Amr carrier

Abstract

The application provides an AMR carrier, which comprises a carrier body panel, a multilayer structure composed of an EPP core material and a CFRT sheet, the EPP core material being clamped between the upper and lower CFRT sheets; a plurality of columns, the plurality of columns being arranged at the bottom of the carrier body panel and being arranged at intervals along the circumference of the carrier body panel; and a limiting assembly, part of the limiting assembly being arranged at the edge of the carrier body panel and being used for limiting the position of an automobile part. The technical problem that an iron AMR carrier is prone to falling off in a low-temperature environment in winter due to the laying of an antistatic polyurethane on the surface in the prior art is solved.

Description

Technical Field

[0001] This invention relates to the field of AMR dedicated vehicle structure technology, and more specifically, to an AMR vehicle. Background Technology

[0002] Currently, the AMR (Automotive Mobile Container) carriers used in the automotive industry for parts handling are made of welded iron. To achieve anti-static functionality, an anti-static polyurethane layer needs to be laid on its surface. This solution has two major drawbacks: first, the anti-static polyurethane material is expensive, increasing the cost of the carrier; second, this material is prone to detachment in low-temperature winter environments, affecting the anti-static effect and service life, leading to frequent maintenance and increased costs.

[0003] There is currently no effective solution to the aforementioned technical problems. Summary of the Invention

[0004] The main objective of this invention is to provide an AMR vehicle to solve the technical problem that iron AMR vehicles are prone to falling off in low-temperature winter environments due to the antistatic polyurethane coating on their surface.

[0005] To achieve the above objectives, according to one aspect of the present invention, an AMR vehicle is provided, comprising: a vehicle body panel, the vehicle body panel having a multi-layer structure composed of an EPP core material and a CFRT sheet, the EPP core material being sandwiched between upper and lower CFRT sheets; multiple columns, the multiple columns being disposed at the bottom of the vehicle body panel and spaced apart along the circumference of the vehicle body panel; and limiting components, a portion of the limiting components being disposed at the edge of the vehicle body panel, the limiting components being used to limit the position of automotive parts.

[0006] Furthermore, the AMR vehicle also includes a bending reinforcement structure, which is embedded in or fixed in a pre-set notch on the main body panel of the vehicle.

[0007] Furthermore, the CFRT sheet is made of 60% continuous glass fiber and 40% polypropylene matrix.

[0008] Furthermore, an antistatic film is provided on the outer periphery of the main body panel of the vehicle. The antistatic film is made of PP material and has a thickness range of 40μm to 50μm.

[0009] Furthermore, an anti-static film is provided on the outer surface of each column.

[0010] Furthermore, the bending reinforcement structure is a profile, which is a rectangular structure and is embedded in a pre-set notch.

[0011] Furthermore, the profile is made of composite polyurethane material and is integrally molded using a pultrusion process.

[0012] Furthermore, the bottom of the vehicle body panel is provided with a mounting groove, and each column is fixed in the mounting groove by means of snap-fit, riveting or adhesive, and the top surface of each column is flush with or slightly lower than the bottom surface of the vehicle body panel.

[0013] Furthermore, the limiting component includes multiple limiting members, which are spaced apart circumferentially along the main body panel of the vehicle. The bottom of the limiting member is connected to the bottom of the main body panel of the vehicle, and the top of the limiting member is located outside the main body panel of the vehicle and protrudes from the top of the main body panel of the vehicle.

[0014] Furthermore, the vehicle body panel is provided with four preset notches, two of which extend along the length of the vehicle body panel and the other two extend along the width of the vehicle body panel; two of the preset notches are located on the upper surface of the vehicle body panel and the other two are located on the lower surface of the vehicle body panel.

[0015] The technical solution of this invention comprises an overall structure consisting of a main body panel of the vehicle, multiple columns spaced circumferentially at the bottom of the panel, and limiting components located at the edge of the panel to define the position of materials. This technical solution achieves a lightweight design for the vehicle by replacing the traditional welded iron structure with a new material, significantly reducing the vehicle's weight and thus improving the transportation efficiency and range of the AMR system. Simultaneously, this structural layout, combined with the properties of the new material, fundamentally solves the problem of the antistatic layer on the surface of existing iron vehicles easily peeling off in low-temperature environments, achieving overall antistatic properties, high strength, and corrosion resistance for the vehicle, meeting the requirements for the turnover and use of automotive parts. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0017] Figure 1 A schematic diagram of an embodiment of an AMR vehicle according to the present invention is shown;

[0018] Figure 2 A schematic diagram of the material composition of the vehicle body panel according to the present invention is shown.

