Visual guidance small-angle turning and rail dual-purpose AGV universal chassis

Abstract

The invention discloses a visual guidance small-angle turning and rail dual-purpose AGV universal chassis, and relates to the technical field of automatic guidance transport vehicles. Comprising a front wheel driving steering positioning bridge, a laser radar, a battery, a frame, a steer-by-wire mechanism, vacuum tires, rail steel wheels, an automobile cleat, eyelet bolts and an AGV controller. The laser radar identifies a heating pipe track; the battery supplies power to the whole universal chassis; the vacuum tires and the track steel wheels form tire assemblies, the front tire assemblies are connected with the driving steering cleats, the rear tire assemblies are connected with the common cleats, and the steer-by-wire mechanism is connected with the common cleats and drives the two rear tire assemblies to steer simultaneously; the front wheel driving steering positioning axle is mounted on the frame and is connected with the driving steering knuckle to drive the two front tire components to realize differential simultaneous rotation and steering; and the AGV controller controls the movement of the chassis. According to the small-angle turning AGV, the track position can be automatically positioned without an additional wheel changing mechanism, and the turning radius smaller than that of a traditional small-angle turning AGV is achieved.

Description

Technical Field

[0001] The present invention belongs to the technical field of automated guided vehicles (AGVs), and more specifically, relates to a universal chassis for vision-guided small-angle turning and dual-use AGVs on roads and rails. Background Art

[0002] An AGV is a transport vehicle equipped with an automated guided vehicle system (AGV) that can autonomously travel along a predetermined route, transporting goods or materials from a starting point to a destination. Its distinguishing feature is its unmanned operation, allowing it to flexibly adapt to diverse work environments and task requirements. AGVs are widely used in industrial production, particularly in warehousing, assembly, and handling, improving efficiency, reducing labor costs, and enhancing workplace safety.

[0003] In actual use, the steering systems of existing AGVs have problems such as large turning radius and low positioning accuracy. The steering accuracy of AGVs is insufficient, making it difficult to achieve small angle adjustments. Traditional Ackerman steering mechanisms have difficulty achieving origin rotation with one wheel as the origin, while omnidirectional wheel solutions have disadvantages such as high cost and complex maintenance. In greenhouse environments, vehicle passages are narrow and the steering range is small. Various greenhouse planting operation vehicles require constant switching between road and track. The existing AGV's track mode and free navigation road mode are inconvenient to switch, and the mechanical structure for switching between track mode and free navigation mode is complex, resulting in high maintenance costs. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to provide a universal chassis for vision-guided small-angle turning and dual-purpose AGVs on track, which integrates wire-controlled steering, differential principles and selective braking technology to achieve millimeter-level accuracy in angle correction. It can autonomously locate the track position without the need for an additional wheel-changing mechanism and achieve a smaller turning radius than traditional small-angle turning AGVs.

[0005] To solve the above technical problems, the technical solution adopted by the present invention is: a universal chassis for vision-guided small-angle turning and dual-purpose AGV on track, including a front-wheel drive steering positioning bridge, a laser radar, a bracket, a battery, a frame, a wire-controlled steering mechanism, vacuum tires, track steel wheels, a car clevis, a swing bolt, and an AGV controller; The laser radar is installed on the frame through a bracket to automatically identify the heating pipe tracks of the standardized greenhouse; The battery is mounted on the frame, and the battery supplies power to the entire universal chassis; A vacuum tire and a track steel wheel are coaxially installed to form a tire assembly. There are four vacuum tires and four track steel wheels, forming a front left tire assembly, a front right tire assembly, a rear left tire assembly, and a rear right tire assembly. The car cleats include ordinary cleats and driving steering cleats. The ordinary cleats include rear left cleats and rear right cleats. The driving steering cleats include front left driving cleats and front right driving cleats. The car cleats are connected to the frame by bolts. The front left tire assembly is connected to the front left driving clevis by a swing bolt, the front right tire assembly is connected to the front right driving clevis by a swing bolt, the rear left tire assembly is connected to the rear left clevis by a swing bolt, and the rear right tire assembly is connected to the rear right clevis by a swing bolt; The two ends of the wire-controlled steering mechanism are connected to the rear left and right horns through swing bolts, driving the rear left and right tire assemblies to achieve simultaneous steering; The front wheel drive steering positioning bridge is installed on the vehicle frame and connected to the driving steering clevis, driving the front left tire assembly and the front right tire assembly to achieve differential simultaneous rotation and steering; The AGV controller is installed on the frame, receives signals from the lidar, and controls the movement of the chassis.

