AGV steering wheel with independent suspension and shock absorption method

Abstract

The invention relates to the technical field of AGV transport vehicles, in particular to an AGV steering wheel with independent suspension and a shock absorption method. The rotary part of the AGV steering wheel with the independent suspension is provided with a supporting table, the supporting table is provided with a mounting part used for being connected with a frame, and the mounting part is constructed to be connected with the frame through a rotating shaft; the pair of power wheel sets are symmetrically arranged along the axis of the rotating shaft, the power wheel sets are located on the two sides of the bearing table respectively, and the supporting end and the buffering end of the wheel frame are located on the two sides of the walking motor respectively; a connecting shaft is arranged between the pair of power wheel sets, the end of the connecting shaft is connected with the supporting end of the wheel frame, and a stand column used for being connected with the supporting table is arranged on the side wall of the connecting shaft. The damping structure is arranged between the wheel carrier and the supporting table and used for applying downward pressure to the wheel carrier, and a pair of damping units of the damping structure are symmetrically arranged along the axis of the rotating shaft. According to the AGV steering wheel with the independent suspension, the steering stability is guaranteed, and particularly, the steering function of the steering wheel is guaranteed when a vehicle frame is in a no-load state.

Description

Technical Field

[0001] The present invention relates to the technical field of AGV transport vehicles, and in particular to an AGV steering wheel with independent suspension and a shock absorbing method. Background Art

[0002] In the field of modern logistics and industrial automation, AGV (Automated Guided Vehicle) transport vehicles play an extremely important role. AGV can automatically drive along a preset path to carry out material handling and transportation tasks, effectively improving production and logistics efficiency.

[0003] At present, the steering principles of AGV steering wheels include hinged axis steering and differential steering. Among them, hinged axis steering is achieved by setting a hinged axis connection mechanism between the vehicle chassis and the steering wheel. When steering is required, the vehicle control system will drive the steering wheel to rotate a certain angle around the hinged axis. Differential steering is based on the speed difference between different wheels to achieve steering. In an AGV with multiple drive wheels, each drive wheel can independently control the speed. When the AGV needs to turn, for example, to turn left, the vehicle control system will reduce the speed of the left wheel and increase the speed of the right wheel. In this way, a speed difference is generated between the left and right wheels. Due to the different friction between the left and right wheels and the ground, a torque is generated to turn the vehicle to the left, thereby realizing the steering operation of the vehicle.

[0004] However, the steering wheels of AGVs in the prior art either have no shock-absorbing design, or even if they have shock-absorbing, they are only suitable for light-load scenarios. In heavy-load use scenarios, existing steering wheels expose many defects. For example, when using on relatively flat roads, the transport vehicle has a low demand for shock absorption, so steering wheels without shock absorption or with light-load shock absorption can still meet basic operating requirements. However, in the non-standard road environment of the factory area, the AGV transport vehicle needs to move autonomously and may pass through various undulating sections. At this time, the shock-absorbing defects of existing transport vehicles are highlighted, and they can hardly withstand the impact and pressure brought by heavy loads, which not only affects the stability of transportation, but also damages the overall structure of the vehicle and the life of its components.

[0005] In addition, the existing AGV trolley's shock-absorbing suspension is set on the power frame, and this structure brings specific steering problems. When the AGV is fully loaded, the steering wheel can be in good contact with the ground, thereby ensuring that the chassis can smoothly complete the steering operation. However, when it is unloaded, the steering wheel may be separated from the ground due to the rebound effect of the suspension. Once the steering wheel is separated from the ground, it is difficult for the vehicle to achieve normal steering function, which greatly limits the flexibility and reliability of the AGV transport vehicle in practical applications, and reduces its applicability and work efficiency under different working conditions. Summary of the invention