[0019] The above figures include the following reference numerals:

[0020] 1. Vehicle main body panel;

[0021] 2. Columns;

[0022] 3. Bending-strength reinforced structure;

[0023] 4. Limiting components. Detailed Implementation

[0024] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0025] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0026] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0027] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0028] AMR (Autonomous Mobile Robot): In the fields of industrial automation and logistics warehousing, AMR usually refers to a mobile robot with autonomous navigation, path planning, environmental perception, and obstacle avoidance capabilities.

[0029] Unlike traditional AGVs (Automated Guided Vehicles), AMRs do not rely on fixed guidance methods such as magnetic strips, QR codes, or tracks. Instead, they use multi-sensor fusion technology, including LiDAR, vision sensors, and inertial navigation, to plan the optimal path in real time in dynamic environments. They are widely used in scenarios such as material handling within factories, warehousing and logistics sorting, and production line material distribution.

[0030] In the context of this patent, the term "AMR vehicle" refers to a special pallet or turnover box designed specifically for use on an AMR robot chassis to transport automotive parts or other industrial materials.

[0031] Combination Figure 1 As shown, according to a specific embodiment of this application, an AMR vehicle is provided.

[0032] Specifically, such as Figure 2 As shown, the AMR vehicle includes: a vehicle body panel 1, which is a multi-layer structure composed of EPP core material and CFRT sheet material, with the EPP core material sandwiched between the upper and lower CFRT sheet materials; multiple pillars 2, which are located at the bottom of the vehicle body panel 1 and are spaced apart along the circumference of the vehicle body panel 1; and limiting components 4, some of which are located at the edge of the vehicle body panel 1 and are used to limit the position of automotive parts.

[0033] The limiting component 4 is located at the edge of the main panel 1 of the carrier and is specifically designed to limit the position of automotive parts. This edge limiting design prevents parts from slipping or shifting during dynamic transport processes such as AMR acceleration, deceleration, or turning, ensuring the safety and positioning accuracy of materials during transfer to warehouse storage or online use, thus meeting the high reliability requirements of the automotive industry for parts turnover.

[0034] EPP (Expanded Polypropylene) core material is a high-performance foamed plastic material made by adding a foaming agent to polypropylene (PP) resin and then processing it through a high-temperature and high-pressure process.

[0035] EPP has an extremely low density, making it one of the lowest density plastics available. This is crucial for achieving the goal of "lightweighting" (reducing weight by ≥40%) in AMR vehicles, thereby directly improving the battery life of AMR robots.

[0036] EPP has a closed-cell structure, which can absorb a large amount of impact energy, providing excellent cushioning protection for the internally loaded automotive parts and preventing collision damage during transportation. It has good chemical corrosion resistance and high-temperature resistance, and is not prone to aging. Polypropylene itself is non-toxic and odorless, and EPP material is fully recyclable, conforming to the concept of green logistics.

[0037] A layer of CFRT (continuous glass fiber reinforced polypropylene) sheet is tightly bonded to the upper and lower surfaces of the EPP core material.

[0038] Upper CFRT sheet: Located directly on top of the EPP core material, its outermost surface is further laminated with an antistatic PP film to form the load-bearing working surface of the carrier.

[0039] The lower CFRT sheet is located directly at the bottom of the EPP core material. Its outermost surface is also covered with an antistatic PP film (for the antistatic extension of the columns and limiting parts, or as a protective layer on the bottom of the panel to ensure the overall consistency of antistatic protection).

[0040] CFRT (Continuous Fiber Reinforced Thermoplastic) sheets are used as "reinforcing layers". The EPP core material is sandwiched between the upper and lower layers, forming a high-strength middle layer with a "sandwich" structure.

