Mobile chassis, robot and control method of mobile chassis

Abstract

The invention relates to the technical field of robots, in particular to a movable chassis, a robot and a control method of the movable chassis. The movable chassis comprises a chassis frame and a plurality of driving units, and each driving unit comprises a wheel assembly and a suspension assembly; the wheel assembly is connected with the chassis frame through the suspension assembly. The suspension assembly is configured to drive the wheel assembly to move relative to the chassis frame in the first direction so as to adjust the distance between the chassis frame and the ground. The first direction is inclined relative to the vertical direction. In this way, the posture of the chassis frame during obstacle crossing can be adjusted, the gravity center of the chassis frame is prevented from shifting, and then the stability of the movable chassis during obstacle crossing is improved. Meanwhile, the first direction is obliquely arranged relative to the vertical direction, so that impact force from the obstacle can be better absorbed, and the stability of the movable chassis when the movable chassis climbs over the obstacle is further improved. And the movable chassis can also adjust the wheelbase of the wheel assembly, so that the traveling unit can adapt to moving spaces of different sizes.

Description

Technical Field

[0001] This application relates to the field of robotics, and in particular to a mobile chassis, a robot, and a control method for the mobile chassis. Background Technology

[0002] In existing technologies, robots are widely used in warehousing, logistics, shopping mall guidance, and home services due to their advantages such as high work efficiency and low noise. During operation, robots need to move within these application scenarios to complete corresponding tasks.

[0003] Currently, robots can move normally on flat surfaces. However, in the aforementioned application scenarios (such as home services), the robot's path may contain obstacles such as ditches and power lines. When traversing these obstacles, the robot may wobble or even tip over due to instability. Summary of the Invention

[0004] To address the aforementioned issues, this application provides a mobile chassis, a robot, and a control method for the mobile chassis, which can improve obstacle-crossing stability during movement and enhance adaptability to mobile spaces of different sizes.

[0005] To achieve the above objectives, in a first aspect, embodiments of this application provide a mobile chassis, including: a chassis frame; a plurality of driving units, each driving unit including a wheel assembly and a suspension assembly; the wheel assembly being connected to the chassis frame via the suspension assembly; the suspension assembly being configured to drive the wheel assembly to move relative to the chassis frame along a first direction to adjust the distance between the chassis frame and the ground; wherein the first direction is inclined relative to the vertical direction.

[0006] In the mobile chassis provided in this application embodiment, when the suspension assembly drives the wheel assembly to move relative to the chassis frame along a first direction, the distance between the chassis frame and the ground can be adjusted. This allows adjustment of the chassis frame's posture when traversing obstacles, ensuring the chassis frame maintains a horizontal posture and preventing the center of gravity from shifting, thereby improving the stability of the mobile chassis when traversing obstacles. Simultaneously, the tilting of the first direction relative to the vertical direction better absorbs the impact force from obstacles, further enhancing the stability of the mobile chassis when traversing obstacles. Furthermore, when the suspension assembly drives the wheel assembly to move relative to the chassis frame along the first direction, in addition to adjusting the distance between the chassis frame and the ground, the wheelbase of the wheel assembly can also be adjusted, allowing the driving unit to adapt to different sized mobile spaces.

[0007] In one alternative implementation, the suspension assembly includes a guide portion and a sliding portion; the guide portion is disposed on the chassis frame; the sliding portion is slidably connected to the guide portion and connected to the wheel assembly; the sliding portion is configured to drive the wheel assembly to slide on the guide portion, so that the wheel assembly moves relative to the chassis frame in a first direction. This facilitates the suspension assembly driving the wheel assembly to move relative to the chassis frame in a first direction.

[0008] In one alternative implementation, the sliding part includes a sliding structure and a power structure; the sliding structure is slidably connected to the guide part and connected to the wheel assembly; the power structure is disposed on the chassis frame and connected to the sliding structure; the power structure is configured to drive the sliding structure to slide on the guide part, thereby driving the wheel assembly to move relative to the chassis frame in a first direction. Thus, by incorporating a power structure within the suspension assembly, the driving unit can possess active suspension, thereby improving the stability of the moving chassis.

[0009] In one alternative implementation, the power structure includes a driving wheel, a driven wheel, a transmission belt, and a first driving member; the driving wheel and the driven wheel are spaced apart along a first direction; the transmission belt connects the driving wheel and the driven wheel and is connected to the sliding structure; the first driving member is connected to the driving wheel; the first driving member is configured to drive the driving wheel to rotate and, through the transmission belt, drive the driven wheel to rotate, so that the transmission belt drives the sliding structure to slide on the guide portion. Thus, when the transmission belt drives the sliding structure to move along the guide portion, the transmission belt can absorb a certain amount of impact vibration, thereby improving the smoothness of the sliding structure's movement on the guide portion.

[0010] In one alternative implementation, the guide portion includes a guide rail; the guide rail extends along a first direction and is disposed on the chassis frame; the sliding structure includes a slider; the slider is slidably connected to the guide rail; the slider is connected to a drive belt and to a wheel assembly; the slider is configured to drive the wheel assembly to slide on the guide rail under the drive of the drive belt. Thus, through the sliding connection between the slider and the guide rail, the wheel assembly can be moved relative to the chassis frame along the first direction under the drive of the drive belt.

[0011] In one alternative implementation, the suspension assembly further includes a connector and a clamping member; the connector is located between the drive belt and the slider and is connected to the slider; the clamping member is located on the side of the drive belt away from the connector and is connected to the connector to press the drive belt between the connector and the clamping member. In this way, the connection between the drive belt and the second slider can be achieved without affecting the drive belt structure.

[0012] In one alternative implementation, baffles are provided at both ends of the guide rail along a first direction; the suspension assembly also includes a support portion; the support portion is disposed between the slider and the baffles; the support portion is configured to support the slider and maintain a relatively stationary state between the slider and the guide rail. In this way, the support portion can be used to maintain a relatively stationary state between the slider and the guide rail, thereby reducing the torque of the first driving member used to maintain the relative stationary state between the slider and the guide rail.

[0013] In one alternative implementation, the support is an elastic element; the elastic element can elastically deform along a first direction. This allows the elastic element to provide support force for the slider.

[0014] In one optional implementation, the guide rail includes a first guide rail and a second guide rail; both the first and second guide rails extend along a first direction and are disposed on the chassis frame; the first and second guide rails are respectively located on opposite sides of the drive wheel; the slider includes a first slider and a second slider; the first slider is slidably connected to the first guide rail and connected to the wheel assembly; the second slider is slidably connected to the second guide rail and connected to the wheel assembly; either the first slider or the second slider is connected to a drive belt. In this way, the first and second guide rails can share the impact from the external environment, improving the balance of force distribution between the guide rails and the sliders, and helping to strengthen the overall structural strength of the suspension assembly.

[0015] In one alternative implementation, a first driving unit and a second driving unit are arranged on opposite sides of the chassis frame along a second direction, which is the direction of the axis of the drive wheel; along the second direction, the first drive component of the first driving unit and the first drive component of the second driving unit are staggered. This facilitates a reduction in the dimensions of the chassis frame along the axis of the drive wheel, thereby improving the applicability of the mobile chassis in confined spaces.

[0016] In one alternative implementation, along the second direction, the driving wheel of the first driving unit corresponds to the driven wheel of the second driving unit, and the driven wheel of the first driving unit corresponds to the driving wheel of the second driving unit. This simplifies the misalignment of the two first driving components of the first and second driving units.

[0017] In one alternative implementation, the chassis frame includes a base plate and side plates; the base plate is located on at least one side of the side plates along the vertical direction, and the base plate and side plates form a receiving cavity; a suspension assembly is disposed on the side plates and located in the receiving cavity; the side plates are provided with openings extending in a first direction; the mobile chassis also includes a first connector; the first connector is embedded in the openings and connected to the wheel assembly and the suspension assembly. In this way, the side plates can be used to support the suspension assembly.

