Omni-directional wheel train, omni-directional frame, omni-directional moving platform and bearing platform

Abstract

The invention relates to an omni-directional wheel train, an omni-directional frame, an omni-directional moving platform and a bearing platform, the omni-directional wheel train comprises two side supporting plates, a wheel set with the two ends rotationally connected to the middle ends of the two side supporting plates respectively, a wheel carrier with the lower end rotationally connected to one ends of the two side supporting plates respectively, and a damping assembly; the upper end of the wheel frame is horizontally bent to form a transverse structure located over the wheel set, and the transverse structure is provided with a rotatable rotation gear. The damping assembly comprises a fixed blocking rod, a damping rotating shaft and at least one damping pair, wherein the two ends of the fixed blocking rod are rotationally connected to the other ends of the two side supporting plates correspondingly, the two ends of the damping rotating shaft are rotationally connected to the transverse structure, and the two ends of the damping pair are connected to the fixed blocking rod and the damping rotating shaft correspondingly. By the adoption of the technical scheme, the technical problems that when the load gravity center of an existing wheel train is biased, a vehicle body swings, steers unstably and even rolls over can be solved.

Description

Technical Field

[0001] The present invention relates to the technical field of mobile equipment, and in particular to an omnidirectional wheel system, an omnidirectional frame, an omnidirectional mobile platform and a load-bearing platform. Background Art

[0002] With the rapid development of automation technology and the logistics industry, the demand for automated transportation equipment that can efficiently and flexibly complete cargo transfer is increasing. The traditional suspension system is a vertical slide-type steering wheel suspension system, which has a greater impact on the height of the wheel system, making the overall wheel system height higher. When the overall center of gravity of the load is offset, the pressure on the vehicle body causes uneven distribution of the vehicle body wheel system grip, which can easily cause the vehicle body to sway, unstable steering, or even rollover. Summary of the invention

[0003] Aiming at the technical problem that the existing wheel system is prone to vehicle body swaying, unstable steering and even rollover when the load center of gravity is offset, the present invention provides an omnidirectional wheel system, an omnidirectional frame, an omnidirectional mobile platform and a load-bearing platform.

[0004] The technical solution of the present invention to solve the above technical problems is as follows: In the first aspect, the present invention provides an omnidirectional wheel system, comprising two side support plates, a wheel group whose two ends are rotatably connected to the middle ends of the two side support plates, a wheel frame whose lower ends are rotatably connected to one ends of the two side support plates, and a shock-absorbing assembly, wherein the upper end of the wheel frame is horizontally bent to form a transverse structure located directly above the wheel group, and the transverse structure is equipped with a rotatable slewing gear, and the shock-absorbing assembly comprises a fixed gear rod whose two ends are rotatably connected to the other ends of the two side support plates, a shock-absorbing shaft whose two ends are rotatably connected to the transverse structure, and at least one shock-absorbing pair whose two ends are respectively connected to the fixed gear rod and the shock-absorbing shaft.

[0005] The beneficial effects of the present invention are as follows: when in use, the wheel set is supported on the ground, and the load is fixedly placed above the slewing gear; when the wheel frame is under pressure, the angle between the wheel frame and the side support plate is adaptively changed to achieve opening and closing, and the side support plate adaptively rotates with the wheel set as the central axis to ensure the horizontality of the lateral structure, so as to improve the problem that when the overall center of gravity of the load is offset, the pressure on the vehicle body causes uneven distribution of grip of the vehicle body wheel system, which can easily cause vehicle body swaying, unstable steering and even rollover. At the same time, the shock absorbing pair of the shock absorbing assembly undergoes adaptive contraction to achieve shock absorption and ensure buffering margin. The overall height of the wheel frame and the shock absorbing assembly is adaptively compressed to reduce the center of gravity height of the omnidirectional wheel system, further reducing the possibility of rollover due to center of gravity offset.

[0006] Based on the above technical solution, the present invention can also be improved as follows.

[0007] Furthermore, each of the shock-absorbing pairs includes a guide rod whose lower end is slidably connected to the fixed gear rod and a shock-absorbing spring sleeved on the guide rod, the upper end of the guide rod is rotatably connected to the shock-absorbing shaft, and the two ends of the shock-absorbing spring respectively abut against the upper ends of the fixed gear rod and the guide rod.

