Steering wheel omni-directional autonomous mobile robot

Abstract

The invention belongs to the technical field of robots, and particularly relates to a steering wheel omni-directional autonomous mobile robot which comprises a chassis, a steering wheel set, a suspension system, a holder mechanism, a main control module and a power module, the chassis is connected with the steering wheel set through the suspension system, the holder mechanism is fixed to the top of the chassis through a four-point contact bearing of a large yaw shaft, and the main control module is connected with the main control module. The main control module is fixed in the middle of the chassis, the main control module is electrically connected with the steering wheel set through a CAN bus and connected with the power module through a wire, and the power module is fixed in a #-shaped area of the chassis. The strength of the hub is improved and the weight is reduced through a carbon fiber die-casting process, and the wear resistance, skid resistance and other properties are enhanced through a steering wheel rubber coating process; the rocker arm type independent suspension reduces the unsprung mass, improves the rigidity and the anti-roll capacity, and reduces the deflection of the rotation center; the degree of freedom is increased through the double-yaw-axis holder, the transmission angle is optimized in cooperation with a four-connecting-rod mechanism, and the precision is improved through a mold spring for gravity compensation.

Description

Technical Field

[0001] This invention belongs to the field of robotics technology, specifically relating to a steering wheel-driven omnidirectional autonomous mobile robot. Background Technology

[0002] Existing mobile robots suffer from significant shortcomings in motion and endurance technologies. For example, tracked gas monitoring robots are difficult to maintain, consume a lot of energy, and are slow. Traditional wheeled robots (such as Mecanum wheels and omnidirectional wheels) can move in all directions, but they consume a lot of motor power and the rubber wheels wear out quickly. Steering wheel robots need to drive both the steering and wheel motors simultaneously, resulting in high energy consumption and affecting endurance. Although supercapacitors have been developed to meet endurance requirements and increase chassis power output, their complex technology and structure lead to high production and maintenance costs, limiting commercial applications. Existing suspension systems, such as Watt's linkage structures, suffer from insufficient stiffness and high ground contact risk due to multiple hinge points. Candle-type suspensions have problems with large play and low anti-roll effect. The gimbal gravity compensation uses rubber bands that are prone to aging and cannot achieve perfect balance. Traditional steering wheel calculation algorithms do not optimize steering paths, and sharp turns of the steering motor easily consume power. At the same time, there is room for optimization in radar layout, wiring design, strength and lightweighting of core components. Summary of the Invention

[0003] To address the technical problems existing in the current mobile robots, this invention provides a steering wheel-driven omnidirectional autonomous mobile robot.

[0004] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows: An omnidirectional autonomous mobile robot with steering wheels includes a chassis, a steering wheel assembly, a suspension system, a gimbal mechanism, a main control module, and a power module. The chassis is connected to the steering wheel assembly via the suspension system. The gimbal mechanism is fixed to the top of the chassis via a four-point contact bearing on the large yaw shaft. The main control module is fixed in the middle of the chassis and is electrically connected to the steering wheel assembly via a CAN bus and connected to the power module via wires. The power module is fixed in a grid-shaped area of ​​the chassis.

[0005] The steering wheel assembly includes an embedded hub wheel system, which is connected to the steering motor shaft via a shrink sleeve. A primary step and a secondary step are provided between the shrink sleeve and the flange. The primary step is used for axial positioning of the shrink sleeve, and the secondary step prevents indentation on the outer ring of the shrink sleeve. The outer surface of the embedded hub wheel system is coated with a rubber layer using a rubber coating process, which includes sandblasting and cleaning of the metal substrate, coating with Chemlock adhesive, and compression molding. The suspension system is a rocker arm independent suspension, including a rocker arm, a brass bushing, an ESC mounting plate, and brass washers. The rocker arm is connected to the chassis through the brass bushing by a 6mm diameter screw. One end of the rocker arm is isolated from and fixed to the ESC mounting plate by brass washers. The ESC mounting plate acts as a rib to enhance the rigidity of the rocker arm. The gimbal mechanism adopts a dual-yaw axis structure, including a large yaw axis, a small yaw axis, and a four-bar linkage. The large yaw axis is supported by a four-point contact bearing, and the small yaw axis achieves pitch axis elevation through the four-bar linkage. The minimum transmission angle of the four-bar linkage is greater than 40°. The gimbal mechanism is equipped with a navigation lidar, which is mounted on one side of the large yaw axis through an adjustable fixing component to avoid interference with the transmitting mechanism.

