AGV chassis structure

Abstract

The utility model belongs to AGV chassis technical field especially for a kind of AGV dolly chassis structure, including chassis main body and travelling mechanism, the travelling mechanism includes: first swing bridge;Swing type is in the second swing bridge of the chassis main body, the first swing bridge with the second swing bridge opposite distribution, and both proximal end movable joint;Auxiliary universal wheel;Mounting bracket fixed in first swing bridge;Driving wheel is rotatably installed in mounting bracket;And for driving driving wheel rotation travelling motor;In the utility model, adopt split swing bridge design, both opposite distribution and proximal end movable joint, can independently around bridge shaft rotation, this design breaks the rigid constraint of integral structure, can disperse stress, reduce torque, solve the problem that integral swing bridge is easily tired, load concentration, ensure that all wheels contact with ground, avoid load concentration in part wheel, single swing unit failure does not need to be overall disassembled, reduce maintenance cost and process complexity.

Description

Technical Field

[0001] This utility model belongs to the field of AGV chassis technology, specifically relating to an AGV chassis structure. Background Technology

[0002] AGV refers to automated guided vehicles, which are characterized by their small size, flexible movement, and high efficiency, and are widely used in automated logistics lines.

[0003] The swing bridge is one of the core components of the AGV (Automated Guided Vehicle) and is used to mount the wheels (drive wheels and driven wheels). When the AGV travels on uneven surfaces, the swing bridge structure can rotate around the pivot to automatically adjust the height of the wheels, ensuring that the wheels of the four-point AGV are always on the same plane and that all wheels can make good contact with the ground. If one side of the wheel travels to a higher position on the surface, that side of the wheel will rise, and through the rotation of the crossbeam, it will drive the other side of the wheel to descend, in order to maintain overall balance.

[0004] In the prior art, common swing bridges are all integrated structures, that is, two wheels on the same side swing synchronously through the same bridge body. For example, Chinese utility model patent with authorization announcement number CN212220375U discloses an "AGV chassis structure", which includes a front chassis and a rear chassis. The front chassis and the rear chassis are provided with auxiliary wheel frame seats, and the auxiliary wheel frames are mounted on the auxiliary wheel frame seats through pins. The auxiliary wheels are omnidirectional wheels, which are mounted on the auxiliary wheel frames.

[0005] While existing AGV chassis structures, including those mentioned above, can meet general usage requirements, integrated swing bridges still have the following significant problems: When the ground is uneven or turning, the integrated swing bridge is prone to large bending stress and torque due to the "overall rigid constraint" (for example, when one wheel is lifted, a lever arm difference is formed at both ends of the bridge, causing the middle structure to bend). Long-term use may lead to problems such as metal fatigue and weld cracking; When the integrated swing bridge is subjected to dynamic loads (such as the inertial force during cargo swaying, acceleration / deceleration) or eccentric loads, the load is easily concentrated on a few wheels due to the rigid structure limitation; When a single swing unit fails, the entire bridge body needs to be disassembled, resulting in high replacement costs and a complex process.

[0006] To address the aforementioned issues, this application proposes an AGV chassis structure. Utility Model Content

[0007] To address the aforementioned problems in the existing technology, this utility model provides an AGV chassis structure that is easy to use, has high stability, high safety performance, and low maintenance costs.

[0008] To achieve the above objectives, this utility model provides the following technical solution: an AGV chassis structure, comprising a chassis body and two sets of walking mechanisms symmetrically arranged on the chassis body, wherein the walking mechanism includes:

[0009] A first swing bridge is mounted on the main body of the chassis in a swing configuration;

[0010] A second swing bridge is provided on the chassis body in a swing manner. The first swing bridge and the second swing bridge are distributed opposite to each other, and their proximal ends are movably connected.

[0011] Auxiliary casters fixed to the far ends of the first swing bridge and the second swing bridge;

[0012] Mounting bracket fixed to the first swing bridge;

[0013] Rotate the drive wheel mounted on the mounting bracket; and

[0014] A walking motor for driving the drive wheel to rotate is fixed to the mounting bracket.

[0015] Preferably, the walking mechanism further includes:

[0016] Multiple sets of bridge seats fixed to the chassis body; and

[0017] Bridge shaft, the first swing bridge and the second swing bridge are respectively rotatably connected to the corresponding bridge seat through bridge shaft.

