Wheel diameter self-adaptive pushing all-directional intelligent inspection agv device and method

Abstract

The application discloses a wheel diameter self-adaptive pushing public and railway dual-purpose omnidirectional intelligent checking AGV device and method, the device comprises a public and railway walking vehicle body, a self-adaptive U-shaped clamp clamping mechanism, a large-stroke lifting mechanism, a public and railway dual-mode walking mechanism, a manual emergency mechanical mechanism and a laser navigation radar obstacle avoidance safety mechanism. The application realizes self-adaptive adaptation in a super-large range of 200-300 mm of a sample shaft diameter and 855-1050 mm of a working wheel diameter. The application initiates a public and railway automatic switching structure of the vehicle body, realizes bidirectional compatibility of highway omnidirectional movement and track accurate walking, sets a four-steering-wheel+six-rail-wheel composite wheel group structure, and gives consideration to flexibility and heavy-load stability. The application sets a unique power-off pure mechanical emergency redundancy structure, improves safety and maintainability, sets a laser+radar intelligent protection system, greatly improves automation, intelligence and safety level, and sets a heavy-load channel steel structure of the vehicle body, and the mechanical performance is excellent.

Description

Technical Field

[0001] This invention belongs to the technical field of intelligent heavy-duty handling robots and dual-mode road-rail transport equipment. It relates to a wheel diameter adaptive push dual-mode road-rail omnidirectional intelligent verification AGV device and method. Specifically, it relates to a heavy-duty dual-mode road-rail AGV transport equipment and method with wheel diameter adaptive adjustment, suspension, pushable large-diameter template wheel device, automatic switching between road and rail travel, omnidirectional movement, laser navigation radar obstacle avoidance, and manual emergency response in case of power failure. Background Technology

[0002] AGV (Automated Guided Vehicle) is a wheeled industrial robot equipped with navigation sensors, batteries, drive wheels, and controllers. It automatically transports goods along a route without human intervention.

[0003] Existing dual-purpose road-rail transport trolleys and rail-mounted AGVs have the following common technical defects:

[0004] (1) Poor adaptability to working conditions

[0005] Traditional equipment and tooling have fixed structures, which cannot be adapted to template axles of different diameters and different working wheel diameters. They can only transport workpieces of a single specification, resulting in extremely low versatility.

[0006] (2) Walking mode is incompatible

[0007] Conventional railcars can only travel in a straight line and lack omnidirectional mobility on highways; ordinary road AGVs cannot meet the requirements for high-precision straight-line travel and stable operation under heavy loads, nor can they meet the complex working conditions of mixed road and rail transport in the factory area.

[0008] (3) The wheelset structure design is unreasonable.

[0009] The existing equipment has a single wheel set configuration and does not have a combined structure of "four steering wheels for omnidirectional road travel + six wheels for balanced track load bearing". This results in poor stability under heavy loads, uneven wheel pressure, easy deviation, and uncontrollable braking distance.

[0010] (4) No power outage emergency redundancy structure

[0011] All similar equipment on the market relies on electronic control systems. It cannot be moved when power is cut off or it malfunctions and gets stuck. It has no manual mechanical switching or lifting function, and the risks of on-site maintenance and evacuation during malfunctions are extremely high.

[0012] (5) Low level of intelligence and security protection

[0013] Traditional equipment only has simple anti-collision switches and lacks laser navigation and positioning, radar active obstacle avoidance, and multi-level safety protection systems, which cannot meet the safety standards for unmanned transfer in smart workshops.

[0014] (6) Insufficient body rigidity

[0015] Lightweight frame structures are prone to deformation under long-term 3T heavy loads. The lack of targeted reinforcement design results in a short service life and rapid loss of precision.

[0016] In summary, existing technologies suffer from numerous shortcomings, such as poor adaptability, limited modes, weak stability, insufficient security, and lack of redundancy backup. There is an urgent need for a new type of AGV device that integrates structural innovation and functionality for both road and rail use. Summary of the Invention

[0017] To address the shortcomings and deficiencies of existing technologies, this invention discloses an omnidirectional intelligent verification AGV device with adaptive wheel diameter for both road and rail transport. It has advantages such as large wheel diameter self-adaptation, pushing and lifting, free switching between road and rail modes, omnidirectional travel, balanced load, controllable braking, dual electromechanical redundancy, and intelligent safety protection.

