Elastic special-shaped connecting rod coupling reversing type omni-directional moving chassis structure and control method

Abstract

The invention discloses an elastic special-shaped connecting rod coupling reversing type omni-directional moving chassis structure and a control method. The chassis structure comprises a chassis frame assembly, four sets of wheel train assemblies, four sets of corner detection assemblies, two sets of double-crank elastic special-shaped connecting rod mechanisms and X-shaped sliding block mechanisms. The two wheels on the diagonal line are connected through the elastic special-shaped connecting rod, the directions of the two wheels on the diagonal line are changed when the elastic special-shaped connecting rod is stressed and deformed by means of the elastic characteristic of the elastic special-shaped connecting rod, angle adjustment is conducted on the basis that the directions of the four driving wheels are parallel through coupling control of the four driving motors, and steering in the translation process is achieved. Interference between the three-fold-line-shaped elastic special-shaped connecting rod and the wheels is avoided, the installation height of the coupling reversing part of the elastic special-shaped connecting rod can be reduced to be within the height range of the diameter of one wheel, the overall height of the chassis is effectively reduced, and the structural compactness of the chassis is improved; by adopting the structural scheme of coupling and reversing of the elastic special-shaped connecting rods, the whole chassis is not limited by forms any more.

Description

Technical Field

[0001] The present invention belongs to the technical field of omnidirectional mobile robots, and particularly relates to an elastic special-shaped connecting rod coupling commutation type omnidirectional mobile chassis structure and a control method thereof. Background Technique

[0002] With the wide application of robot technology in fields such as industrial logistics, service robots, and special detection, in order to enable robots to have the ability of omnidirectional movement, an omnidirectional mobile chassis is usually configured for the robot, so as to meet the requirements of omnidirectional translation movement and in-situ rotation movement.

[0003] Currently, traditional omnidirectional mobile chassis mainly rely on two technical routes. The first technical route is to rely on special wheel sets such as omnidirectional wheels or Mecanum wheels to achieve omnidirectional movement. The second technical route is to adopt an independent steering drive wheel scheme to achieve omnidirectional movement. When using special wheel sets such as omnidirectional wheels or Mecanum wheels to achieve omnidirectional movement, this technical route has disadvantages such as complex wheel set structure, high manufacturing cost, poor adaptability to the ground, and large movement noise. When using the independent steering drive wheel scheme to achieve omnidirectional movement, since each wheel needs to be equipped with a separate drive motor and a steering servo, and then the omnidirectional movement is achieved by adjusting the angle of the wheel set. Although this technical route improves the adaptability of the omnidirectional mobile chassis to the ground, limited by the increase in the number of motors, it will lead to an increase in the complexity of the system. And because the steering mechanism also requires additional space, the overall weight, energy consumption, and complexity of the omnidirectional mobile chassis are further increased.

[0004] Therefore, the Chinese patent application with the publication number of CN116654099A discloses a double-crank connecting rod cross-slider type omnidirectional mobile chassis structure and a control method. This scheme uses ordinary wheels to achieve driving and steering, and has better adaptability to the ground than Mecanum wheels and omnidirectional wheels. And only four drive motors are used to control the driving and steering of four wheels, reducing four motors compared with the independent steering drive wheel scheme, thereby reducing the cost and energy consumption of the omnidirectional mobile chassis, and at the same time reducing the overall structural complexity of the omnidirectional mobile chassis.

[0005] However, although the above solution can solve the problems faced by special wheel sets and independent steering drives and achieve omnidirectional movement, it still has certain limitations. Specifically, the above solution uses a double crank connecting rod cross slider mechanism to perform coupled commutation. Since each wheel corresponding to this mechanism has a steering angle of ±180°, the mechanism must be installed at a height more than one wheel diameter above the ground to avoid interference with the steering wheels. This results in a relatively high overall height of the omnidirectional mobile chassis adopting the above solution, and at the same time, the structural compactness of the omnidirectional mobile chassis is insufficient. Moreover, the connecting rods used in the above solution are rigid connecting rods. In the translational state, the four wheels always remain parallel, and the active control of the chassis orientation cannot be achieved in the translational state, that is, steering cannot be performed during translation. In addition, due to the limitations of the double crank connecting rod cross slider mechanism used in the above solution, the overall omnidirectional mobile chassis must adopt a square or circular shape, and the shape of this chassis structure does not match the shapes of mainstream automobile chassis and AGV chassis. Summary of the Invention

[0006] Aiming at the problems existing in the prior art, the present invention provides an elastic special-shaped connecting rod coupled commutation type omnidirectional mobile chassis structure and control method. By connecting two wheels on the diagonal with an elastic special-shaped connecting rod, and using the elastic characteristics of the elastic special-shaped connecting rod, the orientations of the two wheels on the diagonal can be changed when the elastic special-shaped connecting rod is deformed under force. Furthermore, through the coupled control of four drive motors, the angles of the four drive wheels can be adjusted on the basis of parallel orientations, and finally the purpose of steering while translating is achieved. By designing the elastic special-shaped connecting rod into a three-fold line shape, the interference between the elastic special-shaped connecting rod and the wheels is avoided, and thus the installation height of the elastic special-shaped connecting rod coupled commutation part can be reduced to within the range of one wheel diameter height. This not only effectively reduces the overall height of the omnidirectional mobile chassis, but also further improves the structural compactness of the omnidirectional mobile chassis. By adopting the structural scheme of elastic special-shaped connecting rod coupled commutation, the overall omnidirectional mobile chassis is no longer restricted by the square or circular shape, and can better match the mainstream automobile chassis and AGV chassis.