[0006] In view of the above technical problems, in a first aspect, the present invention proposes an AGV steering wheel with independent suspension, comprising a pair of power wheel sets, a shock absorbing structure and a rotating component; The slewing member is provided with a support platform, and the support platform is provided with a mounting portion for connecting to the frame, and the mounting portion is configured to be connected to the frame through a rotating shaft; A pair of power wheel groups are symmetrically arranged along the axis of the rotating shaft, and the power wheel groups are respectively located on both sides of the support platform. The power wheel groups include a wheel frame, a travel motor and a wheel. The travel motor is installed on the wheel frame, and the wheel is installed at the output end of the travel motor. The wheel frame is provided with a support end and a buffer end, and the support end and the buffer end are respectively located on both sides of the travel motor; A connecting shaft is arranged between a pair of power wheel sets, the end of the connecting shaft is connected to the supporting end of the wheel frame, and a column for connecting to a supporting platform is arranged on the side wall of the connecting shaft; The shock absorbing structure is arranged between the wheel frame and the support platform, and is used for applying downward pressure to the wheel frame. The shock absorbing structure includes a pair of shock absorbing units, which are symmetrically arranged along the axis of the rotating shaft. One end of the shock absorbing unit is hinged to the support platform, and the other end of the shock absorbing unit is hinged to the buffer end of the wheel frame.

[0007] When the wheels of the AGV encounter bumps during driving, the vibration will first be transmitted to the wheel frame. Due to the existence of the shock-absorbing structure, the shock-absorbing unit will deform according to the vibration of the wheel frame, and use the elastic characteristics of the shock-absorbing unit to absorb and buffer the vibration energy, thereby reducing the transmission of vibration to the support platform and the frame. In addition, when the frame is in an unloaded state, the shock-absorbing unit continues to apply downward pressure to the wheel frame, so that the wheel remains in contact with the ground.

[0008] Preferably, the shock absorbing unit includes a telescopic guide column and a compression spring. The telescopic guide column is configured to form axial compression on the compression spring as the support platform rises and falls. One end of the telescopic guide column is hinged to the support platform, and the other end of the telescopic guide column is hinged to the buffer end of the wheel frame. The compression spring is coaxially arranged with the telescopic guide column, and the telescopic guide column has the axial degree of telescopic freedom along the compression spring.

[0009] Preferably, the telescopic guide column includes a first guide column and a second guide column, the end of the first guide column is hinged to the support platform, the end of the second guide column is hinged to the buffer end of the wheel frame, retaining rings are provided on the side walls of the first guide column and the second guide column, a telescopic channel is provided inside the second guide column, the first guide column is embedded in the telescopic channel, and a buffer space for arranging a compression spring is formed between the pair of retaining rings.

[0010] Preferably, a limiting structure is provided in the compression channel, and the limiting structure is configured to form an axial limit for the first guide column.

[0011] Preferably, the limiting structure includes a limiting step and a pressure ring, the limiting step is arranged on the inner wall of the compression channel, the pressure ring is configured to cooperate with the limiting step to form an axial limit for the first guide column, and the pressure ring is installed on the end of the first guide column through a fastener.

[0012] Preferably, a pull rod is provided between a pair of power wheel sets, and the pull rod is arranged at the buffer end of the wheel frame.

[0013] Preferably, a slewing gear plate is provided on the support platform, and the slewing gear plate is configured to allow the steering wheel to rotate as a whole relative to the frame under the drive of the steering motor, thereby achieving direction adjustment of the frame.

[0014] Preferably, a steering encoder is provided on the support platform, and a detection end of the steering encoder is meshed with a rotary gear plate through a steering gear.

[0015] In a second aspect, the present invention further proposes a shock absorbing method using the above-mentioned AGV steering wheel with independent suspension, comprising the following steps: When the AGV steering wheel contacts the uneven road surface and vibrates during driving, the vibration is first transmitted to the wheel frame. Since the buffer end of the wheel frame is connected to the shock absorbing unit of the shock absorbing structure, and one end of the shock absorbing unit is hinged to the support platform, the shock absorbing unit will immediately sense the vibration change of the wheel frame. As the wheel frame continues to be affected by the vibration from the road surface, the shock absorbing unit will continue to undergo elastic deformation, and the shock absorbing unit will gradually convert the kinetic energy of the vibration into the elastic potential energy of the shock absorbing unit; When one of the power wheel sets vibrates violently due to bumps in the road, the connecting shaft can transfer part of the force generated by the vibration to the other power wheel set. When one side of the wheel frame vibrates violently due to potholes in the road, the connecting shaft will transfer part of the force of the wheel frame on one side to the wheel frame on the other side, prompting the wheel frame on the other side to make corresponding fine adjustments to maintain the balance of the entire steering wheel.

[0016] Preferably, when the vehicle frame is in an unloaded state, the shock absorbing unit continuously applies downward force to the wheel frame so that the wheel remains in contact with the ground.