[0018] In one alternative implementation, a steering component is also included, which is connected to the first connector and the wheel assembly to adjust the direction of travel of the wheel assembly. This allows the steering component to be used to steer the wheel assembly.

[0019] In one alternative implementation, the steering assembly includes a second drive member and a second connecting member; one end of the second connecting member is connected to a first connecting member, and the other end is connected to a wheel assembly; the second drive member is disposed on the first connecting member; the second drive member is configured to drive the second connecting member to move, thereby adjusting the travel direction of the wheel assembly. This facilitates adjustment of the travel direction of the wheel assembly, enabling flexible steering of the mobile chassis.

[0020] To achieve the above objectives, in a second aspect, embodiments of this application provide a robot including a mobile chassis as described in the first aspect. This allows for improved stability of the robot during movement using the mobile chassis provided in the first aspect.

[0021] To achieve the above objectives, in a third aspect, embodiments of this application provide a control method for a mobile chassis, applied to the mobile chassis provided in the first aspect above. The method includes: detecting the attitude of the chassis frame; and, upon detecting that the chassis frame is tilted, driving the suspension assembly of at least one driving unit based on the tilt attitude of the chassis frame to reduce the tilt angle of the chassis frame. This allows for real-time detection of the chassis frame's attitude and timely adjustment of the suspension assembly of the driving unit to maintain the horizontal attitude of the chassis frame, thereby maintaining the stability of the mobile chassis during travel.

[0022] In one optional implementation, the suspension assembly of at least one driving unit is driven based on the tilt attitude of the chassis frame to reduce the tilt angle of the chassis frame. This includes: when the chassis frame tilts along the travel direction of the moving chassis, driving one of the suspension assemblies of two driving units positioned opposite each other along the travel direction to reduce the tilt angle of the chassis frame; and / or, when the chassis frame tilts along the axial direction of the drive wheel assembly, driving one of the suspension assemblies of two driving units positioned opposite each other along the axial direction to reduce the tilt angle of the chassis frame. In this way, the suspension assembly of the corresponding driving unit can be adjusted based on the tilt attitude of the chassis frame to reduce the tilt angle of the chassis frame. Attached Figure Description

[0023] To more clearly illustrate the technical solution of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1This is a schematic diagram of an obstacle-crossing wheeled mobile robot provided in an embodiment of this application;

[0025] Figure 2 This is a schematic diagram of the first obstacle-crossing method of a wheeled mobile chassis with a suspension device provided in the embodiments of this application;

[0026] Figure 3 This is a schematic diagram of a second obstacle-crossing method for a wheeled mobile chassis with a suspension device provided in an embodiment of this application;

[0027] Figure 4 This is a schematic diagram of the obstacle crossing force of a wheeled mobile chassis with a suspension device provided in an embodiment of this application;

[0028] Figure 5 This is a schematic diagram of the structure of a mobile chassis provided in an embodiment of this application;

[0029] Figure 6 This is a schematic diagram of a mobile chassis overcoming obstacles, provided in an embodiment of this application;

[0030] Figure 7 This is a schematic diagram of the structure of a wheel assembly relative to the chassis frame at different positions according to an embodiment of this application;

[0031] Figure 8 This is a partial structural exploded view of the mobile chassis provided in the embodiments of this application;

[0032] Figure 9 This is a schematic diagram of the suspension assembly provided in an embodiment of this application;

[0033] Figure 10 This is an exploded view of the suspension assembly provided in the embodiments of this application;

[0034] Figure 11 yes Figure 9 A schematic diagram of the cross-section along the CC direction;

[0035] Figure 12 This is a schematic diagram of the cooperation structure between the suspension assembly and the first connector provided in an embodiment of this application;

[0036] Figure 13 This is a flowchart of a control method for a mobile chassis provided in an embodiment of this application;

[0037] Figure 14 This is a schematic diagram of the attitude adjustment of a mobile chassis provided in an embodiment of this application;

[0038] Figure 15 This is a schematic diagram illustrating another posture adjustment of the mobile chassis provided in this application embodiment;

[0039] Figure 16This is a schematic diagram of the robot provided in the embodiments of this application.

[0040] Illustration markings:

[0041] 100 - Wheeled mobile robot; 110 - Wheeled mobile chassis; 111 - Chassis body; 112 - Wheel; 113 - Suspension device; 1131 - Rotating shaft; 1132 - Spring; 114 - Axle; 200 - Obstacle.

[0042] 300 - Mobile chassis, 310 - Chassis frame, 311 - Base plate, 312 - Side plate, 312a - Opening, 313 - Receiving cavity, 320 - Traveling unit, 320-1 - First traveling unit, 320-2 - Second traveling unit, 320-3 - Third traveling unit, 320-4 - Fourth traveling unit, 330 - Wheel assembly, 340 - Suspension assembly, 341 - Bracket, 3411 - First support plate, 3412 - Second support plate, 342 - Guide section, 3421 - Guide rail, 3421-1 - First guide rail, 3421-2 - Second guide rail, 3 43-Sliding part, 343a-Sliding structure, 343b-Power structure, 3431-Driving wheel, 3432-Driven wheel, 3433-Transmission belt, 3434-First driving component, 3435-Slider, 3435-1-First slider, 3435-2-Second slider, 344-Connector, 345-Clamping component, 346-Baffle, 347-Support part, 350-Steering assembly, 351-Second connector, 352-Second driving component, 360-First connector, 361-First connecting plate, 362-Second connecting plate, 36a-First connecting hole

[0043] 400 - Robot, 410 - Control module, 411 - Controller, 412 - Detector, 420 - Robot body. Detailed Implementation

[0044] The technical solutions of the embodiments of this application will be clearly described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. Other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are all within the protection scope of this application.

[0045] In the following description, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0046] Furthermore, in this application, directional terms such as "upper," "lower," "inner," and "outer" are defined relative to the indicated placement of the components in the accompanying drawings. It should be understood that these directional terms are relative concepts, used for relative description and clarification, and can change accordingly depending on the placement of the components in the accompanying drawings.

[0047] In existing technologies, robots are widely used in warehousing, logistics, shopping mall guidance, and home services due to their advantages such as high work efficiency and low noise. During operation, robots need to move within these application scenarios to complete corresponding tasks.

[0048] In the aforementioned application scenarios, robots typically employ wheeled mobility. Wheeled mobile robots can move freely on flat ground, exhibiting good flexibility and maneuverability. For example, in warehouses, wheeled mobile robots can automatically transport goods, improving logistics efficiency. In shopping malls, wheeled mobile robots can automatically plan routes, guiding customers to specific product or service areas.

[0049] Current wheeled mobile robots move relatively smoothly on flat surfaces. However, in the aforementioned application scenarios (such as home services), the movement path of wheeled mobile robots may contain obstacles such as ditches, power lines, and other items scattered on the ground.

[0050] Figure 1 This is a schematic diagram of an obstacle-crossing wheeled mobile robot provided in an embodiment of this application.

[0051] like Figure 1 As shown in (a), when the wheeled mobile robot 100 moves on a flat road surface, the center of gravity A of the wheeled mobile robot 100 is usually located in the center position to facilitate the smooth movement of the wheeled mobile robot 100.

[0052] like Figure 1 As shown in (b), when one wheel of the wheeled mobile robot 100 encounters an obstacle 200, the wheeled mobile robot 100 can move directly over the obstacle 200 and climb over it. For example, along the direction of travel, when one front wheel of the wheeled mobile robot 100 is on the obstacle 200, the center of gravity of the wheeled mobile robot 100 shifts upward and backward, causing the wheeled mobile robot 100 to easily tilt backward, and may even tip over backward due to a large shift in the center of gravity, thus making it unable to work normally.

