Steering mechanism and steering method for chassis of automatic guiding vehicle

Abstract

The invention discloses a steering mechanism and a steering method of an automatic guiding vehicle chassis, and relates to the technical field of steering devices. The steering mechanism comprises a base, a steering motor, a transmission belt, four sets of electromagnetic clutch devices, four rotating pieces, four driving motors and four driving wheels. The steering motor comprises a stator and a steering shaft, and the stator is installed on the base. The electromagnetic clutch device comprises a first electromagnetic part and a second electromagnetic part. And during electrification, the first electromagnetic part and the second electromagnetic part are mutually fixed. And during power failure, the first electromagnetic part can freely rotate relative to the second electromagnetic part. The transmission belt is connected with the steering shaft and the four first electromagnetic parts. The rotating member is rotatably connected to the base. The rotating piece is fixedly connected with the second electromagnetic piece and the driving motor. The driving motor is connected with the driving wheel. According to the steering mechanism, only one steering motor is installed to control direction adjustment of a single driving wheel or multiple driving wheels, and the steering mechanism is low in cost, small in power consumption and small in occupied size.

Description

Technical Field

[0001] The present application relates to the technical field of steering devices, and in particular to a steering mechanism and a steering method for an automatic guided vehicle chassis. Background Art

[0002] An automated guided vehicle (AGV) is an industrial vehicle that loads goods automatically or manually, drives automatically along a set route or tows a cargo trolley to a designated location, and then loads and unloads goods automatically or manually.

[0003] The current mainstream omnidirectional AGV chassis design is as follows Figure 1 It has four drive motors and four steering motors. The drive motors are responsible for the movement of the chassis, and the steering motors are responsible for adjusting the direction of the wheels.

[0004] The current mainstream omnidirectional AGV steering principle diagram is as follows Figure 2 As shown, the steering shaft of the steering motor is connected to the rotating flange, and the steering shaft and the rotating flange are locked so that the rotating flange rotates with the steering shaft. The driving motor is fixed to the rotating flange, and the driving shaft of the driving motor is connected to the wheel. The steering shaft rotates to change the direction of travel of the wheel.

[0005] When the omnidirectional AGV chassis turns left, there are two ways of control: Figure 3 As shown in the figure, the two front wheels turn left, while the two rear wheels remain in the same direction. Figure 4 As shown, the two front wheels turn to the left, the two rear wheels turn to the right, and the speed of the right wheel is greater than that of the left wheel. Figure 4 Turning radius ratio shown Figure 3 Smaller.

[0006] When the omnidirectional AGV chassis turns right, there are two ways of control: Figure 5 As shown in the figure, the two front wheels turn to the right, while the two rear wheels remain in the same direction. Figure 6 As shown, the two front wheels turn to the right, the two rear wheels turn to the left, and the speed of the left wheel is greater than that of the right wheel. Figure 6 Turning radius ratio shown Figure 5 Smaller.

[0007] When the omnidirectional AGV chassis turns in place, Figure 7 As shown, the directions of the four wheels are adjusted so that the travel directions of the two adjacent wheels are perpendicular, the travel directions of the two diagonally opposite wheels are parallel but opposite, and the speeds of the four wheels are the same, thereby achieving turning on the spot.

[0008] The current steering scheme has the following problems: (1) The current scheme uses four steering motors to control the rotation of each wheel. The four steering motors are expensive, consume more power, and occupy a larger volume. (2) When the wheels are rotating, if the steering angle is not synchronized (the reason for the asynchrony may be the asynchrony of the control signal, or it may be caused by different ground friction or uneven ground), it is easy to get stuck. Therefore, many AGVs currently have to slow down or even stop completely when turning left or right, and continue to move after the left or right turn is completed. Summary of the invention

[0009] In view of the two problems existing in the current steering scheme mentioned above, this paper provides a steering mechanism and a steering method for an automatic guided vehicle chassis to solve the problem.

[0010] In a first aspect, the present application proposes a steering mechanism for an automatic guided vehicle chassis and adopts the following technical solution.

[0011] A steering mechanism for an automatic guided vehicle chassis comprises a base, a steering motor, a transmission belt, four sets of electromagnetic clutch devices, four rotating parts, four driving motors and four driving wheels.