[0006] The main control module uses an STM32F334C8T6 chip and communicates with the rudder motor via a CAN bus. The CAN bus circuit includes a TJA1050 transceiver and a 120Ω terminating resistor. The main control module acquires the voltage and current signals of the supercapacitor bank and the battery through an OPA2350 operational amplifier and processes the data using a limiting mean filtering method and a two-point fitting method.

[0007] The power module includes a supercapacitor bank, a dual-switch DC-DC converter, and a chassis motor. The supercapacitor bank is connected to the chassis motor through the dual-switch DC-DC converter. The charging and discharging control of the supercapacitor bank adopts a cascaded PID closed-loop algorithm. During charging, it is controlled by the power loop and the current loop, and during discharging, it is controlled by the voltage loop and the current loop. The wheel hub system has a wheel diameter of 100-120mm, a rubber coating thickness of 3-8mm, and a rubber coating hardness of 60-70A. The wheel hub system is formed by die-casting carbon fiber, and the material is In2 ​​slow-curing resin and Toray 3mm carbon fiber short filaments. The curing temperature is 60℃.

[0008] The charging and discharging control logic of the supercapacitor bank was verified by MATLAB SIMULINK simulation to achieve constant current charging, trickle discharge and constant voltage discharge. The MOSFET of the dual-switch DC-DC converter is Infineon BSC070N10NS5, with a withstand voltage of 100V and an internal resistance of 7mΩ.

[0009] The rudder wheel assembly solution algorithm is based on a four-rudder wheel linear model and a spin model, and derives the rotation angle and speed of each rudder wheel through vector superposition. The equation for the angle is: The velocity equation is: in: This represents the steering angle of the x-th steering wheel; This represents the translational velocity of the vehicle along the x-axis in the global coordinate system. This represents the translational velocity of the vehicle body along the y-axis in the global coordinate system; This indicates the angular velocity of the vehicle's spin.

[0010] The steering smoothness optimization algorithm for the steering wheel assembly calculates the shortest path for the steering motor to rotate. When the rotation angle exceeds 90°, the speed of the steering motor is automatically reversed. The formula for the shortest path algorithm is as follows: in: This indicates the target rotation angle of the rudder towards the motor. This indicates the current actual angle of the rudder motor; This indicates that the value within the parentheses is subjected to a 360-degree modulo operation to ensure that the angle difference is mapped to the range of 0° to 360°. This represents the shortest path angle difference from the current angle to the target angle for the rudder motor to rotate.

[0011] Compared with the prior art, the beneficial effects of this invention are: This invention enhances wheel hub strength and reduces weight through die-cast carbon fiber technology, while rubber coating of the steering wheel improves wear resistance and anti-slip properties. The rocker-arm independent suspension reduces unsprung mass, increases stiffness and anti-roll capability, and minimizes rotation center offset. A dual-yaw axis gimbal increases freedom of movement, and a four-bar linkage optimizes transmission angles. Gravity compensation utilizes mold springs to improve accuracy. The navigation lidar is adjustable to avoid interference, and dual independent cable bays provide a rational wiring layout. A supercapacitor combined with a dual-switch DC-DC converter and cascaded PID closed-loop control improves endurance and power output. The main control module achieves precise control via CAN bus and multiple communication methods, while sampling filtering, self-testing, and power control algorithms ensure stability. The steering wheel calculation algorithm is based on the vector superposition of linear and spin models, and the steering smoothness optimization algorithm reduces mechanical impact and energy consumption through shortest path calculation. Ultimately, this invention achieves a comprehensive effect of improved endurance, reduced production costs, enhanced omnidirectional mobility, and extended maintenance cycles for the steering wheel robot. Attached Figure Description

[0012] To more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings in the following description are merely exemplary, and those skilled in the art can derive other embodiments based on the provided drawings without creative effort.

[0013] The structures, proportions, sizes, etc. illustrated in this specification are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed herein, and are not intended to limit the conditions under which the present invention can be implemented. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportions, or adjustments to the size, without affecting the effects and objectives that the present invention can produce, should still fall within the scope of the technical content disclosed in the present invention.

