Autonomous conveying vehicle

Abstract

An autonomous conveying vehicle that is provided with kinematic mechanisms forming a compensating system configured to tilt each of the wheels provided on a main frame, which has two wheel trains, on two opposite sides, each provided with drive wheels and caster wheels at each of the front and rear ends of the main frame, the wheels of each wheel train being linked together by a compensating system acting independently for each side of the main frame. Each of the left and right wheel trains has a kinematic configuration where the drive wheel is mechanically interconnected with the front caster wheel via a first compensating mechanism, and said drive wheel is mechanically interconnected with the rear caster wheel via a second compensating mechanism, the first compensating mechanism and the second compensating mechanism being linked together.

Description

[0001] Autonomous transport vehicle

[0002] DESCRIPTIVE MEMORANDUM

[0003] OBJECT OF THE INVENTION

[0004] The present invention relates to an autonomous transport vehicle that is provided with kinematic mechanisms that form a compensating system configured to tilt each of the wheels provided on a main frame.

[0005] More specifically, the invention proposes the development of an autonomous transport vehicle that has two wheel trains, on two opposite sides (right and left), each of them provided with drive wheels and swivel wheels at each of the front and rear ends of the main frame, the wheels of each wheel train being linked to each other by a compensating system that acts independently for each side of the main frame.

[0006] BACKGROUND OF THE INVENTION

[0007] Autonomous transport vehicles are well known today. They are configured to move robotically, that is, without the presence of a driver, to transport loads from one point to another in industrial facilities. These transport vehicles are guided, for example, by tracks placed on the ground itself or by the arrangement of positioning sensors present in a main frame.

[0008] A known type of autonomous vehicle comprises a main frame on which at least a pair of front rotating wheels are mounted at the front end of the main frame, a pair of rear rotating wheels at the rear end of the main frame, and a pair of drive wheels, being arranged at a point between the front rotating wheels and the rear rotating wheels, which are driven by motor means located on the main frame.

[0009] The industrial floors where these transport vehicles operate may have irregularities, such as curves or bulges, requiring the vehicle to navigate changes in level. To overcome this problem, the use of shock-absorbing systems acting on one or more of the wheels mounted on the main frame is known in the prior art.

[0010] An example of transport vehicles provided with these shock-absorbing systems is described in document EP 3800113, whose common features form part of the preamble of claim 1.

[0011] Other examples of transport vehicles provided with a shock-absorbing system for the wheels are described in documents CN 108725626, KR 102527352 and WO 2021076519.

[0012] However, it has been observed that in known shock-absorbing systems, the drive wheels can dampen or pivot to absorb irregularities independently, or in conjunction with a single set of swivel wheels located at one end of the frame. Therefore, the vehicle's ability to overcome irregularities, its traction, and its stability are limited. Consequently, in cases where the terrain is uneven or the slope is significant, the transport vehicle does not absorb these irregularities effectively, resulting in a loss of traction at the drive wheels or causing stability problems.

[0013] Failure to guarantee optimal traction of the drive wheels and the stability of the transport vehicle can have negative consequences, such as the sudden stop of the vehicle or the partial or total fall of the load carried by the autonomous transport vehicle, which also implies a total paralysis of the transport system.

[0014] Another drawback identified in the suspension or tilting systems of these transport vehicles is the weight limit on the load they can carry, as well as the instability or inability to reduce the wheel size, thus limiting the size of the main frame. To solve these problems, it is possible to incorporate an individual shock absorber for each wheel. However, this solution increases production costs because each wheel is more complex to manufacture, making it undesirable for the manufacturer.

[0015] Furthermore, the applicant is not currently aware of an invention possessing all the features described herein. DESCRIPTION OF THE INVENTION

[0016] The present invention has been developed in order to provide an autonomous transport vehicle that is configured as a novelty within the field of application and solves the aforementioned drawbacks, also providing other additional advantages that will be evident from the description that follows.