[0008] The beneficial effect of adopting the above further scheme is that when loaded, the guide rod slides adaptively relative to the fixed gear rod, and the guide rod, the shock-absorbing shaft and the wheel frame rotate adaptively. At the same time, the shock-absorbing spring is compressed to achieve shock absorption.

[0009] Furthermore, the wheel frame includes a wheel frame axle whose two ends are rotatably connected to one end of the two side support plates, a wheel arm whose lower end is rotatably connected to the wheel frame axle, and a top plate whose one end is detachably connected to the upper end of the wheel arm, the top plate forms the transverse structure, and the shock-absorbing shaft is rotatably connected to the other end of the top plate.

[0010] The beneficial effect of adopting the above further scheme is that when the omnidirectional wheel system is under pressure, the side support plate, the wheel frame axle and the wheel arm rotate relative to each other, changing the angle between the wheel arm and the side support plate, and the side support plate rotates around the wheel set as the central axis. At the same time, the top plate always remains horizontal to form a stable support for the load and prevent rollover.

[0011] Furthermore, the upper end of the wheel arm is provided with at least four bolt holes for installing bolts distributed in an array, and each of the bolt holes is distributed in at least two rows and two columns. The upper end of the wheel arm is detachably connected to one end of the top plate through each bolt.

[0012] The beneficial effect of adopting the above further solution is that the wheel arm and the top plate are detachably connected by at least four bolts in an array to ensure that the top plate always remains horizontal when the omnidirectional wheel train is under pressure.

[0013] Furthermore, the transverse structure is equipped with a steering motor and a steering pinion with one end drivingly connected to the output end of the steering motor; the steering pinion is rotationally connected to the transverse structure and meshes with the rotary gear.

[0014] The beneficial effect of adopting the above further scheme is: when driving the omnidirectional wheel system for steering, the steering motor is started to drive the steering pinion to steer, thereby causing the slewing gear to rotate, driving the side support plate, wheel set, wheel frame and shock absorber assembly, as well as the steering motor, steering pinion and slewing gear itself to simultaneously rotate with the central axis of the slewing gear as the central axis of rotation, thereby adjusting the driving direction.

[0015] Furthermore, the transverse structure is also rotatably connected to an encoder pinion, the encoder pinion is meshed with the rotary gear, and is connected to an encoder installed on the transverse structure.

[0016] The beneficial effect of adopting the above further scheme is that during the process of adjusting the driving direction, the slewing gear rotates, driving the encoder pinion to rotate, and the rotation angle data is transmitted to the encoder. The encoder records the data and can transmit it to the controller to realize real-time recording and observation of the steering angle.

[0017] In a second aspect, the present invention provides an omnidirectional frame, comprising at least one of the omnidirectional wheel trains, and also comprising a mounting base, wherein the mounting base is simultaneously rotatably connected to the upper side of the rotating gear of each of the omnidirectional wheel trains.

[0018] The beneficial effect of adopting the above further solution is that the omnidirectional wheel system supports the carrying base so that the load can be carried by the carrying base to realize the transportation of the load.

[0019] In a third aspect, the present invention provides an omnidirectional mobile platform, characterized in that it comprises at least two of the omnidirectional frames, each of which is arranged at intervals and each comprises at least two omnidirectional wheel systems arranged at intervals, and the omnidirectional mobile platform also comprises a telescopic frame, which is detachably connected to the lower side of the carrying base of each of the omnidirectional frames.

[0020] The beneficial effects of adopting the above further scheme are: the length dimension of the entire omnidirectional mobile platform is adjusted by utilizing the telescopic frame to increase the possibility of using it in narrow spaces and rugged terrain, and to improve the adaptability, flexibility and adaptability to long and large loads; the telescopic frame can be detachably connected to the lower side of the mounting base, which can further relatively lower the center of gravity of the entire omnidirectional mobile platform.

[0021] Furthermore, the telescopic frame includes an outer frame and an inner frame whose one end is slidably connected to one end of the outer frame, the other end of the outer frame is detachably connected to the lower side of the mounting base of some of the omnidirectional frames, and the other end of the inner frame is detachably connected to the lower side of the mounting base of other omnidirectional frames.