[0014] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a schematic diagram of the steering wheel assembly of the present invention; Figure 3 This is a schematic diagram of the suspension system and gimbal mechanism of the present invention; Figure 4 This is a circuit diagram of the main control module of the present invention; Figure 5 This is a schematic diagram of the supercapacitor bank of the present invention; Figure 6 This is a circuit diagram of the dual-switch DC-DC converter of the present invention; Figure 7 This is a simulation diagram of the charging and discharging process of the present invention.

[0015] The components are as follows: 1 is the chassis, 2 is the steering wheel assembly, 3 is the suspension system, 4 is the gimbal mechanism, 5 is the main control module, 6 is the power module, 201 is the embedded hub wheel system, 202 is the expansion sleeve, 203 is the rudder motor, 204 is the flange, 205 is the first-level step, 206 is the second-level step, 301 is the rocker arm, 302 is the brass bushing, 303 is the ESC mounting plate, 304 is the brass gasket, 401 is the large yaw shaft, 402 is the small yaw shaft, 403 is the four-bar linkage, 404 is the navigation lidar, 601 is the supercapacitor group, 602 is the dual-switch DC-DC converter, and 603 is the chassis motor. Detailed Implementation

[0016] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. These descriptions are only for further illustrating the features and advantages of the present invention, and not for limiting the claims of the present invention. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0017] The specific embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and are not intended to limit the scope of the invention.

[0018] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0019] I. Overall Structure and Connections like Figure 1 As shown, the core structure of this omnidirectional autonomous mobile robot includes a chassis 1, a steering wheel assembly 2, a suspension system 3, a gimbal mechanism 4, a main control module 5, and a power module 6. The components work together to achieve functions such as omnidirectional movement, environmental perception, and intelligent control.

[0020] Chassis 1: Serving as the main support for the robot, it adopts a grid-shaped aluminum alloy frame structure, achieving lightweight while ensuring strength. Its bottom is connected to four sets of steering wheel groups 2 via a suspension system 3, while the top is secured to the gimbal mechanism 4 via a four-point contact bearing on the large yaw shaft 401. The main control module 5 is fixed in the middle of the chassis, while the power module 6 is placed within the grid-shaped area of ​​the chassis. This layout facilitates center of gravity balance and cable management.

[0021] Steering wheel assembly 2 and suspension system 3: Each steering wheel assembly 2 is connected to the chassis 1 via a rocker arm independent suspension system 3. Specifically, the rocker arm 301 is hinged to the chassis via a 6mm diameter shear bolt passing through a brass bushing 302. This design effectively reduces wear at the hinge point. One end of the rocker arm 301 is isolated from and fixed to the electronic speed control (ESC) mounting plate 303 by a brass washer 304. The ESC mounting plate 303 acts as a rib, enhancing the lateral stiffness of the rocker arm and thus improving anti-roll capability. Compared to traditional candle-type suspension, this structure reduces unsprung mass by 30%, resulting in a 25% increase in response speed.

[0022] II. Specific Implementation Details of Key Components (a) Steering wheel assembly 2 201 In-line wheel hub system Structural design: such as Figure 2As shown, the hub-and-wheel system adopts an embedded structure, directly embedding the output shaft of the yaw motor 203 into the center of the hub. This design reduces the turning radius of the yaw motor to 28mm, effectively improving steering accuracy. Two steps are provided between the expansion sleeve 202 and the flange 204. The first step 205 is used for axial positioning of the expansion sleeve, ensuring accurate installation; the second step 206 prevents indentations on the outer ring of the expansion sleeve, facilitating disassembly and maintenance. Testing shows that this structure increases the contact surface utilization rate of the expansion sleeve from 75% in the traditional design to 98%, effectively reducing the risk of slippage.

[0023] Materials and Processes: The wheel hub system is formed using a die-cast carbon fiber process. The specific steps are as follows: In2 slow-curing resin is premixed with Toray 3mm chopped carbon fiber filaments at a mass ratio of 1:0.8, then pressed into a 3D-printed rigid mold and cured at 60℃ for 12 hours. Afterwards, demolding, polishing, and secondary processing are performed. The resulting sample has a density of 1400 kg / m³. Although its actual strength is slightly lower than that of 6061 aluminum, it meets the load-bearing requirements of the robot, while reducing its weight by 40% compared to aluminum alloy wheels.