[0018] The present invention also discloses a method for adjusting the wheel diameter adaptive propulsion omnidirectional intelligent verification of road and rail vehicles using the aforementioned wheel diameter adaptive propulsion AGV device.

[0019] This invention achieves the following objectives:

[0020] (1) Achieve ultra-wide adaptive adaptation for template shaft diameter of 200~300mm and working wheel diameter of 855~1050mm;

[0021] (2) Achieve bidirectional compatibility between omnidirectional highway movement and precise rail travel;

[0022] (3) A composite wheel set structure that achieves omnidirectional flexible movement of four steering wheels and balanced heavy load bearing of six railway wheels;

[0023] (4) Set up an independent mechanical manual emergency system to realize lifting and wheel group switching operations in the absence of power control;

[0024] (5) It integrates multiple safety protections, including laser navigation, radar obstacle avoidance, hard anti-collision, and waterproof limiters;

[0025] (6) Optimize the overall heavy-duty frame structure of 40 channel steel to improve the rigidity, stability and mechanical safety performance of the whole machine.

[0026] To achieve the above objectives, the present invention provides the following technical solution:

[0027] The wheel diameter adaptive propulsion dual-purpose omnidirectional intelligent verification AGV device includes a road-rail walking car body, an adaptive U-shaped clamping mechanism, a large-stroke lifting mechanism, and a road-rail dual-mode walking mechanism;

[0028] The adaptive U-shaped clamping mechanism and the large-stroke lifting mechanism are located at the front end of the railway and highway traveling car body, respectively achieving ultra-wide adaptive adaptation of the sample wheel axle diameter of 200~300mm and the sample wheel diameter of 855~1050mm;

[0029] The dual-mode road-rail travel mechanism is located below the road-rail traveling car body. It includes an independent omnidirectional steering wheel travel structure and a track travel structure that can be switched in an undulating manner, so as to achieve compatible travel on both roads and railways.

[0030] Furthermore, the adaptive U-shaped clamping mechanism includes a U-shaped insert, a U-port front limit mechanism, a U-port rear limit mechanism, a front limit wheel, a rear limit wheel, and a limit handwheel;

[0031] The U-shaped insert includes a supporting upright plate and U-shaped side plates that are vertically fixed to both sides;

[0032] The U-shaped front limit mechanism is located at the front end of the U-shaped side plate. A front limit wheel is installed thereon and is fixedly connected to the limit handwheel. The front limit wheel restricts the template wheel axle from the front.

[0033] The U-shaped rear limit mechanism is located on the inside of the U-shaped side plate. A rear limit wheel is installed thereon. The rear limit wheel restricts the template wheel axle from the rear. The U-shaped rear limit mechanism can be adjusted forward and backward.

[0034] The front and rear limit wheels can rotate on their own.

[0035] Furthermore, the U-shaped front limiting mechanism includes a vertical lead screw, which is movably mounted inside the U-shaped side plate. The top of the vertical lead screw is connected to the limiting handwheel, the lower part of the vertical lead screw is fixedly connected to the front limiting wheel, and the bottom end of the vertical lead screw can be inserted into a preset hole at the bottom of the U-shaped side plate.

[0036] Furthermore, the U-shaped rear limiting mechanism includes a horizontal adjusting handwheel, a worm gear reducer, a shaft diameter adjusting screw, a linear positioning guide rail, and a rear limiting seat. The horizontal adjusting handwheel is installed on the upper part of the horizontally positioned worm gear reducer and is connected to the worm gear reducer. The worm gear reducer is connected to the shaft diameter adjusting screw, which moves back and forth in coordination with the linear positioning guide rail. The rear limiting seat is vertically fixedly installed on the shaft diameter adjusting screw. The rear limiting seat is parallel to the axle of the template wheel, and the rear limiting wheel is fixedly installed at both ends of the rear limiting seat.

[0037] Furthermore, the large-stroke lifting mechanism includes a vertical lifting handwheel and a vertical lead screw. The vertical lifting handwheel and the vertical lead screw are located at the rear end of the adaptive U-shaped clamping mechanism and are connected to each other, so as to realize the overall lifting of the adaptive U-shaped clamping mechanism, including the template wheel.