[0053] For example, the wheeled mobile robot 100 includes a wheeled mobile chassis. To improve the stability of the movement of the wheeled mobile robot 100, a suspension device can be provided on the wheeled mobile chassis.

[0054] Figure 2 This is a schematic diagram of the first obstacle crossing method of a wheeled mobile chassis with a suspension device provided in the embodiments of this application.

[0055] like Figure 2 As shown, the wheeled mobile chassis 110 may include a chassis body 111, wheels 112, and a suspension device 113. The suspension device 113 includes a rotating shaft 1131 and a spring 1132.

[0056] The wheel 112 can be connected to the chassis body 111 via the axle 114. The axle 114 can be rotatably connected to the chassis body 111 via the rotating shaft 1131 of the suspension device 113. At the same time, the spring 1132 can be disposed between the axle 114 and the chassis body 111.

[0057] When the wheeled mobile chassis 110 moves on a flat surface, the spring 1132 between the axle 114 and the chassis body 111 does not deform, allowing the chassis body 111 to move smoothly under the drive of the wheels 112. When the wheels 112 pass over an obstacle 200, the obstacle 200 raises the distance between the wheels 112 and the ground. At this time, the axle 114 can compress the spring 1132 and rotate around the pivot 1131, so that when the wheels 112 contact the obstacle 200, the distance between the chassis body 111 and the ground remains unchanged, preventing the chassis body 111 from tilting and improving the stability of the wheeled mobile chassis 110 during obstacle crossing.

[0058] Figure 3 This is a schematic diagram of a second type of obstacle crossing for a wheeled mobile chassis with a suspension device provided in an embodiment of this application.

[0059] Combination Figure 2 and Figure 3 As shown, since the deformation of spring 1132 is limited, when the obstacle 200 is large, the deformation range of spring 1132 may not be sufficient to offset the change in distance between wheel 112 and the ground caused by obstacle 200, and may even cause the chassis body 111 to tilt, making it difficult to maintain the stability of wheeled mobile robot 100 when crossing obstacle 200.

[0060] Figure 4 This is a schematic diagram of the obstacle crossing force of a wheeled mobile chassis with a suspension device provided in an embodiment of this application.

[0061] like Figure 4As shown, when wheel 112 contacts obstacle 200, wheel 112 will be subjected to an impact force from obstacle 200. The direction of the impact force F1 is the normal direction of wheel 112 at point B, which is the contact point between wheel 112 and obstacle 200. Furthermore, the direction of the compressive force F2 when axle 114 compresses spring 1132 is vertical, and there is an angle between the impact force F1 and the compressive force F2.

[0062] When the axle 114 compresses the spring 1132, the deformation of the spring 1132 can absorb the vertical component of the impact force F1. 11 However, it cannot absorb the horizontal component of the impact force F1. 12 Thus, when wheel 112 passes over obstacle 200, the impact force F1 on wheel 112 cannot be completely offset, which can easily cause the wheeled mobile chassis 110 to vibrate, thereby affecting the movement stability of the wheeled mobile robot 100.

[0063] To address the aforementioned issues, embodiments of this application provide a mobile chassis that can improve obstacle-crossing stability during movement and enhance adaptability to mobile spaces of different sizes.

[0064] Figure 5 This is a schematic diagram of the structure of a mobile chassis provided in an embodiment of this application.

[0065] like Figure 5 As shown, the mobile chassis 300 provided in this application embodiment includes a chassis frame 310 and a plurality of driving units 320.

[0066] For example, in order to facilitate the description of the structure of the mobile chassis 300, in the embodiments of this application, a coordinate system is established with the traveling direction of the mobile chassis 300 as the x-axis direction, the axial direction of the wheel assembly 330 as the y-axis direction, and the vertical direction as the z-axis direction.

[0067] Each driving unit 320 includes a wheel assembly 330 and a suspension assembly 340, the wheel assembly 330 being connected to the chassis frame 310 via the suspension assembly 340. The suspension assembly 340 is configured to drive the wheel assembly 330 relative to the chassis frame 310 in a first direction (e.g., ...). Figure 5 The direction of the dotted line X in the diagram is moved to adjust the distance between the chassis frame 310 and the ground. The first direction is relative to the vertical direction (e.g., the direction of the dotted line X in the diagram). Figure 5 The z-axis direction is tilted.

[0068] It is understandable that when the suspension assembly 340 drives the wheel assembly 330 to move relative to the chassis frame 310 in the first direction, the wheel assembly 330 may move in the first direction toward the side of the chassis frame 310 away from the ground, or the wheel assembly 330 may move in the first direction toward the side of the chassis frame 310 closer to the ground.

[0069] Figure 6 This is a schematic diagram of a mobile chassis overcoming obstacles, provided in an embodiment of this application.

[0070] like Figure 6 As shown in (a), when the mobile chassis 300 travels on a flat road surface, the distance H between each position of the chassis frame 310 and the ground is the same along the direction of travel of the mobile chassis 300. The center of gravity of the mobile chassis 300 can be kept in the middle position of the overall structure, which facilitates the smooth travel of the mobile chassis 300.

[0071] like Figure 6 As shown in (b), when the mobile chassis 300 encounters an obstacle during travel, the wheel assembly 330 at the front will contact the obstacle first along the direction of travel, causing the distance H1 between the front end of the chassis frame 310 and the ground to be greater than the distance H2 between the rear end of the chassis frame 310 and the ground, thereby causing the chassis frame 310 to be in a tilted posture, which in turn causes the center of gravity of the mobile chassis 300 to shift.

[0072] like Figure 6 As shown in (c), when the wheel assembly 330 of the mobile chassis 300 contacts an obstacle, the suspension assembly 340 can drive the wheel assembly 330 relative to the chassis frame 310 along a first direction (e.g., Figure 6 The chassis frame 300 is moved towards the side of the chassis frame 310 away from the ground (in the direction of the dashed line X). This reduces the distance between the front end of the chassis frame 310 and the ground, allowing the chassis frame 310 to return from an inclined posture to a horizontal posture. This, in turn, allows the center of gravity of the mobile chassis 300 to return to the middle position of the overall structure, enabling the mobile chassis 300 to move smoothly when traversing obstacles.

[0073] Simultaneously, when the suspension assembly 340 drives the wheel assembly 330 to move relative to the chassis frame 310 along a first inclined direction, the direction of the driving force F3 provided by the suspension assembly 340 to the wheel assembly 330 is the same as the first direction. The angle between the driving force F3 provided by the suspension assembly 340 and the impact force F1 generated by the obstacle on the wheel assembly 330 is small, and the angle between the driving force F3 and the impact force F1 is smaller than that between the two. Figure 4The angle between the impact force F1 and the compressive force F2 is shown in the diagram. In some cases, the driving force F3 provided by the suspension assembly 340 may be collinear with the impact force F1 generated by the obstacle on the wheel assembly 330. Thus, when the suspension assembly 340 drives the wheel assembly 330 to move relative to the chassis frame 310 in the first direction, it can better absorb the impact force F1 from the obstacle, reducing the vibration of the wheel assembly 330 under the action of the impact force F1, thereby further improving the stability of the mobile chassis 300 when overcoming obstacles.

[0074] In this embodiment, when the suspension assembly 340 drives the wheel assembly 330 to move relative to the chassis frame 310 along the first direction, the distance between the chassis frame 310 and the ground can be adjusted. This allows adjustment of the chassis frame 310's posture when traversing obstacles, ensuring it maintains a horizontal posture and preventing a shift in its center of gravity, thereby improving the stability of the mobile chassis 300 when traversing obstacles. Simultaneously, the tilted orientation of the first direction relative to the vertical direction better absorbs the impact force from obstacles, further enhancing the stability of the mobile chassis 300 when traversing obstacles.