[0024] Rubber coating process: The metal substrate is first sandblasted to remove the oxide layer and increase its roughness. Then, Chemlock adhesive is applied. Next, the rubber and metal are placed together in a mold and molded and vulcanized at 150°C and 8MPa for 30 minutes to form a rubber layer with a thickness of 5mm and a hardness of 65A. This rubber coating process extends the wear resistance of the steering wheel to 200 hours, which is 3 times longer than that of traditional rubber wheels.

[0025] (ii) Suspension System 3 Rocker arm independent suspension: such as Figure 3 As shown, the rocker arm 301 is milled from 7075 aluminum alloy with an I-beam cross-section to improve bending strength. The brass bushing 302 has self-lubricating properties, which can reduce frictional loss at the hinge point. Actual measurements show that the axial offset of this suspension system is less than 0.5mm, meeting the requirements of the electronic control system for rotation center stability. The electronically adjustable mounting plate 303 is fixed to the rocker arm 301 with M3 screws. The brass washer 304 is used to isolate dry friction between the plates, reducing mechanical noise and increasing the overall stiffness of the suspension system by 40%.

[0026] (III) Gimbal Mechanism 4 Dual yaw axis structure: The large yaw axis 401 is supported by a four-point contact bearing (model QJ205). This bearing can simultaneously withstand axial and radial loads, and its axial runout tolerance is controlled within 0.02mm, ensuring the rotational accuracy of the gimbal. The small yaw axis 402 achieves pitch axis tilting through a four-bar linkage 403. The length of each of the three links in the four-bar linkage is 60mm. Through trajectory simulation optimization, the minimum transmission angle is maintained at 45°, meeting the allowable value requirement of greater than 40° in mechanical design and ensuring the force transmission effect.

[0027] Navigation LiDAR 404 Layout: The LiDAR is mounted on one side of the large yaw axis 401 via an adjustable L-shaped bracket. The bracket has elongated mounting holes, allowing the LiDAR to be tilted within a range of ±15°. This design avoids interference with the transmitting mechanism and allows for oblique or inverted installation according to algorithm requirements, improving environmental adaptability.

[0028] (iv) Main control module 5 Hardware design: such as Figure 4 As shown, the main control chip is an STM32F334C8T6, which integrates a CAN controller. It communicates with the rudder motor 203 via a TJA1050 transceiver. A 120Ω terminating resistor is connected in parallel across the CAN bus to improve signal anti-interference capability. The voltage and current sampling circuit uses an OPA2350 operational amplifier to acquire signals from the supercapacitor bank 601 and the battery, achieving a sampling accuracy of 0.1%. The acquired data is first filtered to remove noise using a limiting mean filter, and then linear error correction is performed using a two-point fitting method (Y=aX+b, where a is the slope and b is the intercept) to ensure data accuracy.

[0029] (v) Power Module 6 Supercapacitor pack 601: such as Figure 5 As shown, it consists of four 3.8V / 1200F supercapacitors connected in series, with a total capacitance of 300F and a rated voltage of 15.2V. Figure 6 As shown, the chassis motor 603 is connected via a dual-switch DC-DC converter 602. The converter employs a two-switch topology, with two 100μF through-hole solid capacitors connected in parallel at the input and output terminals to suppress voltage drops. Testing showed that when the load current is 5A, the voltage drop is less than 2V, meeting the system requirements.

[0030] Charge / Discharge Control: The charge / discharge control employs a cascaded PID closed-loop algorithm. During charging, it consists of an outer power loop and an inner current loop. The power loop calculates the current setpoint based on the difference between the set power and the actual power. The current loop then adjusts the PWM duty cycle based on this setpoint to achieve constant current charging (charging current set to 10A). When the capacitor voltage reaches 15V, it switches to trickle charging (current 0.5A). During discharging, it is controlled by a voltage loop and a current loop. The voltage loop maintains a constant output voltage (12V), and the current loop limits the discharge current to no more than 80A. Figure 7 As shown, the control logic was verified through MATLAB SIMULINK simulation, achieving a smooth switching between constant current charging, trickle discharge, and constant voltage discharge.

[0031] MOSFET selection: Infineon BSC070N10NS5 MOSFET is selected, which has a withstand voltage of 100V and an internal resistance of 7mΩ. It can withstand the reverse electromotive force generated during the robot's emergency braking and has high safety and reliability.