[0017] It is therefore an object of the present invention to provide an autonomous transporter vehicle having a main frame with a front end and a rear end.

[0018] More particularly, the invention is characterized in that a right side of the main frame defines a right wheel train comprising a front swivel wheel, a rear swivel wheel and a drive wheel; a left side of the main frame defines a left wheel train comprising a front swivel wheel, a rear swivel wheel and a drive wheel;and wherein each of the left and right wheel trains has a kinematic configuration in which the driving wheel is mechanically interconnected with the front rotating wheel through a first compensating mechanism, and said driving wheel is mechanically interconnected with the rear rotating wheel through a second compensating mechanism, the first compensating mechanism and the second compensating mechanism being linked to each other, such that the front rotating wheel, the rear rotating wheel and the driving wheel for each of the left and right wheel trains are capable of tilting. Therefore, the movement of one of the tilting mechanisms, due to the action of the associated wheels, is transmitted to the other tilting mechanism.

[0019] Thanks to these features, all the wheels of the right and / or left wheel trains of the main frame that is part of an autonomous transport vehicle have the ability to reorient themselves in case of having to overcome an irregularity on the ground by means of a compensating system of simple manufacture, thus reducing the construction complexity and also reducing manufacturing costs.

[0020] The fact that the right and / or left wheel trains can be reoriented along with the main frame allows for the possibility of increasing the vehicle's load capacity and reducing the size of the wheels to occupy less space, thus allowing for the design of more compact vehicles depending on the needs of the transport vehicle.

[0021] Another equally important advantage of this compensating system is that it always ensures contact between the two drive wheels and the ground surface, and at least three of the swivel wheels depending on the situation, thus guaranteeing optimal traction and stability, so that a balance of contact forces between the wheels (drive and swivel) and the ground is achieved at all times.

[0022] According to the invention, the first compensating mechanism comprises at least a first tie rod that is articulated at one end to a tilting part coupled to a fixed part of the drive wheel, while the opposite end of the tie rod is articulated through a movable part to the front swivel wheel, the front swivel wheel being coupled to the frame by means of at least one tilting assembly.

[0023] According to the invention, the tilting assembly consists of at least one connecting rod coupled at one end to the frame and the opposite end of the connecting rod is coupled to a fixed part which in turn is coupled to the movable part.

[0024] According to the invention, the movable part consists of a tilting element that is articulated by a first pivot axis to the fixed part, by a second pivot axis articulated to the main frame, and by a third pivot axis articulated to the tie rod.

[0025] The transport vehicle includes guidance means for the movement of the drive wheels on an axis perpendicular to the horizontal plane of the main frame.

[0026] According to the invention, the guiding means consist of rails mounted vertically on the main frame, and guides rigidly coupled to a drive wheel, which are slidable along the rails.

[0027] According to the invention, the second compensating mechanism comprises a second tie rod that is articulated at one end to a pivoting portion coupled to a fixed portion of the drive wheel, while the opposite end of the tie rod is articulated via a movable portion to the rear swivel wheel. Advantageously, the first and second compensating mechanisms are identical to each other. This simplifies the construction of the transport vehicle.

[0028] Also advantageously, the rear swivel casters and the front swivel casters are identical to each other, so the construction process is simpler.

[0029] According to the invention, the two drive wheels located on the left and right sides are mechanically independent of each other, with each drive wheel coupled to a corresponding electric motor to perform forward or reverse movement. It should be noted that the electric motors are managed by a control unit mounted on the main frame.

[0030] The arrangement of the compensating system explained above is designed so that at least five of the six wheels will be in contact with the ground surface, more precisely, with two being driving wheels and three being driven wheels.

[0031] The described autonomous transport vehicle thus represents an innovative structure with structural and constitutive characteristics unknown until now for the purpose for which it is intended, reasons which together with its practical utility, provide it with sufficient grounds to obtain the exclusive privilege that is requested.