[0022] The beneficial effect of adopting the above further solution is that the entire telescopic frame can be extended and retracted by relative sliding of the outer frame and the inner frame, so as to improve the adaptability, flexibility and load adaptability of the telescopic frame to long dimensions and large masses.

[0023] In a fourth aspect, the present invention provides a load-bearing platform, comprising at least two of the omnidirectional mobile platforms, and also comprising a load-bearing plate, wherein the load-bearing plate is simultaneously detachably connected to the upper side of the mounting base of each of the omnidirectional frames. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1is an axonometric view of the omnidirectional wheel train of the present invention; Figure 2 This is an exploded view from a first perspective of the omnidirectional wheel train of the present invention; Figure 3 It is an exploded view from a second perspective of the omnidirectional wheel train of the present invention; Figure 4 The exploded view of the omnidirectional wheel system of the present invention from a third perspective; Figure 5 It is a partial cross-sectional view of the omnidirectional wheel train of the present invention, mainly showing the partial structure of the wheel set; Figure 6 is an axonometric view of the omnidirectional frame of the present invention; Figure 7 is a first isometric view of the omnidirectional mobile platform of the present invention, shown in a retracted state; Figure 8 is a second isometric view of the omnidirectional mobile platform of the present invention, shown in an extended state; Fig. 9 An axonometric view of an outer frame of the omnidirectional mobile platform of the present invention; Fig.10 for Fig. 9 A partial enlarged view of Fig.11 for Figure 8 A partial enlarged view of .

[0025] In the accompanying drawings, the components represented by the reference numerals are listed as follows: 1. Side support plate; 2. Wheel set; 21. Drive reducer; 22. Rubber-coated wheel; 23. Drive motor; 24. Brake module; 3. wheel frame; 31. wheel frame axle; 311. first fixing nut; 32. wheel arm; 321. bolt hole; 322. positioning plate; 33. top plate; 331. ear plate; 4. shock-absorbing assembly; 41. fixed gear lever; 411. second fixed nut; 42. shock-absorbing shaft; 43. shock-absorbing pair; 431. guide rod; 4311. limit nut; 432. shock-absorbing spring; 433. sleeve; 5. Rotating gear; 51. Steering motor; 52. Steering pinion; 53. Steering reducer; 54. Encoder pinion; 55. Encoder; 6. Carrying base; 7, telescopic frame; 71, outer frame; 711, slide groove; 712, slide rail; 713, limit plate; 714, limit bolt; 72, inner frame; 721, slide block; 722, limit hole. DETAILED DESCRIPTION

[0026] The principles and features of the present invention are described below. The examples given are only used to explain the present invention and are not used to limit the scope of the present invention.

[0027] In a first aspect, the present invention provides an omnidirectional wheel train, as described in detail below.

[0028] Example 1 like Figures 1 to 5 , an omnidirectional wheel system, comprising two side support plates 1, a wheel set 2 whose two ends are rotatably connected to the middle ends of the two side support plates 1, a wheel frame 3 whose lower ends are rotatably connected to one ends of the two side support plates 1, and a shock absorbing assembly 4, the upper end of the wheel frame 3 is horizontally bent to form a transverse structure located directly above the wheel set 2, and the transverse structure is equipped with a rotatable slewing gear 5, the shock absorbing assembly 4 comprises a fixed gear rod 41 whose two ends are rotatably connected to the other ends of the two side support plates 1, a shock absorbing shaft 42 whose two ends are rotatably connected to the other end of the transverse structure, and at least one shock absorbing pair 43 whose two ends are respectively connected to the fixed gear rod 41 and the shock absorbing shaft 42.

[0029] The beneficial effects of this embodiment are: when in use, the wheel set 2 is supported on the ground, and the load is fixedly placed above the rotating gear 5; when the wheel frame 3 is under pressure, the angle between the wheel frame 3 and the side support plate 1 is adaptively changed to achieve opening and closing, and the side support plate 1 adaptively rotates with the wheel set 2 as the central axis, and ensures the horizontality of the lateral structure, so as to improve the problem that when the overall center of gravity of the load is offset, the pressure on the vehicle body causes the uneven distribution of the grip of the vehicle body wheel system, which can easily cause the vehicle body to sway, the steering is unstable, and even rollover. At the same time, the shock absorbing pair 43 of the shock absorbing assembly 4 undergoes adaptive contraction to achieve shock absorption and ensure the buffer margin. The overall height of the wheel frame 3 and the shock absorbing assembly 4 is adaptively compressed to reduce the center of gravity height of the omnidirectional wheel system, further reducing the possibility of rollover due to center of gravity offset.

