Intelligent warehousing automatic guided vehicle

Abstract

This invention discloses an intelligent automated guided vehicle (AGV) for warehousing, belonging to the field of intelligent warehousing technology. The AGV includes a vehicle body with a chassis. The chassis houses a battery pack and two drive motors. The drive motors drive drive wheels via reducers and output shafts. A worm gear is rotatably connected to the chassis and fixed to the intermediate shaft on the side wall of the reducer. A worm at the output end of a steering motor meshes with the worm gear to achieve steering of the drive wheels. A passive damping mechanism is provided on the side wall of the reducer, and an active damping mechanism is eccentrically mounted on a top plate at the top of the intermediate shaft. This invention integrates drive, steering, and damping into a single rotatable unit. The worm gear self-locking mechanism maintains the steering angle after power failure, and the active damping mechanism actively adjusts the vehicle's posture and compensates for ground elevation differences, thereby significantly improving the AGV's obstacle-crossing ability and ground adaptability.

Description

Technical Field

[0001] This invention belongs to the field of intelligent warehousing technology, and specifically relates to an intelligent warehouse automated guided vehicle. Background Technology

[0002] With the rapid expansion of the e-commerce industry and the continuous upgrading of modern logistics systems, the level of automation in warehousing and logistics is increasing at an unprecedented pace. Against this backdrop, Automated Guided Vehicles (AGVs), as key core equipment for building intelligent warehousing systems, have been widely applied in various logistics operation scenarios, including but not limited to automated handling, efficient sorting, and precise delivery of goods, thanks to their high level of intelligence, flexibility, and reliability. By introducing AGV technology, enterprises can not only significantly reduce their reliance on manual labor, thereby effectively reducing labor costs, but also greatly improve the overall operational efficiency and accuracy of warehousing operations, further enhancing the responsiveness and competitiveness of the supply chain, and providing solid support for the intelligent transformation of modern logistics systems.

[0003] Existing AGV drive and steering methods mainly include differential steering, single-steering wheel drive, and traditional four-wheel steering. Differential steering achieves steering by varying the rotational speeds of the left and right drive wheels; it has a simple structure but a large turning radius and cannot achieve lateral movement or turning on the spot. Single-steering wheel drive has a limited steering range and insufficient load capacity. Traditional four-wheel steering uses mechanical linkages for synchronous steering, which is complex in structure and has a single motion mode. In addition, some steering structures use slip ring power supply, which suffers from wear issues, or require continuous power supply from electromagnetic brakes to maintain the angle, resulting in high energy consumption.

[0004] In terms of vibration reduction and ground adaptability, existing AGVs mostly use rigid connections or passive suspensions. Rigid connections require a high degree of ground flatness, and are prone to wheel suspension or cargo jolting when encountering ground differences. Although passive suspensions can absorb vibrations, their damping parameters are fixed and cannot be actively adjusted. They have limited compensation capabilities when facing large ground differences and cannot actively adjust the vehicle's posture, resulting in poor obstacle-crossing ability and weak ground adaptability of existing AGVs. Furthermore, the drive, steering, and damping units of existing AGVs are usually designed separately, with each unit arranged independently, resulting in poor coordinated control. For example, they cannot coordinate with the suspension to adjust the vehicle's posture when steering, and the drive and damping are difficult to link together when crossing obstacles. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to overcome the shortcomings of the prior art and provide an intelligent warehouse automated guided vehicle.

[0006] The technical solution adopted to solve the above technical problems is: an intelligent warehouse automated guided vehicle, including a vehicle body: a chassis is provided in the vehicle body, a battery pack is provided in the chassis, drive wheels are respectively provided on both sides of the chassis, steering grooves for steering of the drive wheels are respectively opened on the side walls of both sides of the chassis, and universal wheels are respectively provided at the four corners of the bottom of the chassis, and the universal wheels and drive wheels are in contact with the ground; Two drive motors are movably mounted in the chassis. Each of the two drive motors has a reducer fixedly mounted at its output end. Each reducer has an output shaft fixedly mounted at its output end. The other end of the output shaft is fixedly connected to the side wall of the drive wheel. An intermediate shaft is fixedly mounted on the side wall of the reducer. The intermediate shaft is rotatably connected to the bottom of the chassis. A passive damping mechanism for damping the drive wheel is provided on the side wall of the reducer. Two steering motors are fixedly mounted on the side wall of the battery pack. Worms are fixedly mounted on the output ends of the two steering motors respectively. A worm wheel is fixedly mounted on the side wall of the intermediate shaft. The worm and the worm wheel mesh. A top plate is fixedly mounted on the top of the intermediate shaft. An active shock absorption mechanism is eccentrically mounted on the side wall of the top plate.