[0018] Preferably, the bridge seats in the same group are arranged in pairs, and the first swing bridge and the second swing bridge are respectively rotatably installed on the inner side of the two bridge seats in the same group.

[0019] Preferably, the walking mechanism further includes:

[0020] Two perforated mounting lugs are symmetrically fixed to the ends of the second swing bridge; and

[0021] A roller bearing follower is rotatably mounted between the two perforated mounting lugs using a mounting shaft. A guide hole adapted to the roller bearing follower is provided on the first swing bridge.

[0022] Preferably, it further includes:

[0023] An anti-slip rubber sleeve is fitted onto the drive wheel, and the inner and outer walls of the anti-slip rubber sleeve are provided with multiple anti-slip protrusions that are evenly distributed along the circumference.

[0024] Compared with the prior art, the beneficial effects of this utility model are:

[0025] In this utility model, a split swing bridge design is adopted, with the two parts distributed relative to each other and connected at their near ends. They can rotate independently around the bridge axis. This design breaks the rigid constraints of the integrated structure, can disperse stress and reduce torque, and solves the problems of fatigue and load concentration in the integrated swing bridge. It ensures that all wheels are in contact with the ground and avoids the load being concentrated on some wheels. When a single swing unit fails, there is no need to disassemble the whole structure, reducing maintenance costs and process complexity.

[0026] Other additional advantages and benefits of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0027] The accompanying drawings are provided to further illustrate the present invention and form part of the specification. They are used together with the embodiments of the present invention to explain the present invention, but do not constitute a limitation thereof. In the drawings:

[0028] Figure 1 This is a schematic diagram of the structure of this utility model;

[0029] Figure 2 This is an isometric structural diagram of the walking mechanism in this utility model;

[0030] Figure 3 This utility model Figure 2 Enlarged structural diagram at point A in the diagram;

[0031] Figure 4 This is a schematic diagram of the isometric structure of the anti-slip rubber sleeve in this utility model.

[0032] In the diagram: 1. Chassis body; 2. Walking mechanism; 21. Axle seat; 22. First swing axle; 221. Guide slide hole; 23. Axle shaft; 24. Second swing axle; 241. Mounting lug with hole; 242. Mounting shaft; 243. Roller bearing follower; 25. Auxiliary caster wheel; 26. Mounting bracket; 27. Drive wheel; 28. Walking motor; 3. Anti-slip rubber sleeve; 31. Anti-slip ridge. Detailed Implementation

[0033] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0034] Please see Figures 1-4The present invention provides the following technical solution: an AGV chassis structure, including a chassis body 1 and two sets of walking mechanisms 2 symmetrically arranged on the chassis body 1. The walking mechanism 2 includes: a first swing bridge 22 swinging on the chassis body 1, a second swing bridge 24 swinging on the chassis body 1, auxiliary universal wheels 25 fixed to the far ends of the first swing bridge 22 and the second swing bridge 24, a mounting frame 26 fixed to the first swing bridge 22, a drive wheel 27 rotatably mounted on the mounting frame 26, and a walking motor 28 for driving the drive wheel 27 to rotate.

[0035] Furthermore, by Figure 1 and Figure 2 As shown in this embodiment, the first swing bridge 22 and the second swing bridge 24 are distributed opposite to each other and are movably connected at their proximal ends. The walking motor 28 is fixed to the mounting frame 26. With the above solution, when the AGV trolley is traveling on a flat road surface, the walking motor 28 is powered on and runs. Its output power is transmitted to the drive wheel 27, and the drive wheel 27 rotates, thereby driving the chassis body 1 forward or backward.

[0036] At this time, the first swing bridge 22 and the second swing bridge 24 are in a relatively stable state on the chassis body 1. The auxiliary omnidirectional wheel 25 moves with the chassis, playing a supporting and assisting role, so that the car can drive smoothly on the flat road surface.

[0037] When the car travels on an uneven road surface, such as when it encounters a bump or a depression, the unevenness of the road surface will cause the resistance or height of the auxiliary swivel wheel 25 and the drive wheel 27 on one side to change. At this time, the first swing bridge 22 and the second swing bridge 24, as swing-type connection structures, will swing accordingly according to the undulation of the road surface.