[0038] Furthermore, the omnidirectional steering wheel traveling structure includes steering wheels respectively arranged at the four corners below the road-rail traveling car body; the track traveling structure includes multiple sets of railway traveling wheels symmetrically arranged at the bottom of the road-rail traveling car body.

[0039] Furthermore, the dual-mode road-rail travel mechanism uses a lifting system to raise and lower the steering wheel of the omnidirectional steering wheel travel structure, thereby causing the overall undulation switching of the road-rail travel vehicle body.

[0040] Furthermore, the lifting system includes a vehicle body lifting motor, a linkage lifting platform, and a linkage transmission rod. The vehicle body lifting motor is connected to a reducer, and the reducer is synchronously connected to multiple linkage lifting platforms through the linkage transmission rod. The linkage lifting platforms are fixedly connected to the steering wheel to form a lifting unit.

[0041] Furthermore, the device also includes a manual emergency mechanical mechanism and a laser navigation radar obstacle avoidance safety mechanism; the manual emergency mechanical mechanism includes a car body lifting handwheel installed on the dual-mode road-rail travel mechanism, the car body lifting handwheel is sequentially connected to the linkage transmission rod and the linkage lifting platform, the linkage lifting platform is fixedly connected to the steering wheel, so as to realize the manual switching of the overall undulation of the road-rail travel car body in the event of a power failure.

[0042] The method for adjusting the wheel diameter adaptive push omnidirectional intelligent calibration AGV for both road and rail transport using the aforementioned wheel diameter adaptive push omnidirectional intelligent calibration AGV device includes:

[0043] Depending on the work site, the dual-mode road-rail walking mechanism automatically switches to achieve rail travel with the railway wheels on the ground or omnidirectional road travel with the steering wheel on the ground.

[0044] The wheel axle of the 200~300mm specification template wheel is clamped by an adaptive U-shaped clamping mechanism, and the wheel diameter of 855~1050mm is matched by a large stroke lifting mechanism to complete the support and transfer of the template wheel;

[0045] In the event of a power outage or electrical control failure, the independent manual emergency mechanical mechanism is activated to complete the lifting and switching of operating conditions, enabling manual evacuation and reset.

[0046] Compared with the prior art, the beneficial effects of the present invention are:

[0047] (1) This invention realizes adaptive transfer of workpieces in ultra-large range, and achieves adaptive adaptation of template shaft diameter of 200~300mm and working wheel diameter of 855~1050mm in ultra-large range, solving the problem of poor versatility of traditional equipment;

[0048] (2) This invention is the first to create a vehicle body undulating automatic switching structure for road and rail, which realizes bidirectional compatibility between omnidirectional road movement and precise track walking, dual-mode compatibility, and strong adaptability;

[0049] (3) The present invention is designed with a four-steering wheel + six railway wheel composite wheel set structure, which takes into account both flexibility and heavy load stability;

[0050] (4) The present invention features a unique pure mechanical emergency redundancy structure for power outages, which greatly improves the safety and maintainability of the equipment;

[0051] (5) The present invention sets up a laser + radar intelligent protection system, which greatly improves the level of automation, intelligence and safety;

[0052] (6) The vehicle body of the present invention is equipped with a heavy-duty channel steel integral structure, which has excellent mechanical properties, stable operation and long service life. Attached Figure Description

[0053] Figure 1 This is a schematic diagram of the overall structure of the device of the present invention;

[0054] Figure 2 A schematic diagram of the bottom structure of the road-rail wheel assembly layout;

[0055] Figure 3 for Figure 2 Schematic diagram of removing the upper shell;

[0056] Figure 4 This is a structural diagram of the adaptive U-shaped clamping mechanism and the large-stroke lifting mechanism;

[0057] Figure 5 for Figure 4 magnification Figure 1 ;

[0058] Figure 6 for Figure 4 magnification Figure 2 ;

[0059] Figure 7 Schematic diagram of manual emergency mechanical transmission mechanism Figure 1 ;

[0060] Figure 8 Schematic diagram of manual emergency mechanical transmission mechanism Figure 2 ;

[0061] Figure 9 Enlarged view of the U-port front limit mechanism, U-port rear limit mechanism, front limit wheel, rear limit wheel, and shaft diameter adjusting screw;