[0041] CFRT sheets have the following beneficial effects:

[0042] High strength and high modulus: Continuous glass fibers provide extremely high tensile strength and flexural stiffness, far exceeding that of ordinary plastics or short-fiber reinforced plastics. This allows the sandwiched panel to withstand large loads without breaking or excessive deformation.

[0043] Isotropic potential: Although continuous fibers are mainly reinforced in one direction, the mechanical properties in different directions can be balanced to a certain extent by the sheet laying method (such as bidirectional laying) to meet the multi-directional force requirements of the vehicle.

[0044] Processability and Toughness: As a thermoplastic, CFRT has good weldability and moldability, making it easy to composite with EPP layers. Compared with thermosetting composites (such as fiberglass), it is more impact-resistant, less prone to brittleness, and maintains good toughness even in low-temperature environments (such as winter), solving the problem of traditional materials being prone to detachment or brittle fracture.

[0045] By combining EPP core material with CFRT sheet material to form a multi-layered structure of "EPP-CFRT-EPP", the advantages of each material are complemented: EPP provides lightweight and cushioning protection; CFRT provides high strength and structural rigidity. The combination of the two not only solves the problem of excessive weight of traditional iron vehicles, but also overcomes the defects of insufficient strength and easy deformation of single EPP material. At the same time, it avoids the technical pain point of traditional iron vehicles requiring an additional anti-static layer that is easy to fall off. It perfectly meets the comprehensive requirements of AMR vehicles for lightweight, high strength, corrosion resistance and overall anti-static properties.

[0046] The technical solution of this invention comprises an overall structure consisting of a main body panel of the vehicle, multiple columns spaced circumferentially at the bottom of the panel, and limiting components located at the edge of the panel to define the position of materials. This technical solution achieves a lightweight design for the vehicle by replacing the traditional welded iron structure with a new material, significantly reducing the vehicle's weight and thus improving the transportation efficiency and range of the AMR system. Simultaneously, this structural layout, combined with the properties of the new material, fundamentally solves the problem of the antistatic layer on the surface of existing iron vehicles easily peeling off in low-temperature environments, achieving overall antistatic properties, high strength, and corrosion resistance for the vehicle, meeting the requirements for the turnover and use of automotive parts.

[0047] Furthermore, the AMR vehicle also includes a bending reinforcement structure 3, which is embedded or fixed within a pre-set notch on the main body panel 1 of the vehicle. This bending reinforcement structure 3 is embedded or fixed within the pre-set notch on the main body panel 1. Through this embedding or fixing method, the bending reinforcement structure 3 and the main body panel 1 form a tight structural fit, effectively enhancing the structural stiffness and bending resistance of the main body panel in the notch area. The existence of the pre-set notch not only provides installation space for the bending reinforcement structure 3 but also allows the reinforcement structure to penetrate deep into the panel, thereby better dispersing stress when bearing loads and preventing the panel from bending and deforming.

[0048] Furthermore, the CFRT sheet is made of 60% continuous glass fiber and 40% polypropylene matrix.

[0049] Continuous glass fiber is the reinforcing phase in CFRT sheets, bearing the main mechanical load in the composite material. A fiber content of 60% is considered ultra-high fiber volume fraction. In traditional short-fiber reinforced plastics, the fiber content is typically low (e.g., 20%-30%), while a high proportion of 60% indicates the formation of a dense fiber skeleton network within the material. The high continuous fiber content significantly improves the sheet's tensile strength, flexural modulus, and impact resistance, enabling it to partially replace the functions of metal structures and ensuring that the vehicle panel is less prone to deformation or breakage when bearing heavy loads.

[0050] Polypropylene (PP) is the matrix phase (resin matrix) in CFRT sheets, playing a crucial role in bonding fibers, transferring loads, protecting fibers, and imparting molding and processing properties to the material. Polypropylene is a thermoplastic with good interfacial bonding with glass fibers (usually requiring coupling agent treatment to enhance bonding strength). As a matrix, it can encapsulate continuous fibers in a molten state at high temperatures, facilitating sheet fabrication through lamination, injection molding, or composite processes. Polypropylene itself has a low density (approximately 0.9 g / cm³), contributing to the lightweight advantage of the entire composite vehicle. Polypropylene exhibits good chemical resistance, water resistance, and aging resistance, protecting the internal glass fibers from environmental factors (such as moisture and oil), ensuring long-term stable use of the vehicle in the complex automotive supply chain environment. Compared to other high-performance resin matrices (such as epoxy resin and PEEK), polypropylene has a lower cost, which helps reduce the overall manufacturing cost of AMR vehicles.