[0075] In some embodiments, the number of multiple driving units 320 can be four, thus the mobile chassis 300 is a four-wheel mobile chassis 300. Along the travel direction of the mobile chassis 300, a set of driving units 320 can be respectively provided at both ends of the chassis frame 310, and each set of driving units 320 may include two driving units 320 arranged opposite each other along the axial direction of the wheel assembly 330.

[0076] Alternatively, the number of multiple driving units 320 can be six, thus making the mobile chassis 300 a six-wheel mobile chassis 300. Along the travel direction of the mobile chassis 300, a set of driving units 320 can be respectively arranged at both ends and the middle position of the chassis frame 310, and each set of driving units 320 can include two driving units 320 arranged opposite each other along the axial direction of the wheel assembly 330.

[0077] It is understood that in other embodiments, the number of multiple driving units 320 may also be three, five, etc., and the number of driving units 320 is not limited in this embodiment.

[0078] The following description uses an example where there are four driving units 320, and a group of driving units 320 can be set at each end of the chassis frame 310 along the traveling direction of the mobile chassis 300. Each group of driving units 320 may include two driving units 320 arranged opposite each other along the axial direction of the wheel assembly 330.

[0079] Along the travel direction of the mobile chassis 300, the four driving units 320 may include a set of front driving units 320 and a set of rear driving units 320. It is understood that, for ease of explanation, the front driving unit 320 and rear driving unit 320 in this embodiment are defined relative to the travel direction. In other words, "front" and "rear" in the front driving unit 320 and rear driving unit 320 in this embodiment are only relative to the travel direction.

[0080] For example, such as Figure 5 As shown, the four driving units 320 can be respectively the first driving unit 320-1, the second driving unit 320-2, the third driving unit 320-3, and the fourth driving unit 320-4. When the moving chassis 300 moves along... Figure 5 When traveling in the direction of Y1, the first driving unit 320-1 and the second driving unit 320-2 can form a front driving unit 320, and the third driving unit 320-3 and the fourth driving unit 320-4 can form a rear driving unit 320. When the moving chassis 300 travels along... Figure 5 When traveling in the Y2 direction, the third driving unit 320-3 and the fourth driving unit 320-4 can form a front driving unit 320, and the first driving unit 320-1 and the second driving unit 320-2 can form a rear driving unit 320. Among them, the Y1 direction and the Y2 direction are opposite to each other.

[0081] As can be seen, a driving unit 320 can be either a front driving unit 320 or a rear driving unit 320. In this embodiment, the front driving unit 320 and the rear driving unit 320 do not refer to a specific driving unit 320.

[0082] like Figure 6 As shown, the wheel assembly 330 of the current driving unit 320 is relative to the chassis frame 310 along a first direction (e.g., Figure 6 When the direction of the dashed line X moves towards the side of the chassis frame 310 away from the ground, the distance H between the chassis frame 310 and the ground can be reduced, and the wheelbase W between the wheel assembly 330 of the front travel unit 320 and the wheel assembly 330 of the rear travel unit 320 will also be reduced. In other words, along the direction of travel, the first direction (such as...) Figure 6 The direction of the dotted line X in the image is relative to the vertical direction (e.g., the direction of the dotted line X). Figure 6 The z-axis direction is tilted backward, and the first direction is tilted upward relative to the direction of travel.

[0083] In this way, the direction of the driving force F3 provided by the suspension assembly 340 to the wheel assembly 330 can be as close as possible to the direction of the impact force F1 generated by the obstacle on the wheel assembly 330, thereby better absorbing the impact force F1, reducing the vibration generated by the impact force F1 on the wheel assembly 330, and improving the driving stability of the mobile chassis 300 when it overturns obstacles.

[0084] Figure 7 This is a schematic diagram of the structure of a wheel assembly relative to the chassis frame at different positions, provided in an embodiment of this application.

[0085] Combination Figure 5 and Figure 7 As shown, in some embodiments, the first direction (e.g.) Figure 5 The direction of the dashed line X in the diagram includes the first sub-direction (e.g., the direction of the dashed line X). Figure 7 The direction of the dotted line M in the middle) and the second sub-direction (such as Figure 7 (the direction of the dotted line N in the diagram), where the first sub-direction and the second sub-direction are along the vertical direction (e.g., ...). Figure 7 The two sets of driving units 320 are symmetrically arranged along the z-axis direction of the moving chassis 300. In one set of driving units 320, the suspension assembly 340 can drive the wheel assembly 330 to move relative to the chassis frame 310 in a first sub-direction, and the suspension assembly 340 of the other set of driving units 320 can drive the wheel assembly 330 to move relative to the chassis frame 310 in a second sub-direction.

[0086] In this way, the various driving units 320 of the mobile chassis 300 can be symmetrically arranged in the vertical direction. When the travel direction of the mobile chassis 300 changes, the driving force F3 generated by the suspension assembly 340 of the driving unit 320 closest to the travel direction on the wheel assembly 330 can maintain a small angle with the impact force F1 of the obstacle. In other words, when the mobile chassis 300 travels in different directions, the driving units 320 closest to the travel direction can reduce the vibration generated by the obstacle on the wheel assembly 330, thereby enabling the mobile chassis 300 to maintain travel stability when overcoming obstacles in different directions.

[0087] Furthermore, when the suspension assembly 340 drives the wheel assembly 330 to move relative to the chassis frame 310 in the first direction, in addition to adjusting the distance between the chassis frame 310 and the ground, it can also adjust the wheelbase of the wheel assembly 330, thereby enabling the driving unit 320 to adapt to different sizes of moving spaces.

[0088] For example, in combination Figure 5 and Figure 7As shown in (a), the first driving unit 320-1 and the third driving unit 320-3 are spaced apart along the direction of travel. The suspension assembly 340 in the first driving unit 320-1 can drive the wheel assembly 330 to move relative to the chassis frame 310 in a first sub-direction, and the suspension assembly 340 in the third driving unit 320-3 can drive the wheel assembly 330 to move relative to the chassis frame 310 in a second sub-direction. When the wheel assembly 330 of the first driving unit 320-1 and the wheel assembly 330 of the third driving unit 320-3 are both located at the end closest to the ground, the distance between the chassis frame 310 and the ground is H3, and the wheelbase between the wheel assembly 330 of the first driving unit 320-1 and the wheel assembly 330 of the third driving unit 320-3 is W1.

[0089] Combination Figure 7 As shown in (b), when the wheel assembly 330 of the first driving unit 320-1 and the wheel assembly 330 of the third driving unit 320-3 are both located at the end away from the ground, the distance between the chassis frame 310 and the ground is H4 < H3, and the wheelbase between the wheel assembly 330 of the first driving unit 320-1 and the wheel assembly 330 of the third driving unit 320-3 is W2 < W1. At this time, the distance between the chassis frame 310 and the ground becomes smaller, and the wheelbase between the first driving unit 320-1 and the third driving unit 320-3 becomes smaller, thereby reducing the overall space occupied by the mobile chassis 300, so that the mobile chassis 300 can move in a smaller space, thereby improving the multi-scenario applicability of the mobile chassis 300.

[0090] Figure 8 This is a partial structural exploded view of the mobile chassis provided in the embodiments of this application.

[0091] like Figure 8 As shown, in some embodiments, the chassis frame 310 includes a base plate 311 and a side plate 312.

[0092] The base plate 311 is located on at least one side of the side plate 312 along the vertical direction. For example, the base plate 311 may be located on the side of the side plate 312 closer to the ground, or the base plate 311 may be located on the side of the side plate 312 away from the ground, or the base plate 311 may be simultaneously located on both the side of the side plate 312 closer to the ground and the side away from the ground.