[0030] During driving, the slewing gear 5 is driven to rotate, driving the side support plate 1, the wheel set 2, the wheel frame 3 and the shock absorbing assembly 4 to simultaneously rotate around the central axis of the slewing gear 5 as the central axis of rotation, thereby adjusting the driving direction.

[0031] The slewing gear 5 is horizontally arranged on the upper side of the transverse structure, and can be fixedly connected to the transverse structure by multiple bolts (not shown in the figure). A gear shaft is rotatably connected to the center of the slewing gear 5 through a bearing. The gear shaft is vertically arranged, and the lower end is fixedly connected to the inner ring of the bearing, and the upper end is used to be fixedly connected to the load object to ensure that the slewing gear 5 is smoothly driven to rotate.

[0032] In this embodiment, a wheel axle hole is formed through the middle end of the side support plate 1, and a rotation hole is formed through both ends. The wheel frame 3 and the shock absorbing assembly 4 form a downward opening structure, which is an inverted trapezoidal opening structure. The wheel set 2 is installed in the opening structure, which can relatively reduce the height of the entire omnidirectional wheel system and lower the center of gravity. At the same time, it is ensured that during the shock absorbing process of the shock absorbing pair 43, the wheel frame 3 and the shock absorbing assembly 4 will not collide with the wheel set 2, thereby ensuring the buffer margin.

[0033] Based on the above embodiment, the wheel group 2 includes a driving reducer 21, a rubber-coated wheel 22 and a driving motor 23; the two ends of the driving reducer 21 are respectively installed on the two side support plates 1; the rubber-coated wheel 22 is coaxially fixedly connected to the output shaft of the driving reducer 21; the driving motor 23 is installed on one of the side support plates 1, and its output shaft is transmission-connected to the input shaft of the driving reducer 21.

[0034] When in use, the rubber-coated wheel 22 supports the entire omnidirectional wheel system on the ground; the drive motor 23 is started, and the drive reducer 21 is driven to start. The power generated by the drive motor 23 is transmitted to the rubber-coated wheel 22 after being decelerated and torque-increased by the drive reducer 21, driving the rubber-coated wheel 22 to rotate, thereby realizing the movement of the omnidirectional wheel system.

[0035] The wheel set 2 further includes a brake module 24 mounted on the other side support plate 1. The brake module 24 is integrated at the output end of the driving reducer 21 and is responsible for realizing rapid braking of the rubber-coated wheel 22 when needed.

[0036] On the basis of the above embodiment, the embodiment of the present invention further includes a control system, which is communicatively connected to the drive motor 23 and the brake module 24 to control the start and stop of the drive motor 23 and the brake module 24. It can be understood that the control system of the embodiment of the present invention can be a PLC controller, such as a combinational logic controller, a microprogram controller, etc., as long as the operations described in the present application can be implemented. Of course, the control system can also be integrated into a physical device as different modules, and the present invention does not impose specific restrictions on the physical implementation of the control system.

[0037] Example 2 like Figures 2 to 4 On the basis of Example 1, each shock-absorbing pair 43 includes a guide rod 431 whose lower end is slidably connected to the fixed gear rod 41 and a shock-absorbing spring 432 sleeved on the guide rod 431, the upper end of the guide rod 431 is rotatably connected to the shock-absorbing shaft 42, and the two ends of the shock-absorbing spring 432 are respectively abutted against the upper ends of the fixed gear rod 41 and the guide rod 431.

[0038] The beneficial effect of adopting the preferred scheme in the above embodiment is that when loaded, the guide rod 431 adaptively slides relative to the fixed gear rod 41, and the guide rod 431, the shock-absorbing shaft 42 and the wheel frame 3 adaptively rotate. At the same time, the shock-absorbing spring 432 is compressed to achieve shock absorption.

[0039] In the embodiment of the present invention, the number of the shock absorbing pairs 43 can be one, two, three, four, etc. In the figure, two are shown at intervals.