[0007] To achieve the above object, the present invention adopts the following technical solutions: An elastic special-shaped connecting rod coupling and commutation type omnidirectional moving chassis structure, comprising a chassis frame assembly, a first wheel set assembly, a second wheel set assembly, a third wheel set assembly, a fourth wheel set assembly, a first corner detection assembly, a second corner detection assembly, a third corner detection assembly, a fourth corner detection assembly, a first double-crank elastic special-shaped connecting rod mechanism, a second double-crank elastic special-shaped connecting rod mechanism and an X-shaped slider mechanism; the first wheel set assembly, the second wheel set assembly, the third wheel set assembly and the fourth wheel set assembly are evenly arranged on the chassis frame assembly, the first wheel set assembly and the second wheel set assembly are diagonally distributed, and the third wheel set assembly and the fourth wheel set assembly are diagonally distributed; the first corner detection assembly is arranged between the first wheel set assembly and the chassis frame assembly, the second corner detection assembly is arranged between the second wheel set assembly and the chassis frame assembly, the third corner detection assembly is arranged between the third wheel set assembly and the chassis frame assembly, and the fourth corner detection assembly is arranged between the fourth wheel set assembly and the chassis frame assembly; the first double-crank elastic special-shaped connecting rod mechanism is arranged between the first wheel set assembly and the second wheel set assembly, and the second double-crank elastic special-shaped connecting rod mechanism is arranged between the third wheel set assembly and the fourth wheel set assembly; the X-shaped slider mechanism is arranged between the first double-crank elastic special-shaped connecting rod mechanism and the second double-crank elastic special-shaped connecting rod mechanism.

[0008] The chassis frame assembly includes a main body bracket, a front crossbeam upper support plate, a front crossbeam lower support plate, a rear crossbeam upper support plate and a rear crossbeam lower support plate; the main body bracket adopts a single-layer grid structure; the front crossbeam upper support plate and the front crossbeam lower support plate are horizontally and fixedly installed at the front end of the main body bracket, the front crossbeam upper support plate is located directly above the front crossbeam lower support plate, and a plurality of front reinforcing rib plates are fixedly installed in the gap between the front crossbeam upper support plate and the front crossbeam lower support plate; the rear crossbeam upper support plate and the rear crossbeam lower support plate are horizontally and fixedly installed at the rear end of the main body bracket, the rear crossbeam upper support plate is located directly above the rear crossbeam lower support plate, and a plurality of rear reinforcing rib plates are fixedly installed in the gap between the rear crossbeam upper support plate and the rear crossbeam lower support plate.

[0009] The first wheel set assembly, the second wheel set assembly, the third wheel set assembly and the fourth wheel set assembly have the same structure, and each includes a wheel, a hub motor, a flange wheel frame, a support rotating shaft and a support drum; the hub motor is installed at the center of the wheel, and the hub motor and the wheel are coaxially distributed; the flange end of the flange wheel frame is coaxially fixed to the hub motor, and the wheel frame end of the flange wheel frame is fixedly connected to the support rotating shaft; the support drum is coaxially sleeved on the support rotating shaft, and an antifriction bearing is arranged between the support drum and the support rotating shaft; the support drum is fixedly connected to the chassis frame assembly; the control end of the hub motor is electrically connected to the PID controller.

[0010] The first wheel train assembly is located at the left front end of the chassis frame assembly, the support drum of the first wheel train assembly is fixedly installed in the gap between the upper support plate of the front cross beam and the lower support plate of the front cross beam, and anti-friction bearings are installed between the support shaft of the first wheel train assembly and the upper support plate of the cross beam and the lower support plate of the front cross beam; the second wheel train assembly is located at the right rear end of the chassis frame assembly, the support drum of the second wheel train assembly is fixedly installed in the gap between the upper support plate of the rear cross beam and the lower support plate of the rear cross beam, and anti-friction bearings are installed between the support shaft of the second wheel train assembly and the upper support plate of the rear cross beam and the lower support plate of the rear cross beam; The third wheel train assembly is located at the right front end of the chassis frame assembly, and the support drum of the third wheel train assembly is fixedly installed in the gap between the upper support plate of the front cross beam and the lower support plate of the front cross beam, and anti-friction bearings are installed between the support shaft of the third wheel train assembly and the upper support plate of the cross beam and the lower support plate of the front cross beam; the fourth wheel train assembly is located at the left rear end of the chassis frame assembly, and the support drum of the fourth wheel train assembly is fixedly installed in the gap between the upper support plate of the rear cross beam and the lower support plate of the rear cross beam, and anti-friction bearings are installed between the support shaft of the fourth wheel train assembly and the upper support plate of the rear cross beam and the lower support plate of the rear cross beam.

[0011] The first rotation angle detection component, the second rotation angle detection component, the third rotation angle detection component and the fourth rotation angle detection component have the same structure and all include an angle sensor, a driving pulley, a driven pulley, a synchronous belt and a tensioning support mechanism; the angle sensor is vertically mounted on the tensioning support mechanism, the driven pulley is coaxially fixed on the measuring shaft of the angle sensor, and the driven pulley is connected to the driving pulley through a synchronous belt; the tensioning support mechanism of the first rotation angle detection component is arranged on the support plate on the front crossbeam, and the driving pulley of the first rotation angle detection component is coaxially fixed on the support plate of the first wheel system component The top of the supporting shaft; the tensioning support mechanism of the second turning angle detection component is arranged on the supporting plate on the rear cross beam, and the driving pulley of the second turning angle detection component is coaxially fixed on the top of the supporting shaft of the second wheel train component; the tensioning support mechanism of the third turning angle detection component is arranged on the supporting plate on the front cross beam, and the driving pulley of the third turning angle detection component is coaxially fixed on the top of the supporting shaft of the third wheel train component; the tensioning support mechanism of the fourth turning angle detection component is arranged on the supporting plate on the rear cross beam, and the driving pulley of the fourth turning angle detection component is coaxially fixed on the top of the supporting shaft of the fourth wheel train component.

[0012] The tension support mechanism includes a limit angle seat, an upper slide plate, a lower slide plate, a vertical plate, a column and a synchronous belt tension adjustment bolt; the limit angle seat in the tension support mechanism of the first corner detection component and the third corner detection component is fixedly connected to the upper support plate of the front cross beam; the limit angle seat in the tension support mechanism of the second corner detection component and the fourth corner detection component is fixedly connected to the upper support plate of the rear cross beam; one end of the synchronous belt tension adjustment bolt is connected to the limit angle seat, and the other end of the synchronous belt tension adjustment bolt is connected to the vertical plate; the upper slide plate is located directly above the lower slide plate and the two are parallel; the vertical plate is vertically fixedly installed between the upper slide plate and the lower slide plate; the column is vertically fixedly installed between the upper slide plate and the lower slide plate and is located at two corner points on the opposite side of the vertical plate; the angle sensor is vertically fixedly installed on the upper slide plate in the tension support mechanism.