[0093] Simultaneously, the base plate 311 and the side plate 312 can form a receiving cavity 313. For example, when the base plate 311 is quadrilateral, the side plate 312 can be connected to two opposite sides of the base plate 311 to enclose the receiving cavity 313; or, the side plate 312 can be connected to all four sides of the base plate 311 to enclose the receiving cavity 313. When the base plate 311 is circular or approximately circular, the side plate 312 can be connected to the base plate 311 along the axial direction of the wheel assembly 330 (e.g.,...). Figure 8 The side plates 312 are located on opposite sides of the base plate 311 (in the y-axis direction) to enclose the base plate 311 and form a receiving cavity 313; or, the side plates 312 can be connected to the side of the entire base plate 311 to enclose the base plate 311 and form a receiving cavity 313. It is understood that the specific connection method between the side plates 312 and the base plate 311 can be adjusted according to the actual situation, and this application does not limit it.

[0094] In some embodiments, the suspension assembly 340 may be disposed on the side plate 312 and located in the receiving cavity 313. In this way, the receiving cavity 313 can be used to accommodate the suspension assembly 340, thereby enabling the side plate 312 and the bottom plate 311 to shield against sand and sewage in the mobile environment during the movement of the mobile chassis 300, thus protecting the suspension assembly 340.

[0095] In one example, the wheel assembly 330 may also be disposed within the receiving cavity 313, thereby enabling the wheel assembly 330 to be shielded and protected by the side plate 312.

[0096] In another example, the wheel assembly 330 may be disposed on the side of the side plate 312 opposite to the receiving cavity 313. In this case, the side plate 312 may be provided with an opening 312a extending in a first direction so that the suspension assembly 340 and the wheel assembly 330 can be connected through the opening 312a.

[0097] Continue to combine Figure 8 As shown, optionally, the mobile chassis 300 may further include a first connector 360, which may be fitted into the opening 312a. The side of the first connector 360 facing the receiving cavity 313 may be connected to the suspension assembly 340, and the side facing away from the receiving cavity 313 may be connected to the wheel assembly 330, so that the wheel assembly 330 and the suspension assembly 340 can be connected through the first connector 360. At the same time, the first connector 360 is fitted into the opening 312a extending along the first direction, so that the suspension assembly 340 can drive the wheel assembly 330 to extend along the first direction through the first connector 360.

[0098] For example, the first connector 360 may include a first connecting plate 361 and a second connecting plate 362. The first connecting plate 361 is embedded in the opening 312a and connected to the suspension assembly 340. The second connecting plate 362 is disposed on the side of the first connecting plate 361 away from the suspension assembly 340 and extends in a direction away from the receiving cavity 313 so as to facilitate connection with the wheel assembly 330 outside the receiving cavity 313.

[0099] It is understood that the first connector 360 can also be a bent plate, which is not limited in this embodiment.

[0100] In some embodiments, the driving unit 320 may further include a steering assembly 350. Thus, each driving unit 320 is provided with a steering assembly 350, thereby enabling flexible steering of the mobile chassis 300.

[0101] The steering assembly 350 may include a second connector 351 and a second drive component 352.

[0102] To achieve a compact structure for the driving unit 320, the second driving member 352 can pass through the first connecting hole 36a on the first connecting member 360 and connect to the second connecting member 351, which is also connected to the wheel assembly 330. Thus, when the second driving member 352 drives the second connecting member 351 to rotate, the second connecting member 351 can drive the wheel assembly 330 to rotate together, thereby adjusting the direction of travel of the wheel assembly 330 to facilitate steering of the mobile chassis 300.

[0103] For example, the second connecting member 351 can be a bent plate, with one end of the bent plate located on the side of the second connecting plate 362 opposite to the second driving member 352. The second driving member 352 can be disposed on the second connecting plate 362, and the driving end of the second driving member 352 can pass through the first connecting hole 36a on the second connecting plate 362 and be connected to one end of the bent plate. The other end of the bent plate can be connected to the wheel assembly 330. In this way, the bent plate can be connected to both the second driving member 352 and the first connecting member 360, as well as to the wheel assembly 330. When the suspension assembly 340 drives the wheel assembly 330 to move relative to the chassis frame 310 in the first direction, the rotating assembly will also move accordingly to facilitate steering of the wheel assembly 330 at different positions.

[0104] It is understood that the second connector 351 may also be formed by connecting multiple connector plates, and this embodiment is not limited to this.

[0105] Optionally, the second drive unit 352 can be a steering motor or a steering motor. In this embodiment, the second drive unit 352 is not limited.

[0106] Figure 9 This is a schematic diagram of the suspension assembly provided in the embodiments of this application.

[0107] Figure 10 This is an exploded view of the suspension assembly provided in the embodiments of this application.

[0108] Combination Figure 8 , Figure 9 and Figure 10 As shown, the suspension assembly 340 includes a bracket 341, a guide portion 342, and a sliding portion 343.

[0109] A bracket 341 is disposed on the side plate 312 and located within the receiving cavity 313, corresponding to the opening 312a on the side plate 312. A guide portion 342 and a sliding portion 343 are disposed on the bracket 341 to facilitate connection with the side plate 312, and the bracket 341 has an opening facing the opening 312a, thereby facilitating the connection between the first connector 360 and the guide portion 342 and the sliding portion 343.

[0110] For example, the bracket 341 may include a first support plate 3411 and two second support plates 3412 disposed on opposite sides of the first support plate 3411. In this way, the first support plate 3411 and the two second support plates 3412 can enclose and form a receiving space for accommodating the guide portion 342 and the sliding portion 343.

[0111] It is understood that the bracket 341 can be a one-piece molded structure, or it can be formed by connecting the first support plate 3411 and the second support plate 3412 with screws, adhesives and welding. In this embodiment, the formation of the bracket 341 is not limited.

[0112] In some embodiments, the guide portion 342 is disposed on the second support plate 3412, and the sliding portion 343 is slidably connected to the guide portion 342 and connected to the first connector 360 to connect to the wheel assembly 330 through the first connector 360. In this way, the sliding portion 343 can drive the wheel assembly 330 to slide on the guide portion 342, so that the wheel assembly 330 moves relative to the chassis frame 310 in a first direction.

[0113] For example, the sliding part 343 includes a sliding structure 343a and a power structure 343b, with the sliding structure 343a slidably connected to the guide part 342. The power structure 343b can be disposed on the first support plate 3411 and connected to the sliding structure 343a. The power structure 343b can drive the sliding structure 343a to slide on the guide part 342, thereby driving the wheel assembly 330 to move relative to the chassis frame 310 in a first direction.

[0114] Thus, by incorporating a power structure 343b within the suspension assembly 340, the driving unit 320 can possess an active suspension, compared to Figures 2 to 3 The passive suspension shown can be adjusted in real time according to the moving speed of the wheel assembly 330, the tilt angle of the chassis frame 310 and the obstacle conditions on the ground, thereby improving the driving stability of the mobile chassis 300.

[0115] In some embodiments, the power structure 343b includes a drive wheel 3431, a driven wheel 3432, a transmission belt 3433, and a first drive member 3434.

[0116] The driving wheel 3431 and the driven wheel 3432 are spaced apart along a first direction, and the driving wheel 3431 and the driven wheel 3432 can be mounted on the first support plate 3411. The first driving member 3434 is connected to the driving wheel 3431 and is located on the side of the first support plate 3411 opposite to the driving wheel 3431. The transmission belt 3433 is connected to the driving wheel 3431 and the driven wheel 3432, so that under the drive of the driving wheel 3431, it drives the driven wheel 3432 to rotate, thereby enabling the transmission belt 3433 to move along the first direction. At the same time, the transmission belt 3433 is connected to the sliding structure 343a. Thus, when the first driving member 3434 drives the driving wheel 3431 to rotate, the sliding structure 343a connected to the transmission belt 3433 can slide on the guide portion 342 under the drive of the transmission belt 3433.