[0017] Compared with the prior art, the AGV steering wheel with independent suspension and the shock-absorbing method provided by the present invention have the following outstanding substantial features and significant improvements: 1. The AGV steering wheel with independent suspension is provided with a shock-absorbing structure, and the shock-absorbing structure is composed of a pair of shock-absorbing units symmetrically arranged along the axis of the rotating shaft, one end of which is hinged to the support platform, and the other end is hinged to the buffer end of the wheel frame, which can effectively absorb and buffer the bumps and vibrations caused by uneven road surface during the driving of the AGV. Compared with the existing technology, the stability of the AGV operation is greatly improved, the impact of vibration on cargo transportation is reduced, and the risk of cargo damage is reduced. It is particularly suitable for the transportation of precision instruments or fragile items with high requirements for transportation stability. At the same time, a pair of power wheel groups are symmetrically arranged along the axis of the rotating shaft and connected by a connecting shaft. The end of the connecting shaft is connected to the support end of the wheel frame and a column connected to the support platform is set on the side wall, so that the structure of the power wheel group is more stable and coordinated. During the steering and driving process, power and load can be better distributed. Compared with the existing technology, the control performance and steering flexibility of the AGV are improved, and it can travel more accurately along the preset path to adapt to complex working environments and narrow channel operation requirements.

[0018] 2. During the driving process of the AGV steering wheel with independent suspension, when the wheel encounters bumps and vibrations are transmitted to the wheel frame, the shock-absorbing unit in the shock-absorbing structure can deform according to the vibration of the wheel frame, and effectively absorb and buffer the vibration energy with its elastic characteristics, significantly reducing the transmission of vibration to the support platform and the frame, and protecting the frame and the equipment on the vehicle from damage caused by excessive vibration, thereby improving the stability and reliability of the AGV operation, reducing the risk of equipment failure caused by vibration, and helping to extend the service life of the equipment and improve working accuracy. When the frame is in an unloaded state, the shock-absorbing unit will continue to apply downward pressure to the wheel frame, so that the wheel can always maintain good contact with the ground, avoiding the wheel off the ground due to no load, ensuring the effective driving and braking of the AGV under various load conditions, improving the safety and controllability of the AGV, and being able to perform actions stably during starting, stopping or turning, thereby enhancing the overall operating performance and adaptability of the AGV. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a schematic diagram of the three-dimensional structure of an AGV steering wheel with independent suspension in an embodiment of the present invention.

[0020] Figure 2 yes Figure 1 A schematic diagram of the three-dimensional structure of an AGV steering wheel with independent suspension from another perspective.

[0021] Figure 3 yes Figure 1 main view.

[0022] Figure 4 yes Figure 3 Top view of the .

[0023] Figure 5 yes Figure 1 Rear view of.

[0024] Figure 6 It is an isometric cross-sectional view of an AGV steering wheel with independent suspension at a shock absorbing unit in an embodiment of the present invention.

[0025] Figure 7 yes Figure 6 Schematic diagram of the local enlarged structure at point A in the middle.

[0026] Figure numerals: 1. power wheel group; 2. shock absorbing structure; 3. rotating component; 4. proximity switch; 11. wheel frame; 12. travel motor; 13. wheel; 14. connecting shaft; 15. column; 21. shock absorbing unit; 22. pull rod; 31. support platform; 32. mounting part; 33. rotating gear plate; 34. steering encoder; 35. steering gear; 211. telescopic guide column; 212. compression spring; 2111. first guide column; 2112. second guide column; 2113. retaining ring; 2114. telescopic channel; 2115. limiting step; 2116. pressure ring. DETAILED DESCRIPTION

[0027] The specific embodiments of the present invention are described in detail below with reference to the accompanying drawings.

[0028] like Figure 1-Figure 7 As shown, in the implementation of the present invention, an AGV steering wheel with independent suspension is proposed, which aims to ensure the steering stability during the driving of the AGV vehicle, especially to ensure the steering function of the steering wheel when the frame is in an unloaded state.