[0013] The first double-crank elastic special-shaped connecting rod mechanism and the second double-crank elastic special-shaped connecting rod mechanism have the same structure, and both include an elastic special-shaped connecting rod, a first crank swing rod and a second crank swing rod; the first crank swing rod and the second crank swing rod are respectively hinged to both ends of the elastic special-shaped connecting rod; the first crank swing rod of the first double-crank elastic special-shaped connecting rod mechanism is fixedly connected to the bottom end of the support rotating shaft of the first gear train assembly, and the second crank swing rod of the first double-crank elastic special-shaped connecting rod mechanism is fixedly connected to the bottom end of the support rotating shaft of the second gear train assembly; the first crank swing rod of the second double-crank elastic special-shaped connecting rod mechanism is fixedly connected to the bottom end of the support rotating shaft of the third gear train assembly, and the second crank swing rod of the second double-crank elastic special-shaped connecting rod mechanism is fixedly connected to the bottom end of the support rotating shaft of the fourth gear train assembly.

[0014] The elastic special-shaped connecting rod adopts a three-fold line structure, including a first end side rod body section, a middle side rod body section and a second end side rod body section. The first end side rod body section and the second end side rod body section are respectively located at both ends of the middle side rod body section; the first end side rod body section and the second end side rod body section have a 180° phase angle with respect to the center of the middle side rod body section in the rotational direction, and the included angles between the first end side rod body section and the second end side rod body section and the middle side rod body section are obtuse angles; a first magnetic force limit block and a second magnetic force limit block are respectively fixedly installed on the middle side rod body section. The first magnetic force limit block is adjacent to the first end side rod body section, and the second magnetic force limit block is adjacent to the second end side rod body section.

[0015] The X-shaped slider mechanism includes an upper clamping plate, a lower clamping plate, a first guide block, a second guide block, a third guide block, and a fourth guide block; both the upper clamping plate and the lower clamping plate adopt an X-shaped structure, and the upper clamping plate and the lower clamping plate are parallelly distributed and fixedly connected; the first guide block, the second guide block, the third guide block, and the fourth guide block are respectively fixedly installed at the ends of the four arms of the upper clamping plate and the lower clamping plate; the first guide block is adjacent to the first gear train assembly, the second guide block is adjacent to the second gear train assembly, the third guide block is adjacent to the third gear train assembly, and the fourth guide block is adjacent to the fourth gear train assembly; the middle side rod body section in the elastic special-shaped connecting rod of the first double-crank elastic special-shaped connecting rod mechanism sequentially passes through the first guide block and the second guide block; the middle side rod body section in the elastic special-shaped connecting rod of the second double-crank elastic special-shaped connecting rod mechanism sequentially passes through the third guide block and the fourth guide block; magnet blocks are fixedly installed on the first guide block, the second guide block, the third guide block, and the fourth guide block.

[0016] The control method of the elastic special-shaped connecting rod coupling and commutation type omnidirectional mobile chassis structure is specifically as follows:

[0017] When the chassis needs to translate omnidirectionally, first input the desired wheel deflection angle and the desired translation speed into the PID controller. After automatic calculation, the rotational angular velocities required for the four wheels can be obtained, and then control the four hub motors to rotate at the calculated rotational angular velocities, thereby driving the wheels to rotate and realizing the omnidirectional translation of the robot. During the omnidirectional translation of the robot, the desired wheel deflection angle is detected and fed back by the angle sensor;

[0018] When the chassis needs to rotate in place, control the hub motors in the first gear train assembly and the second gear train assembly to drive the wheels to rotate clockwise around the support rotating shaft, and at the same time control the hub motors in the third gear train assembly and the fourth gear train assembly to drive the wheels to rotate counterclockwise around the support rotating shaft, so that the extension lines of the rotation axes of the four wheels intersect at the center of the chassis. The rotation angle of the wheels is detected and fed back by the angle sensor. If the chassis rotates clockwise in place, the wheels in the first gear train assembly and the second gear train assembly are the driving wheels, and the wheels in the third gear train assembly and the fourth gear train assembly are the driven wheels. If the chassis rotates counterclockwise in place, the wheels in the third gear train assembly and the fourth gear train assembly are the driving wheels, and the wheels in the first gear train assembly and the second gear train assembly are the driven wheels. Then input the desired rotational angular velocity into the PID controller. After automatic calculation, the required rotational angular velocity of the wheels can be obtained, and then make the driving wheels rotate at the calculated rotational angular velocity to realize the in-place rotation of the robot;

[0019] When the chassis needs to turn during translation, first input the desired wheel deflection angle into the PID controller. After automatic calculation, taking the rotation angles of the four wheels around the support rotating shaft as feedback at the same time, calculate the required rotational angular velocity of each of the four wheels by comparing the target angle with the current angle, and then control the hub motors to drive the wheels to rotate according to the calculated rotational angular velocity. During this process, the elastic special-shaped connecting rod will be deformed by force, thereby realizing the change of the instantaneous center of the robot's speed from infinity to the target position, and finally realizing the turning during translation.