[0117] Furthermore, since the transmission belt 3433 is typically a flexible belt, it has a certain deformation capacity. When the transmission belt 3433 drives the sliding structure 343a to move along the guide portion 342, the transmission belt 3433 can absorb a certain amount of impact vibration, thereby improving the smoothness of the sliding structure 343a's movement on the guide portion 342.

[0118] In other embodiments, the driving wheel 3431 and the driven wheel 3432 can also be sprockets, and the driving wheel 3431 and the driven wheel 3432 can be connected by a transmission chain. The sliding structure 343a is connected to the transmission chain. The sprocket transmission accuracy is higher, and the distance between the chassis frame 310 and the ground can be better controlled.

[0119] Optionally, the first driving element 3434 can be a motor or an electric motor. In this embodiment, the first driving element 3434 is not limited.

[0120] It is understood that the power structure 343b can also be a telescopic bar or other structure, which is not limited in this embodiment.

[0121] For example, the first driving unit 320-1 and the second driving unit 320-2 are disposed on opposite sides of the chassis frame 310 along a second direction, wherein the second direction is the direction of the axis of the drive wheel 3431 and also the direction of the axis of the wheel assembly 330. To facilitate reducing the size of the mobile chassis 300 along the second direction, the first drive member 3434 of the first driving unit 320-1 and the first drive member 3434 of the second driving unit 320-2 are staggered. In other words, the axis of the first drive member 3434 of the first driving unit 320-1 and the axis of the first drive member 3434 of the second driving unit 320-2 are staggered, thereby effectively reducing the size of the mobile chassis 300 along the second direction, facilitating the miniaturization design of the mobile chassis 300, and enabling the mobile chassis 300 to adapt to confined spaces.

[0122] Optionally, when the two first driving members 3434 are staggered along the second direction, the driving wheel 3431 of the first driving unit 320-1 and the driven wheel 3432 of the second driving unit 320-2 can correspond, and the driven wheel 3432 of the first driving unit 320-1 and the driving wheel 3431 of the second driving unit 320-2 can correspond. This simplifies the connection and position design of the first driving member 3434 and the driving wheel 3431, and also facilitates power transmission.

[0123] Alternatively, when the two first drive members 3434 are misaligned along the second direction, a transmission structure can be added to one of the driving units 320 so that the two first drive members 3434 can be misaligned.

[0124] It is understood that the arrangement of the two first drive units 3434 in the third driving unit 320-3 and the fourth driving unit 320-4, which are arranged opposite each other along the second direction, can refer to the first driving unit 320-1 and the second driving unit 320-2, and will not be repeated here.

[0125] In some embodiments, the guide portion 342 includes a guide rail 3421 extending along a first direction and disposed on the second support plate 3412. The sliding structure 343a includes a slider 3435 slidably connected to the guide rail 3421. The slider 3435 is also connected to a drive belt 3433 and a first connector 360. Thus, the drive belt 3433 can drive the slider 3435 to slide on the guide rail 3421, thereby enabling the wheel assembly 330 to move relative to the chassis frame 310 along the first direction.

[0126] In other embodiments, the guide portion 342 may also be a sleeve disposed along the first direction, and the sliding structure 343a may be a sliding shaft that passes through the sleeve and slides within the sleeve. It is understood that this embodiment does not limit the specific form of the guide portion 342 and the sliding structure 343a.

[0127] Figure 11 yes Figure 9 A schematic diagram of the cross-section along the CC direction.

[0128] Figure 12 This is a schematic diagram of the cooperation structure between the suspension assembly and the first connector provided in the embodiment of this application.

[0129] Combination Figure 10 , Figure 11 as well as Figure 12As shown, optionally, the guide rail 3421 includes a first guide rail 3421-1 and a second guide rail 3421-2. Both the first guide rail 3421-1 and the second guide rail 3421-2 extend along a first direction, and are respectively disposed on two second support plates 3412. The driving wheel 3431, the driven wheel 3432, and the transmission belt 3433 are located between the first guide rail 3421-1 and the second guide rail 3421-2. The slider 3435 includes a first slider 3435-1 and a second slider 3435-2. The first slider 3435-1 is slidably connected to the first guide rail 3421-1, and the second slider 3435-2 is slidably connected to the second guide rail 3421-2. Both the first slider 3435-1 and the second slider 3435-2 are connected to the first connecting member 360, so as to be connected to the wheel assembly 330 through the first connecting member 360.

[0130] For example, to further reduce the possibility of the slider 3435 detaching from the guide rail 3421, a guide groove is provided on each of the opposite sides of the first guide rail 3421-1, and a protrusion is provided on the first slider 3435-1 corresponding to each of the two guide grooves. The two protrusions of the first slider 3435-1 are respectively engaged with the two guide grooves. In this way, the possibility of the first slider 3435-1 detaching from the guide rail 3421 can be effectively reduced, thereby improving the stability of the connection between the first guide rail 3421-1 and the first slider 3435-1, and also facilitating the improvement of the rationality of the force distribution between the first guide rail 3421-1 and the first slider 3435-1.

[0131] It is understandable that the connection between the second guide rail 3421-2 and the second slider 3435-2 can be referred to the connection between the first guide rail 3421-1 and the first slider 3435-1, which will not be described again here.

[0132] For example, either the first slider 3435-1 or the second slider 3435-2 is connected to the transmission belt 3433, so that the transmission belt 3433 can drive one slider 3435 to move, and the other slider 3435 can move accordingly under the constraint of the first connector 360. In this way, when the slider 3435 drives the wheel assembly 330 to move relative to the chassis frame 310 in the first direction, the first guide rail 3421-1 and the second guide rail 3421-2 can jointly bear the external force during the movement of the wheel assembly 330, so as to reduce the possibility of deformation of the first guide rail 3421-1 and the second guide rail 3421-2, and reduce the possibility of the slider 3435 detaching from the guide rail 3421, thereby helping to strengthen the overall structural strength of the suspension assembly 340.

[0133] The following explanation uses the connection between the second slider 3435-2 and the transmission belt 3433 as an example.

[0134] Please refer to it again. Figure 10 and Figure 11 In some embodiments, the suspension assembly 340 further includes a connector 344 and a clamping member 345. The connector 344 is located between the drive belt 3433 and the second slider 3435-2, and is connected to the second slider 3435-2. The clamping member 345 is located on the side of the drive belt 3433 opposite to the connector 344, and is connected to the connector 344 to clamp the drive belt 3433 between the connector 344 and the clamping member 345. In this way, the connection between the drive belt 3433 and the second slider 3435-2 can be achieved without affecting the structure of the drive belt 3433.

[0135] For example, the connector 344 and the clamping member 345 can be connected by bolts, thereby enabling a detachable connection between the transmission belt 3433 and the second slider 3435-2, which facilitates the maintenance and replacement of the transmission belt 3433.

[0136] In other embodiments, the transmission belt 3433 and the second slider 3435-2 can also be connected by adhesive, which is not specifically limited in this embodiment.

[0137] In some embodiments, when the wheel assembly 330 needs to remain stationary relative to the chassis frame 310, the slider 3435 needs to remain relatively stationary with respect to the guide rail 3421. To reduce the pressure of the slider 3435 on the drive belt 3433 and the first drive member 3434 when the wheel assembly 330 is relatively stationary with respect to the chassis frame 310, baffles 346 are provided at both ends of the guide rail 3421 along the first direction, and the suspension assembly 340 also includes a support portion 347. The support portion 347 is disposed between the slider 3435 and the baffles 346 to maintain the relative stationary state between the slider 3435 and the guide rail 3421, thereby reducing the torque of the first drive member 3434 used to maintain the relative stationary state between the slider 3435 and the guide rail 3421.

[0138] For example, the support portion 347 is an elastic element that can deform along a first direction, thereby generating a force along the first direction to support the slider 3435.