[0038] Because the first swing bridge 22 and the second swing bridge 24 are distributed opposite each other and are movably connected at their proximal ends, this movable connection allows them to swing relative to each other around the connection point. At the same time, the proximal ends can move a certain distance relative to each other, combining the advantages of a completely separate independent swing bridge and a traditional integrated swing bridge. For example, when the auxiliary swivel wheel 25 and the drive wheel 27 on one side encounter a protrusion, the first swing bridge 22 or the second swing bridge 24 on that side will swing upward, while the other side may swing downward. Through this swing adjustment, the drive wheel 27 can better fit the road surface and maintain contact with the ground, thereby ensuring that the drive wheel 27 has enough grip to drive the car forward.

[0039] Meanwhile, the auxiliary casters 25 fixed at their far ends will also adjust their position as the swing bridge swings, always in contact with the ground, playing a role in stabilizing support, preventing the car from tilting or bumping due to uneven road surface, and ensuring the car's passability and stability on complex road surfaces.

[0040] When the vehicle turns, the speed of the walking motor 28 is controlled to create a speed difference between the two drive wheels 27, thereby achieving steering. During the steering process, the swing-type first swing bridge 22 and second swing bridge 24 can adaptively adjust according to the steering angle and road conditions. Due to its universal characteristics, the auxiliary universal wheel 25 can flexibly change direction and cooperate with the drive wheel 27 to complete the steering action, making the entire chassis structure more flexible and stable when steering, reducing steering resistance and improving the handling performance of the vehicle.

[0041] Optionally, by Figure 1 and Figure 2 As shown in this embodiment, the walking mechanism 2 further includes: multiple sets of bridge seats 21 and bridge shafts 23 fixed to the chassis body 1. The first swing bridge 22 and the second swing bridge 24 are respectively rotatably connected to the corresponding bridge seats 21 through the bridge shafts 23. After adopting the above scheme, when in use, the bridge seat 21 serves as the connection hub between the chassis body 1 and the swing bridge, and is rigidly fixed to the chassis body 1 by means of bolts or welding, forming a stable installation reference.

[0042] The bridge shaft 23 passes through the bearing hole of the bridge seat 21 and the bushing of the swing bridge (first swing bridge 22 / second swing bridge 24) to form a rotatable hinge structure, which enables the swing bridge to obtain pitch and swing freedom around the bridge shaft 23, providing a mechanical basis for subsequent terrain adaptation.

[0043] When driving on a smooth road surface, the two drive wheels 27 are rigidly connected to the first swing bridge 22 through the mounting bracket 26. The bridge axle 23 only bears vertical loads (such as the weight of the vehicle body and the weight of the cargo). At this time, the swing bridge and the bridge seat 21 are relatively stationary, and the entire walking mechanism 2 is in a rigid support state. The walking motor 28 drives the drive wheels 27 to rotate through the reducer. The power is transmitted to the bridge seat 21 through the bridge axle 23 and is finally carried by the chassis body 1 and converted into the driving force of the whole vehicle.

[0044] Because the auxiliary caster wheel 25 is installed at the far end of the swing bridge, it only plays an auxiliary support role on flat roads. Its rolling resistance is low and does not affect the main drive function of the drive wheel 27.

[0045] Preferably, by Figure 1 and Figure 2 As shown in this embodiment, the bridge seats 21 in the same group are arranged in pairs. The first swing bridge 22 and the second swing bridge 24 are respectively rotatably installed on the inner side of the two bridge seats 21 in the same group. After adopting the above scheme, when in use, the paired bridge seats 21 are fixed to the chassis body 1 in a symmetrical layout, forming a "double-support hinge" structure for the first swing bridge 22 and the second swing bridge 24, forming a "clamp-type" constraint for the first swing bridge 22 and the second swing bridge 24, further improving the stability of the first swing bridge 22 and the second swing bridge 24, and restricting their lateral movement in the horizontal plane.

[0046] Optionally, by Figures 1-3 As shown in this embodiment, the walking mechanism 2 further includes: two perforated mounting ears 241 symmetrically fixed to the ends of the second swing bridge 24, and a roller bearing follower 243 rotatably mounted between the two perforated mounting ears 241 by means of a mounting shaft 242. A guide sliding hole 221 adapted to the roller bearing follower 243 is provided on the first swing bridge 22. With the above scheme, in use, the first swing bridge 22 and the second swing bridge 24 form a linkage mechanism of "sliding hinge + rolling guide".