[0040] As a specific solution of the above embodiment, both ends of the fixed lever 41 are sleeved with copper sleeves to be rotatably connected to the rotating hole of the side support plate 1 through the copper sleeves. Both ends of the fixed lever 41 pass through the corresponding side support plate 1 and are threadedly connected with the second fixing nut 411 to achieve installation. The cross-sectional dimension of the middle end of the fixed lever 41 is larger than the cross-sectional dimension of the end portion to form a shoulder abutting against the side support plate 1, and a two-way limit is formed under the action of the second fixing nut 411 to prevent the fixed lever 41 from moving. A plurality of sliding holes are also opened through the middle end of the fixed lever 41.

[0041] Two ear plates 331 are fixed at intervals on the lower side of the other end of the transverse structure, and both ear plates 331 have openings through which the shock-absorbing shaft 42 passes. In this embodiment, the shock-absorbing shaft 42 is in the shape of a stepped shaft, and its small diameter end passes through the openings of the two ear plates 331 and is penetrated with a latch to achieve fixed installation of the shock-absorbing shaft 42.

[0042] The guide rod 431 is tilted, and its lower end passes through the sliding hole of the fixed lever 41 to achieve sliding connection, and is threadedly connected with a limit nut 4311 to prevent the guide rod 431 from being separated from the fixed lever 41 through the limit nut 4311; and the number of limit nuts 4311 is not less than two to prevent the guide rod 431 from falling off due to vibration. The upper end of the guide rod 431 passes through the opening and is penetrated by the shock-absorbing shaft 42.

[0043] Based on the above embodiment, the damping pair 43 further includes a sleeve 433 sleeved on the guide rod 431, and the sleeve 433 can slide along the length direction of the guide rod 431. One end of the damping spring 432 abuts against the shoulder of the sleeve 433, and the other end abuts against the sleeve 433.

[0044] Example 3 like Figures 2 to 4 On the basis of embodiments 1 and 2, the wheel frame 3 includes a wheel frame axle 31 whose two ends are rotatably connected to one end of the two side support plates 1, a wheel arm 32 whose lower end is rotatably connected to the wheel frame axle 31, and a top plate 33 whose one end is detachably connected to the upper end of the wheel arm 32. The top plate 33 forms a transverse structure, and the shock-absorbing shaft 42 is rotatably connected to the other end of the top plate 33.

[0045] The beneficial effect of adopting the preferred scheme in the above embodiment is that when the omnidirectional wheel system is under pressure, the side support plate 1, the wheel frame axle 31 and the wheel arm 32 rotate relative to each other, changing the angle between the wheel arm 32 and the side support plate 1, and the side support plate 1 rotates with the wheel set 2 as the central axis. At the same time, the top plate 33 always remains horizontal to form a stable support for the load and prevent rollover.

[0046] As a specific solution of the above embodiment, both ends of the wheel frame axle 31 are sleeved with copper sleeves to be rotatably connected to the rotation hole of the side support plate 1 through the copper sleeves. Both ends of the wheel frame axle 31 pass through the corresponding side support plate 1 and are threadedly connected with the first fixing nut 311 to achieve installation.

[0047] The wheel arm 32 is in a structure with an oblique downward opening so as to form a rotation space for the rubber-coated wheel 22 and improve the integration of the omnidirectional wheel system.

[0048] Example 4 like Figures 1 to 4 On the basis of Examples 1-3, the upper end of the wheel arm 32 is provided with at least four array-distributed bolt holes 321 for installing bolts, and the array of bolt holes 321 is distributed in at least two rows and two columns. The upper end of the wheel arm 32 is detachably connected to one end of the top plate 33 through the bolts.

[0049] The beneficial effect of adopting the preferred solution in the above embodiment is that the wheel arm 32 and the top plate 33 are detachably connected by at least four bolts in an array to ensure that the top plate 33 always remains horizontal when the omnidirectional wheel train is under pressure.

[0050] The number of the bolt holes 321 may be four, six, eight, or ten, etc., but only four are shown in the figure.

[0051] Based on the above embodiment, a positioning plate 322 is fixedly connected to the upper end of the wheel arm 32, and one side of the top plate 33 abuts against the positioning plate 322, so that the positioning plate 322 forms a positioning effect when the wheel arm 32 and the top plate 33 are installed. One side of the top plate 33 abuts against the positioning plate 322, which facilitates the rapid alignment of the bolt hole 321 and the through hole on the top plate 33.