[0020] Advantages of the present invention:

[0021] The elastic special-shaped connecting rod coupling commutation type omnidirectional mobile chassis structure and control method of the present invention connect two wheels on the diagonal line through an elastic special-shaped connecting rod. Utilizing the elastic characteristics of the elastic special-shaped connecting rod, the orientations of the two wheels on the diagonal line can be changed when the elastic special-shaped connecting rod is deformed by force. Furthermore, through the coupled control of the four drive motors, angle adjustment can be achieved on the basis of the parallel orientations of the four drive wheels, and finally the purpose of turning while translating is realized; by designing the elastic special-shaped connecting rod as a three-fold line shape, interference between the elastic special-shaped connecting rod and the wheels is avoided, and thus the installation height of the elastic special-shaped connecting rod coupling commutation part can be reduced to within the height range of one wheel diameter. This not only effectively reduces the overall height of the omnidirectional mobile machine chassis, but also further improves the structural compactness of the omnidirectional mobile machine chassis; by adopting the structural scheme of elastic special-shaped connecting rod coupling commutation, the overall shape of the omnidirectional mobile chassis is no longer restricted by a square or a circle, and it can better fit with the mainstream automotive chassis and AGV chassis. Description of the drawings

[0022] Figure 1 It is a three-dimensional structural schematic diagram of the elastic special-shaped connecting rod coupling commutation type omnidirectional mobile chassis structure of the present invention;

[0023] Figure 2 is Figure 1 the enlarged view of part I in

[0024] Figure 3 It is a top view structural schematic diagram of the elastic special-shaped connecting rod of the present invention;

[0025] Figure 4 It is a top view structural schematic diagram of the elastic special-shaped connecting rod coupling commutation type omnidirectional mobile chassis structure (front-back translation state) of the present invention;

[0026] Figure 5 It is a top view structural schematic diagram of the elastic special-shaped connecting rod coupling commutation type omnidirectional mobile chassis structure (diagonal translation state) of the present invention;

[0027] Figure 6Top view structural schematic diagram of the elastic special-shaped connecting rod coupled commutation omnidirectional mobile chassis structure (left and right translation state) of the present invention;

[0028] Figure 7 Top view structural schematic diagram of the elastic special-shaped connecting rod coupled commutation omnidirectional mobile chassis structure (in-situ rotation state) of the present invention;

[0029] Figure 8 Top view structural schematic diagram of the elastic special-shaped connecting rod coupled commutation omnidirectional mobile chassis structure (right turning state during forward and backward translation) of the present invention;

[0030] In the figure, 1 - main body support, 2 - upper support plate of the front cross beam, 3 - lower support plate of the front cross beam, 4 - upper support plate of the rear cross beam, 5 - lower support plate of the rear cross beam, 6 - front reinforcing rib plate, 7 - rear reinforcing rib plate, 8 - wheel, 9 - hub motor, 10 - flange wheel frame, 11 - support rotating shaft, 12 - support drum, 13 - angle sensor, 14 - driving pulley, 15 - driven pulley, 16 - synchronous belt, 17 - limit angle seat, 18 - upper sliding plate, 19 - lower sliding plate, 20 - vertical plate, 21 - column, 22 - synchronous belt tension adjustment bolt, 23 - elastic special-shaped connecting rod, 24 - first crank swing rod, 25 - second crank swing rod, 26 - first end side rod body section, 27 - middle side rod body section, 28 - second end side rod body section, 29 - first magnetic force limit block, 30 - second magnetic force limit block, 31 - upper clamping plate, 32 - lower clamping plate. Detailed implementation manners

[0031] The following further elaborates the present invention in detail with reference to the accompanying drawings and specific embodiments.

[0032] As Figures 1 to 8As shown in the figure, an elastic special-shaped connecting rod coupling and commutation omnidirectional mobile chassis structure includes a chassis frame assembly, a first wheel set assembly, a second wheel set assembly, a third wheel set assembly, a fourth wheel set assembly, a first corner detection assembly, a second corner detection assembly, a third corner detection assembly, a fourth corner detection assembly, a first double-crank elastic special-shaped connecting rod mechanism, a second double-crank elastic special-shaped connecting rod mechanism and an X-shaped slider mechanism; the first wheel set assembly, the second wheel set assembly, the third wheel set assembly and the fourth wheel set assembly are evenly arranged on the chassis frame assembly, the first wheel set assembly and the second wheel set assembly are diagonally distributed, and the third wheel set assembly and the fourth wheel set assembly are diagonally distributed; the first corner detection assembly is arranged between the first wheel set assembly and the chassis frame assembly, the second corner detection assembly is arranged between the second wheel set assembly and the chassis frame assembly, the third corner detection assembly is arranged between the third wheel set assembly and the chassis frame assembly, and the fourth corner detection assembly is arranged between the fourth wheel set assembly and the chassis frame assembly; the first double-crank elastic special-shaped connecting rod mechanism is arranged between the first wheel set assembly and the second wheel set assembly, and the second double-crank elastic special-shaped connecting rod mechanism is arranged between the third wheel set assembly and the fourth wheel set assembly; the X-shaped slider mechanism is arranged between the first double-crank elastic special-shaped connecting rod mechanism and the second double-crank elastic special-shaped connecting rod mechanism.

[0033] The chassis frame assembly includes a main body bracket 1, a front crossbeam upper support plate 2, a front crossbeam lower support plate 3, a rear crossbeam upper support plate 4 and a rear crossbeam lower support plate 5; the main body bracket 1 adopts a single-layer grid structure; the front crossbeam upper support plate 2 and the front crossbeam lower support plate 3 are horizontally and fixedly installed at the front end of the main body bracket 1, the front crossbeam upper support plate 2 is located directly above the front crossbeam lower support plate 3, and a plurality of front reinforcing rib plates 6 are fixedly installed in the gap between the front crossbeam upper support plate 2 and the front crossbeam lower support plate 3; the rear crossbeam upper support plate 4 and the rear crossbeam lower support plate 5 are horizontally and fixedly installed at the rear end of the main body bracket 1, the rear crossbeam upper support plate 4 is located directly above the rear crossbeam lower support plate 5, and a plurality of rear reinforcing rib plates 7 are fixedly installed in the gap between the rear crossbeam upper support plate 4 and the rear crossbeam lower support plate 5.