[0006] Preferably, the front-wheel drive steering positioning bridge includes an electric push rod output end connector, an electric push rod, an electric push rod input end connector, a connecting rod, a motor, a half shaft, an electromagnetic clutch movable end fixing plate, an electromagnetic clutch movable end, an electromagnetic clutch coil end, an electromagnetic clutch coil end mounting plate, and a differential; The two ends of the connecting rod are respectively connected to the left driving steering clevis and the right driving steering clevis through a swing bolt; the tail end of the electric push rod is connected to the vehicle frame, the piston rod of the electric push rod is connected to the electric push rod input end connecting piece, and the electric push rod input end connecting piece is hinged to the front left driving steering clevis; the piston rod of the electric push rod is extended and retracted to drive the front left tire assembly to steer, and the front left tire assembly drives the front right tire assembly to steer at the same time through the connecting rod; There are two half-shafts, the front left half-shaft and the front right half-shaft, which are symmetrically installed at the two output ends of the differential. Both ends of the half-shafts are equipped with external splines, and the output end of the differential is equipped with internal splines. One end of the two half-shafts is connected to the differential through splines, and the other ends of the two half-shafts are connected to the front left drive steering clevis and the front right drive steering clevis through splines respectively; the motor is connected to the input end of the differential; An electromagnetic clutch is installed on each half-shaft, and the electromagnetic clutch includes an electromagnetic clutch active end and an electromagnetic clutch coil end. The electromagnetic clutch active end is fixedly connected to the electromagnetic clutch active end fixing plate by screws. The electromagnetic clutch active end fixing plate is sleeved and connected to the outside of the half-shaft and is connected to the half-shaft by a flat key. When the coil of the electromagnetic clutch coil end is energized, the electromagnetic clutch active end slides along the half-shaft to the electromagnetic clutch coil end and locks the half-shaft. When the coil of the electromagnetic clutch coil end is de-energized, the electromagnetic clutch active end moves away from the electromagnetic clutch coil end along the half-shaft and the half-shaft is unlocked and locked; the electromagnetic clutch coil end is sleeved outside the half-shaft and fixedly connected to the electromagnetic clutch coil end mounting plate by screws, and the electromagnetic clutch coil end mounting plate is fixedly connected to the differential by screws.

[0007] The beneficial effects of adopting the above technical solution are: the present invention integrates wire-controlled steering, differential principles and selective braking technology to achieve millimeter-level precision angle correction, can autonomously locate the track position without an additional wheel-changing mechanism, and achieves a smaller turning radius than traditional small-angle turning AGVs. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Figure 1 This is a schematic diagram of steering with the front and rear wheels turning in opposite directions; Figure 2 It is a schematic diagram of the origin turning; Figure 3 It is a schematic diagram of the AGV system structure; Figure 4 This is a schematic diagram of the coaxial installation of the track wheel and vacuum wheel; Figure 5 It is a schematic diagram of the front wheel drive steering positioning bridge; Figure 6 This is a three-dimensional schematic diagram of the front-wheel drive steering positioning bridge. Figure 7 is a schematic diagram of a steer-by-wire mechanism; Figure 8 It is a schematic diagram of the frame; Figure 9 It is a schematic diagram of the driving steering clevis; Figure 10 It is a schematic diagram of the differential; Figure 11 It is a schematic diagram of the half shaft; In the figure: 1. Front-wheel drive steering positioning bridge, 101. Drive steering clevis, 102. Electric push rod output end connector, 103. Electric push rod, 104. Electric push rod input end connector, 105. Connecting rod, 106. Wheel hub bolt, 107. Motor, 108. Bearing, 109. Axle, 110. Electromagnetic clutch movable end fixing plate, 111. Electromagnetic clutch movable end, 112. Electromagnetic clutch coil end, 113. Electromagnetic clutch coil end mounting plate, 114. Differential oil seal, 115. Differential; 2. LiDAR, 3. Bracket, 4. Battery, 5. Frame, 6. Wire-controlled steering mechanism, 7. Vacuum tire, 8. Track steel wheel, 9. Car clevis, 10. Joint bolt, 11. AGV controller, 12. Heating pipe track, 13. Road surface. DETAILED DESCRIPTION

[0009] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0010] like Figure 3-4 As shown, the AGV chassis includes a front-wheel drive steering positioning bridge 1, a laser radar 2, a bracket 3, a battery 4, a frame 5, a wire-controlled steering mechanism 6, a vacuum tire 7, a track steel wheel 8, a car clevis 9, a movable bolt 10, and an AGV controller 11.