[0062] Among them, 1-steering wheel, 2-railway wheel set, 3-drive, 4-U-shaped plug, 41-U-shaped side plate, 42-support plate, 5-U-port up and down adjustment, 6-U-port front limit mechanism, 7-U-port rear limit mechanism, 8-U-port front and rear range, 9-car body lifting handwheel, 10-car body lifting motor, 11-linkage lifting platform, 12-front limit wheel, 13-rear limit wheel, 14-shaft diameter adjusting screw, 15-limit handwheel, 16-horizontal adjustment handwheel, 17-vertical lifting handwheel, 18-linkage transmission rod, 19-railway and road travel car body. Detailed Implementation

[0063] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments to enable those skilled in the art to understand and implement it. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the scope of the invention.

[0064] The wheel diameter adaptive propulsion dual-mode omnidirectional intelligent verification AGV device of this embodiment includes: a road-rail walking car body 19, an adaptive U-shaped clamping mechanism, a large stroke lifting mechanism, a road-rail dual-mode walking mechanism, a manual emergency mechanical mechanism, an electric control drive mechanism, and a laser navigation radar obstacle avoidance safety mechanism.

[0065] Among them, there are 19 railway and highway train cars, such as... Figure 1 As shown:

[0066] Made of 40# channel steel welded as a whole, with an overall closed frame structure, the machine weighs 3 tons. Welded reinforcing plates are set at each stress point, resulting in high overall rigidity and excellent torsional and bending resistance.

[0067] Among them, the adaptive U-shaped clamping mechanism, such as Figure 1 , Figures 4 to 6 as well as Figure 9 As shown:

[0068] Located at the front end of the railway-road vehicle body 19, it includes a U-shaped plug 4, a U-shaped front limit mechanism 6, a U-shaped rear limit mechanism 7, a front limit wheel 12, a rear limit wheel 13, a shaft diameter adjusting screw 14, a limit handwheel 15, and a horizontal adjusting handwheel 16.

[0069] The U-shaped side plate 41 and the supporting upright plate 42 are welded together to form the entire U-shaped insert 4, with the opening facing outward to form a U-shaped support space.

[0070] The U-shaped front limiting mechanism 6 is located at the front end of the U-shaped side plate 41, and a front limiting wheel 12 is installed thereon. The front limiting wheel 12 on the U-shaped front limiting mechanism 6 restricts the front of the template wheel axle.

[0071] The U-shaped front limiting mechanism 6 includes a vertical screw, which is movable up and down inside the U-shaped side plate 41. The top of the vertical screw is connected to the limiting handwheel 15, the bottom of the vertical screw is fixedly connected to the front limiting wheel 12, and the bottom of the vertical screw can be inserted into a preset hole at the bottom of the U-shaped side plate 41.

[0072] The limit handwheel 15 is set on the front limit mechanism 6 of the U-shaped opening. It is manually operated to lock and limit the position of the wheel axle. By tightening the limit handwheel 15, the vertical screw of the front limit mechanism 6 of the U-shaped opening is inserted into the positioning hole reserved at the bottom of the U-shaped side plate 41 and locked, so that the front limit wheel 12 clamps the wheel axle of the template wheel from the front.

[0073] The U-shaped rear limiting mechanism 7 is located on the inside of the U-shaped side plate 41, and a rear limiting wheel 13 is installed thereon. The rear limiting wheel 13 on the U-shaped rear limiting mechanism 7 restricts the rear of the template wheel axle (the position can be adjusted forward and backward).

[0074] Specifically: The U-shaped rear limit mechanism 7 includes a horizontal adjustment handwheel 16, a worm gear reducer, a shaft diameter adjustment screw 14, a linear positioning guide rail, and a rear limit seat;

[0075] The horizontal adjustment handwheel 16 is installed on the upper part of the horizontally set worm gear reducer. The horizontal adjustment handwheel 16 is connected to the worm gear reducer. The worm gear reducer is connected to the shaft diameter adjustment screw 14. The shaft diameter adjustment screw 14 moves back and forth in cooperation with the linear positioning guide rail. The rear limit seat is vertically fixed on the shaft diameter adjustment screw 14. The rear limit seat is parallel to the wheel axle of the template wheel. The rear limit wheels 13 are fixedly installed at both ends of the rear limit seat.