[0032] Other features and advantages of the autonomous transport vehicle that is the subject of the present invention will become evident from the description of a preferred, but not exclusive, embodiment, which is illustrated by way of non-limiting example in the accompanying drawings, in which:

[0033] BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1.- It is a top perspective view of an embodiment of the autonomous transport vehicle according to the present invention;

[0035] Figure 2.- This is a top plan view of the autonomous transporter vehicle represented in Figure 1;

[0036] Figure 3.- This is a bottom plan view of the autonomous transporter vehicle depicted above;

[0037] Figure 4.- Is a side elevation view of the autonomous transport vehicle according to the invention; Figure 5.- Is a perspective detail view showing a section of the main frame including one of the drive wheels;

[0038] Figure 6.- This is a detailed perspective view showing a section of the main frame including one of the rear swivel casters;

[0039] Figure 7.- This is a detailed perspective view showing a section of the main frame including one of the front swivel casters; and

[0040] Figures 8A and 8B.- These are side elevation views showing two situations in which at least one of the front swivel wheels is on an irregularity and one of the drive wheels is positioned on an irregularity, respectively.

[0041] DESCRIPTION OF A PREFERRED EMBODIMENT

[0042] In view of the aforementioned figures and in accordance with the numbering adopted, an example of a preferred embodiment of the invention can be observed, which comprises the parts and elements indicated and described in detail below.

[0043] Furthermore, the terms first, second, third, and similar terms in the description and claims are used to distinguish between similar elements and not necessarily to describe a sequential or chronological order. The terms may be interchanged in appropriate circumstances, and embodiments of the invention may operate in sequences other than those described or illustrated herein.

[0044] Furthermore, the terms superior, inferior, above, below and similar terms in the description and claims are used for descriptive purposes and not necessarily to describe relative positions.

[0045] The autonomous transporter vehicle has a main frame, generally referred to as (1), with a front end and a rear end, comprising a pair of front swivel casters (2) on either side of the front end of the main frame (1), configured to support the main frame (1) on a ground surface; and a pair of rear swivel casters (3) on either side of the rear end of the main frame (1), configured to support the main frame (1) on a ground surface. The front and rear ends are defined according to the direction of travel of the transporter vehicle, indicated by the arrow (F), as shown in Figure 2.

[0046] It is understood that the front swivel casters (2) and rear swivel casters (3) located on each of the right and left sides of the frame may each consist of one or more wheels. Thus, in the example shown in the preferred embodiment, each of the swivel casters comprises a pair of wheels linked together by a common axle.

[0047] The main frame (1) consists of a frame structure intended for mounting a loading platform (not shown) and a plurality of crossbeams (4) that provide rigidity to the main frame.

[0048] To carry out the movement of the transport vehicle, a pair of drive wheels (5) are configured to support the main frame on a ground surface, which have a larger diameter than the front swivel wheels (2) and rear swivel wheels (3).

[0049] These driving wheels (5) are arranged centrally on two sides of the main frame (1), at a point between the front swivel wheels and the rear swivel wheels, each of which is driven by motors (6) coupled to the driving wheels and located on the inside of the main frame (1).

[0050] The two drive wheels (5) located on the left and right sides are mechanically independent of each other, each of the drive wheels (5) being coupled to a corresponding electric motor to perform the forward or backward movement, whose electric motors are managed through a control unit mounted on the main frame (1).

[0051] It should be mentioned that the rear swivel casters (3) and the front swivel casters (2) are identical to each other.

[0052] Furthermore, the transport vehicle has a compensating system configured to tilt the drive wheels (5), the front swivel casters (2), and the rear swivel casters (3) in a vertical direction with respect to the main frame (1), which will be explained in more detail later. A right side of the main frame (1) defines a right wheelset, generally referred to as (100), comprising a front swivel caster (2), a rear swivel caster (3), and a drive wheel (5), while a left side of the main frame defines a left wheelset, generally referred to as (200), comprising a front swivel caster (2), a rear swivel caster (3), and a drive wheel (5).