[0011] The laser radar 2 cooperates with the AGV controller 11 to identify the position of the heating pipe track 12. The laser radar 2 automatically identifies the heating pipe track 12 of the standardized greenhouse, and after adjusting the vehicle body posture in coordination with the drive system and steering system, it directly enters the heating pipe 12 from the road surface 13. The laser radar 2 is installed on the frame 5 through the laser radar mounting bracket 3. The battery 4 is set on the frame 5, and the entire vehicle is powered by the battery 4. The structure of the frame 5 is as follows Figure 8 shown.

[0012] like Figure 7 As shown, the ends of the steer-by-wire mechanism 6 are connected to the rear left and right clevises via swing bolts 10, driving the rear left and right tire assemblies to achieve simultaneous steering. The steer-by-wire mechanism 6 enables the vehicle's rear wheels to follow the vehicle's movements and supports lateral displacement compensation during track entry. The steer-by-wire mechanism 6 is available for purchase.

[0013] There are four vacuum tires 7, namely the front left vacuum tire, the front right vacuum tire, the rear left vacuum tire, and the rear right vacuum tire. There are four track steel wheels 8, namely the front left track steel wheel, the front right track steel wheel, the rear left track steel wheel, and the rear right track steel wheel. The front left vacuum tire is coaxially mounted with the front left track steel wheel to form the front left tire assembly, the front right vacuum tire is coaxially mounted with the front right track steel wheel to form the front right tire assembly, the rear left vacuum tire is coaxially mounted with the rear left track steel wheel to form the rear left tire assembly, and the rear right vacuum tire is coaxially mounted with the rear right track steel wheel to form the rear right tire assembly.

[0014] The car cleat 9 includes an ordinary cleat and a driving and steering cleat 101. The ordinary cleat includes a rear left cleat and a rear right cleat, and the driving and steering cleat 101 includes a front left driving cleat and a front right driving cleat. The car cleat 9 is connected to the frame 5 by bolts. Both the ordinary cleat and the driving and steering cleat 101 can be purchased. Figure 9 Shown is a schematic structural diagram of the driving steering clevis 101.

[0015] The front left tire assembly is connected to the front left drive clevis via a swing bolt 10. The front right tire assembly is connected to the front right drive clevis via a swing bolt 10. The rear left tire assembly is connected to the rear left clevis via a swing bolt 10. The rear right tire assembly is connected to the rear right clevis via a swing bolt 10. By screw mounting on the same clevis rotation axis, the vacuum tire 7 in each tire assembly rotates synchronously with the track wheel 8, allowing for direct movement on and off the track without switching wheel sets.

[0016] The front wheel drive steering positioning bridge 1 is installed on the frame 5 and connected to the driving steering clevis 101, driving the front left tire assembly and the front right tire assembly to achieve differential simultaneous rotation and steering.

[0017] like Figure 5-6 As shown, the front-wheel drive steering positioning bridge 1 includes an electric push rod output end connector 102, an electric push rod 103, an electric push rod input end connector 104, a connecting rod 105, a motor 107, a half shaft 109, an electromagnetic clutch movable end fixing plate 110, an electromagnetic clutch movable end 111, an electromagnetic clutch coil end 112, an electromagnetic clutch coil end mounting plate 113, and a differential 115. Both the electromagnetic clutch and the differential 115 can be purchased externally. Figure 10 Schematic diagram of the structure of the differential 115.

[0018] like Figure 11As shown, both ends of the half-shaft 109 are equipped with external splines. The external splines on one end of the half-shaft 109 connect to the internal splines of the clutch 115, while the external splines on the other end connect to the internal splines of the drive steering clevis 101. A keyway is formed on the half-shaft 109. After a flat key is installed, this keyway mates with the inner hole of the electromagnetic clutch movable end fixing plate 110. The end face of the electromagnetic clutch movable end fixing plate 110 is connected to the end face of the electromagnetic clutch movable end 111 via screws, enabling the electromagnetic clutch movable end fixing plate 110 and the electromagnetic clutch movable end 111 to slide axially on the splined half-shaft 109 simultaneously. The sliding range of the electromagnetic clutch movable end fixing plate 110 and the electromagnetic clutch movable end 111 along the shaft is limited on one side by the shaft retaining ring on the half-shaft 109 and on the other side by the electromagnetic clutch coil end 112.

[0019] The end face of the electromagnetic clutch coil end 112 is screwed to the electromagnetic clutch coil end mounting plate 113. The electromagnetic clutch coil end mounting plate 113 is also screwed to the differential 115. The inner hole of the electromagnetic clutch coil end mounting plate 113 is tightly fitted with the outer diameter of the differential oil seal 114. The inner hole of the differential oil seal 114 is fitted with the outer end face of the half shaft 109 to prevent the gear oil inside the differential 115 from overflowing.