[0052] Example 5 like Figures 2 to 4 On the basis of embodiments 1-4, the transverse structure is installed with a steering motor 51 and a steering pinion 52 whose one end is transmission-connected to the output end of the steering motor 51 . The steering pinion 52 is rotationally connected to the transverse structure and meshes with the rotating gear 5 .

[0053] The beneficial effect of adopting the preferred scheme in the above embodiment is that when the omnidirectional wheel system is driven to turn, the steering motor 51 is started to drive the steering pinion 52 to turn, thereby causing the slewing gear 5 to rotate, driving the side support plate 1, the wheel set 2, the wheel frame 3 and the shock absorbing assembly 4, as well as the steering motor 51, the steering pinion 52 and the slewing gear 5 itself to simultaneously rotate with the central axis of the slewing gear 5 as the central axis of rotation, thereby adjusting the driving direction.

[0054] The steering motor 51 and the steering pinion 52 are both mounted on the top plate 33. The output shaft of the steering motor 51 is connected to a steering reducer 53 mounted on the top plate 33, and the steering pinion 52 is coaxially connected to the output end of the steering reducer 53.

[0055] On the basis of the above embodiment, the steering motor 51 is further communicatively connected to the control system so as to control the start and stop of the steering motor 51 through the control system.

[0056] Example 6 like Figures 2 to 4 On the basis of embodiments 1-5, the transverse structure is also rotatably connected to an encoder pinion 54, which is engaged with the rotary gear 5 and connected to an encoder 55 installed on the transverse structure.

[0057] The beneficial effect of adopting the preferred scheme in the above embodiment is that, during the process of adjusting the driving direction, the rotary gear 5 rotates, driving the encoder pinion 54 to rotate, and the rotation angle data is transmitted to the encoder 55. The encoder 55 records the data and can transmit it to the controller to realize real-time recording and observation of the steering angle.

[0058] The encoder pinion 54 and the encoder 55 are both mounted on the top plate 33. The connection between the encoder 55 and the encoder pinion 54 is achieved by mechanical means, aiming to convert the movement of the mechanical equipment into an electrical signal for subsequent processing. The connection methods mainly include direct connection, coupling connection, flange connection, etc.

[0059] Based on the above embodiment, the encoder 55 is also communicatively connected to the control system so as to receive the data transmitted by the encoder 55 through the control system. The control system is also communicatively connected to a display module so as to display the data received by the control system in real time through the display module.

[0060] As is common knowledge among those skilled in the art, the control system and the display module can be integrated on the same remote control panel.

[0061] In a second aspect, the present invention provides an omnidirectional frame, as described in detail below.

[0062] Example 7 like Figure 6An omnidirectional frame comprises at least one omnidirectional wheel train as described in Examples 1-6, and also comprises a mounting base 6, which is simultaneously rotatably connected to the upper side of the rotating gear 5 of each omnidirectional wheel train.

[0063] The beneficial effect of adopting the preferred solution in the above embodiment is that the omnidirectional wheel system supports the carrying base 6 so that the load can be carried by the carrying base 6 to realize the transportation of the load.

[0064] Each omnidirectional wheel system has an independently controllable slewing gear 5 and an independent shock absorbing assembly 4, that is, each omnidirectional wheel system can steer independently and form shock absorption, which can improve the lack of adaptability and flexibility of existing omnidirectional frames in complex environments, especially the limitations of use in narrow spaces and rugged terrain, and the technical problem of poor adaptability to long-sized and large-mass loads.

[0065] In the figure, the same omnidirectional frame is provided with two omnidirectional wheel trains.

[0066] As a specific solution of the above embodiment, the mounting base 6 is fixedly connected to the upper end of the gear shaft.

[0067] In a third aspect, the present invention provides an omnidirectional mobile platform, as described in detail below.

[0068] Example 8 like Figures 7 to 11 An omnidirectional mobile platform comprises at least two omnidirectional frames as described in Example 7, each omnidirectional frame is arranged at intervals, and each comprises at least two omnidirectional wheel systems arranged at intervals, and the omnidirectional mobile platform also comprises a telescopic frame 7, which is detachably connected to the lower side of the mounting base 6 of each omnidirectional frame.