[0034] The first wheel set assembly, the second wheel set assembly, the third wheel set assembly and the fourth wheel set assembly have the same structure, and each includes a wheel 8, a hub motor 9, a flange wheel frame 10, a support rotating shaft 11 and a support drum 12; the hub motor 9 is installed at the center of the wheel 8, and the hub motor 9 and the wheel 8 are coaxially distributed; the flange end of the flange wheel frame 10 is coaxially fixed to the hub motor 9, and the wheel frame end of the flange wheel frame 10 is fixedly connected to the support rotating shaft 11; the support drum 12 is coaxially sleeved on the support rotating shaft 11, and an antifriction bearing is arranged between the support drum 12 and the support rotating shaft 11; the support drum 12 is fixedly connected to the chassis frame assembly; the control end of the hub motor 9 is electrically connected to the PID controller.

[0035] The first wheel train assembly is located at the left front end of the chassis frame assembly, the support drum 12 of the first wheel train assembly is fixedly installed in the gap between the upper support plate 2 of the front cross beam and the lower support plate 3 of the front cross beam, and anti-friction bearings are installed between the support shaft 11 of the first wheel train assembly and the upper support plate 2 of the cross beam and the lower support plate 3 of the front cross beam; the second wheel train assembly is located at the right rear end of the chassis frame assembly, the support drum 12 of the second wheel train assembly is fixedly installed in the gap between the upper support plate 4 of the rear cross beam and the lower support plate 5 of the rear cross beam, and anti-friction bearings are installed between the support shaft 11 of the second wheel train assembly and the upper support plate 4 of the rear cross beam and the lower support plate 5 of the rear cross beam; The third wheel train assembly is located at the right front end of the chassis frame assembly, and the support drum 12 of the third wheel train assembly is fixedly installed in the gap between the upper support plate 2 of the front cross beam and the lower support plate 3 of the front cross beam, and anti-friction bearings are installed between the support shaft 11 of the third wheel train assembly and the upper support plate 2 of the cross beam and the lower support plate 3 of the front cross beam; the fourth wheel train assembly is located at the left rear end of the chassis frame assembly, and the support drum 12 of the fourth wheel train assembly is fixedly installed in the gap between the upper support plate 4 of the rear cross beam and the lower support plate 5 of the rear cross beam, and anti-friction bearings are installed between the support shaft 11 of the fourth wheel train assembly and the upper support plate 4 of the rear cross beam and the lower support plate 5 of the rear cross beam.

[0036] The first rotation angle detection component, the second rotation angle detection component, the third rotation angle detection component and the fourth rotation angle detection component have the same structure and all include an angle sensor 13, a driving pulley 14, a driven pulley 15, a synchronous belt 16 and a tensioning support mechanism; the angle sensor 13 is vertically mounted on the tensioning support mechanism, the driven pulley 15 is coaxially fixed on the measuring shaft of the angle sensor 13, and the driven pulley 15 is transmission-connected to the driving pulley 14 through the synchronous belt 16; the tensioning support mechanism of the first rotation angle detection component is arranged on the support plate 2 on the front crossbeam, and the driving pulley 14 of the first rotation angle detection component is coaxially fixed on the first wheel system component The tensioning support mechanism of the second rotation angle detection component is arranged on the support plate 4 on the rear cross beam, and the driving pulley 14 of the second rotation angle detection component is coaxially fixed on the top of the supporting shaft 11 of the second wheel train component; the tensioning support mechanism of the third rotation angle detection component is arranged on the support plate 2 on the front cross beam, and the driving pulley 14 of the third rotation angle detection component is coaxially fixed on the top of the supporting shaft 11 of the third wheel train component; the tensioning support mechanism of the fourth rotation angle detection component is arranged on the support plate 4 on the rear cross beam, and the driving pulley 14 of the fourth rotation angle detection component is coaxially fixed on the top of the supporting shaft 11 of the fourth wheel train component.

[0037] The tension support mechanism includes a limit angle seat 17, an upper slide plate 18, a lower slide plate 19, a vertical plate 20, a column 21, and a synchronous belt tension adjustment bolt 22; the limit angle seat 17 in the tension support mechanism of the first corner detection component and the third corner detection component is fixedly connected to the upper support plate 2 of the front cross beam; the limit angle seat 17 in the tension support mechanism of the second corner detection component and the fourth corner detection component is fixedly connected to the upper support plate 4 of the rear cross beam; one end of the synchronous belt tension adjustment bolt 22 is connected to the limit angle seat 17, and the other end of the synchronous belt tension adjustment bolt 22 is connected to the vertical plate 20; the upper slide plate 18 is located directly above the lower slide plate 19 and the two are parallelly distributed; the vertical plate 20 is vertically fixedly installed between the upper slide plate 18 and the lower slide plate 19; the column 21 is vertically fixedly installed between the upper slide plate 18 and the lower slide plate 19 and is located at two corner points on the opposite side of the vertical plate 20; the angle sensor 13 is vertically fixedly installed on the upper slide plate 18 in the tension support mechanism.

[0038] The first double-crank elastic special-shaped link mechanism and the second double-crank elastic special-shaped link mechanism have the same structure, and both include an elastic special-shaped link 23, a first crank swing rod 24, and a second crank swing rod 25; the first crank swing rod 24 and the second crank swing rod 25 are respectively hinged to both ends of the elastic special-shaped link 23; the first crank swing rod 24 of the first double-crank elastic special-shaped link mechanism is fixedly connected to the bottom end of the support rotating shaft 11 of the first gear train assembly, and the second crank swing rod 25 of the first double-crank elastic special-shaped link mechanism is fixedly connected to the bottom end of the support rotating shaft 11 of the second gear train assembly; the first crank swing rod 24 of the second double-crank elastic special-shaped link mechanism is fixedly connected to the bottom end of the support rotating shaft 11 of the third gear train assembly, and the second crank swing rod 25 of the second double-crank elastic special-shaped link mechanism is fixedly connected to the bottom end of the support rotating shaft 11 of the fourth gear train assembly.