[0029] The AGV steering wheel with independent suspension proposed in the embodiment of the present invention is provided with a shock absorbing structure, and the shock absorbing structure is composed of a pair of shock absorbing units arranged symmetrically along the axis of the rotating shaft, one end of which is hinged to the support platform, and the other end is hinged to the buffer end of the wheel frame, which can effectively absorb and buffer the bumps and vibrations caused by uneven road surface during the driving of the AGV. Compared with the prior art, the stability of the AGV operation is greatly improved, and the impact of vibration on cargo transportation is reduced. When the frame is in an unloaded state, the shock absorbing unit will continue to apply downward pressure to the wheel frame, so that the wheel can always maintain good contact with the ground. It avoids the wheel leaving the ground due to no load, ensures the effective driving and braking of the AGV under various load conditions, improves the safety and controllability of the AGV, and can stably perform actions whether in the process of starting, stopping or turning, enhancing the overall operation performance and adaptability of the AGV.

[0030] like Figure 1 Combination Figure 2As shown, an AGV steering wheel with independent suspension includes a pair of power wheel groups 1, a shock absorbing structure 2 and a slewing component 3. The slewing component 3 is provided with a support platform 31. The support platform 31 is provided with a mounting portion 32 for connecting to a vehicle frame. The mounting portion 32 is configured to be connected to the vehicle frame through a rotating shaft.

[0031] like Figure 3 As shown, a pair of power wheel groups 1 are arranged symmetrically along the axis of the rotating shaft, and the power wheel groups 1 are respectively located on both sides of the support platform 31. The power wheel group 1 includes a wheel frame 11, a travel motor 12 and a wheel 13. The travel motor 12 is installed on the wheel frame 11. The wheel 13 is installed at the output end of the travel motor 12. The wheel frame 11 is provided with a support end and a buffer end. The support end and the buffer end are respectively located on both sides of the travel motor 12.

[0032] like Figure 2 As shown, a connecting shaft 14 is provided between a pair of power wheel sets 1. The end of the connecting shaft 14 is connected to the supporting end of the wheel frame 11. A column 15 for connecting the supporting platform 31 is provided on the side wall of the connecting shaft 14.

[0033] like Figure 3 Combination Figure 4 As shown, the shock absorbing structure 2 is arranged between the wheel frame 11 and the support platform 31, and is used to apply downward pressure to the wheel frame 11. The shock absorbing structure 2 includes a pair of shock absorbing units 21. The pair of shock absorbing units 21 are symmetrically arranged along the axis of the rotating shaft. One end of the shock absorbing unit 21 is hinged to the support platform 31. The other end of the shock absorbing unit 21 is hinged to the buffer end of the wheel frame 11.

[0034] When the wheel 13 encounters bumps during the driving of the AGV, the vibration will first be transmitted to the wheel frame 11. Due to the existence of the shock absorbing structure 2, the shock absorbing unit 21 will deform according to the vibration of the wheel frame 11, and use the elastic characteristics of the shock absorbing unit 21 to absorb and buffer the vibration energy, thereby reducing the transmission of vibration to the support platform 31 and the frame. In addition, when the frame is in an unloaded state, the shock absorbing unit 21 continuously applies downward pressure to the wheel frame 11, so that the wheel 13 remains in contact with the ground.

[0035] like Figure 3 As shown, a tie rod 22 is provided between a pair of power wheel assemblies 1. The tie rod 22 is arranged at the buffer end of the wheel frame 11. On the one hand, the tie rod 22 can enhance the connection rigidity between the power wheel assemblies 1, and can effectively prevent the wheel frame 11 from excessive deformation or displacement due to uneven force when the AGV is running at high speed, turning frequently, or running on uneven roads. The tie rod 22 works together with the shock absorbing structure 2 to maintain the relative stable position of the wheel assembly while buffering vibration, making the power transmission more stable and efficient, which can significantly improve the driving safety and reliability of the AGV and reduce the risk of loss of control due to unstable wheel assembly structure.

[0036] On the other hand, the layout of the tie rod 22 at the buffer end of the wheel frame 11 helps to optimize the force distribution. During the shock absorption process, when the wheel frame 11 on one side is subjected to a large impact force, the tie rod 22 can transfer part of the force to the wheel frame 11 on the other side, so that the entire power wheel set 1 can cope with the external force impact as a whole, better balance the force of each component, and thus reduce the wear and fatigue of a single component.