[0053] For clarity purposes, only the left wheel train (200) will be described in essence, so the same elements and operation will also correspond to the right wheel train (100).

[0054] The front swivel casters (2) and the rear swivel casters (3) are driven casters, i.e., they are not motorized and have the ability to rotate each of them 360°.

[0055] Each of the left and right wheel trains has a kinematic configuration in which the driving wheel is mechanically interconnected with the front rotating wheel through a first compensating mechanism (7), and said driving wheel (5) is mechanically interconnected with the rear rotating wheel (3) through a second compensating mechanism (7'), such that the front rotating wheel (2), the rear rotating wheel and the driving wheel for each of the left and right wheel trains are capable of tilting so that they are connected to each other.

[0056] The first compensating mechanism (7) comprises at least a first tie rod (70) which is at one end (71) articulated to a tilting part coupled to a fixed part (50) of the drive wheel (5), while the opposite end (72) of the tie rod (70) is articulated through a movable part to the front swivel wheel (2), the front swivel wheel (2) being coupled to the main frame (1) by means of at least one tilting assembly of similar characteristics to the tilting part.

[0057] As can be seen, the tilting assembly consists of a pair of parallel and spaced connecting rods (72). Each connecting rod is coupled at one end to the frame (1) by means of pins (79), and the opposite end of the connecting rod is coupled to a fixed part (73) consisting of an L-shaped element, which in turn is coupled to the movable part. The tilting part of the first compensating mechanism (7), which connects the drive wheel (5) to the first tie rod (70), comprises a second tilting element (80) that is articulated to the fixed part (50) by means of a rod (81). In turn, the tilting element is fixed to the main frame (1) by means of a pivot axis (82) mounted on a second lug (83), as shown in Figure 5.

[0058] With regard to the aforementioned movable part, it consists of a tilting element (74) that is articulated by a first pivot axis (78) to the fixed part (73) by means of an oblong bar (84), by a second pivot axis (76) articulated to an extension (75) in the form of an ear that protrudes from the main frame (1) and by a third pivot axis (77) articulated to the tie bar (70).

[0059] Now, referring to the second compensating mechanism (7'), it comprises a second tie rod (70') that is articulated at one end to a tilting part coupled to a drive wheel (5), while the opposite end of the second tie rod (70') is articulated via a movable part to the rear swivel wheel (3). Figure 6 shows the second compensating mechanism (7') located on the left axle (200) in greater detail.

[0060] As in the first compensating mechanism (7) described above, the tilting assembly consists of a pair of connecting rods (72') coupled at one end via pins (79') to the frame (1) and the opposite end of each of the connecting rods (72') is coupled to a fixed part which in turn is coupled to the movable part.

[0061] The movable part of the second compensating mechanism (7') consists of a tilting element (74') that is articulated by a first pivot axis (78') to the fixed part (73') by means of an oblong bar (84'), by a second pivot axis (76') articulated to an extension (75') in the form of an ear that protrudes from the main frame (1) and by a third pivot axis (77') articulated to the end of the tie bar (70').

[0062] The tilting part of the second compensating mechanism (7'), which connects the drive wheel (5) to the second tie rod (70'), comprises a second tilting element (80') that is articulated to the fixed part (50') by means of a rod (81'). In turn, the tilting element is fixed to the main frame (1) by means of a pivot axis (82') mounted on a second lug (83'), as shown in Figure 5. To ensure the vertical movement of each of the drive wheels (5), guiding means are provided for the displacement of the drive wheels on an axis perpendicular to the horizontal plane of the main frame. These means consist of rails mounted vertically on the main frame and a pair of guides (8) rigidly coupled to the fixed part (50) of the drive wheel (5), specifically on two opposite sides with respect to the position of the drive wheel (5).These guides (8) are slidable perpendicularly to the horizontal plane of the frame along the rails (9) (see figure 4).