[0032] III. Specific Implementation of the Core Algorithm Steering wheel solution algorithm Based on a linear model and a spin model of four steering wheels, the rotation angle and velocity of each steering wheel are derived through vector superposition. Using the x-axis translational velocity Vx, y-axis translational velocity Vy, and spin angular velocity Vω in the vehicle's global coordinate system as input, the steering angle θx and linear velocity Vx of the x-th steering wheel are calculated, as shown in the following formulas: Angle equation: The "±" symbol is determined based on the position of the steering wheel (front, back, left, right).

[0033] Velocity equation: In the code implementation, the atan2f function is used to calculate the angle, ensuring that the angle value is mapped to the range [-π, π], thereby improving the calculation accuracy.

[0034] Steering smoothness optimization algorithm When the rotation angle of the rudder motor 203 exceeds 90°, the algorithm automatically calculates the shortest path angle difference, using the following formula: The expression `fmod(・,360)` represents a 360-degree modulo operation on the value within parentheses, ensuring that the angle difference maps to the 0°~360° range. When the shortest path angle difference is greater than 90°, the wheel steering motor speed is reversed, causing the rudder steering motor to rotate along the shortest path, avoiding the power loss and mechanical shock caused by directly reversing 180 degrees. Testing showed that this algorithm reduced steering energy consumption by 25% and improved smoothness by 30%.

[0035] IV. Work Process and Application Scenarios Initialization Phase: After the main control module 5 is powered on, it first performs a self-test on the supercapacitor group 601 and the battery to check whether the voltage and current are normal. Then, it initializes the parameters of the rudder motor 203 and the wheel motor via the CAN bus, reads the current angle of the gimbal mechanism 4, and completes the system initialization.

[0036] Autonomous navigation phase: The navigation lidar 404 scans the surrounding environment in real time, generating point cloud data and transmitting it to the main control module 5. The main control module 5 constructs an environmental map using the SLAM algorithm, and, combined with preset path planning, calculates the steering angle and speed of each steering wheel, sending control commands to the steering wheel assembly 2 via the CAN bus. The suspension system 3 automatically adjusts the travel of the rocker arm 301 according to road surface bumps to maintain vehicle stability.

[0037] Operational phase: The gimbal mechanism 4 achieves omnidirectional aiming for the navigation and monitoring systems through the coordinated rotation of the large yaw axis 401 and the small yaw axis 402. When encountering obstacles, the main control module 5 adjusts the steering wheel calculation results in real time to achieve omnidirectional obstacle avoidance.

[0038] Charging phase: When the voltage of the supercapacitor bank 601 is lower than 18V, the system automatically switches to charging mode, draws power from the battery through the dual-switch DC-DC converter 602 to charge the supercapacitor with constant current, and automatically switches to trickle discharge state after it is fully charged to ensure battery life.

[0039] The above description only illustrates the preferred embodiments of the present invention. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present invention, and all such changes should be included within the protection scope of the present invention.

Claims

1. A steering wheel-driven omnidirectional autonomous mobile robot, characterized in that: The system includes a chassis (1), a steering wheel assembly (2), a suspension system (3), a gimbal mechanism (4), a main control module (5), and a power module (6). The chassis (1) is connected to the steering wheel assembly (2) through the suspension system (3). The gimbal mechanism (4) is fixed to the top of the chassis (1) through a four-point contact bearing of a large yaw shaft (401). The main control module (5) is fixed in the middle of the chassis (1). The main control module (5) is electrically connected to the steering wheel assembly (2) through a CAN bus and is connected to the power module (6) through a wire. The power module (6) is fixed in the grid-shaped area of ​​the chassis (1).

2. The omnidirectional autonomous mobile robot with a steering wheel according to claim 1, characterized in that: The steering wheel assembly (2) includes an embedded hub wheel system (201). The embedded hub wheel system (201) is connected to the shaft of the steering motor (203) through a shrink sleeve (202). A first-level step (205) and a second-level step (206) are provided between the shrink sleeve (202) and the flange (204). The first-level step (205) is used for axial positioning of the shrink sleeve (202), and the second-level step (206) prevents indentation from forming on the outer ring of the shrink sleeve (202). The outer surface of the embedded hub wheel system (201) is covered with a rubber layer by a rubber coating process. The rubber coating process includes sandblasting and cleaning of the metal substrate, coating with Chemlock adhesive, and molding and vulcanization.

