away from the frame of the service cart 100, but in the illustrated embodiment, the external towing device is sufficient to provide such a force as well as a pushing force in an orthogonal direction to the service cart 100. The external towing device can advantageously be designed to provide a sufficient external force to move the cart under load when the brakes of the wheels 115 (see . ) are applied. Fig. 1) are deployed, to provide. By way of example and without limitation, the external towing device 1500 can be operated to provide an external force sufficient to move loads of at least 1000 lb, but can also be operated to provide external forces sufficient to move loads of at least 3000-5000 lb, without deviating from the teachings disclosed herein.

[0054] Fig. Figure 15 also represents a pull handle 1501 of the external towing device 1500, which a specialist can use to apply pushing / pulling forces to the service cart 100, which are amplified by the external towing device 1500, and to maneuver the external towing device to apply such forces in a desired direction to move the service cart 100. In the illustrated embodiment, several external towing devices 1500 can be coupled with individual trailer couplings 117, thus allowing several specialists to use multiple such devices to move the cart while it is loaded.Such an arrangement can advantageously allow a wagon subjected to a very heavy load to be moved using external towing devices, which individually would not be capable of moving the total weight of the loaded wagon, thereby improving the safety of personnel and the service life of the external towing devices. In the illustrated embodiment, the external towing device is detachably coupled to the trailer coupling 117 and can be detachably coupled to any of the trailer couplings 117 in this or other embodiments without deviating from the teachings disclosed herein.

[0055] Fig. Figure 16A includes a close-up view of the components of the trailer coupling 117 and the external towing device 1500. The trailer coupling 117 comprises a pair of coupling flanges 1607, which are used to provide a strut for the coupling components of the external towing device 1500. Each of the coupling flanges 1607 includes an elongated hole 1609. The releasable coupling of the external towing device 1500 is achieved via a pin coupling using a coupling bolt 1611, the elongated holes 1609 being substantially oriented to receive the coupling bolt 1611 inserted through each of the coupling flanges 1607.During the coupling of the external towing device 1500 with the service trolley 100, the coupling bolt 1611 is additionally inserted through a number of bolt receptacles 1613 of the external towing device 1500, each bolt receptacle 1613 having a bolt hole 1615 configured to receive the coupling bolt 1611 and substantially aligned to allow the insertion of the coupling bolt 1611 through both during the coupling.

[0056] The bolt receptacles 1613 are mounted on a coupling bracket 1617, which has a mounting collar 1619 that operatively couples the coupling bracket 1617 to the rest of the external towing device 1500. The coupling bracket 1617 also includes a receiving surface 1621, which is capable of interacting with a member of the service carriage 100 when the external towing device 1500 is coupled to the trailer coupling 107. In this illustration, the member in question is a cross member 109; however, the coupling bracket 1617 is also suitable for interacting with the strut members 105 (see Fig. 1) of the service vehicle 100, without deviating from the teachings revealed herein.

[0057] The receiving surface 1621 also includes a number of pressure ramps 1623 configured to provide cushioning and specific friction between the receiving surface 1621 and the crossbeam 109 or the strut 105 of the service trolley 100 during coupling. In the illustrated embodiment, the pressure ramps 1623 offer several advantages when coupling the service trolley 100 to the external towing device 1500. A first advantage is that the shape of the pressure ramps 1623 helps to gradually transfer the weight from the service trolley 100 to the external towing device 1500. A second advantage is that the material composition of the pressure ramps 1623 can be selected to control the friction between the receiving surface 1621 and the service trolley 100 during coupling.By way of example and without limitation, the pressure ramps 1623 in the illustrated embodiment can be made of a polymer; however, other materials can be used in other configurations without deviating from the teachings disclosed herein. The material can be selected such that the friction between the service trolley 100 and the receiving surface 1621 during coupling and uncoupling is reduced to a minimum, yet is still sufficient to achieve effective force transmission from the external towing device 1500 to the service trolley 100 when they are coupled. An additional third advantage of such a material selection is that scratching or other cosmetic damage to the parts of the service trolley 100 that come into contact with the pressure ramps 1623 can be minimized, while increasing cushioning and friction compared to a metal component, such as the receiving surface 1621.

[0058] The increased cushioning between the receiving surface 1621 and the pressure ramps 1623 advantageously stabilizes the coupling and further protects the cosmetic appearance and structural integrity of the service trolley 100 and the coupling bracket 1617, while also supporting the reduction of corrosion on both due to surface defects caused by frictional contact, thereby advantageously improving the service life of both the service trolley 100 and the external towing device 1500. Additional aspects of the pressure ramps 1623 are described below with reference to Fig. 17 described.