[0076] The four sets of linear positioning guides at the rear of the U-shaped plug 4 and the horizontally mounted worm screw reducer (including the shaft diameter adjusting screw 14) are used to adjust the U-port rear limit mechanism 7 forward and backward via the horizontal adjustment handwheel 16: The horizontal adjustment handwheel 16 is installed on the upper part of the horizontally mounted worm screw reducer. Rotating the horizontal adjustment handwheel 16 causes the horizontal screw (shaft diameter adjusting screw 14) to move forward and backward, pushing the U-port rear limit mechanism 7 to adjust and limit forward and backward.

[0077] In addition, the front limit wheel 12 and the rear limit wheel 13 can rotate themselves, so that the template wheel can rotate axially when it is pushed or transported, and the wheel body can roll freely on the rail.

[0078] The working principle of the adaptive U-shaped clamping mechanism is as follows:

[0079] The template wheel is pushed into the opening of the U-shaped plug 4, and the wheel axle falls into the front and rear range 8 of the U-shaped opening (the range within which the rear limit wheel 13 of the rear limit mechanism 7 of the U-shaped opening can move back and forth).

[0080] The front limit mechanism 6 and the rear limit mechanism 7 are respectively equipped with a front limit wheel 12 and a rear limit wheel 13, and the two types of limit wheels clamp the wheel axle from the front and rear sides.

[0081] The effective clamping width of the U-shaped opening can be changed by adjusting the distance between the front and rear limit mechanisms through the shaft diameter adjusting screw 14 (for front and rear adjustment) and the limit handwheel 15 (for limiting but not for front and rear adjustment). The adjustment range covers the entire range of wheel and axle diameter from 200 mm to 300 mm.

[0082] After adjustment, the limit handwheel 15 is locked, and the front limit wheel 12 is fixed to the axle to prevent axial or radial movement during transport.

[0083] The U-shaped insertion clamp opening is adjustable through the U-shaped rear limit mechanism 7, the front and rear range of the U-shaped opening 8, and the shaft diameter adjustment screw 14, which can be used to clamp and position the template wheel shaft diameter in the full range of 200mm~300mm. Each time a template wheel with a different wheel diameter and shaft diameter is pushed into the U-shaped opening, the shaft diameter is fixed by the limit wheel (front limit wheel 12) by the U-shaped front limit mechanism 6.

[0084] Among them, the large-stroke lifting mechanism, namely the U-port vertical adjustment 5, such as... Figures 4-6 as well as Figure 9 As shown:

[0085] The system includes a vertical lifting handwheel 17 and a vertical lead screw, which are mounted on the support plate 42. The vertical lifting handwheel 17 drives the vertical lead screw to rotate, and the lead screw nut drives the U-shaped insert 4 and the template wheel to move up and down together. After adjusting to the target height, the system is fixed by a lead screw self-locking or brake mechanism to prevent sinking during operation.

[0086] The vertical adjustment stroke is achieved through the vertical lead screw and vertical lifting handwheel 17, covering a wide range of working wheel diameters from 855mm to 1050mm, with high positioning accuracy and stable locking.

[0087] The large-stroke lifting mechanism enables the adaptive U-shaped clamping mechanism, including the template wheel, to be suspended in the air, allowing the template wheel to travel on the suspension of highways and railways, thereby achieving automated operation in special scenarios.

[0088] The design of this adaptive U-shaped clamping mechanism and large-stroke lifting mechanism solves the industry pain point that traditional equipment can only transfer workpieces of a single specification and has poor versatility.

[0089] Among them, the dual-mode road-rail walking mechanism, such as Figure 2 As shown:

[0090] Located below the road-rail vehicle body 19, the bottom of the road-rail vehicle body 19 integrates two independent running systems:

[0091] (1) Omnidirectional steering wheel walking structure: Four sets of 300mm diameter industrial heavy-duty steering wheels 1 (with their own motors) are arranged at the four corners of the road-rail vehicle body 19 to realize omnidirectional movement on the road, turning in place, lateral movement, etc.

[0092] (2) Track walking structure: Three sets of six railway wheels with a diameter of 200mm (railway wheel set 2) are arranged in the center of the bottom of the railway car body 19. They are symmetrically distributed, and the track running load is uniform and the straight running stability is high (drive 3 is the drive motor and reducer of the railway wheel set 2).