[0039] The elastic special-shaped link 23 adopts a three-fold line structure, including a first end side rod body section 26, a middle side rod body section 27, and a second end side rod body section 28. The first end side rod body section 26 and the second end side rod body section 28 are respectively located at both ends of the middle side rod body section 27; the first end side rod body section 26 and the second end side rod body section 28 have a 180° phase angle relative to the center of the middle side rod body section 27 in the rotation direction, and the angles between the first end side rod body section 26 and the second end side rod body section 28 and the middle side rod body section 27 are obtuse angles; a first magnetic force limit block 29 and a second magnetic force limit block 30 are respectively fixedly installed on the middle side rod body section 27. The first magnetic force limit block 29 is adjacent to the first end side rod body section 26, and the second magnetic force limit block 30 is adjacent to the second end side rod body section 28.

[0040] The X-shaped slider mechanism includes an upper clamping plate 31, a lower clamping plate 32, a first guide block, a second guide block, a third guide block and a fourth guide block; both the upper clamping plate 31 and the lower clamping plate 32 adopt an X-shaped structure, and the upper clamping plate 31 and the lower clamping plate 32 are parallelly distributed and fixedly connected; the first guide block, the second guide block, the third guide block and the fourth guide block are respectively fixedly installed at the ends of the four arms of the upper clamping plate 31 and the lower clamping plate 32; the first guide block is adjacent to the first gear train assembly, the second guide block is adjacent to the second gear train assembly, the third guide block is adjacent to the third gear train assembly, and the fourth guide block is adjacent to the fourth gear train assembly; the middle side rod body section 27 in the elastic special-shaped connecting rod 23 of the first double-crank elastic special-shaped connecting rod mechanism sequentially passes through the first guide block and the second guide block; the middle side rod body section 27 in the elastic special-shaped connecting rod 23 of the second double-crank elastic special-shaped connecting rod mechanism sequentially passes through the third guide block and the fourth guide block; magnet blocks are fixedly installed on the first guide block, the second guide block, the third guide block and the fourth guide block.

[0041] Specifically, when the chassis moves omnidirectionally or turns during the translation process, the first guide block is adsorbed to the first magnetic force limiting block 29 in the first double-crank elastic special-shaped connecting rod mechanism through the magnet block, and the third guide block is adsorbed to the first magnetic force limiting block 29 in the second double-crank elastic special-shaped connecting rod mechanism through the magnet block to realize the limit of the X-shaped slider mechanism; when the chassis rotates in place, the second guide block is adsorbed to the second magnetic force limiting block 30 in the first double-crank elastic special-shaped connecting rod mechanism through the magnet block, and the fourth guide block is adsorbed to the second magnetic force limiting block 30 in the second double-crank elastic special-shaped connecting rod mechanism through the magnet block to realize the limit of the X-shaped slider mechanism.

[0042] The control method of the elastic special-shaped connecting rod coupling and commutation type omnidirectional mobile chassis structure is specifically as follows:

[0043] When the chassis needs to move omnidirectionally, first input the desired deflection angle of the wheels 8 and the desired translation speed into the PID controller. After automatic calculation, the rotational angular velocities required for the four wheels can be obtained, and then control the four hub motors 9 to rotate at the calculated rotational angular velocities, thereby driving the wheels 8 to rotate to achieve the omnidirectional translation of the robot. During the omnidirectional translation of the robot, the desired deflection angle of the wheels 8 is detected and fed back through the angle sensor 13.

[0044] When the chassis needs to rotate in place, control the hub motors 9 in the first wheel set assembly and the second wheel set assembly to drive the wheels 8 to rotate clockwise by 53° around the support rotating shaft 11. At the same time, control the hub motors 9 in the third wheel set assembly and the fourth wheel set assembly to drive the wheels 8 to rotate counterclockwise by 53° around the support rotating shaft 11, so that the extension lines of the rotation axes of the four wheels 8 intersect at the center of the chassis. The rotation angle of the wheels 8 is detected and fed back by the angle sensor 13. If the chassis rotates in place clockwise, the wheels 8 in the first wheel set assembly and the second wheel set assembly are the driving wheels, and the wheels 8 in the third wheel set assembly and the fourth wheel set assembly are the driven wheels. If the chassis rotates in place counterclockwise, the wheels 8 in the third wheel set assembly and the fourth wheel set assembly are the driving wheels, and the wheels 8 in the first wheel set assembly and the second wheel set assembly are the driven wheels. Then, input the desired angular velocity of rotation in place into the PID controller. After automatic calculation, the required angular velocity of rotation of the wheels 8 can be obtained, and then the wheels 8 acting as the driving wheels rotate at the calculated angular velocity of rotation, realizing the rotation in place of the robot.

[0045] When the chassis needs to turn during translation, first input the desired deflection angle of the wheels 8 into the PID controller. After automatic calculation, and taking the rotation angles of the four wheels 8 around the support rotating shaft 11 as feedback, calculate the required angular velocity of rotation of each of the four wheels 8 by comparing the target angle with the current angle, and then control the hub motors 9 to drive the wheels 8 to rotate at the calculated angular velocity of rotation. During this process, the elastic deformed link 23 will be deformed by force, and then the instantaneous center of the robot's speed is changed from infinity to the target position, finally realizing the turn during the translation.

[0046] Specifically, taking the right turn during the translation of the robot as an example, the first wheel set assembly in the front left and the second wheel set assembly in the rear right apply the same forward driving force, and the third wheel set assembly in the front right and the fourth wheel set assembly in the rear left apply the same backward driving force. Since the elastic deformed link 23 has the characteristics of elastic deformability, the elastic deformed link 23 will be bent and deformed under the action of the biasing force, and then the four wheels 8 change from the same orientation in the translation state to different orientations, so as to adjust the instantaneous center of the robot's speed by controlling the orientations of the four wheels 8, and finally realize the right turn during the translation.

[0047] The solutions in the embodiments are not intended to limit the protection scope of the present invention. Any equivalent implementation or change without departing from the present invention is included in the protection scope of the present invention.