[0012] The steering motor comprises a stator and a steering shaft, and the stator is mounted on the base.

[0013] Each set of the electromagnetic clutch device comprises a first electromagnetic component and a second electromagnetic component. When the power is on, the first electromagnetic component and the second electromagnetic component are fixed to each other. When the power is off, the first electromagnetic component can rotate freely relative to the second electromagnetic component.

[0014] The transmission belt connects the steering shaft and the four first electromagnetic members.

[0015] The rotating member is rotatably connected to the base. The rotating member is fixedly connected to one of the second electromagnetic members and one of the driving motors. The driving shaft of the driving motor is connected to the driving wheels. The four driving wheels are respectively a left front wheel, a right front wheel, a left rear wheel and a right rear wheel.

[0016] By adopting the above technical solution, the on and off of four groups of electromagnetic clutch devices can be controlled to achieve the direction adjustment of a single wheel or multiple wheels. For example, several groups of the electromagnetic clutch devices are powered on, and the other groups of the electromagnetic clutch devices are powered off, and the steering motor is started. The direction of the driving wheels connected to the energized groups of the electromagnetic clutch devices is adjusted, and the direction of the driving wheels connected to the other groups of the electromagnetic clutch devices that are powered off remains unchanged. The several groups can be one group, two groups or three groups, and the above effect can be achieved. The above steering mechanism has a low cost, low power consumption, and a small volume. When the wheel rotates, since a transmission belt is used to connect four driving wheels, the angle synchronization of the driving wheel rotation is high and it is not easy to get stuck. When the steering mechanism is applied to the AGV trolley, the AGV trolley does not need to slow down or stop when turning left or right, and can continue to walk while turning left or right.

[0017] A preferred solution of the steering mechanism of the automatic guided vehicle chassis is that the steering mechanism further includes seven synchronous wheels and two tensioning columns. The two tensioning columns are fixed on the base.

[0018] One of the synchronous wheels is fixedly sleeved on each of the first electromagnetic components. One of the synchronous wheels is fixedly sleeved on the steering shaft. One of the synchronous wheels is movably sleeved on each of the tensioning columns, so that the synchronous wheels can rotate freely on the tensioning columns. Two tensioning columns are arranged on both sides of the steering shaft. The transmission belt is tensioned around the outer sides of the synchronous wheels on the four first electromagnetic components, and is tensioned around the other three synchronous wheels.

[0019] By adopting the above technical solution, a tensioned transmission belt is connected to the outer sides of the four driving wheels, so that the steering shaft can synchronously drive multiple synchronous rotations of the four driving wheels with the same rotation direction and angle. It is not easy to get stuck when turning, and there is no need to slow down or stop when turning left or right, and the vehicle can continue to move.

[0020] A preferred solution of the steering mechanism of the automatic guided vehicle chassis is that the first electromagnetic component has a connecting column and a cylindrical cap. The connecting column is fixed to the top surface of the cylindrical cap. A synchronous wheel is fixedly sleeved on the connecting column. The cylindrical cap has a cylindrical cavity with an opening facing downward. The second electromagnetic component is cylindrical and is adaptively installed in the cylindrical cavity.

[0021] By adopting the above technical solution, the first electromagnetic component can rotate smoothly relative to the second electromagnetic component, and the docking area between the first electromagnetic component and the second electromagnetic component is large. When synchronous rotation is required, the mutual magnetic attraction force is large after power is turned on, and the synchronization is good.

[0022] A preferred solution of the steering mechanism of the automatic guided vehicle chassis is that the rotating member has an inner ring and an outer ring. The inner ring can rotate freely relative to the outer ring. The outer ring is fixed to the base. The second electromagnetic member and the drive motor are fixed to the inner ring.

[0023] By adopting the above technical solution, the second electromagnetic component, the drive motor and the drive wheel can be driven to turn synchronously.

[0024] A preferred solution of the steering mechanism of the automatic guided vehicle chassis is that the rotating member includes an inverted L-shaped connecting plate. The inverted L-shaped connecting plate has an upper flat plate and a vertical plate connected vertically. The upper flat plate is fixed to the inner ring. The drive motor is installed on one side of the vertical plate. The drive shaft of the drive motor passes through the vertical plate without contact and is connected to one of the drive wheels.