[0037] like Figure 4 As shown, a slewing gear plate 33 is provided on the support platform 31. The slewing gear plate 33 is configured to allow the steering wheel to rotate relative to the frame as a whole under the drive of the steering motor, thereby realizing the direction adjustment of the frame. In this way, during the steering process, the entire power wheel group 1 and the steering wheel structure can work together better to maintain balance and stability, and can effectively avoid problems such as body shaking or even rollover caused by the center of gravity shift or the incoordination of the wheel group during steering. Especially in the case of high-speed steering or heavy load, this stability advantage is particularly prominent, which provides a strong guarantee for the safe and reliable operation of the AGV, while also reducing the requirements for the flatness of the work site and the stability of the environment, and expanding the scope of application of the AGV.

[0038] like Figure 4 Combination Figure 5 As shown, a steering encoder 34 is provided on the support platform 31, and the detection end of the steering encoder 34 is meshed with the rotary gear plate 33 through the steering gear 35. The encoder is used to detect the steering angle and provide feedback to the steering. The steering encoder 34 can accurately sense the rotation of the rotary gear plate 33 through the steering gear 35 as the rotary gear plate 33 rotates, thereby accurately obtaining the steering angle information of the steering wheel relative to the frame, so that the AGV can understand its own steering state in real time, and then achieve high-precision path tracking and navigation. For example, in an automated warehouse, the AGV needs to travel along a preset route. Accurate steering angle feedback can ensure that it can accurately shuttle between shelves and avoid colliding with shelves or other obstacles, greatly improving the accuracy and safety of warehousing and logistics operations.

[0039] In addition, the steering encoder 34 not only provides steering angle data during normal operation, but also during the operation of the AGV, if the rotary gear plate 33 or the steering motor and other related components are abnormal, such as stuck, loose or damaged, the steering angle data detected by the steering encoder 34 will deviate or fluctuate abnormally. The control system can capture these abnormal signals in time, trigger the fault diagnosis program, quickly locate the fault point, and issue early warning information to remind maintenance personnel to carry out maintenance. This helps to reduce downtime caused by equipment failure, improve the overall reliability and maintainability of the AGV system, and ensure the continuity of production and logistics operations.

[0040] like Figure 3As shown, a pair of proximity switches 4 are also provided on the support platform 31. The proximity switch 4 is used to detect the initial position or specific position of the turntable for reference. During the startup phase of the AGV, the proximity switch 4 can accurately determine the initial position of the turntable. This provides important reference information for the subsequent normal operation of the AGV. For example, each time the AGV is started or reinitialized, the initial position of the turntable is quickly detected by the proximity switch 4, and the control system can accurately calibrate and set parameters such as the angle of the steering wheel based on this, ensuring that the AGV is in the correct operating posture from the beginning, avoiding driving deviations or navigation errors caused by inaccurate initial positions, and greatly improving the reliability and stability of the AGV startup.

[0041] like Figure 6 As shown, the shock absorbing unit 21 includes a telescopic guide column 211 and a compression spring 212. The telescopic guide column 211 is configured to form axial compression on the compression spring 212 as the support platform 31 rises and falls. One end of the telescopic guide column 211 is hinged to the support platform 31, and the other end of the telescopic guide column 211 is hinged to the buffer end of the wheel frame 11. The compression spring 212 is coaxially arranged with the telescopic guide column 211. The telescopic guide column 211 has a telescopic freedom along the axial direction of the compression spring 212.

[0042] The compression spring 212, in cooperation with the telescopic guide column 211, can flexibly perform axial compression according to the ups and downs of the support platform 31. When the AGV is traveling on a bumpy road, the spring can effectively absorb the impact force from the road surface, convert it into elastic potential energy and gradually release it, thereby greatly reducing the vibration transmitted to the frame and cargo. For example, on the floor of a factory workshop, there may be welds, potholes or debris. This shock absorbing unit 21 can enable the AGV to pass smoothly, reducing the risk of damage to the cargo due to vibration. It is especially suitable for transporting precision electronic components, fragile items and other vibration-sensitive items, ensuring transportation quality and product integrity.

[0043] One end of the telescopic guide column 211 is hinged to the support platform 31, and the other end is hinged to the buffer end of the wheel frame 11, and has the degree of freedom of telescopic extension along the axial direction of the compression spring 212. This not only ensures that the shock absorbing unit 21 can work normally under different road conditions, but also provides stable support and guidance for the wheel frame 11. During the steering, acceleration or braking process of the AGV, the various forces exerted on the wheel frame 11 can be reasonably dispersed and guided by the telescopic guide column 211, avoiding excessive lateral or lateral displacement of the wheel frame 11, ensuring the relative position stability between the power wheel group 1 and the frame, and thus improving the handling performance and driving safety of the AGV.