[0051] The 60% continuous glass fiber content ensures the material possesses near-metallic mechanical properties (high strength, high rigidity), while the 40% polypropylene matrix provides the necessary toughness and impact resistance, preventing brittle fracture in low-temperature environments (such as winter). This directly addresses the issues mentioned in the disclosure document, such as the "easy detachment of the antistatic layer in traditional iron vehicles" and the insufficient performance of a single material. Despite the high glass fiber content, the overall density of this composite material is significantly lower than that of steel (traditional vehicle materials) due to the extremely low density of the PP matrix and the tightly packed continuous fibers. This achieves the goal of reducing the vehicle's weight by ≥40%, improving the AMR's load capacity and endurance.

[0052] Furthermore, an antistatic film is provided on the outer periphery of the main body panel 1 of the vehicle. The antistatic film is made of PP material and has a thickness range of 40μm to 50μm.

[0053] The antistatic film is made of polypropylene (PP) to ensure material compatibility with the base material (also PP) in the CFRT sheet and other PP components of the carrier (such as columns and limit plates). Materials with the same or similar chemical structures can more easily form a strong overall interface through thermal bonding, welding, or adhesive bonding, avoiding interlayer delamination. This directly solves the pain point mentioned in the disclosure document that "the antistatic layer of traditional iron carriers is prone to peeling off," because dissimilar materials (such as iron and polyurethane) have large differences in the coefficient of thermal expansion, making them prone to delamination under temperature changes. PP material has good thermoplasticity, making it easy to produce continuous films through extrusion molding and integrate them with the underlying EPP / CFRT composite layer through hot pressing, achieving "overall antistatic" rather than localized coverage.

[0054] A thin film is applied to the outer perimeter of the panel (i.e., the surface and edges that bear the material), ensuring that the entire area of ​​the AMR vehicle in contact with automotive components is anti-static. Laying the film along the outer perimeter protects not only the top of the panel but also the sides, enhancing the overall environmental adaptability and durability of the vehicle.

[0055] In this application, the thickness of the antistatic film is preferably 45 μm, and the overall composite thickness of the carrier main panel 1 is 40-50 mm, preferably 45 mm.

[0056] Furthermore, each column 2 has an anti-static film on its outer surface. This anti-static film not only covers the load-bearing surface and edges of the main body panel 1 but also extends to the outer surface of the vertically positioned columns 2. This means that the exposed parts of the columns, as the main load-bearing structural components of the vehicle, are also wrapped in a functional film. This arrangement creates a 360-degree all-around anti-static surface for the AMR vehicle, from the top panel to the side supporting columns. This eliminates the blind spots of static electricity accumulation that may exist in traditional vehicles, such as exposed metal columns or broken insulation layers at the connection between the columns and the panel.

[0057] Specifically, the antistatic film on the outer surface of each column 2 is a PP-based antistatic film, consistent with the film material on the panel surface. Because the materials are identical (both are PP systems), the antistatic film on the column surface can form a very strong intermolecular bond with the injection-molded column body through processes such as thermal lamination, co-extrusion, or post-spray curing. This bond is far superior to the mechanical adhesion or physical bonding between traditional iron carriers and polyurethane coatings.

[0058] Furthermore, the bending reinforcement structure 3 is a profile, which is a rectangular structure and is embedded in a pre-set notch.

[0059] The bending-strengthened structure 3 uses a rectangular cross-section (i.e., a long strip with a rectangular cross-section). In mechanics of materials, a rectangular cross-section has a high moment of inertia, especially along its height, effectively resisting bending deformation. Compared to circular or irregular cross-sections, rectangular profiles provide maximum stiffness support in a specific stress direction (usually perpendicular to the panel plane). When the AM vehicle carries heavy loads, the panel is prone to downward bending; the rectangular profile acts as a "beam," effectively limiting the panel's deflection (sag) and maintaining the vehicle platform's levelness.