[0025] By adopting the above technical solution, the driving wheel can be driven to rotate by the driving motor to drive the steering mechanism forward, and can also be driven by the steering motor to change the forward direction.

[0026] On the second aspect, the present application proposes a steering method based on the steering mechanism of the above-mentioned automatic guided vehicle chassis, and adopts the following technical solution.

[0027] A steering method uses the steering mechanism of the above-mentioned automatic guided vehicle chassis to steer, and the steering method includes: energizing several groups of the electromagnetic clutch devices and de-energizing other groups of the electromagnetic clutch devices, starting the steering motor, adjusting the directions of the drive wheels connected to the energized groups of the electromagnetic clutch devices, and keeping the directions of the drive wheels connected to the de-energized groups of the electromagnetic clutch devices unchanged.

[0028] By adopting the above technical solution and controlling the on and off of four electromagnetic clutch devices, the direction adjustment of a single wheel or multiple wheels can be achieved.

[0029] A preferred solution of the steering method is that, in order to control the steering mechanism to turn left, the electromagnetic clutch devices on the left front wheel and the right front wheel are energized, the electromagnetic clutch devices on the left rear wheel and the right rear wheel are de-energized, and the steering motor is started to drive the left front wheel and the right front wheel to rotate synchronously to the left to achieve a left turn.

[0030] By adopting the above technical solution, only one steering motor, one transmission belt and four sets of electromagnetic clutch devices can be used to control the left front wheel and the right front wheel to rotate left synchronously, thereby realizing left turn.

[0031] A preferred solution of the steering method is to start the four driving motors while starting the steering motor, so that the steering mechanism moves forward while turning left.

[0032] By adopting the above technical solution, the steering mechanism does not need to slow down or stop while turning left, but can continue to move while turning left.

[0033] A preferred scheme of the steering method is that, in order to control the steering mechanism to turn counterclockwise on the spot, the electromagnetic clutch devices on the left front wheel and the right rear wheel are first energized, and the electromagnetic clutch devices on the left rear wheel and the right front wheel are deenergized, and the steering motor is started to drive the left front wheel and the right rear wheel to turn right; the electromagnetic clutch devices on the left front wheel and the right rear wheel are deenergized, and the electromagnetic clutch devices on the left rear wheel and the right front wheel are energized, and the steering motor is started to drive the left rear wheel and the right front wheel to turn left; the steering motor is turned off or the four groups of the electromagnetic clutch devices are deenergized, and the four drive motors are started to make the steering mechanism turn counterclockwise on the spot.

[0034] By adopting the above technical solution, the steering mechanism can be controlled to rotate in situ using only one steering motor, one transmission belt and four sets of electromagnetic clutch devices.

[0035] In summary, the steering mechanism and steering method of the automatic guided vehicle chassis of the present application have the following beneficial effects: only one steering motor is used to control the direction adjustment of a single driving wheel or multiple driving wheels, the cost of the mechanism is low, the power consumption is low, and the volume occupied is small. The rotation synchronization of multiple wheels is good, and it is not easy to get stuck, and the vehicle can move at the same time when turning left or right. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 The following is a design diagram of the current mainstream omnidirectional AGV chassis mentioned in the background technology.

[0037] Figure 2 The steering principle diagram of the current mainstream omnidirectional AGV mentioned in the background technology.

[0038] Figure 3 This is a top view schematic diagram of the first left turn control method of the omnidirectional AGV chassis mentioned in the background technology.

[0039] Figure 4 This is a top view schematic diagram of the second left turn control method of the omnidirectional AGV chassis mentioned in the background technology.

[0040] Figure 5 This is a top view schematic diagram of the first right turn control method of the omnidirectional AGV chassis mentioned in the background technology.

[0041] Figure 6 This is a top view schematic diagram of the second right turn control method of the omnidirectional AGV chassis mentioned in the background technology.

[0042] Figure 7 This is a top view schematic diagram of the omnidirectional AGV chassis turning in situ mentioned in the background technology.

[0043] Figure 8 It is a structural diagram of the steering mechanism of the automatic guided vehicle chassis mentioned in the implementation method.

[0044] Fig. 9 for Figure 8 The section view after cutting along AA, the cutting line passes through the axis of the two synchronous wheels.