[0044] For example, Figure 3As shown, a diagonal spring is used to share the vertical force. The initial angle formed by the shock absorbing unit 21 and the support platform 31 is 45 degrees, which facilitates the shock absorbing structure 2 to generate a greater downward force to the power wheel set 1 within a shorter working stroke.

[0045] like Figure 6 Combination Figure 7 As shown, the telescopic guide column 211 includes a first guide column 2111 and a second guide column 2112. The end of the first guide column 2111 is hinged to the support platform 31. The end of the second guide column 2112 is hinged to the buffer end of the wheel frame 11. The side walls of the first guide column 2111 and the second guide column 2112 are both provided with a retaining ring 2113. A telescopic channel 2114 is provided inside the second guide column 2112. The first guide column 2111 is embedded in the telescopic channel 2114, and a buffer space for arranging the compression spring 212 is formed between a pair of retaining rings 2113. The telescopic guide column 211 structure composed of the first guide column 2111 and the second guide column 2112 brings significant advantages to the AGV in terms of shock absorption coordination, structural stability, convenient maintenance and overall performance improvement.

[0046] Among them, the first guide column 2111 is hinged to the support platform 31, and the second guide column 2112 is hinged to the buffer end of the wheel frame 11. This separate connection method enables better compliance with impact forces of different directions and strengths during the shock absorption process. Whether it is the pressure change transmitted from the upper frame or the vibration impact caused by the bumps on the road below, the two guide columns can play their own roles and cooperate with each other. For example, when the wheel 13 on one side of the AGV encounters a large bump, the corresponding second guide column 2112 can first sense and transmit the change in force, and buffer it through the compression spring 212. At the same time, the first guide column 2111 can also adjust according to the force of the overall structure, stably support and guide the shock absorption process, so that the response of the entire shock absorption unit 21 is more sensitive and accurate, further improving the shock absorption effect, and ensuring the smooth operation of the AGV under complex road conditions.

[0047] Secondly, retaining rings 2113 are provided on the side walls of the first guide column 2111 and the second guide column 2112, and the first guide column 2111 is embedded in the telescopic channel 2114 of the second guide column 2112, and a buffer space is formed between the retaining rings 2113 for arranging the compression spring 212. This nested structure with the design of the retaining ring 2113 effectively limits the telescopic range of the spring, and prevents the spring from being dislocated or twisted when it is over-compressed or stretched. During the long-term operation of the AGV, even if it frequently encounters strong vibrations or shocks, the structure of the shock absorbing unit 21 can still remain intact and stable, avoiding shock absorbing failure or other safety hazards caused by component misalignment, greatly improving the reliability of the entire AGV steering wheel system, reducing the downtime and maintenance time caused by the failure of the shock absorbing structure 2, and ensuring the continuity of production and logistics operations.

[0048] like Figure 7 As shown, a limiting structure is provided in the compression channel. The limiting structure is configured to form an axial limit on the first guide column 2111. The limiting structure can accurately limit the axial movement range of the first guide column 2111 in the compression channel, that is, strictly control the compression and rebound stroke of the compression spring 212. This makes the shock absorbing effect of the shock absorbing unit 21 highly predictable and consistent when facing impact forces of different intensities.

[0049] For example, when the AGV travels over a known bumpy road surface or obstacle, the limiting structure can ensure that the shock absorbing unit 21 always performs shock absorbing action according to the preset stroke, avoiding unstable shock absorbing performance caused by excessive compression or elongation of the spring, thereby providing the AGV with a continuous, reliable and smooth driving experience, and ensuring the stability and safety of cargo transportation whether in routine operations or special working conditions.

[0050] At the same time, the limiting structure enhances the impact resistance of the structure. When encountering extreme impact situations, such as when the AGV suddenly collides with a large obstacle while driving at high speed, the limiting structure can effectively prevent the first guide column 2111 from being displaced from the normal working position due to excessive impact force, thereby avoiding structural damage to the entire shock absorbing unit 21 and even the steering wheel system. As a key protective barrier, it shares and bears part of the impact force, and evenly distributes the force to the entire shock absorbing structure 2 and the surrounding connecting parts, thereby greatly improving the structural integrity and anti-destruction ability of the AGV steering wheel under high-intensity impact, reducing serious equipment failures and maintenance costs caused by accidental impacts, extending the service life of the equipment, and ensuring the long-term stable operation of the AGV in a complex industrial environment.