[0007] The above technical solution integrates the drive motor, reducer, drive wheel, and passive damping mechanism onto the same rotatable unit with the intermediate shaft as the center of rotation. The steering motor drives the worm wheel on the side wall of the intermediate shaft through a worm gear, which in turn drives the entire unit to rotate around the intermediate shaft, enabling independent steering of the drive wheel. The two drive wheels can work together to achieve various motion modes such as differential steering, stationary steering, and lateral movement. At the same time, the worm gear transmission has a reverse self-locking characteristic, which allows the steering angle to be maintained without continuous power supply from the electromagnetic brake after the steering is in place, reducing energy consumption and avoiding slip ring wear problems.

[0008] Furthermore, the drive wheel is rotatably connected to a rotating disk facing the side wall of the reducer. A drive hole is opened in the middle of the rotating disk, and the output end passes through the drive hole. Two side ball seats are opened on the side wall of the rotating disk, and the two side ball seats are respectively arranged on both sides of the drive hole.

[0009] Through the above technical solution, the output shaft passes through the drive hole and is fixedly connected to the drive wheel to transmit torque, while the rotating disk is hinged to the passive damping mechanism through the side ball seats on both sides, so that the drive wheel has the freedom to jump up and down relative to the chassis while transmitting torque, thus realizing the decoupling of power transmission and vibration damping motion.

[0010] Furthermore, the passive damping mechanism includes a support rod, a support plate, a connecting rod, an upper swing arm, a lower swing arm, a hydraulic damper, a top ball seat, and two side ball heads. The support rod is fixedly mounted on the side wall of the reducer, and the connecting rod is also fixedly mounted on the side wall of the reducer. The other end of the support rod is fixedly connected to the side wall of the support plate. A crossbeam is fixedly mounted at the bottom of the support plate. The other end of the connecting rod is rotatably connected to the side wall of the crossbeam. One end of the upper swing arm is rotatably connected to the side wall of the support plate, and one end of the lower swing arm is rotatably connected to the side wall of the crossbeam. The two side ball heads are respectively fixedly mounted on the side wall of the upper and lower swing arms away from the support plate. The two side ball heads are respectively rotatably mounted inside the two side ball seats. The hydraulic damper is located between the lower swing arm and the support plate, and the top ball seat is fixedly mounted on the side wall of the upper swing arm.

[0011] Through the above technical solution, the upper and lower control arms, together with the support plate and the rotating disk, form a double wishbone independent suspension. When the drive wheel encounters ground undulations, the upper and lower control arms swing around the support plate, and the side ball joints rotate in the side ball seat, causing the drive wheel to bounce up and down to absorb the impact. The hydraulic damper attenuates the bounce energy, preventing the vehicle body from continuously oscillating, thus passively adapting to ground undulations.

[0012] Furthermore, the hydraulic damper is located on one side of the upper and lower swing arms, and a damping spring is also provided on the outside of the hydraulic damper.

[0013] The above technical solution uses a damping spring and a hydraulic damper arranged in parallel to form a vibration reduction component. The damping spring provides support stiffness and stores buffer energy, while the hydraulic damper provides damping to dissipate vibration energy. The combination of the two can achieve a smooth vibration reduction effect while ensuring the support of the vehicle body weight.

[0014] Furthermore, the steering groove is C-shaped, and the opening of the steering groove is directly opposite the center of the chassis.

[0015] Through the above technical solution, the C-shaped steering groove reserves space for the rotation of the drive wheel to avoid movement. The opening faces the middle of the chassis, allowing the drive wheel to turn within a large angle range without interfering with the side wall of the chassis, thus supporting movement modes such as turning on the spot and lateral movement.

[0016] Furthermore, the active damping mechanism includes a side plate, a rotating motor, a threaded rod, a push block, and a drive rod. The side plate is eccentrically mounted on the side wall of the top plate. The rotating motor is fixedly mounted on the side wall of the side plate, and its output end is fixedly connected to the threaded rod. The push block is threadedly connected to the threaded rod. The side wall of the side plate has a movement groove, and the side wall of the push block is slidably connected to the inner wall of the movement groove. A vertical plate is fixedly mounted on the side plate away from the rotating motor. The end of the threaded rod away from the rotating motor is rotatably connected to the side wall of the vertical plate. The drive rod is fixedly mounted on the side wall of the push block. A placement groove is opened on the side wall of the vertical plate, and the drive rod passes through the placement groove. A top ball head is fixedly mounted on the other end of the drive rod, and the top ball head is rotatably mounted inside the top ball seat.