[0045] Figure numerals: 1. base; 2. steering motor; 3. transmission belt; 4. electromagnetic clutch device; 5. rotating part; 6. driving motor; 7. driving wheel; 8. tensioning column; 9. synchronous wheel; 401. first electromagnetic part; 402. second electromagnetic part; 501. inner ring; 502. outer ring; 503. inverted L-shaped connecting plate; 5031. upper flat plate; 5032. vertical plate; 601. driving shaft; 4011. connecting column; 4012. cylindrical cap; 201. stator; 202. steering shaft. DETAILED DESCRIPTION

[0046] The technical solutions in the embodiments will be described clearly and completely below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the following embodiments, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0047] like Figure 8 A steering mechanism for an automatic guided vehicle chassis includes a square plate-shaped base 1, a steering motor 2, a transmission belt 3, which can be a belt, four sets of electromagnetic clutch devices 4, four rotating parts 5, four drive motors 6 and four drive wheels 7, two tensioning columns 8 and seven synchronous wheels 9.

[0048] A set of electromagnetic clutch devices 4, a rotating member 5, a driving motor 6 and a driving wheel 7 are respectively installed on the four corners of the base 1. The driving wheels 7 located at the four corners of the base 1 are the left front wheel, the right front wheel, the left rear wheel and the right rear wheel.

[0049] The electromagnetic clutch device 4 is an electromagnetic clutch, which is an electromagnetic mechanical connector that uses the electromagnetic induction principle and the friction between the inner and outer friction plates to make the two rotating parts in the mechanical transmission system, and the driven part can be connected or separated from the active part without stopping the rotation of the active part. It is an automatically executed electrical appliance. The electromagnetic clutch can be used to control the starting, reversing, speed regulation and braking of the machine. It has a simple structure, fast action, small control energy, and is easy to control from a distance; although it is small in size, it can transmit a large torque; when it is used as a brake control, it has the advantages of rapid and smooth braking, and is widely used in various processing machine tools and mechanical transmission systems.

[0050] like Fig. 9 Specifically, the electromagnetic clutch device 4 of the present application includes a first electromagnetic component 401 and a second electromagnetic component 402. When powered on, the first electromagnetic component 401 and the second electromagnetic component 402 are magnetically fixed to each other. When powered off, the first electromagnetic component 401 can rotate freely relative to the second electromagnetic component 402.

[0051] The rotating member 5 includes an inner ring 501, an outer ring 502 and an inverted L-shaped connecting plate 503. The inner ring 501 and the outer ring 502 can be connected by a circle of balls, so that the inner ring 501 can rotate freely relative to the outer ring 502, which is equivalent to a bearing structure or a rotating flange structure. The inverted L-shaped connecting plate 503 includes an upper plate 5031 and a vertical plate 5032 formed in one piece. The vertical plate 5032 is vertically connected to one side of the upper plate 5031. The upper plate 5031 is fixed to the inner ring 501. The outer ring 502 passes through the base 1 and is fixed to the base 1. The driving motor 6 is installed on one side of the vertical plate 5032, and its driving shaft 601 passes through the vertical plate 5032 to the other side without contact and is vertically connected to a driving wheel 7.

[0052] The rotating member 5 is located below the base 1, and the electromagnetic clutch device 4 is located above the base 1. The second electromagnetic member 402 is fixed to the inner ring 501. The second electromagnetic member 402 is a cylinder. The first electromagnetic member 401 has a connecting column 4011 and a cylindrical cap 4012. The connecting column 4011 is fixed to the top surface of the cylindrical cap 4012. The cylindrical cap 4012 has a cylindrical cavity with an opening facing downward. The second electromagnetic member 402 is adaptively installed in the cylindrical cavity. A synchronous wheel 9 is fixedly sleeved on the outer periphery of the connecting column 4011. The transmission belt 3 is sleeved on the four connecting columns 4011 at the four corners.

[0053] Two tensioning columns 8 are fixed on the upper surface of the base 1. A synchronous wheel 9 is rotatably sleeved on the upper end of each tensioning column 8, that is, the synchronous wheel 9 can rotate freely on the upper end of the tensioning column 8.