[0051] For example, Figure 7 As shown, the limiting structure includes a limiting step 2115 and a pressure ring 2116. The limiting step 2115 is arranged on the inner wall of the compression channel. The pressure ring 2116 is configured to cooperate with the limiting step 2115 to form an axial limit for the first guide column 2111. The pressure ring 2116 is installed at the end of the first guide column 2111 through a fastener.

[0052] In this way, the limiting step 2115 is directly arranged on the inner wall of the compression channel, and the pressure ring 2116 is installed on the end of the first guide column 2111 through a fastener to cooperate with the limiting step 2115. This design makes the limiting structure relatively simple and does not require complex mechanical devices or precise electronic components. In the manufacturing process of the AGV, it can be processed and assembled more easily, reducing production costs and production difficulties and improving production efficiency.

[0053] When the AGV steering wheel with independent suspension proposed in the implementation of the present invention is in use, when the AGV steering wheel is in the process of driving, when the wheel 13 contacts the uneven road surface and generates vibration, the vibration is first transmitted to the wheel frame 11. Since the buffer end of the wheel frame 11 is connected to the shock absorbing unit 21 of the shock absorbing structure 2, and one end of the shock absorbing unit 21 is hinged to the support platform 31, the shock absorbing unit 21 will immediately sense the vibration change of the wheel frame 11.

[0054] For example, if the wheel 13 is subjected to an upward impact force, the buffer end of the wheel frame 11 will be lifted upward, and accordingly, the shock absorbing unit 21 will be stretched, and the elastic component inside it will begin to generate a force to resist the stretching, initially buffering a portion of the vibration energy and preventing the wheel frame 11 from excessively moving upward, thereby reducing the transmission of vibration to the support platform 31 and the frame.

[0055] As the wheel frame 11 continues to be affected by the vibration from the road surface, the shock absorbing unit 21 will continue to undergo elastic deformation. The elastic elements (such as springs or elastic rubber, etc.) inside the shock absorbing unit 21 generate elastic restoring forces related to the deformation amount according to Hooke's law based on their own elastic characteristics. In this process, the kinetic energy of the vibration is gradually converted into the elastic potential energy of the shock absorbing unit 21. For example, in a spring shock absorbing unit 21, the greater the degree of compression or stretching of the spring, the more elastic potential energy it stores, and accordingly, the more obvious the buffering effect on the vibration. Through this energy conversion mechanism, the intensity and amplitude of the vibration are effectively reduced, so that the vibration transmitted to the support platform 31 and the frame is greatly reduced.

[0056] The connecting shaft 14 between a pair of power wheel sets 1 plays a key role in coordinated stabilization during the shock absorption process. When one of the power wheel sets 1 generates a large vibration due to bumps on the road, the connecting shaft 14 can transfer part of the force generated by the vibration to the other power wheel set 1. For example, when the left wheel frame generates a strong vibration due to potholes on the road, the connecting shaft 14 will transfer part of the force of the left wheel frame to the right wheel frame, prompting the right wheel frame to make corresponding fine adjustments to maintain the balance of the entire steering wheel. At the same time, the end of the connecting shaft 14 is connected to the support end of the wheel frame 11, and the column 15 on its side wall is connected to the support platform 31. This structural design allows the force to be reasonably dispersed and transmitted between the wheel frame 11, the connecting shaft 14, the column 15, and the support platform 31. On the basis of the shock absorbing unit 21 buffering the vibration, the stability of the entire AGV steering wheel under complex road conditions is further improved through the dispersion and synergy of force, ensuring the smooth operation of the AGV and the safety of cargo transportation.