[0059] In the illustrated embodiment, the coupling bracket 1617 comprises the coupling components of the external towing device 1500, while the mounting collar 1617 couples the coupling bracket 1617 to the drive components of the external towing device. The drive components comprise a series of simple wheels 1631, which can be operated to provide a rolling force in a direction tangential to their rotation. The external towing device 1500 further comprises a steering wheel 1633, which is capable of enabling a person to steer the external towing device 1500. The steering wheel 1633 is a swivel caster, which can be operated to pivot and to make pivot adjustments in response to a person's input on a towing device handle 1501 (not shown, see figure). Fig. 15) applied pivoting forces. In combination, simple wheels 1631 and the steering wheel 1633 are functional in such a way as to allow a user to manipulate both the external towing device 1500 and the service trolley 100 (when coupled to it) by applying pushing and pulling forces at various angles with respect to an axis defined by the coupling bolt 1611 when coupled. These forces are transmitted from the towing device handle 1501 via a handle shaft 1635 to the wheels.

[0060] Fig. Figure 16B shows an external towing device 1500 during active coupling with the trailer hitch 117. In the illustrated embodiment, the coupling bolt 1611 is inserted through all coupling flanges 1607 and bolt receptacles 1613, and the pressure ramps 1623 (not shown) are coupled to the underside of the cross member 109. The illustrated coupling is a releasable coupling, and the coupling bolt 1611 can be removed at any time to release the external towing device 1500 from the trailer hitch 117, thereby allowing the pressure ramps 1623 to detach from the underside of the cross member 109 when the external towing device 1500 is pulled away from the frame of the service vehicle 100.

[0061] It is further noted that the external towing device 1500 comprises a drive source 1637 suitable for applying rotational forces to the simple wheels 1631 in response to pushing or pushing forces applied via the towing device handle 1501. In the illustrated embodiment, the drive source 1637 is arranged in an L-curve of the handle shaft 1635; however, other embodiments may include different arrangements without deviating from the teachings disclosed herein. In the illustrated embodiment, the drive source 1637 is shown transparently to avoid obscuring other components of the external towing device 1500. In the illustrated embodiment, the drive source 1637 may comprise an electric motor; however, other embodiments may include different configurations without deviating from the teachings disclosed herein.Other such external embodiments may include a hydraulic system, a pneumatic system, an internal combustion engine, a hybrid engine, or any other similar device driven by a mechanism known to the average person skilled in the art, without deviating from the teachings disclosed herein. In the embodiment shown, the external towing device 1500 can provide sufficient power to move a service cart weighing more than 1000 lb when loaded. In some embodiments, the external towing device 1500 can provide sufficient power to move a service cart weighing 3000-5000 lb when loaded, without deviating from the teachings disclosed herein.

[0062] Fig. 17A and Fig. Figure 17B provides cross-sectional views of sections of the service trolley 100 and sections of the external towing device 1500 in a plane that bisects the trailer coupling 117 at an equal distance between each of the coupling flanges 1607. The plane shown also bisects the external towing device 1500 at an equal distance between each of the simple wheels 1633. Fig. Figure 17A provides a representation of the two devices immediately before coupling, and Fig. Figure 17B provides a representation of the two devices when coupled.

[0063] In Fig. 17A The handle shaft 1635 extends upward into the mounting collar 1619 of the coupling bracket 1617, allowing the coupling bracket 1617 to pivot about an axis defined by the longitudinal center of the extension. In the mounting collar 1619, the compression spring 1701 provides an upward normal force to the underside of the receiving surface 1621, thereby pushing the pressure ramps 1623 upward. The upward normal force of the compression spring 1701 advantageously allows a lower minimum coefficient of friction between the pressure ramps 1623 and the service carriage 100 in direction 1702, thus simplifying the coupling and uncoupling process while maintaining a basic level of traction between them when coupled.When the external towing device 1500 is moved in the direction 1702 to bring about the coupling, the weight of the service carriage 100 is absorbed by the pressure ramps 1623, thereby generating a downward force 1704 that opposes the upward normal force of the compression spring 1701.

[0064] In Fig. In 17B, the coupling bolt 1611 is inserted into all coupling flanges 1607 and bolt receptacles 1613, while the underside of the crossbeam 109 transfers part of the weight of the service trolley 100 to the pressure ramps 1623, thereby compressing the compression spring 1701 to some extent and increasing the stability of the bolt fastening mechanism via the friction between the pressure ramps 1623 and the crossbeam 109. Although the compression spring 1701 is compressed in this illustration, it should be noted that the coupling bracket 1617 can still pivot about the extension axis of the handle 1635, thus allowing a specialist to adjust the angle at which the pushing or pulling force is applied to the service trolley 100 with respect to the coupled external towing device 1500. As above with reference to Fig.As shown in Figure 16, this coupling is a detachable coupling, and the coupling bolt 1611 can be removed at any time to allow the external towing device 1500 to be separated from the service trolley 100.