[0054] The stator 201 of the steering motor 2 is located above the base 1. The stator 201 of the steering motor 2 may be fixedly connected to a mounting plate (not shown) on both sides, and the lower ends of the two mounting plates are fixed to the base 1. The steering shaft 202 in the middle of the steering motor 2 faces downward, and may be completely above the base 1, or may pass through the base 1 without contact. A synchronous wheel 9 is fixedly sleeved on the steering shaft 202.

[0055] The four synchronous wheels 9 sleeved on the four first electromagnetic members 401, the two synchronous wheels 9 sleeved on the two tensioning columns 8, and the one synchronous wheel 9 sleeved on the steering shaft 202, a total of seven synchronous wheels 9 are located on the same horizontal plane. The transmission belt 3 passes around the four synchronous wheels 9 sleeved on the four first electromagnetic members 401 from the outside, and the two synchronous wheels 9 sleeved on the two tensioning columns 8 from the outside, and passes around the one synchronous wheel 9 sleeved on the steering shaft 202 from the inside, that is, the winding directions of the transmission belt 3 on the steering shaft 202 and the tensioning column 8 are opposite, so that the transmission belt 3 can be tensioned, and the two tensioning columns 8 are located on both sides of the steering shaft 202, and the two tensioning columns 8 and the steering shaft 202 are not on the same straight line, so that the transmission belt 3 wrapped around the two sides of the steering shaft 202 is nearly parallel, so that the contact area between the transmission belt 3 and the steering shaft 202 is large, the friction force is large, which is conducive to the steering shaft 202 driving the transmission belt 3 to operate. Since the transmission belt 3 passes around the four synchronous wheels 9 sleeved on the four first electromagnetic members 401 from the outside, the four synchronous wheels 9 are equal in size, and therefore, the rotation angles of the four synchronous wheels 9 are equal and the rotation directions are the same, that is, clockwise rotation or counterclockwise rotation. The clockwise and counterclockwise rotation can be defined from a perspective looking down from above the base 1.

[0056] The steering mechanism of the above automatic guided vehicle chassis has the following steering principle: some groups of electromagnetic clutch devices 4 are powered on, and other groups of electromagnetic clutch devices 4 are powered off, and the steering motor 2 is started, and the directions of the driving wheels 7 connected to the powered groups of electromagnetic clutch devices 4 are adjusted, while the directions of the driving wheels 7 connected to the powered groups of electromagnetic clutch devices 4 remain unchanged. The groups may be one, two, three or four groups, that is, only one steering motor 2 is installed to control the direction adjustment of a single driving wheel 7 or multiple driving wheels 7, so that the steering mechanism has a low cost, low power consumption, and small volume. The transmission belt 3 drives the steering of several wheels, and the synchronization is good, and the steering is not prone to jamming.

[0057] Using the steering mechanism of the above automatic guided vehicle chassis, the vehicle can turn left, turn right, rotate clockwise on the spot, or rotate counterclockwise as planned, and can also walk at the same time when turning left or right.

[0058] Several steering methods are described below. It should be noted that, in the following steering methods, before steering, the four driving wheels 7 are all in a forward-facing state.

[0059] The first one is to turn left. To turn left, you can adjust to Figure 3 or Figure 4 status, such as adjusting to Figure 3state, the electromagnetic clutch device 4 on the left front wheel and the right front wheel can be powered on, the electromagnetic clutch device 4 on the left rear wheel and the right rear wheel can be powered off, the steering motor 2 can be started, the steering shaft 202 rotates, and the drive belt 3 is driven to operate. The drive belt 3 can drive the four first electromagnetic components 401 to rotate. Since the first electromagnetic component 401 and the second electromagnetic component 402 on the left front wheel are attracted, the first electromagnetic component 401 and the second electromagnetic component 402 on the right front wheel are attracted, so the second electromagnetic component 402 on the left front wheel and the second electromagnetic component 402 on the right front wheel rotate accordingly, thereby driving the drive motor 6 and the drive wheel 7 on the left front wheel and the right front wheel to rotate synchronously. As the first electromagnetic component 401 and the second electromagnetic component 402 on the left rear wheel and the right rear wheel are not attracted, the left rear wheel and the right rear wheel remain facing forward. The steering shaft 202 is controlled to rotate clockwise. Since the rotation direction of the steering shaft 202 is opposite to the rotation direction of the synchronous wheels 9 on the four driving wheels 7, the synchronous wheels 9 at the four corners rotate counterclockwise. In addition, the electromagnetic clutch device 4 on the left front wheel and the right front wheel is energized, which drives the left front wheel and the right front wheel (from a bird's-eye view) to rotate counterclockwise, that is, the left front wheel and the right front wheel turn left. Start a number of independent drive motors 6. The rotation speed of the drive motors 6 on the right front wheel and the right rear wheel is faster than that of the drive motors 6 on the left front wheel and the left rear wheel, and the steering mechanism turns left.