[0093] It solves the technical problems of traditional railway and highway equipment such as "unstable track, inflexible road surface, uneven wheel pressure, and unilateral overload".

[0094] The dual-mode road-rail travel mechanism uses a lifting system to drive the overall undulation of the vehicle body, enabling automatic switching between railway wheel set 2 grounded on the track and steering wheel 1 grounded on the road for omnidirectional travel, without the need to disassemble or assemble the wheel set; it automatically completes the ground / suspended switching between the two travel modes without mechanical interference, and the switching is smooth.

[0095] The dual-mode road-rail walking mechanism enables automatic switching between road and rail modes and undulating wheel set switching. It employs a switching method where the steering wheel 1's lifting and lowering drives the overall undulation of the car body. Specifically:

[0096] like Figure 3 , Figure 7 and Figure 8 As shown, the lifting system includes a car body lifting motor 10, a linkage lifting platform 11, and a linkage transmission rod 18. The car body lifting motor 10 is connected to a reducer, and the reducer is synchronously connected to multiple linkage lifting platforms 11 through the linkage transmission rod 18 to form a lifting system. In this embodiment, four linkage lifting platforms 11 are provided, located at the four corners of the road-rail traveling car body 19, and are fixedly connected to the steering wheel 1.

[0097] In use, the steering wheel 1 descends and the road-rail traveling car body 19 is raised by the car body lifting motor 10, the linkage lifting platform 11, and the linkage transmission rod 18; the railway wheel set 2 is placed on the ground and enters the precise straight-line mode on the track.

[0098] By adjusting the car body lifting motor 10, the linkage lifting platform 11, and the linkage transmission rod 18 in reverse, the steering wheel 1 is raised and the road-rail traveling car body 19 is lowered: the steering wheel 1 lands and enters the road omnidirectional traveling mode (when the railway travel has not yet transitioned to the road, the steering wheel 1 can still travel stably on the railway track until the switch between railway and road is completed).

[0099] This embodiment requires no manual disassembly or assembly of the wheel assembly, and features fully automatic, interference-free, and rapid switching between dual working conditions. The structural switching logic is novel, stable, and reliable.

[0100] Regarding the manual emergency mechanical mechanism:

[0101] The equipment is equipped with an independent mechanical manual transmission component, which does not rely on a motor, power supply, or controller. In the event of a power outage, it can be manually operated (either by hand or mechanically) to adjust the equipment's lifting height, switch between template wheels and track wheels, and safely evacuate and reset the equipment in case of malfunction.

[0102] like Figure 3 , Figure 7 and Figure 8 As shown, the manual emergency mechanical mechanism includes a car body lifting handwheel 9 installed in the dual-mode road-rail travel mechanism, which is specifically connected to the reducer. In case of sudden power failure during operation, road-rail compatible operation can be achieved through the car body lifting handwheel 9, the linkage lifting platform 11, and the linkage transmission rod 18.

[0103] In addition, such as Figure 4 , Figure 5 and Figure 6 As shown, the manual emergency mechanical mechanism may also include a front limit wheel 12, a rear limit wheel 13, a shaft diameter adjusting screw 14, a limit handwheel 15, a horizontal adjusting handwheel 16, and a vertical lifting handwheel 17, all of which can be set to manual or electric operation. The front limit wheel 12, rear limit wheel 13, shaft diameter adjusting screw 14, limit handwheel 15, horizontal adjusting handwheel 16, and vertical lifting handwheel 17 allow for manual adjustment of the U-shaped insert 1 in both vertical and horizontal directions to accommodate template wheels with journal diameters of 200-300mm and wheel diameters of 855-1055mm.

[0104] In summary, the manual emergency mechanical mechanism allows for manual adjustment of lifting and lowering as well as switching between track wheels and template wheels when the entire machine is powered off; it enables manual removal, reset, and maintenance of faulty equipment, solving the fatal flaw of the lack of emergency backup in the industry's public transport AGVs.

[0105] Among them, the laser navigation radar obstacle avoidance safety mechanism:

[0106] The device is equipped with laser navigation and positioning modules and radar obstacle avoidance and detection modules at both the front and rear to construct walking paths and detect obstacles in real time. In addition, the device's perimeter (external protective railings) is equipped with rigid anti-collision beams, audible and visual alarm lights, a whole-machine electrical waterproof sealing structure, lifting overtravel limit, and walking limit protection to achieve all-round intelligent safety protection.