[0017] Through the above technical solution, the rotating motor drives the threaded rod to rotate, and the pushing block feeds linearly along the threaded rod under the limit of the motion groove. This feeds an active push-pull force through the drive rod and the top ball joint to the top ball seat on the side wall of the upper control arm, thereby actively changing the suspension height at that drive wheel. When encountering a large ground drop or needing to adjust the vehicle's posture, the system can control the active damping mechanism of each drive wheel separately to actively compensate for the drop and level the vehicle body, thus overcoming the limitations of the passive suspension's compensation capability and improving obstacle-crossing ability.

[0018] Furthermore, a side plate is fixedly installed on the side wall of the motion groove away from the vertical plate, the threaded rod passes through the side wall of the side plate, the size of the side plate is the same as the size of the vertical plate, and the pushing block moves between the side plate and the vertical plate.

[0019] Through the above technical solution, the side plate and the vertical plate support both ends of the threaded rod and limit the upper and lower limits of the stroke of the push block, which not only ensures the rotation accuracy of the threaded rod, but also prevents the push block from overtraveling and dislodging, thus improving the motion reliability of the active damping mechanism.

[0020] Furthermore, the drive wheel is located in the middle of the chassis, between two omnidirectional wheels on the same side.

[0021] With the above technical solution, two drive wheels are arranged in the center and four swivel wheels are placed at the four corners of the chassis, forming a six-wheel support structure of "two drive wheels in the middle and four swivel wheels at the four corners". This makes the vehicle's center of gravity stable and the load balanced, and allows the drive wheels to turn in place with the center of the vehicle body as the center of rotation when they rotate around the central axis.

[0022] Furthermore, an elastic buffer is fixedly provided between the push block and the drive rod, and the axial flexible stroke of the drive rod is ±3-5mm.

[0023] Through the above technical solution, the elastic buffer provides axial flexible travel between the push block and the drive rod, so that the active damping mechanism retains a certain passive buffering capacity while actively adjusting the height. It can absorb the instantaneous impact of the road surface, protect the threaded rod and the rotating motor, and avoid rigid conflict between active adjustment and passive damping.

[0024] Furthermore, the inner diameter gap of the top ball seat is 0.5-1mm, and the material of the top ball seat is a self-lubricating material.

[0025] Through the above technical solution, the inner diameter gap of 0.5-1mm ensures that the top ball head can rotate flexibly in the ball seat without jamming, while the self-lubricating material reduces the friction and wear of the ball pair, reduces maintenance requirements, and ensures the long-term stable operation of the active damping mechanism.

[0026] The beneficial effects of this invention are as follows: This invention integrates the drive motor, reducer, drive wheel, passive damping mechanism, and active damping mechanism into a single rotatable unit with the intermediate shaft as the rotation center. The steering motor drives the worm wheel via the worm gear to rotate the entire unit and achieve independent steering. The two drive wheels cooperate to achieve various movement modes such as differential steering, stationary steering, and lateral movement. Moreover, the reverse self-locking of the worm gear ensures that the steering angle can be maintained even after power failure, eliminating the need for continuous power supply from the electromagnetic brake. This solves the problems of separate arrangement of drive, steering, and vibration damping in existing AGVs, poor coordination, and high energy consumption in maintaining the angle. This invention utilizes an active damping mechanism eccentrically mounted on the top plate of the intermediate shaft. A rotating motor drives a push block via a threaded rod to feed the push block and applies a push-pull force to the top ball seat of the passive damping mechanism via a drive rod. This allows for active adjustment of the suspension height at each drive wheel, active compensation for ground leveling, and leveling of the vehicle body posture, significantly improving obstacle crossing ability and ground adaptability. This invention utilizes a double-arm passive damping mechanism consisting of an upper swing arm, a lower swing arm, a hydraulic damper, and a damping spring. An elastic buffer is provided between the push block and the drive rod to provide an axial flexible stroke of ±3-5mm. This allows active adjustment and passive buffering to work together to absorb road impacts, protect transmission components, and ensure smooth vehicle operation and stable cargo loading. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a schematic diagram of the chassis structure in this invention; Figure 3 This is a bottom view of the chassis in this invention; Figure 4 This is a schematic diagram of the structural connection between the drive motor and the steering motor from a first-view perspective in this invention; Figure 5 This is a schematic diagram of the second-view structural connection between the drive motor and the steering motor in this invention; Figure 6 This is a schematic diagram of the active damping mechanism in this invention; Figure 7 This is a first-view structural schematic diagram of the passive damping mechanism in this invention; Figure 8 This is a second-view structural schematic diagram of the passive damping mechanism in this invention; Figure 9 This is a schematic diagram of the structural connection between the upper swing arm, the lower swing arm, and the rotating disk in this invention; Figure 10 This is a schematic diagram of the structural connection between the drive wheel and the rotating disk in this invention.

