All-terrain omnidirectional differential mobile vehicle body

Abstract

The application discloses a differential mobile vehicle body capable of all-terrain and omni-directional movement and belongs to the technical field of mobile robots. The differential mobile vehicle body comprises a center vehicle body, two side vehicle bodies connected to the left and right sides of the center vehicle body, wherein each side vehicle body is capable of rotating in a vertical plane relative to the center vehicle body, four Mecanum wheels installed at the two ends of the two side vehicle bodies for driving the vehicle body to move, and a differential function structure arranged on the center vehicle body and in transmission connection with the wheel support arm rotating shafts of the two side vehicle bodies. The differential function structure is used for correlating the rotation angles of the two side vehicle bodies relative to the center vehicle body. The application solves the problem that the conventional omnidirectional chassis cannot adapt to complex curved terrains, realizes that the four wheels are always in contact with the ground on rugged roads and the center vehicle body remains relatively stable, and is especially suitable for automatic operation in the aircraft inlet of the aviation manufacturing field.

Description

Technical Field

[0001] This invention relates to the field of AGV vehicle body structure design in the aviation manufacturing industry, specifically to a differential mobile vehicle body capable of all-terrain and omnidirectional movement. Background Technology

[0002] In the traditional AGV field, existing technologies mostly employ steering wheels, Mecanum wheels, and differential Mecanum wheels as the running gear to achieve omnidirectional movement of the vehicle. For example, prior art document CN217575338U discloses an omnidirectional moving chassis, including a chassis, a drive mechanism, a first drive shaft, a second drive shaft, and four wheels. The two ends of the first drive shaft are connected to two wheels on the same side of the chassis via vertical shaft drive mechanisms; the two ends of the second drive shaft are also connected to two wheels on the other side of the chassis via vertical shaft drive mechanisms. The drive mechanism can drive the first and second drive shafts to rotate in opposite directions, and through the vertical shaft drive mechanisms, drive the two wheels on the first drive shaft to turn in opposite directions, drive the two wheels on the second drive shaft to turn in opposite directions, and drive the two diagonally opposite wheels to turn in the same direction. This omnidirectional moving chassis, by utilizing the four vertical shaft drive mechanisms at both ends of the first and second drive shafts, simultaneously drives the four wheels to perform their respective steering actions, thereby simplifying the chassis structure and achieving omnidirectional movement of the vehicle on a plane.

[0003] However, the aforementioned omnidirectional mobile chassis and similar traditional AGVs typically feature rigid, fixed, or simply suspended body structures, primarily suitable for flat, level terrain. In the aerospace manufacturing field, for example, when performing operations such as painting or inspection inside complex curved surfaces like aircraft air intakes, traditional rigid chassis cannot adapt to the continuous undulations of the surface. This makes it difficult to ensure that all four wheels maintain effective contact with the surface, leading to wheel slippage, vehicle instability, and even immobility. Furthermore, rigid bodies exhibit significant overall tilting on rough terrain, failing to provide a stable platform for the operating equipment.

[0004] Therefore, how to enable the vehicle to adapt to complex curved terrain while maintaining the stability of the vehicle platform, based on achieving omnidirectional movement of the vehicle body, is a technical problem that urgently needs to be solved in this field. Summary of the Invention

[0005] To address the problem that existing AGVs cannot maintain four-wheel ground contact and vehicle stability on complex curved surfaces, this invention proposes a differential mobile vehicle body that can move omnidirectionally across all terrains. The differential structure composed of bevel gear sets connects the central vehicle body with the left and right side vehicle bodies, enabling all four wheels to always contact the ground and the central vehicle body to remain relatively stable on rough roads.

[0006] To achieve the above-mentioned objectives, the technical solution of the present invention is as follows: A differential mobile vehicle body capable of all-terrain and omnidirectional movement, including Central vehicle body; Two side car bodies are respectively connected to the left and right sides of the central car body, and each of the side car bodies can rotate relative to the central car body in a vertical plane; Four Mecanum wheels are respectively installed at both ends of the two sidecars to drive the car body to move; A differential functional structure is disposed on the central vehicle body and is connected to the wheel support arm shafts of the two side vehicle bodies respectively; the differential functional structure is used to correlate the rotation angles of the two side vehicle bodies relative to the central vehicle body.