[0063] Figure 8A shows a situation in which at least one of the front rotating wheels is on an irregularity (11), so that the movement of the moving parts of each of the first and second compensating mechanisms (7), (7') can be seen, so that the two driving wheels (5) are always in contact with the ground level.

[0064] On the other hand, in figure 8B a situation has been represented in which one of the driving wheels (5) is arranged on a second irregularity (I2), so that the movement of the moving parts of each of the first and second compensating mechanisms (7), (7') can be seen.

[0065] The details, shapes, dimensions and other accessory elements used in the manufacture of the autonomous transport vehicle of the invention may be conveniently replaced by others that do not depart from the scope defined by the claims included below.

Claims

CLAIMS 1. An autonomous transporter vehicle having a main frame with a front end and a rear end, comprising at least: - a pair of front swivel casters (2) at the front end of the main frame (1), configured to support the main frame on a floor surface; - a pair of rear swivel casters (3) at the rear end of the main frame (1), configured to support the main frame on a ground surface; - a pair of drive wheels (5) configured to support the main frame on a ground surface, being arranged at a point between the front swivel wheels and the rear swivel wheels, which are driven by motors; - a compensating system configured to tilt the drive wheels at least in one vertical direction with respect to the main frame (1), defining a right side of the main frame (1) a right wheelset comprising a front swivel wheel (2), a rear swivel wheel (3) and a drive wheel (5); a left side of the main frame defining a left wheelset comprising a front swivel wheel (2), a rear swivel wheel (3) and a drive wheel (5); wherein each of the left and right wheelsets has a kinematic configuration in which the drive wheel (5) is mechanically interconnected with the front swivel wheel (2) via a first compensating mechanism, and said drive wheel is mechanically interconnected with the rear swivel wheel (3) via a second compensating mechanism,comprising the first compensating mechanism (7) at least a first tie rod that is articulated at one end to a tilting part coupled to a fixed part of the drive wheel (5), while the opposite end of the tie rod (70) is articulated via a movable part to the front swivel wheel (2), the front swivel wheel (2) being coupled to the frame (1) by means of at least one tilting assembly, characterized in that: the first compensating mechanism (7) and the second compensating mechanism (7') are linked together, such that the front swivel wheel (2), the rear swivel wheel (3) and the drive wheel (5) for each of the left and right wheel trains are capable of tilting in a vertical direction with respect to the main frame (1), the first compensating mechanism (7) and the second compensating mechanism (7') being identical to each other, wherein the tilting assembly consists of at least one connecting rod (72) coupled at one end to the main frame (1) and the opposite end of the connecting rod is coupled to a fixed part which in turn is coupled to the movable part, by means of pins (79, 79') offset from the axis of the front and rear wheels and located at one end of the main frame (1), and wherein guiding means for the displacement of the driving wheels (5) on an axis perpendicular to the horizontal plane of the main frame (1) are included, the guiding means being rails (9) mounted vertically on the main frame (1), and guides (8) coupled rigidly to a driving wheel (5), which are sliding along the rails (9).

2. Autonomous transport vehicle according to claim 1, characterized in that the movable part consists of a tilting element (7) that is articulated by a first pivot axis to the fixed part, by a second pivot axis articulated to the main frame (1) and by a third pivot axis articulated to the tie bar (70).

3. Autonomous transport vehicle according to claim 1, characterized in that the second compensating mechanism (7') comprises a second tie rod (70') which is articulated at one end to a tilting part (74') coupled to a drive wheel (5), while the opposite end of the tie rod (70') is articulated through a movable part to the rear rotating wheel (3).

4. Autonomous transport vehicle according to any of the preceding claims, characterized in that the rear swivel wheels (3) and the front swivel wheels (2) are identical to each other.

5. Autonomous transport vehicle according to any of the preceding claims, characterized in that the two drive wheels (5) located on the left and right sides are mechanically independent of each other, each of the drive wheels being coupled to a corresponding electric motor to perform forward or backward movement, whose electric motors are managed through a control unit.

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