Claims

1. An elastic special-shaped connecting rod coupling reversing omnidirectional mobile chassis structure, characterized in that: The invention comprises a chassis frame assembly, a first wheel train assembly, a second wheel train assembly, a third wheel train assembly, a fourth wheel train assembly, a first rotation angle detection assembly, a second rotation angle detection assembly, a third rotation angle detection assembly, a fourth rotation angle detection assembly, a first double crank elastic special-shaped connecting rod mechanism, a second double crank elastic special-shaped connecting rod mechanism and an X-shaped slider mechanism; the first wheel train assembly, the second wheel train assembly, the third wheel train assembly and the fourth wheel train assembly are evenly arranged on the chassis frame assembly, the first wheel train assembly and the second wheel train assembly are diagonally arranged, and the third wheel train assembly and the fourth wheel train assembly are diagonally arranged; the first rotation angle detection assembly is arranged on the first wheel train assembly The first double-crank elastic special-shaped connecting rod mechanism is arranged between the first wheel train assembly and the second wheel train assembly, the second double-crank elastic special-shaped connecting rod mechanism is arranged between the third wheel train assembly and the fourth wheel train assembly; the X-shaped slider mechanism is arranged between the first double-crank elastic special-shaped connecting rod mechanism and the second double-crank elastic special-shaped connecting rod mechanism.

2. The elastic special-shaped connecting rod coupling reversing omnidirectional movable chassis structure according to claim 1, characterized in that: The chassis frame assembly includes a main body bracket, a front crossbeam upper support plate, a front crossbeam lower support plate, a rear crossbeam upper support plate and a rear crossbeam lower support plate; the main body bracket adopts a single-layer grid structure; the front crossbeam upper support plate and the front crossbeam lower support plate are horizontally fixedly installed at the front end of the main body bracket, the front crossbeam upper support plate is located directly above the front crossbeam lower support plate, and a plurality of front reinforcing ribs are fixedly installed in the gap between the front crossbeam upper support plate and the front crossbeam lower support plate; the rear crossbeam upper support plate and the rear crossbeam lower support plate are horizontally fixedly installed at the rear end of the main body bracket, the rear crossbeam upper support plate is located directly above the rear crossbeam lower support plate, and a plurality of rear reinforcing ribs are fixedly installed in the gap between the rear crossbeam upper support plate and the rear crossbeam lower support plate.

3. The elastic special-shaped connecting rod coupling reversing omnidirectional movable chassis structure according to claim 2, characterized in that: The first wheel train assembly, the second wheel train assembly, the third wheel train assembly and the fourth wheel train assembly have the same structure, and all include a wheel, a hub motor, a flange wheel frame, a supporting shaft and a supporting drum; the hub motor is installed at the center of the wheel, and the hub motor is coaxially distributed with the wheel; the flange end of the flange wheel frame is coaxially fixedly connected with the hub motor, and the wheel frame end of the flange wheel frame is fixedly connected with the supporting shaft; the supporting drum is coaxially sleeved on the supporting shaft, and an anti-friction bearing is arranged between the supporting drum and the supporting shaft; the supporting drum is fixedly connected to the chassis frame assembly; the control end of the hub motor is electrically connected with the PID controller.

4. The elastic special-shaped connecting rod coupling reversing omnidirectional movable chassis structure according to claim 3, characterized in that: The first wheel train assembly is located at the left front end of the chassis frame assembly, the support drum of the first wheel train assembly is fixedly installed in the gap between the upper support plate of the front cross beam and the lower support plate of the front cross beam, and anti-friction bearings are installed between the support shaft of the first wheel train assembly and the upper support plate of the cross beam and the lower support plate of the front cross beam; the second wheel train assembly is located at the right rear end of the chassis frame assembly, the support drum of the second wheel train assembly is fixedly installed in the gap between the upper support plate of the rear cross beam and the lower support plate of the rear cross beam, and anti-friction bearings are installed between the support shaft of the second wheel train assembly and the upper support plate of the rear cross beam and the lower support plate of the rear cross beam; The third wheel train assembly is located at the right front end of the chassis frame assembly, and the support drum of the third wheel train assembly is fixedly installed in the gap between the upper support plate of the front cross beam and the lower support plate of the front cross beam, and anti-friction bearings are installed between the support shaft of the third wheel train assembly and the upper support plate of the cross beam and the lower support plate of the front cross beam; the fourth wheel train assembly is located at the left rear end of the chassis frame assembly, and the support drum of the fourth wheel train assembly is fixedly installed in the gap between the upper support plate of the rear cross beam and the lower support plate of the rear cross beam, and anti-friction bearings are installed between the support shaft of the fourth wheel train assembly and the upper support plate of the rear cross beam and the lower support plate of the rear cross beam.

5. The elastic special-shaped connecting rod coupling reversing omnidirectional movable chassis structure according to claim 3, characterized in that: The first rotation angle detection component, the second rotation angle detection component, the third rotation angle detection component and the fourth rotation angle detection component have the same structure and all include an angle sensor, a driving pulley, a driven pulley, a synchronous belt and a tensioning support mechanism; the angle sensor is vertically mounted on the tensioning support mechanism, the driven pulley is coaxially fixed on the measuring shaft of the angle sensor, and the driven pulley is connected to the driving pulley through a synchronous belt; the tensioning support mechanism of the first rotation angle detection component is arranged on the support plate on the front crossbeam, and the driving pulley of the first rotation angle detection component is coaxially fixed on the support plate of the first wheel system component The top of the supporting shaft; the tensioning support mechanism of the second turning angle detection component is arranged on the supporting plate on the rear cross beam, and the driving pulley of the second turning angle detection component is coaxially fixed on the top of the supporting shaft of the second wheel train component; the tensioning support mechanism of the third turning angle detection component is arranged on the supporting plate on the front cross beam, and the driving pulley of the third turning angle detection component is coaxially fixed on the top of the supporting shaft of the third wheel train component; the tensioning support mechanism of the fourth turning angle detection component is arranged on the supporting plate on the rear cross beam, and the driving pulley of the fourth turning angle detection component is coaxially fixed on the top of the supporting shaft of the fourth wheel train component.