[0007] Furthermore, the sidecar includes a wheel arm and a wheel arm pivot. The two ends of the wheel arm are respectively connected to two Mecanum wheels on the same side. The wheel arm pivot is fixedly connected to the center position of the wheel arm. The sidecar is rotatably connected to the centercar through the wheel arm pivot.

[0008] Furthermore, the differential functional structure includes a bevel gear set, the bevel gear set comprising: A large bevel gear is fixedly mounted on a rotatable central shaft; Two small bevel gears are fixedly installed on the wheel support arm shafts of the left and right sidecar bodies, respectively, coinciding with the central axis of the wheel support arm shafts, and both small bevel gears mesh with the large bevel gear.

[0009] Furthermore, the differential function structure also includes: Two bearing housings are fixed on the central vehicle body and located at both ends of the central shaft, with the two ends of the central shaft rotatably mounted in the two bearing housings via bearings.

[0010] Furthermore, the differential function structure also includes: Two connecting seats and two supporting seats are fixed on the central vehicle body. Each wheel arm pivot is provided with one connecting seat and one supporting seat. The connecting seats and the supporting seats together axially limit the wheel arm pivot, so that the wheel arm pivot can rotate freely around its own axis.

[0011] Furthermore, the differential function structure also includes: An electromagnetic brake, connected to the central shaft, is used to selectively lock the bevel gear set, thereby limiting the relative rotation between the sidecar and the centralcar.

[0012] Furthermore, the differential function structure also includes: An angle encoder, connected to the central shaft, is used to detect the rotation angle of the central shaft or the large bevel gear.

[0013] Furthermore, it also includes: A linear module, fixedly installed on the upper part of the central vehicle body, is used to provide additional linear travel for external working equipment; The film deployment and retraction assembly is fixedly installed on the central vehicle body and is used to automatically deploy or retract the protective film when the vehicle body is moving.

[0014] Furthermore, the sidecar body also includes: A rubber limiting block is disposed between the side vehicle body and the center vehicle body to limit the relative rotation angle between the two.

[0015] This invention is used for movement within complex curved surfaces such as aircraft air intakes. Before entering the air intake, an electromagnetic brake engages, maintaining a fixed posture for easy transport. Upon entering the air intake, the electromagnetic brake is released, and the left and right sides of the vehicle rotate relative to the central body via bevel gear sets, with four Mecanum wheels always in contact with the air intake surface. Omnidirectional movement is achieved through these four Mecanum wheels. The central body remains relatively stable, providing a stable platform for mounted painting equipment, inspection equipment, or robotic arms.

[0016] In summary, the present invention has the following advantages: 1. This invention employs a differential structure in which the central vehicle body is hinged to the left and right side vehicle bodies, and uses a bevel gear set to couple the rotation angles of the left and right side vehicle bodies. When one side vehicle body rises due to road undulations, the other side vehicle body relatively presses down, thereby ensuring that all four Mecanum wheels maintain effective contact even on rough roads, preventing wheel slippage and enabling all-terrain mobility.

[0017] 2. In this invention, through the design of a differential functional structure, when the left and right vehicle bodies rotate relative to the central vehicle body by angles A and B respectively, the rotation angle of the central vehicle body itself is only the average of the two, C=(A+B) / 2. This significantly reduces the disturbance of the central vehicle body's attitude to rough roads, keeping it relatively stable and providing a stable platform for the mounted operating equipment, thereby improving the quality of operation.

[0018] 3. This invention, by incorporating an electromagnetic brake, can lock the bevel gear set during vehicle hoisting or non-operation states, maintaining vehicle rigidity, facilitating handling, and preventing accidents. Simultaneously, the angle encoder can monitor the vehicle's attitude angle in real time; when the vehicle's rotation exceeds a safety threshold, a safe stop can be triggered, improving operational safety.

[0019] 4. The present invention integrates a linear module and a film deployment and retraction assembly on the central vehicle body. The linear module provides additional working stroke for the operating equipment, expanding the operating range of a single stop; the film deployment and retraction assembly can simultaneously lay out the protective film during the journey, effectively protecting the surface of the aircraft air intake, and realizing the integration of mobility and operation functions. Attached Figure Description

[0020] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments, wherein: Figure 1 This is a schematic diagram of the overall structure of the all-terrain omnidirectional differential mobile vehicle body of the present invention; Figure 2 This is a schematic diagram of the sidecar structure; Figure 3 A structural diagram of the central vehicle body; Figure 4 A schematic diagram of the differential functional structure of the central vehicle body; Figure 5 This is a schematic diagram of a bevel gear set.