[0047] The two perforated mounting lugs 241 at the end of the second swing bridge 24 fix the roller bearing follower 243 through the mounting shaft 242, and the outer ring rollers of the follower 243 are in contact with the inner wall of the guide slide hole 221 of the first swing bridge 22.

[0048] When the first swing bridge 22 and the second swing bridge 24 swing around their respective bridge shafts 23, the roller bearing follower 243 can slide linearly within the guide slide hole 221, allowing a certain angle difference between the swing angles of the first swing bridge 22 and the second swing bridge 24.

[0049] When driving on a level road, the swing angles of the two swing bridges are the same (neither of them swings, and the angle at this time can be set to 0°), and the roller bearing follower 243 is located in the middle position of the guide slide hole 221.

[0050] The driving force of the drive wheel 27 passes through the mounting bracket 26, the first swing bridge 22, the inner wall of the guide slide hole 221, the outer ring of the roller bearing follower 243, the mounting shaft 242, the second swing bridge 24, and the auxiliary universal wheel 25, forming a closed load transmission path, so that the auxiliary universal wheels 25 on both sides bear the load evenly.

[0051] When a single-sided swing bridge encounters a height difference, assuming the first swing bridge 22 swings upward around the bridge axis 23, the guide slide hole 221 moves upward synchronously with the bridge body, and the second swing bridge 24, because it is not subjected to the same load, swings downward around the bridge axis 23, and the roller bearing follower 243 slides upward along the inner wall of the guide slide hole 221.

[0052] Preferably, by Figure 1 and Figure 4 As shown, in this embodiment, it also includes: an anti-slip rubber sleeve 3 fitted on the drive wheel 27. The inner and outer walls of the anti-slip rubber sleeve 3 are provided with a plurality of anti-slip protrusions 31 evenly distributed along the circumference. With the above solution, when in use, the anti-slip rubber sleeve 3 fitted on the drive wheel 27 can tightly fit the outer surface of the drive wheel 27 through the elastic deformation of its own material, ensuring that the connection between the two is stable and avoiding relative sliding.

[0053] When the drive wheel 27 rotates, the anti-slip rubber sleeve 3 rotates synchronously with it. The anti-slip ridges 31 on its outer wall are in direct contact with the ground. Since the anti-slip ridges 31 are evenly distributed along the circumference, they can significantly increase the friction with the ground, improve the grip, effectively prevent the drive wheel 27 from slipping, ensure the power transmission efficiency of the AGV when it is moving, and avoid driving deviation or power loss due to slippage.

[0054] Meanwhile, the anti-slip ridges 31 on the inner wall of the anti-slip rubber sleeve 3 contact the outer surface of the drive wheel 27. Through the mutual squeezing and friction between the anti-slip ridges 31, the connection stability between the anti-slip rubber sleeve 3 and the drive wheel 27 is further enhanced, preventing the anti-slip rubber sleeve 3 from relative displacement or falling off when the drive wheel 27 rotates at high speed or bears a large torque, ensuring that the two always move synchronously, and ensuring that the driving effect of the drive wheel 27 is stable and reliable.

[0055] In addition, the rubber material itself has a certain buffering and shock absorption effect. When the drive wheel 27 travels over small bumps or depressions on the road surface, the anti-slip rubber sleeve 3 can absorb some of the vibration, reduce the impact of vibration on the chassis body 1 and the cargo above, and improve the stability of the AGV vehicle.

[0056] It should be noted that the electrical components involved in this utility model are all commercially available conventional equipment with built-in power switches. Those skilled in the art can make conventional selections according to their needs. Their working principles are common knowledge known to those skilled in the art and have been fully disclosed in the prior art, so they will not be elaborated on further in this article.

[0057] The circuit connection involved in this utility model is a common method used by those skilled in the art, and technical inspiration can be obtained through a limited number of experiments. It belongs to the widely used prior art.

[0058] Components not described in detail in this article are existing technologies.

[0059] The working principle and usage process of this utility model: When the AGV chassis structure of this utility model is in use, when the AGV is traveling on a flat road, the walking motor 28 is powered on and runs, and its output power is transmitted to the drive wheel 27. The drive wheel 27 rotates, thereby driving the chassis body 1 forward or backward.