[0020] The electromagnetic clutch's movable end 111 is connected to the electromagnetic clutch's movable end fixed plate 110. The electromagnetic clutch's movable end fixed plate 110 slides on the axle 109 via a key. A retaining ring on the other side of the axle 109 prevents the electromagnetic clutch's movable end 111 from falling out of the middle section of the axle 109. The electromagnetic clutch's movable end 111 and the axle 109 are connected by a keyway to maintain coaxial motion. This coaxial motion is caused by the electromagnetic clutch's energization, which generates magnetic force at the electromagnetic clutch coil end 112, attracting the electromagnetic clutch's movable end 111 and generating resistance. This resistance is ultimately applied to the axle 109 via the keyway connection of the axle 109. After the axle 109 on one side of the differential 115 stops due to resistance, the axle 109 on the other side can still be driven by the motor 107 through the differential 115.

[0021] Motor 107 outputs power through differential 115, which in turn drives the left and right front tire assemblies via left and right axles 109, respectively. Each axle 109 is equipped with an electromagnetic clutch (consisting of a clutch active end 111 and a clutch coil end 112). When activated, the electromagnetic clutch applies resistance to the axle 109. Ultimately, the two electromagnetic clutches brake the axles 109, achieving independent braking of the left and right wheel assemblies. For example, during motion, the activation of the left front electromagnetic clutch increases resistance on the left front axle 109, slowing its rotational speed and ultimately slowing the left wheel assembly connected to it. However, the torque output of motor 107 remains unchanged, and the rotational speed of the motor 107 output shaft is transmitted to the right front axle 109 via differential 115. The speed of the right front wheel group and the right front half shaft 109 remains unchanged, so that the speed of the left front wheel group (speed slowed down) and the right front wheel group (speed remains unchanged) realize differential motion, so that during the turning process, after the speed of the left front wheel is decelerated to zero, under the coordinated action of the simultaneous steering of the front and rear wheel groups, the entire vehicle realizes origin steering with the left front wheel as the origin, as shown in FIG. Figure 2 If the left front wheel electromagnetic clutch is not opened, the vehicle will turn as shown in Figure 1 As shown. Figure 1 and Figure 2 It is concluded that when the left front electromagnetic clutch brake is opened, the turning radius of the vehicle will be further reduced, and the vehicle will move in a left circle with the contact point of the left front wheel and the ground as the origin.

[0022] By pushing and pulling the car horn 9 through the electric push rod 103, the left and right wheel groups can rotate in the same direction during the steering process.

[0023] The left and right driving steering clevises 101 in the front wheel driving steering positioning bridge 1 are connected end-to-end by the swing bolt 10 and the connecting rod 105, so that the steering directions of the left front wheel group and the right front wheel group are synchronized and in the same direction. The driving steering clevis 101 can be purchased from outside, and its structure is as follows: Figure 9 As shown, one side of the electric push rod 103 is hinged to the differential 115 mounting frame via the push rod input connector 104. The other side is connected to one of the driving steering clevises 101 via a swing bolt, thereby serving as the steering mechanism for the left and right front wheels. When the electric push rod 103 is extended, the left and right front wheels rotate to the left. When the electric push rod 103 is retracted, the left and right front wheels rotate to the right. When the electric push rod 103 remains in the middle position, the left and right front wheels face forward.

[0024] Origin Steering Control Process: Steering command triggers. Upon receiving the origin steering command, the vehicle stops or slows down to low speed. An electromagnetic clutch behind the motor 107 brakes the entire vehicle. Front-wheel steering is achieved by an electric push rod 103 pushing and pulling the steering clevis 101 on both front wheels, achieving synchronous deflection (within a range of ±45°). Rear-wheel steering is achieved by a steer-by-wire mechanism 6, which uses the pivot bolts 10 at each end of its internal rack to drive the wheels synchronously (within a range of ±45°). The left and right clutches enable differential braking and origin steering control on the narrow roads of a standardized greenhouse.

[0025] The above are only preferred specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any technician familiar with this technical field, within the technical scope disclosed by the present invention, who makes equivalent replacements or changes based on the technical solutions and inventive concepts of the present invention, should be covered by the scope of protection of the present invention.