[0060] Furthermore, the profile is made of composite polyurethane material and is integrally molded using a pultrusion process.

[0061] Composite polyurethane (PU) materials combine the high toughness of polyurethane resin with the high strength of reinforcing fibers (such as glass fiber, carbon fiber, or aramid). Compared to traditional steel reinforcing ribs, polyurethane has a higher specific strength (strength / density ratio) and excellent fatigue resistance. Under the dynamic loads generated by frequent starts, stops, and turns of AMRs, polyurethane profiles are less prone to metal fatigue fracture.

[0062] Polyurethane materials exhibit exceptional resistance to oils, cleaning agents, humid environments, and ultraviolet radiation. This solves the problem of traditional iron vehicle reinforcement components being prone to rust and corrosion, ensuring the long-term durability of vehicles in complex automotive supply chain environments (such as outdoor transport and warehouse storage), achieving a "corrosion-resistant" technical effect.

[0063] Polyurethane maintains good elastic modulus and toughness at low temperatures, unlike some thermoplastics which become brittle, or metals which may peel off due to large differences in their coefficients of thermal expansion and contraction. This ensures the stability of the bond between the reinforced structure and the panel.

[0064] The tensile strength and flexural strength of the polyurethane profiles in this application are 2-3 times that of aluminum alloys, and the flexural modulus is 2-4 times that of conventional fiberglass.

[0065] The pultrusion process involves impregnating continuous fibers with resin, then heating and curing them through a mold and continuously pulling them into shape. This process results in the reinforcing fibers inside the profile being arranged in a highly parallel manner along its length (longitudinal direction).

[0066] The density of composite polyurethane materials is much lower than that of steel, and profiles manufactured using the pultrusion process have extremely high specific strength. Using this type of profile to replace metal reinforcements can further reduce the vehicle's weight while maintaining or even improving bending performance, helping to achieve the goal of "reducing vehicle weight by ≥40%".

[0067] Furthermore, the bottom of the vehicle body panel 1 is provided with an installation groove, and each column 2 is fixed in the installation groove by means of snap-fit, riveting or adhesive, and the top surface of each column 2 is flush with or slightly lower than the lower surface of the vehicle body panel 1.

[0068] Snap-fit: Utilizing an interference fit or elastic snap-fit ​​structure between the post and the groove, quick assembly and positioning are achieved. Snap-fit ​​offers advantages such as being glue-free and detachable (depending on the specific design), facilitating later maintenance or post replacement.

[0069] Riveting: The column is deeply connected to the panel by mechanical fasteners, providing extremely high tensile and shear resistance, suitable for heavy-duty conditions, and ensuring that the column will not loosen or fall off under the inertial force generated by the high-speed movement of the AMR.

[0070] Bonding: Adhesives are used to tightly bond the column to the inner wall of the groove and the panel substrate, achieving large-area stress distribution and avoiding stress concentration. Bonding also acts as a sealant, preventing moisture or impurities from penetrating the connection interface and improving corrosion resistance.

[0071] By fitting the column 2 into the groove, the column and the panel form a solid whole, which significantly improves the structural stability and vibration resistance of the AMR vehicle during dynamic transportation.

[0072] Furthermore, the limiting component 4 includes multiple limiting members, which are spaced apart circumferentially along the main body panel 1 of the vehicle. The bottom of the limiting member is connected to the bottom of the main body panel 1 of the vehicle, and the top of the limiting member is located outside the main body panel 1 of the vehicle and protrudes from the top of the main body panel 1 of the vehicle.

[0073] Multiple limiting components are spaced apart along the circumference (i.e., the four edges) of the main body panel 1 of the carrier. This typically means that the limiting components are evenly distributed near the four sides or four corners of the panel, forming a "guardrail" structure around the carrier's load-bearing area. The circumferential distribution ensures that the carrier receives uniform limiting support in all directions, preventing materials from shifting in any direction due to inertial forces during AMR operation.