[0060] At this time, the first swing bridge 22 and the second swing bridge 24 are in a relatively stable state on the chassis body 1. The auxiliary caster 25 moves with the chassis, playing a supporting and auxiliary role in movement, so that the car can drive smoothly on the flat road surface.

[0061] When the car travels on an uneven road surface, such as when it encounters a bump or a depression, the unevenness of the road surface will cause the resistance or height of the auxiliary swivel wheel 25 and the drive wheel 27 on one side to change. At this time, the first swing bridge 22 and the second swing bridge 24, as swing-type connection structures, will swing accordingly according to the undulation of the road surface.

[0062] Because the first swing bridge 22 and the second swing bridge 24 are distributed opposite to each other and are movably connected at their proximal ends, this movable connection allows them to swing relative to each other around the connection point. At the same time, the proximal ends can move a certain distance relative to each other, combining the advantages of completely separate independent swing bridges and traditional integrated swing bridges. For example, when the auxiliary swivel wheel 25 and the drive wheel 27 on one side encounter a protrusion, the first swing bridge 22 or the second swing bridge 24 on that side will swing upward, while the other side may swing downward. Through this swing adjustment, the drive wheel 27 can better fit the road surface and maintain contact with the ground, thereby ensuring that the drive wheel 27 has enough grip to drive the car forward.

[0063] Meanwhile, the auxiliary casters 25 fixed at their far ends will also adjust their position as the swing bridge swings, always in contact with the ground, playing a role in stabilizing support, preventing the car from tilting or bumping due to uneven road surface, and ensuring the car's passability and stability on complex road surfaces.

[0064] When the vehicle turns, the speed of the walking motor 28 is controlled to create a speed difference between the two drive wheels 27, thereby achieving steering. During the steering process, the swing-type first swing bridge 22 and second swing bridge 24 can adaptively adjust according to the steering angle and road conditions. Due to its universal characteristics, the auxiliary universal wheel 25 can flexibly change direction and cooperate with the drive wheel 27 to complete the steering action, making the entire chassis structure more flexible and stable when steering, reducing steering resistance and improving the handling performance of the vehicle.

[0065] Finally, it should be noted that the above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. An AGV chassis structure, comprising a chassis body (1) and two sets of walking mechanisms (2) symmetrically arranged on the chassis body (1), characterized in that, The walking mechanism (2) includes: A first swing bridge (22) is oscillatingly mounted on the chassis body (1). A second swing bridge (24) is provided on the chassis body (1) in a swing manner. The first swing bridge (22) and the second swing bridge (24) are distributed opposite to each other and are movably connected at their proximal ends. Auxiliary casters (25) fixed to the far ends of the first swing bridge (22) and the second swing bridge (24); Mounting bracket (26) fixed to the first swing bridge (22); Rotate the drive wheel (27) mounted on the mounting bracket (26); and A walking motor (28) for driving the drive wheel (27) to rotate, the walking motor (28) being fixed to the mounting bracket (26).

2. The AGV chassis structure according to claim 1, characterized in that: The walking mechanism (2) also includes: Multiple sets of bridge seats (21) fixed to the chassis body (1); and Bridge shaft (23), the first swing bridge (22) and the second swing bridge (24) are respectively rotatably connected to the corresponding bridge seat (21) through bridge shaft (23).

3. The AGV chassis structure according to claim 2, characterized in that: The bridge seats (21) in the same group are arranged in pairs, and the first swing bridge (22) and the second swing bridge (24) are respectively rotatably installed on the inner side of the two bridge seats (21) in the same group.

4. The AGV chassis structure according to claim 1, characterized in that: The walking mechanism (2) also includes: Two perforated mounting ears (241) symmetrically fixed to the ends of the second swing bridge (24); and A roller bearing follower (243) is rotatably mounted between the two perforated mounting ears (241) using a mounting shaft (242). A guide slide hole (221) adapted to the roller bearing follower (243) is provided on the first swing bridge (22).

5. The AGV chassis structure according to claim 1, characterized in that: Also includes: An anti-slip rubber sleeve (3) is fitted on the drive wheel (27). The inner and outer walls of the anti-slip rubber sleeve (3) are provided with multiple anti-slip ridges (31) that are evenly distributed along the circumference.

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