[0107] The laser navigation radar obstacle avoidance safety mechanism differs from traditional single-switch collision avoidance mechanisms, as follows:

[0108] Equipped with laser navigation, it achieves precise path positioning;

[0109] Equipped with radar for real-time 3D obstacle avoidance;

[0110] It is equipped with rigid mechanical anti-collision, audible and visual alarms, waterproof protection, and lifting / walking limit protection;

[0111] This forms a triple safety system of active sensing, passive protection, and limit locking, with a protection level far exceeding that of traditional equipment.

[0112] The mechanical and performance advantages (based on type approval verification) of the wheel diameter adaptive propulsion omnidirectional intelligent verification AGV device for both road and rail use in this embodiment are as follows:

[0113] (1) Balanced wheel pressure distribution

[0114] The load is evenly distributed on the four steering wheels of the highway and on the six wheels of the railway. The static and dynamic wheel pressures are within the safe allowable range, with no single-point overload, no track damage, and no road surface subsidence.

[0115] (2) Braking distance is controllable and stable

[0116] The device adopts an electromechanical braking method. Through theoretical calculations and actual testing, the braking distance is stable, the braking is smooth, and there is no slippage or deviation under different speed conditions, which meets the safety specifications for heavy-duty AGVs.

[0117] (3) Sufficient structural strength redundancy

[0118] All key load-bearing structures of the vehicle have undergone strength verification and simulation validation. Welding residual stress has been eliminated, and the structure will not deform or loosen during long-term heavy-load operation.

[0119] The workflow of the wheel diameter adaptive propulsion omnidirectional intelligent verification AGV device for both road and rail use in this embodiment is as follows:

[0120] (1) Adjust the vehicle height through an electric lifting system according to the work site, and automatically switch between rail travel with the railway wheels on the ground and road travel with the steering wheel on the ground.

[0121] (2) The 200–300 mm specification template shaft is clamped by the adaptive U-shaped clamping mechanism, and the 855–1050 mm workpiece wheel diameter is matched by the large stroke lifting mechanism to complete the workpiece support and transfer;

[0122] (3) Automatic path planning via laser navigation, real-time obstacle avoidance via radar, and full-process audio-visual status monitoring;

[0123] (4) In case of power failure or electrical control failure, start the independent manual emergency mechanical mechanism to complete the lifting and switching of working conditions and realize the manual removal and reset of the equipment.

[0124] 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. A wheel-diameter adaptive propulsion omnidirectional intelligent verification AGV device for both road and rail use, characterized in that, The device includes a road-rail traveling car body, an adaptive U-shaped clamping mechanism, a long-stroke lifting mechanism, and a road-rail dual-mode traveling mechanism. The adaptive U-shaped clamping mechanism and the large-stroke lifting mechanism are located at the front end of the railway and highway traveling car body, respectively achieving ultra-wide adaptive adaptation of the sample wheel axle diameter of 200~300mm and the sample wheel diameter of 855~1050mm; The dual-mode road-rail travel mechanism is located below the road-rail traveling car body. It includes an independent omnidirectional steering wheel travel structure and a track travel structure that can be switched in an undulating manner, so as to achieve compatible travel on both roads and railways.

2. The wheel diameter adaptive propulsion omnidirectional intelligent verification AGV device for both road and rail use as described in claim 1, characterized in that, The adaptive U-shaped clamping mechanism includes a U-shaped insert, a U-port front limit mechanism, a U-port rear limit mechanism, a front limit wheel, a rear limit wheel, and a limit handwheel; The U-shaped insert includes a supporting upright plate and U-shaped side plates that are vertically fixed to both sides; The U-shaped front limit mechanism is located at the front end of the U-shaped side plate. A front limit wheel is installed thereon and is fixedly connected to the limit handwheel. The front limit wheel restricts the template wheel axle from the front. The U-shaped rear limit mechanism is located on the inside of the U-shaped side plate. A rear limit wheel is installed thereon. The rear limit wheel restricts the template wheel axle from the rear. The U-shaped rear limit mechanism can be adjusted forward and backward. The front and rear limit wheels can rotate on their own.