[0021] in: 1-Linear module, 2-Waist film retraction and extension assembly, 3-Side vehicle body, 4-Central vehicle body, 5-Mecanum wheel, 6-Wheel support arm, 7-Servo geared motor, 8-Rubber limit block, 9-Wheel support arm shaft, 10-Lower plate, 11-Upper plate, 12-Bevel gear set, 13-Electromagnetic brake, 14-Connecting seat, 15-Angle encoder, 16-Bearing seat, 17-Central shaft, 18-Support seat, 19-Small bevel gear, 20-Large bevel gear. Detailed Implementation

[0022] To more clearly illustrate the present invention, the following description, in conjunction with preferred embodiments and accompanying drawings, further clarifies the invention. Those skilled in the art should understand that the specific description below is illustrative rather than restrictive and should not be construed as limiting the scope of protection of the present invention.

[0023] Example 1 like Figure 1 As shown, this invention proposes a differential mobile vehicle capable of all-terrain and omnidirectional movement, comprising a central vehicle body 4, two side vehicle bodies 3, and four Mecanum wheels 5. The two side vehicle bodies 3 are respectively connected to the left and right sides of the central vehicle body 4, and each side vehicle body 3 is capable of rotating relative to the central vehicle body 4 in a vertical plane. The four Mecanum wheels 5 are respectively installed at both ends of the two side vehicle bodies 3, that is, one Mecanum wheel 5 is installed at each end of each side vehicle body 3, for driving the entire vehicle body to move.

[0024] like Figure 2 As shown, the sidecar body 3 mainly consists of Mecanum wheels 5, wheel supports 6, servo geared motors 7, and wheel support arm shafts 9. The wheel supports 6 connects to two Mecanum wheels 5 at each end of the sidecar body 3. The wheel support arm shaft 9 is located at the center of the wheel support arm 6, and the sidecar body 3 is connected to the central car body 4 via the wheel support arm shaft 9. The servo geared motor 7 drives the Mecanum wheels 5 to rotate.

[0025] like Figure 4 As shown, a differential functional structure is provided on the central vehicle body 4, which is connected to the wheel support arm shafts 9 of the two side vehicle bodies 3 respectively. When the road surface is uneven, the left and right side vehicle bodies 3 rotate in an interconnected manner through this differential functional structure, so that the four Mecanum wheels 5 are always in contact with the road surface, thus achieving all-terrain adaptability.

[0026] Example 2 Based on Example 1, this example further defines the differential functional structure.

[0027] like Figure 4 and Figure 5 As shown, the differential functional structure includes a bevel gear set 12, which comprises a large bevel gear 20 and two small bevel gears 19. The large bevel gear 20 is fixedly mounted on the central shaft 17, and the two small bevel gears 19 are respectively fixedly mounted on the wheel support arm shafts 9 of the left and right side bodies 3, with both small bevel gears 19 meshing with the large bevel gear 20. The small bevel gears 19 are fixedly connected to the wheel support arm shafts 9 by keys to ensure circumferential positioning.

[0028] like Figure 5 As shown, the two ends of the central shaft 17 are supported by two bearing seats 16 fixed on the central vehicle body 4. The two bearing seats 16 fix the central shaft 17 on the left and right, respectively, allowing the central shaft 17 to rotate freely around its own axis. The large bevel gear 20 is fixedly connected to the central shaft 17 and rotates together with the central shaft 17. The wheel support arm shaft 9 is axially fixed by the connecting seat 14 and the support seat 18, allowing the wheel support arm shaft 9 to rotate freely around its own axis.

[0029] When the left side body 3 drives the left wheel support arm shaft 9 to rotate by an angle A, the left small bevel gear 19 also rotates by an angle A, driving the large bevel gear 20 and the central shaft 17 to rotate, which in turn drives the right small bevel gear 19 and the right wheel support arm shaft 9 to rotate by an angle -A, thereby causing the right side body 3 to rotate in the opposite direction, thus realizing the commutator principle.