[0060] The second method is to turn right by energizing the electromagnetic clutch device 4 on the left front wheel and the right front wheel, and deenergizing the electromagnetic clutch device 4 on the left rear wheel and the right rear wheel, and starting the steering motor 2. Different from turning left, when turning right, the steering shaft 202 is controlled to rotate counterclockwise, and the left front wheel and the right front wheel rotate clockwise, that is, deflect to the right. Other principles and control methods can refer to the left turn method.

[0061] The third method is to turn counterclockwise in place, that is, to adjust to Figure 7 First, the electromagnetic clutch device 4 on the left front wheel and the right rear wheel is powered on, and the electromagnetic clutch device 4 on the left rear wheel and the right front wheel is powered off, and the steering motor 2 is started to control the steering shaft 202 to rotate counterclockwise, so that the left rear wheel and the right front wheel rotate clockwise, for example, rotating 45° clockwise to the right from the forward state. Then, the electromagnetic clutch device 4 on the left front wheel and the right rear wheel is powered off, and the electromagnetic clutch device 4 on the left rear wheel and the right front wheel is powered on, and the steering motor 2 is started to control the steering shaft 202 (from a top view) to rotate clockwise, for example, rotating 45° clockwise to the left from the forward state, so as to achieve Figure 7 The steering motor 2 is turned off or the four sets of electromagnetic clutch devices 4 are powered off while the steering motor 2 is turned on, and the four drive motors 6 are started. The four drive motors 6 have the same rotation direction and speed, so that the steering mechanism turns counterclockwise in situ. The four drive motors 6 have the same rotation direction, which means that, viewed from the outer side of the drive motors 6, the drive motors 6 all rotate clockwise.

[0062] The fourth type is clockwise steering in place. Its control method is basically the same as the counterclockwise steering in place. The difference is that the last four drive motors 6 rotate in the direction of counterclockwise rotation when viewed from the outer side of the drive motor 6. In this way, the clockwise steering in place of the steering mechanism is achieved.

[0063] The steering mechanism and steering method of the automatic guided vehicle chassis of the above-mentioned embodiment only need to install one steering motor 2 to control the direction adjustment of a single driving wheel 7 or multiple driving wheels 7, so that the cost of the mechanism is low, the power consumption is low, and the volume occupied is small. When turning, the multiple wheels connected by the transmission belt 3 rotate synchronously and are not prone to jamming. There is no need to slow down or stop when turning left or right, and the vehicle can move forward synchronously.

[0064] Although the present application has been described in detail with reference to the aforementioned embodiments, it is still possible for those skilled in the art to modify the technical solutions described in the aforementioned embodiments, or to make equivalent substitutions for some of the technical features therein. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application should be included in the protection scope of the present application.

Claims

1. A steering mechanism for an automatic guided vehicle chassis, characterized in that: It comprises a base (1), a steering motor (2), a transmission belt (3), four sets of electromagnetic clutch devices (4), four rotating parts (5), four drive motors (6) and four drive wheels (7); The steering motor (2) comprises a stator (201) and a steering shaft (202); the stator (201) is mounted on the base (1); Each set of the electromagnetic clutch device (4) comprises a first electromagnetic component (401) and a second electromagnetic component (402); when power is on, the first electromagnetic component (401) and the second electromagnetic component (402) are fixed to each other; when power is off, the first electromagnetic component (401) can rotate freely relative to the second electromagnetic component (402); The transmission belt (3) connects the steering shaft (202) and the four first electromagnetic components (401); The rotating member (5) is rotatably connected to the base (1); the rotating member (5) is fixedly connected to one of the second electromagnetic members (402) and one of the driving motors (6); the driving shaft (601) of the driving motor (6) is connected to the driving wheels (7); the four driving wheels (7) are respectively a left front wheel, a right front wheel, a left rear wheel and a right rear wheel.