[0028] Attached reference numerals: 1. Chassis; 11. Steering channel; 2. Battery pack; 3. Drive wheel; 31. Rotating disk; 311. Drive hole; 312. Side ball seat; 4. Casters; 5. Drive motor; 6. Reducer; 61. Output shaft; 62. Intermediate shaft; 63. Worm gear; 64. Top plate; 7. Steering motor; 71. Worm gear; 81. Support rod; 82. Support plate; 821. Crossbeam; 83. Connecting rod; 84. Upper swing arm; 85. Lower swing arm; 86. Hydraulic damper; 861. Damping spring; 87. Top ball seat; 88. Side ball joint; 91. Side plate; 911. Motion groove; 92. Rotating motor; 93. Threaded rod; 94. Push block; 95. Drive rod; 951. Top ball head; 96. Vertical plate; 961. Placement groove; 97. Side plate; 98. Elastic buffer. Detailed Implementation

[0029] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0030] like Figure 1 - Figure 3As shown, this embodiment provides an intelligent automated guided vehicle (AGV) for warehousing, including an AGV body with a chassis 1. The chassis 1 is a rectangular sheet metal welded structure, and the rated load of the vehicle can be designed to be 300-500 kg. A battery pack 2 is installed in the chassis 1, preferably a lithium iron phosphate battery with a rated voltage of 48V and a capacity of 20Ah, which powers the vehicle's drive, steering, and control systems. An onboard LiDAR is installed at the front end of the chassis 1, and a control system is installed in the middle section. Drive wheels 3 are installed on both sides of the chassis 1, preferably polyurethane-coated wheels with a diameter of 150mm. Steering grooves 11 are provided on the side walls of both sides of the chassis 1 for the drive wheels 3 to turn. Universal casters 4 are installed at the four corners of the bottom of the chassis 1, preferably nylon universal casters with a diameter of 100mm. All the universal casters 4 and drive wheels 3 are in contact with the ground, thus forming a six-point support structure of "two drive wheels in the middle + four universal casters at the four corners". The drive wheel 3 is located in the middle of the chassis 1 and between the two swivel wheels 4 on the same side, so that the center of gravity of the whole vehicle is centered and the load is balanced, and the drive wheel 3 can turn in place with the center of the vehicle body as the center of rotation when it rotates around the intermediate shaft 62.

[0031] Reference Figure 4 , Figure 5 and Figure 7 Two drive motors 5 are movably mounted in the chassis 1. The drive motors 5 are preferably 400W rated power permanent magnet synchronous servo motors. A reducer 6 is fixedly mounted at the output end of each of the two drive motors 5. The reducer 6 is preferably a planetary gear reducer with a reduction ratio of i=20:1. An output shaft 61 is fixedly mounted at the output end of the reducer 6, and the other end of the output shaft 61 is fixedly connected to the side wall of the drive wheel 3, thereby transmitting the motor torque to the drive wheel 3 after reduction and torque amplification. An intermediate shaft 62 is fixedly mounted on the side wall of the reducer 6. The intermediate shaft 62 is rotatably connected to the bottom of the chassis 1 via crossed roller bearings, allowing the entire unit, including the drive motors 5, reducers 6, drive wheels 3, and shock absorption mechanism, to rotate around the vertical axis of the intermediate shaft 62. A passive shock absorption mechanism is provided on the side wall of the reducer 6 to dampen the drive wheel 3.