[0030] Based on Embodiment 1, this embodiment further employs a bevel gear set 12 composed of a large bevel gear 20 and two small bevel gears 19. Through the coordinated movement of the bevel gear set 12, the left and right wheel support arm shafts 9 can rotate in opposite directions. When the left side vehicle body 3 rotates by an angle A, the right side vehicle body 3 rotates by an angle -A, and the central vehicle body 4 only produces a small rotation angle of C=(A+B) / 2, thereby providing a relatively stable platform for the operating equipment it carries.

[0031] Example 3 Based on Example 2, this example further adds an electromagnetic brake 13 and an angle encoder 15.

[0032] like Figure 4 As shown, the differential functional structure also includes an electromagnetic brake 13 and an angle encoder 15. The electromagnetic brake 13 is connected to the central shaft 17. When the electromagnetic brake 13 is engaged, the central shaft 17 and the large bevel gear 20 cannot rotate, thereby locking the left and right wheel support arm shafts 9 and restricting the relative rotation between the sidecar body 3 and the centralcar body 4. The angle encoder 15 is mounted on the central shaft 17 and is used to detect the rotation angle of the central shaft 17 or the large bevel gear 20, thereby calculating the relative rotation angle between the sidecar body 3 and the centralcar body 4.

[0033] This embodiment, based on embodiment 2, further adds an electromagnetic brake 13 and an angle encoder 15. Before entering the aircraft air intake, the electromagnetic brake 13 engages to prevent uncontrolled rotation of the left and right side bodies 3 and the central body 4 due to lifting errors, thus avoiding lifting accidents. During travel, the angle encoder 15 acquires the rotation angle of the central shaft 17 and calculates the current state of the moving vehicle. When the rotation angle exceeds a set value, it is considered that the rotation angle of the side body 3 is too large, potentially posing a risk, and the moving vehicle will stop safely.

[0034] Example 4 This embodiment, based on embodiment 3, further adds a linear module 1 and a membrane take-up and take-down assembly 2.

[0035] like Figure 1 and Figure 3 As shown, the central vehicle body 4 includes a lower plate 10 and an upper plate 11. A linear module 1 is fixedly mounted on the upper plate 11 of the central vehicle body 4, providing additional travel in the heading for external work equipment (such as spraying actuators and inspection actuators). A film deployment / retraction assembly 2 is fixedly mounted on the central vehicle body 4. When the moving vehicle body travels on the surface of the aircraft air intake, the film deployment / retraction assembly 2 automatically deploys and retracts the protective film to protect the surface of the aircraft air intake. The lower plate 10 is used to mount the differential function implementation structure of this invention.

[0036] Example 5 This embodiment, based on embodiment 4, further adds a rubber limiting block 8. For example... Figure 2 As shown, the rubber limiting block 8 is set between the side vehicle body 3 and the center vehicle body 4 to limit the mutual rotation angle between the two and prevent the side vehicle body from rotating too much relative to the center vehicle body.

[0037] The main functional steps of the mobile vehicle body of this invention after entering the aircraft air intake are as follows: Step 1: Before entering the aircraft air intake, in order to prevent accidents caused by uncontrollable rotation of the left and right side bodies 3 and the central body 4 due to lifting errors during the handling process, the electromagnetic brake 13 needs to be braked to prevent the central shaft 17 and the large bevel gear 20 from rotating, thereby restricting the mutual rotation of the side bodies 3 and the central body 4.

[0038] Step 2: When preparing to enter the aircraft air intake, deactivate the braking mode of electromagnetic brake 13.

[0039] Step 3: After entering the aircraft air intake, the left and right side vehicle bodies 3 rotate relative to the central vehicle body 4 under the action of the differential bevel gear set 12, thereby adapting to the complex curved surface of the air intake, ensuring that the four wheels are always in contact with the surface of the air intake, and keeping the central vehicle body 4 stable.

[0040] Step 4: When driving on the surface of the air intake, omnidirectional movement is achieved through the four Mecanum wheels 5.

[0041] Step 5: The angle encoder 15 acquires the rotation angle of the central shaft 17 and calculates the current state of the moving vehicle. When the rotation angle of the side vehicle 3 exceeds the set value, it is determined that there is a risk, and the moving vehicle stops safely.