[0074] The bottom of the limiting component is directly fixed to the bottom of the main body panel 1 of the vehicle. The bottom of the limiting component can be connected to the top of the column 2, or it can be independently fixed to the reinforcing structure at the bottom of the panel.

[0075] In this application, the limiting members are located at the four corners of the vehicle body panel 1, so the limiting members can be arranged in two directions covering the vehicle body panel 1. The vehicle body panel AMR generates a large horizontal inertial force when starting, braking, turning, or stopping in an emergency. The protruding limiting members constitute a physical boundary, effectively preventing automotive parts (especially irregularly shaped or high-center-of-gravity parts) from slipping off the vehicle edge or shifting to one side under inertia.

[0076] Specifically, the limiting component is injection molded from PP material, which is extremely lightweight compared to traditional welded iron guardrails, further contributing to the vehicle's "lightweight" goal (weight reduction of ≥40%). The limiting component and the vehicle body use the same or compatible material (PP-based), facilitating overall manufacturing and maintenance. Furthermore, an anti-static film can be laminated onto the surface, achieving unified anti-static functionality and avoiding the inconvenience of additional grounding or insulation treatment required by traditional metal guardrails.

[0077] Furthermore, the vehicle body panel 1 is provided with four preset notches, two of which extend along the length of the vehicle body panel 1 and the other two extend along the width of the vehicle body panel 1; two of the preset notches are located on the upper surface of the vehicle body panel 1 and the other two are located on the lower surface of the vehicle body panel 1.

[0078] Specifically, two pre-set notches extend along the length of the main body panel 1 of the vehicle. This means that the embedded profiles primarily resist bending along the width direction, or act as longitudinal beams to support longitudinal loads. These two sets of mutually perpendicular notches form a grid structure, either crisscross or square-shaped, inside or on the surface of the panel. This orthogonal arrangement is a classic method in engineering mechanics for improving the stiffness of flat plate structures, capable of distributing and bearing loads from different directions in all directions.

[0079] Two preset notches extending along the width direction of the vehicle body panel 1 are spaced apart along the length direction of the vehicle body panel 1, and two preset notches extending along the length direction of the vehicle body panel 1 are spaced apart along the width direction of the vehicle body panel 1.

[0080] One set of two preset notches (extending along the length or width direction) is located on the upper surface of the vehicle body panel 1, while the other set is located on the lower surface of the vehicle body panel 1, and the preset notches located on the upper surface and the preset notches located on the lower surface are not connected.

[0081] The technical solution of this embodiment has the following beneficial effects:

[0082] 1. Significantly reduced weight and improved AMR transportation efficiency: The main panel uses EPP (expanded polypropylene) core material combined with CFRT (continuous glass fiber reinforced thermoplastic resin) sheet material, replacing the traditional heavy iron welded structure. The vehicle's weight is reduced by ≥40%. Due to the significant reduction in vehicle weight, the AMR robot's effective payload capacity is relatively increased, and drive energy consumption is reduced, thereby increasing the AMR system's single-charge endurance by ≥15%, significantly improving logistics and transfer efficiency.

[0083] 2. Fundamentally solves the problem of antistatic layer peeling, achieving overall antistatic properties: The traditional method of applying antistatic polyurethane to the surface of iron vehicles is abandoned, replaced by a PP-based antistatic film with better compatibility with the base material (PP / CFRT). The antistatic film is tightly bonded to the panels and columns through processes such as thermal lamination, eliminating interfacial stress caused by the difference in thermal expansion coefficients between dissimilar materials (metal and organic coatings). This completely solves the problem of antistatic layer peeling easily in low-temperature winter environments, ensuring long-term stable and reliable antistatic performance without the need for frequent maintenance or recoating.

[0084] 3. High structural strength, excellent bending resistance, and strong durability: A grid-like reinforcement structure: Rectangular cross-section polyurethane pultruded profiles extending along the length and width directions are embedded within the panel, forming a "well"-shaped grid reinforcement system. The pultruded profiles, integrally formed, possess extremely high specific strength and continuity, with no welding weaknesses; the embedded design makes the profiles and panels a mechanically integrated whole. This significantly improves the bending stiffness and impact resistance of the vehicle's main panel, ensuring that the panel does not deform or collapse under fully loaded components and AMR dynamic operation conditions (starting, braking, turning), thus extending the vehicle's service life.