[0069] The beneficial effect of adopting the preferred scheme in the above embodiment is that the length dimension of the entire omnidirectional mobile platform is adjusted by utilizing the extension and retraction of the telescopic frame 7, so as to increase the possibility of using it in narrow spaces and rugged terrain, and to improve the adaptability, flexibility and adaptability to long and large loads; the telescopic frame 7 is detachably connected to the lower side of the mounting base 6, which can further relatively lower the center of gravity of the entire omnidirectional mobile platform.

[0070] Example 9 like Figures 7 to 11 On the basis of Example 8, the telescopic frame 7 includes an outer frame 71 and an inner frame 72 whose one end is slidably connected to one end of the outer frame 71, the other end of the outer frame 71 is detachably connected to the lower side of the mounting base 6 of some omnidirectional frames, and the other end of the inner frame 72 is detachably connected to the lower side of the mounting base 6 of other omnidirectional frames.

[0071] The beneficial effect of adopting the preferred solution in the above embodiment is that the entire telescopic frame 7 can be extended and retracted by relative sliding of the outer frame 71 and the inner frame 72, so as to improve the adaptability, flexibility and adaptability of the telescopic frame 7 to long-sized and large-mass loads.

[0072] In the embodiment of the present invention, the outer frame 71 is opened upward, and one end thereof is opened laterally to form a slide groove 711 for the inner frame 72 to enter and exit; the lengths of the outer frame 71 and the inner frame 72 are equal to fully retract the inner frame 72.

[0073] Based on the above embodiment, two groove walls of the slide groove 711 are fixed with slide rails 712, and the two slide rails 712 open toward each other. Two side surfaces of the inner frame 72 are fixedly connected with a plurality of sliders 721, and the sliders 721 include a plurality of rollers corresponding to the rollers rolling on the slide rails 712.

[0074] When the telescopic frame 7 is extended and retracted, the slide rail 712 guides the entry and exit of the slide rail 712, and the rolling of the rollers realizes rapid sliding.

[0075] Based on the above embodiment, a plurality of limit plates 713 are fixed at intervals at the upper opening of the outer frame 71, and each limit plate 713 is vertically threadedly connected to a plurality of limit bolts 714. A plurality of limit holes 722 matching with the limit bolts 714 are provided on the upper side of the inner frame 72.

[0076] After the inner frame 72 slides relative to the outer frame 71 to realize the extension and retraction of the telescopic frame 7, the limiting bolt 714 can be inserted so that the end of the limiting bolt 714 is inserted into the corresponding limiting hole 722 to realize the sliding limitation of the inner frame 72 and maintain the structural length of the entire telescopic frame 7.

[0077] In a fourth aspect, the present invention provides a load-bearing platform, as described in detail below.

[0078] Example 10 A load-bearing platform comprises at least two omnidirectional mobile platforms as described in Examples 8 and 9, and also comprises a load-bearing plate, which is detachably connected to the upper side of the mounting base 6 of each omnidirectional frame.

[0079] The load-bearing plate is supported by multiple omnidirectional mobile platforms to support and transport heavy objects. The omnidirectional wheel systems of each omnidirectional frame can be independently controlled and steered to solve the technical problems of insufficient adaptability and flexibility in complex environments, especially in narrow spaces and rugged terrain, and poor adaptability to long, large-mass loads; and during the loading process, the shock-absorbing components 4 of each omnidirectional wheel system can perform adaptive shock absorption and reduce the support height to reduce the pressure on the vehicle body when the overall center of gravity of the load is offset, resulting in uneven distribution of the grip of the vehicle body wheel system, which can easily cause the vehicle body to sway, unstable steering, or even rollover.

[0080] In the description of the present invention, it is to be understood that the terms “center”, “longitudinal”, “lateral”, “length”, “width”, “thickness”, “up”, “down”, “front”, “back”, “left”, “right”, “vertical”, “horizontal”, “top”, “bottom”, “inside”, “outside”, “clockwise”, “counterclockwise”, “axial”, “radial”, “circumferential”, etc., indicating orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0081] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0082] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0083] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above", "above" or "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" or "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0084] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0085] Although the embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and are not to be construed as limitations of the present invention. A person skilled in the art may change, modify, replace and vary the above embodiments within the scope of the present invention.