Claims

1. A vision-guided small-angle turning and track-based dual-purpose AGV universal chassis, characterized by: It includes a front-wheel drive steering positioning bridge (1), a laser radar (2), a bracket (3), a battery (4), a frame (5), a wire-controlled steering mechanism (6), a vacuum tire (7), a track steel wheel (8), a car clevis (9), a movable bolt (10), and an AGV controller (11); The laser radar (2) is mounted on the vehicle frame (5) via a bracket (3) to automatically identify the heating pipe track (12) of the standardized greenhouse; The battery (4) is mounted on the vehicle frame (5), and the battery (4) supplies power to the entire universal chassis; A vacuum tire (7) and a track steel wheel (8) are coaxially mounted to form a tire assembly, and there are four vacuum tires (7) and four track steel wheels (8), forming a front left tire assembly, a front right tire assembly, a rear left tire assembly, and a rear right tire assembly; The vehicle horn (9) includes an ordinary horn and a driving steering horn (101), the ordinary horn includes a rear left horn and a rear right horn, the driving steering horn (101) includes a front left driving horn and a front right driving horn, and the vehicle horn (9) is connected to the vehicle frame (5) by bolts; The front left tire assembly is connected to the front left driving clevis through a swing bolt (10), the front right tire assembly is connected to the front right driving clevis through a swing bolt (10), the rear left tire assembly is connected to the rear left clevis through a swing bolt (10), and the rear right tire assembly is connected to the rear right clevis through a swing bolt (10); The two ends of the wire-controlled steering mechanism (6) are connected to the rear left horn and the rear right horn through the movable bolts (10), driving the rear left tire assembly and the rear right tire assembly to achieve simultaneous steering; The front wheel drive steering positioning bridge (1) is mounted on the vehicle frame (5) and connected to the driving steering horn (101), driving the front left tire assembly and the front right tire assembly to achieve differential simultaneous rotation and steering; The AGV controller (11) is mounted on the vehicle frame (5), receives signals from the laser radar (2), and controls the movement of the chassis.

2. The vision-guided small-angle turning and track-based dual-purpose AGV universal chassis according to claim 1 is characterized in that: The front-wheel drive steering positioning bridge (1) comprises an electric push rod output end connector (102), an electric push rod (103), an electric push rod input end connector (104), a connecting rod (105), a motor (107), a half shaft (109), an electromagnetic clutch movable end fixing plate (110), an electromagnetic clutch movable end (111), an electromagnetic clutch coil end (112), an electromagnetic clutch coil end mounting plate (113), and a differential (115); The two ends of the connecting rod (105) are respectively connected to the left driving steering clevis and the right driving steering clevis via a movable bolt (10); the tail end of the electric push rod (103) is connected to the vehicle frame (5); the piston rod of the electric push rod (103) is connected to the electric push rod input end connector (104); the electric push rod input end connector (104) is hinged to the front left driving steering clevis; the piston rod of the electric push rod (103) is extended and retracted to drive the front left tire assembly to steer, and the front left tire assembly drives the front right tire assembly to steer simultaneously via the connecting rod (105); There are two half shafts (109), namely the front left half shaft and the front right half shaft, which are symmetrically mounted on the two output ends of the differential (115). Both ends of the half shafts (109) are provided with external splines, and the output end of the differential (115) is provided with internal splines. One end of the two half shafts (109) is connected to the differential (115) through a spline, and the other ends of the two half shafts (109) are respectively connected to the front left driving steering horn and the front right driving steering horn through a spline; the motor (107) is connected to the input end of the differential (115); An electromagnetic clutch is installed on each half shaft (109), and the electromagnetic clutch includes an electromagnetic clutch active end (111) and an electromagnetic clutch coil end (112). The electromagnetic clutch active end (111) is fixedly connected to the electromagnetic clutch active end fixing plate (110) by screws. The electromagnetic clutch active end fixing plate (110) is sleeved and connected to the outside of the half shaft (109) and is connected to the half shaft (109) by a flat key. When the coil of the electromagnetic clutch coil end (112) is energized, the electromagnetic clutch active end (111) slides along the half shaft (109). The electromagnetic clutch coil end (112) moves to the electromagnetic clutch coil end (112) and locks the half shaft (109). After the coil of the electromagnetic clutch coil end (112) is powered off, the electromagnetic clutch movable end (111) moves away from the electromagnetic clutch coil end (112) along the half shaft (109) and unlocks the half shaft (109). The electromagnetic clutch coil end (112) is sleeved on the outside of the half shaft (109) and is fixedly connected to the electromagnetic clutch coil end mounting plate (113) by screws. The electromagnetic clutch coil end mounting plate (113) is fixedly connected to the differential (115) by screws.

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