[0139] Optionally, the elastic element can be a spring. The spring can be set between the first slider 3435-1 and the baffle 346 and between the second slider 3435-2 and the baffle 346, and more than one spring can be set between each slider 3435 and the baffle 346 to improve the supporting force of the spring.

[0140] like Figure 9As shown, the springs in the suspension assembly 340 are all in a compressed state. In this way, the springs on both sides of the slider 3435 can generate opposite supporting forces on the slider 3435, thereby squeezing the slider 3435 on both sides so that the slider 3435 remains relatively stationary relative to the guide rail 3421.

[0141] In other embodiments, the support portion 347 may be omitted, and the relative static state between the slider 3435 and the guide rail 3421 may be maintained solely by the first drive member 3434 and the transmission belt 3433.

[0142] The specific movement process of the suspension assembly 340 is described below.

[0143] Combination Figure 8 and Figure 9 As shown, when it is necessary to reduce the distance between the chassis frame 310 and the ground, the first driving member 3434 can drive the drive wheel 3431 to rotate in the O1 direction. The drive wheel 3431 can drive the transmission belt 3433 to move in the M1 direction, thereby causing the slider 3435 to move relative to the guide rail 3421 in the M1 direction. At this time, the slider 3435 can drive the wheel assembly 330 to move relative to the chassis frame 310 in the M1 direction through the first connecting member 360, thereby reducing the distance between the chassis frame 310 and the ground.

[0144] When it is necessary to increase the distance between the chassis frame 310 and the ground, the first driving member 3434 can drive the drive wheel 3431 to rotate in the O2 direction. The drive wheel 3431 can drive the transmission belt 3433 to move in the M2 direction, thereby causing the slider 3435 to move relative to the guide rail 3421 in the M2 direction. At this time, the slider 3435 can drive the wheel assembly 330 to move relative to the chassis frame 310 in the M2 direction through the first connecting member 360, thereby increasing the distance between the chassis frame 310 and the ground.

[0145] In some embodiments, the wheel assembly 330 includes a wheel and a third drive member (not shown). The wheel is connected to a second connecting member 351, and the third drive member is disposed on the wheel and used to drive the wheel to rotate. Thus, the mobile chassis 300 with four driving units 320 is a four-wheel drive mobile chassis 300, which facilitates the control of the movement of the mobile chassis 300 and improves the stability of the mobile chassis 300.

[0146] For example, the third driving component can be a hub motor, hub motor, etc., but this embodiment does not limit the third driving component.

[0147] Figure 13 This is a flowchart of a control method for a mobile chassis provided in an embodiment of this application.

[0148] like Figure 13As shown, this application also provides a control method for a mobile chassis, including:

[0149] Step S110: Detect the attitude of the chassis frame 310.

[0150] For example, during the movement of the mobile chassis 300, the attitude of the chassis frame 310 can be detected in real time so as to adjust the attitude of the chassis frame 310 in a timely manner.

[0151] Optionally, a gyroscope sensor can be installed on the chassis frame 310 to detect whether the chassis frame 310 is tilted.

[0152] Alternatively, a camera assembly can be installed in the wheel assembly 330. The camera assembly can be used to observe the attitude of the chassis frame 310, or it can be used to observe obstacles on the road surface, so as to determine whether the chassis frame 310 is tilted based on the images captured by the proposed assembly.

[0153] Step S120: When a tilt is detected in the chassis frame 310, the suspension assembly 340 of at least one driving unit 320 is driven based on the tilt attitude of the chassis frame 310 to reduce the tilt angle of the chassis frame 310.

[0154] Figure 14 This is a schematic diagram of the attitude adjustment of a mobile chassis provided in an embodiment of this application.

[0155] Figure 15 This is a schematic diagram illustrating another posture adjustment of the mobile chassis provided in this application embodiment.

[0156] Combination Figure 14 and Figure 15 As shown, when the chassis frame 310 tilts, the chassis frame 310 can tilt in the direction of travel or in a second direction.

[0157] When the chassis frame 310 tilts along the direction of travel, the tilting posture of the chassis frame 310 may be rearward (the front end of the chassis frame 310 is higher than the rear end) or as... Figure 14 As shown in (a) in the diagram, the chassis frame 310 is tilted forward (the rear end of the chassis frame 310 is higher than the front end).

[0158] When the chassis frame 310 tilts in the second direction, the tilting posture of the chassis frame 310 may be tilted to the left (the right end of the chassis frame 310 is higher than the left end) or as follows: Figure 15 As shown in (a) in the figure, the chassis frame 310 is tilted to the right (the left end of the chassis frame 310 is higher than the right end).

[0159] When a tilt is detected in the chassis frame 310, the suspension assembly 340 of the driving unit 320 at the corresponding position can be adjusted to reduce the tilt angle of the chassis frame 310.

[0160] For example, step S120 described above can be implemented by the following method:

[0161] In some embodiments, when the chassis frame 310 tilts along the travel direction, one of the suspension components 340 of the two sets of driving units 320 arranged opposite each other along the travel direction is driven to reduce the tilt angle of the chassis frame 310.

[0162] In one example, such as Figure 14 As shown in (a), when the chassis frame 310 tilts forward, the front end of the chassis frame 310 is lower than the rear end along the direction of travel. Figure 14 As shown in (b), the suspension assembly 340 of the rear-end running unit 320 can be adjusted to reduce the distance between the rear end of the chassis frame 310 and the ground, thereby reducing the tilt angle of the chassis frame 310.

[0163] In another example, when the chassis frame 310 tilts forward, the suspension assembly 340 of the front-end driving unit 320 can be adjusted to increase the distance between the front end of the chassis frame 310 and the ground, thereby reducing the tilt angle of the chassis frame 310.

[0164] It is understandable that the adjustment process when the chassis frame 310 tilts backward is similar to the adjustment process when the chassis frame 310 tilts forward, and will not be described in detail here.

[0165] In some embodiments, along the axial direction of the chassis frame 310 and the wheel assembly 330 (e.g., Figure 15 When the chassis frame 310 tilts (in the y-axis direction), it drives one of the suspension components 340 of the two sets of driving units 320 that are arranged opposite each other along the axis direction to reduce the tilt angle of the chassis frame 310.

[0166] In one example, such as Figure 15 As shown in (a), when the chassis frame 310 tilts to the right, along the axial direction, the left end of the chassis frame 310 is higher than the right end. Figure 15 As shown in (b), the suspension assembly 340 of the driving unit 320 located at the right end can be adjusted to reduce the distance between the right end of the chassis frame 310 and the ground, thereby reducing the tilt angle of the chassis frame 310.

[0167] In another example, when the chassis frame 310 tilts to the right, the suspension assembly 340 of the driving unit 320 located at the right end can be adjusted to increase the distance between the right end of the chassis frame 310 and the ground, thereby reducing the tilt angle of the chassis frame 310.

[0168] Understandably, the adjustment process when the chassis frame 310 tilts to the left is similar to the adjustment process when the chassis frame 310 tilts to the right, and will not be described in detail here.

[0169] In some embodiments, the chassis frame 310 tilts along the direction of travel and also tilts along the axis of the wheel assembly 330. In this case, the tilt along the direction of travel and the tilt along the axis can be adjusted separately according to the tilt posture of the chassis frame 310. In other words, it may be necessary to adjust the suspension assemblies 340 of the two driving units 320 to reduce the tilt angle of the chassis frame 310. It is understood that since each driving unit 320 is independently controlled, when adjusting the suspension assemblies 340 of the two driving units 320 simultaneously, the process of tilting forward and to the right described above can be referred to, and will not be repeated here.

[0170] Figure 16 This is a schematic diagram of the robot provided in the embodiments of this application.