6. The elastic special-shaped connecting rod coupling reversing omnidirectional movable chassis structure according to claim 5, characterized in that: The tensioning support mechanism includes a limit angle seat, an upper slide plate, a lower slide plate, a vertical plate, a column and a synchronous belt tension adjustment bolt; the limit angle seat in the tensioning support mechanism of the first and third angle detection components is fixedly connected to the support plate on the front beam; the limit angle seat in the tensioning support mechanism of the second and fourth angle detection components is fixedly connected to the support plate on the rear beam; one end of the synchronous belt tension adjustment bolt is connected to the limit angle seat, and the other end of the synchronous belt tension adjustment bolt is connected to the vertical plate; the upper slide plate is located directly above the lower slide plate and the two are distributed in parallel; the vertical plate is vertically fixed between the upper and lower slide plates; the column is vertically fixed between the upper and lower slide plates and is located at two corner points on the opposite sides of the vertical plate; the angle sensor is vertically fixed on the upper slide plate in the tensioning support mechanism.

7. The elastic special-shaped connecting rod coupling reversing omnidirectional movable chassis structure according to claim 3, characterized in that: The first double-crank elastic special-shaped connecting rod mechanism and the second double-crank elastic special-shaped connecting rod mechanism have the same structure, and both include an elastic special-shaped connecting rod, a first crank rocker and a second crank rocker; the first crank rocker and the second crank rocker are respectively hinged at two ends of the elastic special-shaped connecting rod; the first crank rocker of the first double-crank elastic special-shaped connecting rod mechanism is fixedly connected to the bottom end of the supporting rotating shaft of the first gear train component, and the second crank rocker of the first double-crank elastic special-shaped connecting rod mechanism is fixedly connected to the bottom end of the supporting rotating shaft of the second gear train component; the first crank rocker of the second double-crank elastic special-shaped connecting rod mechanism is fixedly connected to the bottom end of the supporting rotating shaft of the third gear train component, and the second crank rocker of the second double-crank elastic special-shaped connecting rod mechanism is fixedly connected to the bottom end of the supporting rotating shaft of the fourth gear train component.

8. The elastic special-shaped connecting rod coupling reversing omnidirectional movable chassis structure according to claim 7, characterized in that: The elastic special-shaped connecting rod adopts a three-fold linear structure, including a first end side rod body segment, an intermediate side rod body segment and a second end side rod body segment, the first end side rod body segment and the second end side rod body segment are respectively located at the two ends of the intermediate side rod body segment; the first end side rod body segment and the second end side rod body segment have a 180° phase angle relative to the center of the intermediate side rod body segment in the rotation direction, and the angle between the first end side rod body segment, the second end side rod body segment and the intermediate side rod body segment is an obtuse angle; the first magnetic limit block and the second magnetic limit block are respectively fixedly installed on the intermediate side rod body segment, the first magnetic limit block is adjacent to the first end side rod body segment, and the second magnetic limit block is adjacent to the second end side rod body segment.

9. The elastic special-shaped connecting rod coupling reversing omnidirectional movable chassis structure according to claim 7, characterized in that: The X-shaped slider mechanism comprises an upper clamping plate, a lower clamping plate, a first guide block, a second guide block, a third guide block and a fourth guide block; the upper clamping plate and the lower clamping plate both adopt an X-shaped structure, the upper clamping plate is parallelly distributed and fixedly connected to the lower clamping plate; the first guide block, the second guide block, the third guide block and the fourth guide block are respectively fixedly mounted on the four arm ends of the upper clamping plate and the lower clamping plate; the first guide block is adjacent to the first wheel train assembly, the second guide block is adjacent to the second wheel train assembly, the third guide block is adjacent to the third wheel train assembly, and the fourth guide block is adjacent to the fourth wheel train assembly; the middle side rod body section in the elastic special-shaped connecting rod of the first double crank elastic special-shaped connecting rod mechanism passes through the first guide block and the second guide block in sequence; the middle side rod body section in the elastic special-shaped connecting rod of the second double crank elastic special-shaped connecting rod mechanism passes through the third guide block and the fourth guide block in sequence; magnet blocks are fixedly mounted on the first guide block, the second guide block, the third guide block and the fourth guide block.

10. The control method of the elastic special-shaped connecting rod coupling reversing omnidirectional mobile chassis structure according to claim 7, characterized in that: Specifically: When the chassis needs to translate in all directions, the desired wheel deflection angle and the desired translation speed are first input into the PID controller. After automatic calculation, the required rotation angular velocity of the four wheels will be obtained, and then the four wheel hub motors will be controlled to rotate according to the calculated rotation angular velocity, thereby driving the wheels to rotate and realize the omnidirectional translation of the robot. During the omnidirectional translation of the robot, the desired wheel deflection angle is detected and fed back through the angle sensor. When the chassis needs to rotate in situ, the hub motors in the first and second wheel train assemblies are controlled to drive the wheels to rotate clockwise around the supporting shaft, and the hub motors in the third and fourth wheel train assemblies are controlled to drive the wheels to rotate counterclockwise around the supporting shaft, so that the extension lines of the rotation axes of the four wheels intersect at the center of the chassis. The rotation angle of the wheels is detected and fed back by the angle sensor. If the chassis rotates in situ clockwise, the wheels in the first and second wheel train assemblies are driving wheels, and the wheels in the third and fourth wheel train assemblies are driven wheels. If the chassis rotates in situ counterclockwise, the wheels in the third and fourth wheel train assemblies are driving wheels, and the wheels in the first and second wheel train assemblies are driven wheels. After that, the desired rotation angular velocity is input into the PID controller. After automatic solution, the required wheel rotation angular velocity is obtained, and then the wheel as the driving wheel is rotated according to the rotation angular velocity obtained by solution, so as to realize the rotation of the robot in situ. When the chassis needs to turn during translation, the desired wheel deflection angle is first input into the PID controller. After automatic calculation, the rotation angle of the four wheels around the supporting shaft is used as feedback. The required rotation angular velocity of each of the four wheels is calculated by comparing the target angle with the current angle, and then the hub motor is controlled to drive the wheel to rotate according to the calculated rotation angular velocity. In this process, the elastic special-shaped connecting rod will be deformed by force, thereby realizing the change of the instantaneous center of the robot speed from infinity to the target position, and finally realizing steering during translation.

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