[0032] Two steering motors 7 are fixedly mounted on the side wall of the battery pack 2. The steering motors 7 are preferably 57 stepper motors or low-voltage servo motors. Worms 71 are fixedly mounted on the output ends of the two steering motors 7. A worm wheel 63 is fixedly mounted on the side wall of the intermediate shaft 62. The worm 71 meshes with the worm wheel 63, and the worm wheel-worm pair transmission ratio is preferably 30:1 to 40:1, with reverse self-locking characteristics. A top plate 64 is fixedly mounted on the top of the intermediate shaft 62, and an active damping mechanism is eccentrically mounted on the side wall of the top plate 64. When the steering motor 7 drives the worm 71 to rotate, the worm 71 drives the worm wheel 63, which in turn drives the intermediate shaft 62 and the entire unit on it to rotate around the vertical axis, realizing independent steering of the drive wheels 3. When the steering motor 7 stops, the worm wheel-worm self-locks, maintaining the current steering angle without continuous power supply. The coordinated steering angles of the two drive wheels 3 can achieve various movement modes such as differential steering, stationary steering, and lateral movement.

[0033] Reference Figure 9 and Figure 10 A rotating disk 31 is rotatably connected to the side wall of the drive wheel 3 facing the reducer 6. A drive hole 311 is provided in the center of the rotating disk 31, through which the output shaft 61 passes and is fixedly connected to the drive wheel 3. Two side ball seats 312 are provided on the side wall of the rotating disk 31, respectively positioned on both sides of the drive hole 311. This arrangement allows the output shaft 61 to be dedicated solely to transmitting torque, while the rotating disk 31 is hinged to the passive damping mechanism via the side ball seats 312 on both sides. This allows the drive wheel 3 to have the freedom to move up and down relative to the chassis 1 while transmitting power, thus decoupling power transmission from damping motion.

[0034] Reference Figure 7 - Figure 10The passive damping mechanism includes a strut 81, a support plate 82, a connecting rod 83, an upper swing arm 84, a lower swing arm 85, a hydraulic damper 86, a top ball seat 87, and two side ball heads 88. The strut 81 is fixedly mounted on the side wall of the reducer 6, and the connecting rod 83 is also fixedly mounted on the side wall of the reducer 6. The other end of the strut 81 is fixedly connected to the side wall of the support plate 82. A crossbeam 821 is fixedly mounted at the bottom of the support plate 82. The other end of the connecting rod 83 is rotatably connected to the side wall of the crossbeam 821. One end of the upper swing arm 84 is rotatably connected to the side wall of the support plate 82, and one end of the lower swing arm 85 is rotatably connected to the side wall of the crossbeam 821. The two side ball heads 88 are respectively fixedly mounted on the side wall of the upper swing arm 84 and the lower swing arm 85 away from the support plate 82. The two side ball heads 88 are respectively rotatably mounted inside the two side ball seats 312, so that the upper swing arm 84, the lower swing arm 85, the support plate 82, and the rotating disk 31 form a double wishbone independent suspension. A hydraulic damper 86 is positioned between the lower control arm 85 and the support plate 82, and on one side of the upper control arm 84 and the lower control arm 85. A damping spring 861 is also provided externally to the hydraulic damper 86. The damping spring 861 is preferably a cylindrical helical compression spring with a stiffness of 15-25 N / mm. When the drive wheel 3 encounters uneven ground, the upper and lower control arms 84 and 85 swing around the support plate 82, and the side ball joint 88 rotates within the side ball seat 312. The drive wheel 3 then bounces up and down to absorb the impact. The damping spring 861 provides support stiffness and stores buffer energy, while the hydraulic damper 86 attenuates the bounce energy and suppresses continuous vehicle body oscillation, thus passively adapting to uneven ground. A top ball seat 87 is fixedly mounted on the side wall of the upper control arm 84 for connection to the active damping mechanism. The inner diameter clearance of the top ball seat 87 is 0.5-1 mm, and the material is self-lubricating materials such as oil-impregnated nylon or copper-based powder metallurgy to ensure flexible rotation of the ball joint and reduce friction and wear.