[0171] like Figure 16 As shown in the illustration, this application also provides a robot 400, which includes a mobile chassis 300, a control module 410, and a robot body 420. The robot body 420 can be mounted on the mobile chassis 300 to move under the drive of the mobile chassis 300. The control module 410 may include a controller 411 and a detector 412. The detector 412 is used to detect the tilt state of the chassis frame 310, and the controller 411 is used to adjust the suspension components 340 of each driving unit 320 according to the tilt state of the chassis frame 310 detected by the detector 412, so as to improve the driving stability of the robot 400.

[0172] It should be noted that those skilled in the art, upon considering the specification and practicing the application disclosed herein, will readily conceive of other embodiments of this application. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and embodiments are to be considered exemplary only, and the true scope of this application is indicated by the claims.

[0173] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A mobile chassis, characterized in that, include: Chassis frame (310); Multiple driving units (320), each of the driving units (320) including a wheel assembly (330) and a suspension assembly (340); The wheel assembly (330) is connected to the chassis frame (310) via the suspension assembly (340); The suspension assembly (340) is configured to drive the wheel assembly (330) to move relative to the chassis frame (310) in a first direction to adjust the distance between the chassis frame (310) and the ground; The first direction is inclined relative to the vertical direction.

2. The mobile chassis according to claim 1, characterized in that, The suspension assembly (340) includes a guide portion (342) and a sliding portion (343); The guide portion (342) is disposed on the chassis frame (310); The sliding part (343) is slidably connected to the guide part (342) and connected to the wheel assembly (330); The sliding part (343) is configured to drive the wheel assembly (330) to slide on the guide part (342) so that the wheel assembly (330) moves relative to the chassis frame (310) in the first direction.

3. The mobile chassis according to claim 2, characterized in that, The sliding part (343) includes a sliding structure (343a) and a power structure (343b); The sliding structure (343a) is slidably connected to the guide portion (342) and connected to the wheel assembly (330); The power structure (343b) is disposed on the chassis frame (310) and connected to the sliding structure (343a); The power structure (343b) is configured to drive the sliding structure (343a) to slide on the guide portion (342) to drive the wheel assembly (330) to move relative to the chassis frame (310) in the first direction.

4. The mobile chassis according to claim 3, characterized in that, The power structure (343b) includes a driving wheel (3431), a driven wheel (3432), a transmission belt (3433), and a first driving member (3434); The driving wheel (3431) and the driven wheel (3432) are arranged at intervals along the first direction; The transmission belt (3433) is connected to the driving pulley (3431) and the driven pulley (3432), and is connected to the sliding structure (343a); The first driving member (3434) is connected to the driving wheel (3431); The first drive member (3434) is configured to drive the drive wheel (3431) to rotate and drive the driven wheel (3432) to rotate via the transmission belt (3433), so that the transmission belt (3433) drives the sliding structure (343a) to slide on the guide portion (342).

5. The mobile chassis according to claim 4, characterized in that, The guide section (342) includes a guide rail (3421); The guide rail (3421) extends along the first direction and is disposed on the chassis frame (310); The sliding structure (343a) includes a slider (3435); The slider (3435) is slidably connected to the guide rail (3421); The slider (3435) is connected to the transmission belt (3433) and to the wheel assembly (330); The slider (3435) is configured to drive the wheel assembly (330) to slide on the guide rail (3421) under the drive of the transmission belt (3433).

6. The mobile chassis according to claim 5, characterized in that, The suspension assembly (340) further includes a connector (344) and a clamping member (345); The connector (344) is located between the transmission belt (3433) and the slider (3435) and is connected to the slider (3435); The clamping member (345) is located on the side of the transmission belt (3433) away from the connector (344) and is connected to the connector (344) to clamp the transmission belt (3433) between the connector (344) and the clamping member (345).

7. The mobile chassis according to claim 5, characterized in that, Along the first direction, baffles (346) are provided at both ends of the guide rail (3421); The suspension assembly (340) also includes a support (347); The support (347) is disposed between the slider (3435) and the baffle (346); The support (347) is configured to support the slider (3435) and maintain the relative stationary state between the slider (3435) and the guide rail (3421).

8. The mobile chassis according to claim 7, characterized in that, The support part (347) is an elastic element; The elastic element can undergo elastic deformation along the first direction.

9. The mobile chassis according to claim 5, characterized in that, The guide rail (3421) includes a first guide rail (3421-1) and a second guide rail (3421-2); The first guide rail (3421-1) and the second guide rail (3421-2) both extend along the first direction and are disposed on the chassis frame (310); The first guide rail (3421-1) and the second guide rail (3421-2) are located on opposite sides of the drive wheel (3431); The slider (3435) includes a first slider (3435-1) and a second slider (3435-2); The first slider (3435-1) is slidably connected to the first guide rail (3421-1) and connected to the wheel assembly (330); The second slider (3435-2) is slidably connected to the second guide rail (3421-2) and connected to the wheel assembly (330); Either the first slider (3435-1) or the second slider (3435-2) is connected to the transmission belt (3433).

10. The mobile chassis according to any one of claims 4-9, characterized in that, Along the second direction, a first driving unit (320-1) and a second driving unit (320-2) are provided on opposite sides of the chassis frame (310), and the second direction is the axial direction of the drive wheel (3431); Along the second direction, the first drive member (3434) of the first driving unit (320-1) and the first drive member (3434) of the second driving unit (320-2) are misaligned.

11. The mobile chassis according to claim 10, characterized in that, Along the second direction, the driving wheel (3431) of the first driving unit (320-1) corresponds to the driven wheel (3432) of the second driving unit (320-2), and the driven wheel (3432) of the first driving unit (320-1) corresponds to the driving wheel (3431) of the second driving unit (320-2).

12. The mobile chassis according to any one of claims 1-11, characterized in that, The chassis frame (310) includes a bottom plate (311) and side plates (312); The bottom plate (311) is located on at least one side of the side plate (312) along the vertical direction, and the bottom plate (311) and the side plate (312) form a receiving cavity (313); The suspension assembly (340) is disposed on the side plate (312) and located in the receiving cavity (313); The side plate (312) is provided with an opening (312a) extending along the first direction; The mobile chassis also includes a first connector (360); The first connector (360) is embedded in the opening (312a) and connected to the wheel assembly (330) and the suspension assembly (340).

13. The mobile chassis according to claim 12, characterized in that, Also includes: A steering assembly (350) is connected to the first connector (360) and the wheel assembly (330) to adjust the direction of travel of the wheel assembly (330).

14. The mobile chassis according to claim 13, characterized in that, The steering assembly (350) includes a second drive member (352) and a second connector (351); One end of the second connector (351) is connected to the first connector (360), and the other end is connected to the wheel assembly (330); The second driving member (352) is disposed on the first connecting member (360); The second drive member (352) is configured to drive the second connector (351) to move in order to adjust the direction of travel of the wheel assembly (330).

15. A robot, characterized in that, Including the mobile chassis as described in any one of claims 1-14.

16. A control method for a mobile chassis, characterized in that, Applied to the mobile chassis as described in any one of claims 1-14, the method comprises: Detect the attitude of the chassis frame; If a tilt is detected in the chassis frame, the suspension assembly of at least one of the driving units is driven based on the tilt attitude of the chassis frame to reduce the tilt angle of the chassis frame.

17. The control method for a mobile chassis according to claim 16, characterized in that, The suspension assembly of at least one of the driving units, driven by the tilt attitude of the chassis frame, to reduce the tilt angle of the chassis frame includes: When the chassis frame tilts along the travel direction of the mobile chassis, one of the suspension components of the two sets of driving units that are arranged opposite each other along the travel direction is driven to reduce the tilt angle of the chassis frame. And / or, When the chassis frame tilts along the axial direction of the drive wheel assembly, one of the suspension assemblies of the two sets of driving units arranged opposite each other along the axial direction is driven to reduce the tilt angle of the chassis frame.

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