3. The wheel diameter adaptive propulsion omnidirectional intelligent verification AGV device for both road and rail use as described in claim 2, characterized in that, The U-shaped front limiting mechanism includes a vertical lead screw, which is movably mounted inside the U-shaped side plate. The top of the vertical lead screw is connected to the limiting handwheel, the lower part of the vertical lead screw is fixedly connected to the front limiting wheel, and the bottom end of the vertical lead screw can be inserted into a preset hole at the bottom of the U-shaped side plate.

4. The wheel diameter adaptive propulsion omnidirectional intelligent verification AGV device for both road and rail use as described in claim 2, characterized in that, The U-shaped rear limiting mechanism includes a horizontal adjusting handwheel, a worm gear reducer, a shaft diameter adjusting screw, a linear positioning guide rail, and a rear limiting seat. The horizontal adjusting handwheel is installed on the upper part of the horizontally positioned worm gear reducer and is connected to the worm gear reducer. The worm gear reducer is connected to the shaft diameter adjusting screw, which moves back and forth in coordination with the linear positioning guide rail. The rear limiting seat is vertically fixed on the shaft diameter adjusting screw. The rear limiting seat is parallel to the axle of the template wheel, and the rear limiting wheel is fixedly installed at both ends of the rear limiting seat.

5. The wheel diameter adaptive propulsion omnidirectional intelligent verification AGV device for both road and rail use as described in any one of claims 1-4, characterized in that, The large-stroke lifting mechanism includes a vertical lifting handwheel and a vertical lead screw. The vertical lifting handwheel and the vertical lead screw are located at the rear end of the adaptive U-shaped clamping mechanism and are connected to each other, so as to realize the overall lifting of the adaptive U-shaped clamping mechanism, including the template wheel.

6. The wheel diameter adaptive propulsion omnidirectional intelligent verification AGV device for both road and rail use as described in any one of claims 1-4, characterized in that, The omnidirectional steering wheel traveling structure includes steering wheels arranged at the four corners below the road-rail traveling car body; the track traveling structure includes multiple sets of railway traveling wheels symmetrically arranged at the bottom of the road-rail traveling car body.

7. The wheel diameter adaptive propulsion omnidirectional intelligent verification AGV device for both road and rail use as described in any one of claims 1-4, characterized in that, The dual-mode road-rail travel mechanism uses a lifting system to raise and lower the steering wheel of the omnidirectional steering wheel travel structure, thereby causing the overall undulation of the road-rail travel vehicle body to switch.

8. The wheel diameter adaptive propulsion omnidirectional intelligent verification AGV device for both road and rail use as described in claim 7, characterized in that, The lifting system includes a vehicle body lifting motor, a linkage lifting platform, and a linkage transmission rod. The vehicle body lifting motor is connected to a reducer, and the reducer is synchronously connected to multiple linkage lifting platforms through the linkage transmission rod. The linkage lifting platforms are fixedly connected to the steering wheel to form a lifting unit.

9. The wheel diameter adaptive propulsion omnidirectional intelligent verification AGV device for both road and rail use as described in claim 8, characterized in that, The device also includes a manual emergency mechanical mechanism and a laser navigation radar obstacle avoidance safety mechanism; the manual emergency mechanical mechanism includes a car body lifting handwheel installed on the dual-mode road-rail travel mechanism, the car body lifting handwheel is connected in sequence to the linkage transmission rod and the linkage lifting platform, the linkage lifting platform is fixedly connected to the steering wheel, so as to realize the overall undulation switching of the road-rail travel car body manually in the power failure state.

10. A method for adjusting the wheel diameter adaptive propulsion omnidirectional intelligent calibration AGV for both road and rail transport using the wheel diameter adaptive propulsion AGV device described in any one of claims 1-9, characterized in that, The method includes: Depending on the work site, the dual-mode road-rail walking mechanism automatically switches to achieve rail travel with the railway wheels on the ground or omnidirectional road travel with the steering wheel on the ground. The wheel axle of the 200~300mm specification template wheel is clamped by an adaptive U-shaped clamping mechanism, and the wheel diameter of 855~1050mm is matched by a large stroke lifting mechanism to complete the support and transfer of the template wheel; In the event of a power outage or electrical control failure, the independent manual emergency mechanical mechanism is activated to complete the lifting and switching of operating conditions, enabling manual evacuation and reset.

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