[0035] Reference Figure 5 and Figure 6The active damping mechanism includes a side plate 91, a rotary motor 92, a threaded rod 93, a push block 94, and a drive rod 95. The side plate 91 is eccentrically mounted on the side wall of the top plate 64. The rotary motor 92 is fixedly mounted on the side wall of the side plate 91. The rotary motor 92 is preferably a low-voltage DC geared motor with an encoder. The output end of the rotary motor 92 is fixedly connected to the threaded rod 93. The threaded rod 93 is preferably a trapezoidal lead screw with a lead of 2mm. The push block 94 is threadedly connected to the threaded rod 93. The side wall of the side plate 91 has a motion groove 911. The side wall of the push block 94 is slidably connected to the inner wall of the motion groove 911, thereby limiting the push block 94 circumferentially so that it can only be fed linearly along the axial direction of the threaded rod 93. A vertical plate 96 is fixedly mounted on the side plate 91 at the end away from the rotating motor 92. A threaded rod 93 is rotatably connected to the side wall of the vertical plate 96 at the end away from the rotating motor 92. A side plate 97 is fixedly mounted on the side wall of the motion groove 911 at the end away from the vertical plate 96. The threaded rod 93 passes through the side wall of the side plate 97, and the side plate 97 has the same dimensions as the vertical plate 96. A push block 94 moves between the side plate 97 and the vertical plate 96. The vertical plate 96 and the side plate 97 respectively support the two ends of the threaded rod 93 and limit the upper and lower limits of the push block 94's stroke. A drive rod 95 is fixedly mounted on the side wall of the push block 94. A placement groove 961 is opened on the side wall of the vertical plate 96, through which the drive rod 95 passes. A top ball head 951 is fixedly mounted on the other end of the drive rod 95, and the top ball head 951 is rotatably mounted inside the top ball seat 87. An elastic buffer 98 is fixedly installed between the push block 94 and the drive rod 95. The elastic buffer 98 is preferably made of polyurethane elastomer, so that the axial flexible stroke of the drive rod 95 is ±3-5mm.

[0036] When encountering significant ground elevation differences or requiring active vehicle body leveling, the rotary motor 92 drives the threaded rod 93 to rotate. The push block 94, limited by the motion groove 911, feeds linearly along the threaded rod 93, and through the drive rod 95 and top ball joint 951, applies a push-pull force to the top ball seat 87 on the side wall of the upper swing arm 84, thereby actively changing the suspension height at each of the three drive wheels. Simultaneously, the elastic buffer 98 provides ±3-5mm of axial flexible travel, allowing the active damping mechanism to retain passive buffering capacity while actively adjusting, absorbing instantaneous road impacts and protecting the threaded rod 93 and the rotary motor 92. The system can independently control the active damping mechanisms at each of the three drive wheels to achieve elevation difference compensation and vehicle body leveling.

[0037] The working principle of this embodiment is as follows: During normal straight-line driving, when the guided vehicle needs to move forward or backward in a straight line, the control system first confirms that the two drive wheels 3 are at the same steering angle, usually 0°, that is, the wheel surface of the drive wheel 3 is parallel to the front-rear direction of the vehicle body. At this time, the two steering motors 7 do not operate, and the worm gear 63 and worm 71 maintain a self-locking state to lock the drive wheels 3 at this angle. Subsequently, the control system sends the same speed command to the two drive motors 5, and the two drive motors 5 output torque at the same time. After the torque is increased by the reducer 6 at a reduction ratio of 20:1, the torque is driven by the output shaft 61 to drive the two drive wheels 3 to rotate in the same direction at the same speed. The whole vehicle moves smoothly in a straight line with the support and cooperation of the four universal wheels 4. During this process, the road excitation generated by the drive wheel 3 contacting the ground is transmitted to the passive damping mechanism through the rotating disk 31. When the drive wheel 3 encounters minor ground undulations or seams, the two side ball seats 312 on the side wall of the rotating disk 31 constrain the two side ball heads 88, allowing the upper swing arm 84 and the lower swing arm 85 to swing around the support plate 82. The drive wheel 3 generates a small bounce relative to the chassis 1 in the direction perpendicular to the ground. The damping spring 861 is compressed to absorb the impact energy, and the piston of the hydraulic damper 86 dampens the vibration under the action of oil damping, avoiding continuous oscillation of the vehicle body, thereby ensuring the smooth operation of the vehicle body and cargo. At this time, the active damping mechanism does not participate in the work, the rotating motor 92 does not move, the push block 94 is held in the middle or preset position on the threaded rod 93, and the support force applied by the drive rod 95 to the top ball seat 87 through the top ball head 951 is balanced with the static load of the passive suspension, and the whole vehicle travels at the standard vehicle height.