2. The steering mechanism of the automatic guided vehicle chassis according to claim 1, characterized in that: The steering mechanism further comprises seven synchronous wheels (9) and two tensioning columns (8); the two tensioning columns (8) are fixed on the base (1); One of the synchronous wheels (9) is fixedly sleeved on each of the first electromagnetic components (401); one of the synchronous wheels (9) is fixedly sleeved on the steering shaft (202); one of the synchronous wheels (9) is movably sleeved on each of the tensioning columns (8), so that the synchronous wheels (9) can rotate freely on the tensioning columns (8); two of the tensioning columns (8) are arranged on both sides of the steering shaft (202); the transmission belt (3) is tensioned around the outer sides of the synchronous wheels (9) on the four first electromagnetic components (401), and is tensioned around the other three synchronous wheels (9).

3. The steering mechanism of the automatic guided vehicle chassis according to claim 2, characterized in that: The first electromagnetic component (401) comprises a connecting column (4011) and a cylindrical cap (4012); the connecting column (4011) is fixed to the top surface of the cylindrical cap (4012); a synchronous wheel (9) is fixedly sleeved on the connecting column (4011); the cylindrical cap (4012) comprises a cylindrical cavity with an opening facing downward; the second electromagnetic component (402) is cylindrical and is adaptively mounted in the cylindrical cavity.

4. The steering mechanism of the automatic guided vehicle chassis according to claim 1, characterized in that: The rotating member (5) comprises an inner ring (501) and an outer ring (502); the inner ring (501) can rotate freely relative to the outer ring (502); the outer ring (502) is fixed to the base (1); and the second electromagnetic member (402) and the drive motor (6) are fixed to the inner ring (501).

5. The steering mechanism of the automatic guided vehicle chassis according to claim 4, characterized in that: The rotating member (5) comprises an inverted L-shaped connecting plate (503); the inverted L-shaped connecting plate (503) comprises an upper plate (5031) and a vertical plate (5032) which are vertically connected; the upper plate (5031) is fixed to the inner ring (501); the driving motor (6) is mounted on one side of the vertical plate (5032); and the driving shaft (601) of the driving motor (6) passes through the vertical plate (5032) without contact and is connected to one of the driving wheels (7).

6. A steering method, using the steering mechanism of the automatic guided vehicle chassis according to any one of claims 1 to 5 for steering, characterized in that: The steering method comprises: energizing a plurality of groups of the electromagnetic clutch devices (4) and de-energizing another plurality of groups of the electromagnetic clutch devices (4), starting the steering motor (2), adjusting the directions of the drive wheels (7) connected to the energized plurality of groups of the electromagnetic clutch devices (4), and maintaining the directions of the drive wheels (7) connected to the de-energized plurality of groups of the electromagnetic clutch devices (4).

7. The steering method according to claim 6, characterized in that: To control the steering mechanism to turn left, the electromagnetic clutch device (4) on the left front wheel and the right front wheel is powered on, the electromagnetic clutch device (4) on the left rear wheel and the right rear wheel is powered off, and the steering motor (2) is started to drive the left front wheel and the right front wheel to turn left synchronously, thereby achieving a left turn.

8. The steering method according to claim 7, characterized in that: When the steering motor (2) is started, the four driving motors (6) are started, so that the steering mechanism moves forward while turning left.

9. The steering method according to claim 6, characterized in that: To control the steering mechanism to steer counterclockwise in situ, firstly, the electromagnetic clutch devices (4) on the left front wheel and the right rear wheel are powered on, the electromagnetic clutch devices (4) on the left rear wheel and the right front wheel are powered off, and the steering motor (2) is started to drive the left front wheel and the right rear wheel to steer right; the electromagnetic clutch devices (4) on the left front wheel and the right rear wheel are powered off, the electromagnetic clutch devices (4) on the left rear wheel and the right front wheel are powered on, and the steering motor (2) is started to drive the left rear wheel and the right front wheel to steer left; the steering motor (2) is turned off or the four sets of the electromagnetic clutch devices (4) are powered off, and the four drive motors (6) are started to make the steering mechanism steer counterclockwise in situ.

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