[0057] The present invention is not limited to the specific technical solutions described in the above embodiments. In addition to the above embodiments, the present invention may also have other implementation modes. For those skilled in the art, any technical solutions formed by any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. An AGV steering wheel with independent suspension, characterized in that: It includes a pair of power wheel sets, a shock absorbing structure and a rotating component; The slewing member is provided with a support platform, and the support platform is provided with a mounting portion for connecting to the frame, and the mounting portion is configured to be connected to the frame through a rotating shaft; A pair of power wheel groups are symmetrically arranged along the axis of the rotating shaft, and the power wheel groups are respectively located on both sides of the support platform. The power wheel groups include a wheel frame, a travel motor and a wheel. The travel motor is installed on the wheel frame, and the wheel is installed at the output end of the travel motor. The wheel frame is provided with a support end and a buffer end, and the support end and the buffer end are respectively located on both sides of the travel motor; A connecting shaft is arranged between a pair of power wheel sets, the end of the connecting shaft is connected to the supporting end of the wheel frame, and a column for connecting to a supporting platform is arranged on the side wall of the connecting shaft; The shock absorbing structure is arranged between the wheel frame and the support platform, and is used for applying downward pressure to the wheel frame. The shock absorbing structure includes a pair of shock absorbing units, which are symmetrically arranged along the axis of the rotating shaft. One end of the shock absorbing unit is hinged to the support platform, and the other end of the shock absorbing unit is hinged to the buffer end of the wheel frame.

2. The AGV steering wheel with independent suspension according to claim 1, characterized in that: The shock absorbing unit includes a telescopic guide column and a compression spring. The telescopic guide column is configured to form axial compression on the compression spring as the support platform rises and falls. One end of the telescopic guide column is hinged to the support platform, and the other end of the telescopic guide column is hinged to the buffer end of the wheel frame. The compression spring is coaxially arranged with the telescopic guide column, and the telescopic guide column has telescopic freedom along the axial direction of the compression spring.

3. The AGV steering wheel with independent suspension according to claim 2, characterized in that: The telescopic guide column includes a first guide column and a second guide column, the end of the first guide column is hinged to the support platform, the end of the second guide column is hinged to the buffer end of the wheel frame, the side walls of the first guide column and the second guide column are both provided with retaining rings, the interior of the second guide column is provided with a telescopic channel, the first guide column is embedded in the telescopic channel, and a buffer space for arranging a compression spring is formed between the pair of retaining rings.

4. The AGV steering wheel with independent suspension according to claim 3, characterized in that: A limiting structure is arranged in the compression channel, and the limiting structure is configured to form an axial limit for the first guide column.

5. The AGV steering wheel with independent suspension according to claim 4, characterized in that: The limiting structure includes a limiting step and a pressure ring. The limiting step is arranged on the inner wall of the compression channel. The pressure ring is configured to cooperate with the limiting step to form an axial limit for the first guide column. The pressure ring is installed on the end of the first guide column through a fastener.

6. The AGV steering wheel with independent suspension according to claim 1, characterized in that: A pull rod is arranged between a pair of power wheel groups, and the pull rod is arranged at the buffer end of the wheel frame.

7. The AGV steering wheel with independent suspension according to claim 1, characterized in that: A slewing gear plate is arranged on the support platform, and the slewing gear plate is configured to allow the steering wheel to rotate as a whole relative to the frame under the drive of the steering motor, so as to achieve the direction adjustment of the frame.

8. The AGV steering wheel with independent suspension according to claim 7, characterized in that: A steering encoder is arranged on the support platform, and a detection end of the steering encoder is meshed with a rotary gear plate through a steering gear.

9. The shock absorbing method for an AGV steering wheel with independent suspension according to any one of claims 1 to 8, characterized in that: include: When the AGV steering wheel contacts the uneven road surface and vibrates during driving, the vibration is first transmitted to the wheel frame. Since the buffer end of the wheel frame is connected to the shock absorbing unit of the shock absorbing structure, and one end of the shock absorbing unit is hinged to the support platform, the shock absorbing unit will immediately sense the vibration change of the wheel frame. As the wheel frame continues to be affected by the vibration from the road surface, the shock absorbing unit will continue to undergo elastic deformation, and the shock absorbing unit will gradually convert the kinetic energy of the vibration into the elastic potential energy of the shock absorbing unit; When one of the power wheel sets vibrates violently due to bumps in the road, the connecting shaft can transfer part of the force generated by the vibration to the other power wheel set. When one side of the wheel frame vibrates violently due to potholes in the road, the connecting shaft will transfer part of the force of the wheel frame on one side to the wheel frame on the other side, prompting the wheel frame on the other side to make corresponding fine adjustments to maintain the balance of the entire steering wheel.

10. The shock-proof method for an AGV steering wheel with independent suspension according to claim 9, characterized in that: When the frame is unloaded, the shock absorber unit continuously applies downward force to the wheel frame to keep the wheel in contact with the ground.

Images