[0038] In differential steering and curve driving, when the guided vehicle needs to travel along a curved path or turn, the control system maintains the steering angle of both drive wheels 3 at 0° or other identical angles, but sends different speed commands to the two drive motors 5. For example, when turning left, the right drive motor 5 drives the right drive wheel 3 at a higher speed, while the left drive motor 5 drives the left drive wheel 3 at a lower speed, or even at zero speed or in reverse. The speed difference between the two drive wheels 3, under the action of ground friction, causes the entire vehicle to turn around a certain instantaneous turning center, achieving differential steering. The turning radius is determined by the speed ratio of the two drive wheels 3; the greater the speed difference, the smaller the turning radius, resulting in high control flexibility. During the turn, centrifugal force causes the vehicle body to tend to tilt. The damping spring 861 and the hydraulic damper 86 in the passive damping mechanism work together to suppress the tilt and maintain the stability of the vehicle body. When the turn ends, the two drive wheels 3 return to the same speed, and the entire vehicle resumes straight-line driving. This steering method has a simple structure and fast response, but the turning radius is limited by the wheelbase and cannot achieve zero-radius on-the-spot turning.

[0039] When active damping and drop compensation are required, if the guided vehicle encounters a significant ground drop, such as a 10-20mm height difference when entering a freight elevator, crossing a threshold, or driving up / down a ramp, the ±20-30mm suspension travel of the passive damping mechanism can absorb the impact, but it cannot actively compensate for the drop to maintain the vehicle's level. In this case, the active damping mechanism is activated. Taking a 10mm high step as an example, the vehicle-mounted lidar detects the step in advance, and the control system predicts that the right drive wheel 3 will encounter a drop. Therefore, it sends a command to the rotating motor 92 of the right active damping mechanism. The rotating motor 92 rotates in the forward direction, driving the threaded rod 93 to rotate through its output end. Since the push block 94 is threadedly connected to the threaded rod 93 and the side wall of the push block 94 is limited by the motion groove 911 and can only move linearly, the push block 94 feeds along the threaded rod 93 towards the vertical plate 96. The push block 94 transmits thrust to the top ball joint 951 at the other end of the drive rod 95 via the elastic buffer 98 and drive rod 95. The top ball joint 951 rotates within the top ball seat 87 and pushes the upper swing arm 84 upward. The upper swing arm 84 swings upward around its hinge point with the support plate 82, driving the rotating disk 31 and drive wheel 3 to rise as a whole through the side ball joint 88. At this time, the initial height of the right drive wheel 3 has been raised in advance. When the right front universal wheel 4 drives onto the step and the right drive wheel 3 subsequently contacts the step, the vehicle body will not suddenly rise because the drive wheel 3 has been actively raised. Instead, the transition is smooth, avoiding cargo bumps and sensor swaying. After the entire vehicle has completely driven onto the step, the control system sends a reverse command to the rotating motor 92, pushing the block 94 back, the drive rod 95 retracts, and the upper swing arm 84 falls back under the action of the damping spring 861, restoring the right drive wheel 3 to its normal height. During this process, the ±3-5mm axial flexible stroke provided by the elastic buffer 98 absorbs the instantaneous impact of the step edge, preventing the impact force from being directly transmitted to the threaded rod 93 and the rotating motor 92, thus protecting the transmission components of the active damping mechanism.

[0040] The above description is merely a preferred embodiment of the present invention and is not intended to limit the scope of protection of the present invention.

Claims

1. An intelligent warehouse automated guided vehicle, characterized in that, Including the guided vehicle body: The guided vehicle body is provided with a chassis (1), the chassis (1) is provided with a battery pack (2), the chassis (1) is provided with drive wheels (3) on both sides, the side walls of the chassis (1) are provided with steering grooves (11) for the drive wheels (3) to turn, and the four corners of the bottom of the chassis (1) are provided with casters (4). The casters (4) and the drive wheels (3) are in contact with the ground. Two drive motors (5) are movably arranged in the chassis (1). A reducer (6) is fixedly arranged at the output end of each of the two drive motors (5). An output shaft (61) is fixedly arranged at the output end of the reducer (6). The other end of the output shaft (61) is fixedly connected to the side wall of the drive wheel (3). An intermediate shaft (62) is fixedly arranged on the side wall of the reducer (6). The intermediate shaft (62) is rotatably connected to the bottom of the chassis (1). A passive damping mechanism for damping the drive wheel (3) is provided on the side wall of the reducer (6). Two steering motors (7) are fixedly installed on the side wall of the battery pack (2). Worms (71) are fixedly installed at the output ends of the two steering motors (7). A worm wheel (63) is fixedly installed on the side wall of the intermediate shaft (62). The worm (71) meshes with the worm wheel (63). A top plate (64) is fixedly installed on the top of the intermediate shaft (62). An active damping mechanism is eccentrically installed on the side wall of the top plate (64).