[0085] 4. Excellent corrosion and weather resistance, achieving maintenance-free operation: The main body panel, columns, limiting components, and reinforcing structure of the vehicle are all made of polypropylene (PP)-based composite materials or polyurethane materials, containing no easily corroded metal parts. The materials have excellent chemical corrosion resistance (resistance to oil stains and cleaning agents) and aging resistance, adapting to the complex industrial environment of the automotive supply chain. Compared to iron vehicles that require regular rust prevention and repainting, this invention achieves "maintenance-free" operation, reducing the total life-cycle operating costs.

[0086] 5. Compact structure, high space utilization, and good safety: The uprights are embedded in the mounting grooves at the bottom of the panel, with their tops flush with or slightly lower than the lower surface of the panel; the bending-resistant profiles are embedded inside the panel notches. This eliminates protruding parts, resulting in a compact carrier shape that facilitates AMR movement through narrow aisles and multi-layer stacking storage. The flat bottom and circumferentially protruding limiters prevent material slippage and falls during placement, and also prevent collision damage to materials or adjacent carriers caused by the protruding parts of the uprights. The surfaces of the uprights and limiters are also covered with an anti-static film, achieving 360-degree all-around anti-static protection for the carrier's contact surfaces.

[0087] 6. High versatility and adaptability to various automotive parts: The circumferentially spaced limiting parts can be adjusted or replaced as needed to adapt to parts of different sizes and shapes.

[0088] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0089] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0090] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0091] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. An AMR vehicle, characterized in that, include: The vehicle body panel (1) is a multi-layer structure composed of EPP core material and CFRT sheet material, wherein the EPP core material is sandwiched between the upper and lower layers of CFRT sheet material. The column (2) is provided in multiple ways. The multiple columns (2) are located at the bottom of the main body panel (1) of the vehicle and are spaced apart along the circumference of the main body panel (1). A limiting component (4) is partially disposed on the edge of the vehicle body panel (1), and the limiting component (4) is used to limit the position of automotive parts.

2. The AMR vehicle according to claim 1, characterized in that, The AMR vehicle also includes a bending reinforcement structure (3), which is embedded or fixed in a pre-set notch on the main body panel (1) of the vehicle.

3. The AMR vehicle according to claim 1, characterized in that, The CFRT sheet is made of 60% continuous glass fiber and 40% polypropylene matrix.

4. The AMR vehicle according to claim 1, characterized in that, The outer periphery of the main body panel (1) of the vehicle is provided with an antistatic film. The antistatic film is made of PP material and the thickness range of the antistatic film is 40μm~50μm.

5. The AMR vehicle according to claim 4, characterized in that, Each of the columns (2) has an antistatic film on its outer surface.

6. The AMR vehicle according to claim 2, characterized in that, The bending reinforcement structure (3) is a profile, the profile is a rectangular structure, and the profile is embedded in the preset notch.

7. The AMR vehicle according to claim 6, characterized in that, The profile is made of composite polyurethane material and is integrally formed using a pultrusion process.

8. The AMR vehicle according to claim 7, characterized in that, The bottom of the vehicle body panel (1) is provided with an installation groove, and each of the columns (2) is fixed in the installation groove by means of snap-fit, riveting or adhesive, and the top surface of each column (2) is flush with or slightly lower than the lower surface of the vehicle body panel (1).

9. The AMR vehicle according to claim 8, characterized in that, The limiting component (4) includes multiple limiting members, which are spaced apart around the circumference of the vehicle body panel (1). The bottom of the limiting member is connected to the bottom of the vehicle body panel (1), and the top of the limiting member is located outside the vehicle body panel (1) and protrudes from the top of the vehicle body panel (1).

10. The AMR vehicle according to claim 2, characterized in that, The vehicle body panel (1) is provided with four preset notches, two of which extend along the length direction of the vehicle body panel (1) and the other two extend along the width direction of the vehicle body panel (1). Two of the preset notches are located on the upper surface of the vehicle body panel (1), and the other two preset notches are located on the lower surface of the vehicle body panel (1).

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