[0065] Although exemplary embodiments have been described above, it is not intended that these embodiments describe all possible forms of the disclosed device and method. Instead, the terms used in the description serve for illustrative purposes and not for limitation, and it is understood that various modifications can be made without deviating from the essence and the claimed scope of protection of the disclosure. The features of different implementation embodiments can be combined to form further embodiments of the disclosed concepts.

Claims

[1] Service trolley (100) comprising the following: a frame (103) comprising a number of first strut members (105a, 105b), a number of second strut members (105c, 105d), a number of support members (107), a number of first crossbeams (109a, 109b, 109c) and a number of second crossbeams (109d, 109e, 109f) comprises, wherein all support members (107) are arranged between a first strut member (105a, 105b) and a second strut member (105c, 105d), all first cross members (109a, 109b, 109c) are arranged between the respective number of first strut members (105a, 105b) and all second cross members (109d, 109e, 109f) are arranged between the respective number of second strut members (105c, 105d); a number of wheels (115), each of the wheels (115) being operatively coupled to at least one of the first strut members (105a, 105b) or one of the first cross members (109a, 109b, 109c); a second number of brake housings with a brake, each of the brakes being operatively coupled to one of the first number of wheels (115) and configured to apply a braking force to its respective wheel (115) when its brake is actuated, where the brakes are configured for selective engagement, a handle bracket coupled to a first strut member (105a, 105b) or a first cross member (109a, 109b, 109c); and a handle (113) which has a push rod and is configured for detachable coupling with the handle bracket, wherein the brakes of the wheels (115) are selectively engaged according to the position of the pushrod, and wherein the push rod includes a latch configured to maintain actuation of the push rod while the latch is engaged. [2] Service vehicle (100) according to claim 1, wherein all brakes comprise a normally engaged configuration. [3] Service vehicle (100) according to claim 2, wherein the normally engaged configuration of the brakes is configured to be disengaged using a brake cable. [4] Service trolley (100) according to claim 3, wherein the brake cable is coupled to the push rod, wherein the brake cable applies the brakes in response to an actuation of the push rod. [5] Service trolley (100) according to claim 1, wherein all brakes are configured in a normally closed configuration using a spring-loaded brake pad which is disengaged using a cable mechanism. [6] Service trolley (100) according to claim 5, wherein the spring-loaded brake block comprises a pin-slot system. [7] Service trolley (100) according to claim 1, wherein the frame (103) is designed to support a load of at least 3000 lb. [8] Service trolley (100) according to claim 7, wherein the frame (103) is designed to support a load of at least 5000 lb. [9] Service vehicle (100) according to claim 1, which further comprises a trailer coupling (117) arranged on the frame (103), wherein the trailer coupling (117) can be operated for releasably coupling the frame (103) to an external towing device (119) with a coupling bracket by coupling the trailer coupling (117) and the coupling bracket. [10] Service trolley (100) according to claim 1, wherein the first crossbeams (109a, 109b, 109c) comprise a locking connection and a number of the second crossbeams (109d, 109e, 109f) are second folding crossbeams comprising a locking connection, wherein the first crossbeams (109a, 109b, 109c) and the second folding crossbeams are each operable to adjust their respective coupling angles to their respective strut members (105) when the locking connection is released. [11] Service trolley (100) according to claim 10, wherein the at least one locking connection comprises a spring-loaded pin configuration. [12] Service trolley (100) according to claim 1, wherein at least one of the second crossbeams is an adjustable crossbeam (111) configured for adjustable arrangement between two of the second strut members (105c, 105d) in the longitudinal direction perpendicular to each of the second strut members (105c, 105d) with a defined tolerance grade, and wherein each of the adjustable crossbeams (111) comprises a support support configured to provide a support force in a direction substantially parallel to the longitudinal alignment of the support members (107) with a defined tolerance grade. [13] Service trolley (100) according to claim 12, wherein each of the support supports is configured for adjustable arrangement in the longitudinal direction with respect to its respective second cross member (109d, 109e, 109f). [14] Service trolley (100) according to claim 1, wherein at least one of the second crossbeams (109d, 109e, 109f) comprises a support support configured to provide a support force in a direction substantially parallel to the longitudinal alignment of the support members (107) with a specified tolerance, wherein the support support has a shank collar with a collar opening configured to receive a predetermined breaking pin, wherein the predetermined breaking pin is configured to be inserted into the collar opening and to break when subjected to a shear force higher than a specified threshold. [15] Service trolley (100) according to claim 14, wherein the shear pin is configured to produce an audible signal when it breaks. [16] Service trolley (100) according to claim 1, wherein the frame (103) comprises two first strut members (105a, 105b), two second strut members (105c, 105d), six support members (107), three first cross members (109a, 109b, 109c) and at least three second cross members (109d, 109e, 109f).

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