[0042] Step Six: The film deployment and retraction assembly 2 lays out or retracts the protective film synchronously with the movement of the mobile vehicle, that is, the film is deployed when moving forward and retracted when moving backward; the linear module 1 can be equipped with robotic arms for spraying, vision measurement, etc., and the stroke of the linear module 1 provides a larger working range for the operating equipment.

[0043] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Any simple modifications or equivalent changes made to the above embodiments based on the technical essence of the present invention shall fall within the protection scope of the present invention.

Claims

1. A differential mobile vehicle body capable of all-terrain and omnidirectional movement, characterized in that, Including the central vehicle body (4); Two sidecars (3) are connected to the left and right sides of the central car body (4), and each sidecar (3) can rotate in a vertical plane relative to the central car body (4); four Mecanum wheels (5) are installed at both ends of the two sidecars (3) to drive the car body to move; a differential functional structure is set on the central car body (4) and is connected to the wheel support arm shafts (9) of the two sidecars (3) respectively; the differential functional structure is used to make the rotation angles of the two sidecars (3) relative to the central car body (4) correlated.

2. The differential mobile vehicle body capable of all-terrain and omnidirectional movement according to claim 1, characterized in that, The sidecar body (3) includes a wheel support arm (6) and a wheel support arm pivot (9). The two ends of the wheel support arm (6) are respectively connected to two Mecanum wheels (5) on the same side. The wheel support arm pivot (9) is fixedly set at the center position of the wheel support arm (6). The sidecar body (3) is rotatably connected to the centercar body (4) through the wheel support arm pivot (9).

3. The differential mobile vehicle body capable of all-terrain and omnidirectional movement according to claim 1 or 2, characterized in that, The differential functional structure includes a bevel gear set (12), which includes: a large bevel gear (20) fixedly mounted on a rotatable central shaft (17); and two small bevel gears (19) fixedly mounted on the wheel support arm shafts (9) of the left and right sidecar bodies (3), respectively, coinciding with the central axis of the wheel support arm shafts (9), and both small bevel gears (19) meshing with the large bevel gear (20).

4. The differential mobile vehicle body capable of all-terrain and omnidirectional movement according to claim 3, characterized in that, The differential function structure also includes: Two bearing seats (16) are fixed on the central vehicle body (4) and located at both ends of the central shaft (17). The two ends of the central shaft (17) are respectively rotatably installed in the two bearing seats (16) through bearings.

5. The differential mobile vehicle body capable of all-terrain and omnidirectional movement according to claim 3, characterized in that, The differential function structure also includes: Two connecting seats (14) and two supporting seats (18) are fixed on the upper plate of the central vehicle body (4). Each wheel arm pivot (9) is provided with one connecting seat (14) and one supporting seat (18). The connecting seat (14) and the supporting seat (18) together limit the wheel arm pivot (9) axially, so that the wheel arm pivot (9) can rotate freely around its own axis.

6. The differential mobile vehicle body capable of all-terrain and omnidirectional movement according to claim 3, characterized in that, The differential function structure also includes: An electromagnetic brake (13), connected to the central shaft (17), is used to selectively lock the bevel gear set (12), thereby limiting the relative rotation between the sidecar (3) and the centralcar (4).

7. The differential mobile vehicle body capable of all-terrain and omnidirectional movement according to claim 3, characterized in that, The differential functional structure further includes: an angle encoder (15), connected to the central shaft (17), for detecting the rotation angle of the central shaft (17) or the large bevel gear (20).

8. The differential mobile vehicle body capable of all-terrain and omnidirectional movement according to claim 1, characterized in that, Also includes: A linear module (1) is fixedly installed on the upper part of the central vehicle body (4) to provide additional linear travel for external operating equipment; a film retraction assembly (2) is fixedly installed on the central vehicle body (4) to automatically lay or retract the protective film when the vehicle body is moving.

9. The differential mobile vehicle body capable of all-terrain and omnidirectional movement according to claim 1, characterized in that, The side vehicle body (3) also includes a rubber limiting block (8), which is disposed between the side vehicle body (3) and the central vehicle body (4) to limit the relative rotation angle between the two.

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