2. The intelligent warehouse AGV according to claim 1, wherein, The drive wheel (3) is rotatably connected to a rotating disk (31) on the side wall facing the reducer (6). The rotating disk (31) has a drive hole (311) in the middle. The output shaft (61) passes through the drive hole (311). The rotating disk (31) has two side ball seats (312) on its side wall. The two side ball seats (312) are respectively located on both sides of the drive hole (311).

3. The intelligent automated guided vehicle for warehousing according to claim 2, characterized in that, The passive damping mechanism includes a support rod (81), a support plate (82), a connecting rod (83), an upper swing arm (84), a lower swing arm (85), a hydraulic damper (86), a top ball seat (87), and two side ball joints (88). The support rod (81) is fixedly mounted on the side wall of the reducer (6), and the connecting rod (83) is also fixedly mounted on the side wall of the reducer (6). The other end of the support rod (81) is fixedly connected to the side wall of the support plate (82). A crossbeam (821) is fixedly mounted at the bottom of the support plate (82), and the other end of the connecting rod (83) is connected to the crossbeam (821). The upper swing arm (84) is rotatably connected to the side wall of the support plate (82) at one end, and the lower swing arm (85) is rotatably connected to the side wall of the crossbeam (821) at one end. The two side ball heads (88) are respectively fixedly installed on the side wall of the upper swing arm (84) and the lower swing arm (85) away from the support plate (82). The two side ball heads (88) are respectively rotatably installed inside the two side ball seats (312). The hydraulic damper (86) is installed between the lower swing arm (85) and the support plate (82). The top ball seat (87) is fixedly installed on the side wall of the upper swing arm (84).

4. The intelligent automated guided vehicle for warehousing according to claim 3, characterized in that, The hydraulic damper (86) is located on one side of the upper swing arm (84) and the lower swing arm (85), and a damping spring (861) is also provided on the outside of the hydraulic damper (86).

5. The intelligent automated guided vehicle for warehousing according to claim 1, characterized in that, The steering groove (11) is C-shaped, and the opening of the steering groove (11) is directly opposite the middle position of the chassis (1).

6. The intelligent automated guided vehicle for warehousing according to claim 3, characterized in that, The active damping mechanism includes a side plate (91), a rotating motor (92), a threaded rod (93), a push block (94), and a drive rod (95). The side plate (91) is eccentrically mounted on the side wall of the top plate (64). The rotating motor (92) is fixedly mounted on the side wall of the side plate (91). The output end of the rotating motor (92) is fixedly connected to the threaded rod (93). The push block (94) is threadedly connected to the threaded rod (93). A motion groove (911) is provided on the side wall of the side plate (91). The side wall of the push block (94) is connected to the motion groove (911). The wall is slidably connected. The side plate (91) is fixedly provided with a vertical plate (96) at one end away from the rotating motor (92). The threaded rod (93) is rotatably connected to the side wall of the vertical plate (96) at one end away from the rotating motor (92). The drive rod (95) is fixedly provided on the side wall of the push block (94). The side wall of the vertical plate (96) is provided with a placement groove (961). The drive rod (95) passes through the placement groove (961). The other end of the drive rod (95) is fixedly provided with a top ball head (951). The top ball head (951) is rotatably provided inside the top ball seat (87).

7. The intelligent automated guided vehicle for warehousing according to claim 6, characterized in that, A side plate (97) is fixedly installed on the side wall of the motion groove (911) away from the vertical plate (96). The threaded rod (93) passes through the side wall of the side plate (97). The size of the side plate (97) is the same as that of the vertical plate (96). The push block (94) moves between the side plate (97) and the vertical plate (96).

8. The intelligent automated guided vehicle for warehousing according to claim 1, characterized in that, The drive wheel (3) is located in the middle of the chassis (1) and is located between two omnidirectional wheels (4) on the same side.

9. The intelligent automated guided vehicle for warehousing according to claim 6, characterized in that, An elastic buffer (98) is fixedly provided between the push block (94) and the drive rod (95), and the axial flexible stroke of the drive rod (95) is ±3-5mm.

10. The intelligent automated guided vehicle for warehousing according to claim 6, characterized in that, The inner diameter gap of the top ball seat (87) is 0.5-1mm, and the material of the top ball seat (87) is a self-lubricating material.

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