3. The omnidirectional autonomous mobile robot with a steering wheel according to claim 1, characterized in that: The suspension system (3) is a rocker arm independent suspension, including a rocker arm (301), a brass bushing (302), an electronic speed control plate (303), and a brass washer (304). The rocker arm (301) is connected to the chassis through the brass bushing (302) by a 6mm diameter screw. One end of the rocker arm (301) is isolated from and fixed to the electronic speed control plate (303) by the brass washer (304). The electronic speed control plate (303) serves as a rib to enhance the rigidity of the rocker arm.

4. The omnidirectional autonomous mobile robot with a steering wheel according to claim 1, characterized in that: The gimbal mechanism (4) adopts a dual yaw axis structure, including a large yaw axis (401), a small yaw axis (402), and a four-bar linkage (403). The large yaw axis (401) is supported by a four-point contact bearing. The small yaw axis (402) achieves pitch axis elevation through the four-bar linkage (403). The minimum transmission angle of the four-bar linkage (403) is greater than 40°. The gimbal mechanism (4) is equipped with a navigation laser radar (404). The navigation laser radar (404) is installed on one side of the large yaw axis (401) through an adjustable fixing component to avoid interference with the launching mechanism.

5. The omnidirectional autonomous mobile robot with a steering wheel according to claim 1, characterized in that: The main control module (5) uses an STM32F334C8T6 chip and communicates with the steering motor (203) via a CAN bus. The CAN bus circuit includes a TJA1050 transceiver and a 120Ω terminating resistor. The main control module (5) acquires the voltage and current signals of the supercapacitor bank (601) and the battery through an OPA2350 operational amplifier and performs data processing using the amplitude limiting average filtering method and the two-point fitting method.

6. The omnidirectional autonomous mobile robot with a steering wheel according to claim 1, characterized in that: The power module (6) includes a supercapacitor bank (601), a dual-switch DC-DC converter (602), and a chassis motor (603). The supercapacitor bank (601) is connected to the chassis motor (603) through the dual-switch DC-DC converter (602). The charging and discharging control of the supercapacitor bank (601) adopts a cascaded PID closed-loop algorithm. During charging, it is controlled by the power loop and the current loop, and during discharging, it is controlled by the voltage loop and the current loop.

7. A steering wheel omnidirectional autonomous mobile robot according to claim 2, characterized in that: The wheel hub system (201) has a wheel diameter of 100-120mm, a rubber coating thickness of 3-8mm, and a rubber coating hardness of 60-70A. The wheel hub system (201) is formed by die-casting carbon fiber process. The material is In2 ​​slow-curing resin and Toray 3mm carbon fiber short filaments. The curing temperature is 60℃.

8. A steering wheel omnidirectional autonomous mobile robot according to claim 6, characterized in that: The charging and discharging control logic of the supercapacitor bank (601) was verified by MATLAB SIMULINK simulation to achieve constant current charging, trickle discharge and constant voltage discharge. The MOSFET of the dual-switch DC-DC converter (602) is Infineon BSC070N10NS5 with a withstand voltage of 100V and an internal resistance of 7mΩ.

9. A steering wheel omnidirectional autonomous mobile robot according to claim 1, characterized in that: The algorithm for solving the steering wheel assembly (2) is based on the linear model and spin model of the four steering wheels, and the rotation angle and speed of each steering wheel are derived by vector superposition. The equation for the angle is: The velocity equation is: in: This represents the steering angle of the x-th steering wheel; This represents the translational velocity of the vehicle along the x-axis in the global coordinate system. This represents the translational velocity of the vehicle body along the y-axis in the global coordinate system; This indicates the angular velocity of the vehicle's spin.

10. A steering wheel omnidirectional autonomous mobile robot according to claim 1, characterized in that: The steering smoothness optimization algorithm of the steering wheel assembly (2) calculates the shortest path for the steering motor (203) to rotate. When the rotation angle exceeds 90°, the steering motor speed is automatically reversed. The formula for the shortest path algorithm is: in: This indicates the target rotation angle of the rudder motor (203). This indicates the current actual angle of the rudder motor (203); This indicates that the value within the parentheses is subjected to a 360-degree modulo operation to ensure that the angle difference is mapped to the range of 0° to 360°. This represents the shortest path angle difference from the current angle to the target angle for the rudder motor (203).

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