Claims

1. An omnidirectional gear train, characterized in that: The invention comprises two side support plates (1), a wheel group (2) whose two ends are rotatably connected to the middle ends of the two side support plates (1), a wheel frame (3) whose lower ends are rotatably connected to one end of the two side support plates (1), and a shock absorbing assembly (4), wherein the upper end of the wheel frame (3) is horizontally bent to form a transverse structure located directly above the wheel group (2), and the transverse structure is provided with a rotatable slewing gear (5), and the shock absorbing assembly (4) comprises a fixed gear rod (41) whose two ends are rotatably connected to the other ends of the two side support plates (1), a shock absorbing rotating shaft (42) whose two ends are rotatably connected to the transverse structure, and at least one shock absorbing pair (43) whose two ends are respectively connected to the fixed gear rod (41) and the shock absorbing rotating shaft (42).

2. An omnidirectional gear train according to claim 1, characterized in that: Each of the shock absorbing pairs (43) comprises a guide rod (431) whose lower end is slidably connected to the fixed shift rod (41) and a shock absorbing spring (432) sleeved on the guide rod (431); the upper end of the guide rod (431) is rotatably connected to the shock absorbing rotating shaft (42); and the two ends of the shock absorbing spring (432) are respectively abutted against the upper ends of the fixed shift rod (41) and the guide rod (431).

3. An omnidirectional gear train according to claim 1, characterized in that: The wheel frame (3) comprises a wheel frame axle (31) whose two ends are rotatably connected to one end of the two side support plates (1), a wheel arm (32) whose lower end is rotatably connected to the wheel frame axle (31), and a top plate (33) whose one end is detachably connected to the upper end of the wheel arm (32), wherein the top plate (33) forms the transverse structure, and the shock-absorbing shaft (42) is rotatably connected to the other end of the top plate (33).

4. An omnidirectional wheel train according to claim 3, characterized in that: The upper end of the wheel arm (32) is provided with at least four bolt holes (321) distributed in an array for installing bolts, and each of the bolt holes (321) is distributed in an array in at least two rows and two columns. The upper end of the wheel arm (32) is detachably connected to one end of the top plate (33) through each bolt.

5. An omnidirectional wheel train according to any one of claims 1 to 4, characterized in that: The transverse structure is equipped with a steering motor (51) and a steering pinion (52) having one end drivingly connected to the output end of the steering motor (51); the steering pinion (52) is rotationally connected to the transverse structure and meshes with the rotary gear (5).

6. An omnidirectional wheel train according to claim 5, characterized in that: The transverse structure is also rotatably connected to an encoder pinion (54), the encoder pinion (54) is meshed with the rotary gear (5) and is connected to an encoder (55) mounted on the transverse structure.

7. An omnidirectional frame, characterized in that: It comprises at least one omnidirectional wheel train as claimed in any one of claims 1 to 6, and further comprises a mounting base (6), wherein the mounting base (6) is simultaneously rotatably connected to the upper side of the rotating gear (5) of each of the omnidirectional wheel trains.

8. An omnidirectional mobile platform, characterized in that: The omnidirectional vehicle frame comprises at least two omnidirectional vehicle frames as claimed in claim 7, each of the omnidirectional vehicle frames is arranged at intervals and each comprises at least two omnidirectional wheel trains arranged at intervals, and the omnidirectional mobile platform further comprises a telescopic vehicle frame (7), and the telescopic vehicle frame (7) is detachably connected to the lower side of the carrying base (6) of each of the omnidirectional vehicle frames.

9. The omnidirectional mobile platform according to claim 8, characterized in that: The telescopic frame (7) comprises an outer frame (71) and an inner frame (72) having one end slidably connected to one end of the outer frame (71); the other end of the outer frame (71) is detachably connected to the lower side of the mounting base (6) of some of the omnidirectional frames, and the other end of the inner frame (72) is detachably connected to the lower side of the mounting base (6) of other omnidirectional frames.

10. A load-bearing platform, characterized in that: It comprises at least two omnidirectional mobile platforms as claimed in claim 8 or 9, and also comprises a load-bearing plate, wherein the load-bearing plate is detachably connected to the upper side of the carrying base (6) of each omnidirectional frame.

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