Omnidirectional moving mechanism, chassis and robot

Abstract

The utility model provides an omni-directional moving mechanism, a chassis and a robot, the omni-directional moving mechanism comprises a rack and a plurality of moving mechanisms, and the plurality of moving mechanisms are arranged on the rack; each moving mechanism comprises an adapter seat, a steering assembly, a damping assembly and a wheel assembly, the steering assembly comprises a steering seat and a steering motor, the steering seat is arranged on the rack through the adapter seat, and the steering motor is configured to drive the steering seat to rotate relative to the adapter seat; the damping assembly comprises a cantilever, a damping rod and an elastic piece, one end of the damping rod is hinged to the steering seat, the other end of the damping rod is hinged to one end of the cantilever, the other end of the cantilever is hinged to the steering seat, and the damping rod is sleeved with the elastic piece; the wheel assembly comprises a wheel and a hub motor, the wheel is rotationally arranged on the cantilever, and the hub motor is configured to drive the wheel to rotate relative to the cantilever. According to the omni-directional moving mechanism, the stability can be enhanced while omni-directional moving is achieved, and the maintenance cost is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, and in particular to an omnidirectional mobile mechanism, a chassis and a robot. Background Art

[0002] At present, there are various types of three-wheel, four-wheel and six-wheel chassis on the market, such as two-wheel differential steering and drive and single-wheel steering and drive. This method has been widely used due to its advantages such as fast speed, high efficiency and convenient control. However, the two-wheel differential steering and drive and single-wheel steering and drive methods have structural limitations and cannot achieve all-round movement of the chassis and vehicles, causing a lot of inconvenience; some four-wheel vehicles use a specific drive mechanism plus Mecanum wheels to achieve omnidirectional movement. Such vehicles have certain advantages in steering, but the control is complex and the cost is high, so it is difficult to apply and promote. Utility Model Content

[0003] The utility model provides an omnidirectional moving mechanism, a chassis and a robot, which are used to solve the problem in the prior art that the chassis is difficult to achieve omnidirectional movement.

[0004] The utility model provides an omnidirectional mobile mechanism, comprising: a frame and a plurality of mobile mechanisms, wherein the plurality of mobile mechanisms are arranged on the frame;

[0005] Each of the mobile mechanisms includes an adapter, a steering assembly, a shock absorbing assembly and a wheel assembly, wherein the steering assembly includes a steering seat and a steering motor, wherein the steering seat is arranged on the frame through the adapter, and the steering motor is configured to drive the steering seat to rotate relative to the adapter; the shock absorbing assembly includes a cantilever, a shock absorbing damping rod and an elastic member, wherein one end of the shock absorbing damping rod is hinged to the steering seat, the other end of the shock absorbing damping rod is hinged to one end of the cantilever, the other end of the cantilever is hinged to the steering seat, and the elastic member is sleeved on the outer periphery of the shock absorbing damping rod; the wheel assembly includes a wheel and a hub motor, wherein the wheel is rotationally arranged on the cantilever, and the hub motor is configured to drive the wheel to rotate relative to the cantilever.

[0006] According to an omnidirectional moving mechanism provided by the utility model, a first hinge point of one end of the shock-absorbing damping rod on the steering seat and a second hinge point of the other end of the cantilever on the steering seat are located at different heights.

[0007] According to an omnidirectional moving mechanism provided by the utility model, in the height direction of the steering seat, the distance between the first hinge point and the adapter seat is smaller than the distance between the second hinge point and the adapter seat.

[0008] According to an omnidirectional movement mechanism provided by the present utility model, the adapter seat includes an adapter seat body and a connecting portion. The steering seat is rotatably arranged on the adapter seat body, and the connecting portion is configured to be clamped and matched with the frame.

[0009] According to an omnidirectional movement mechanism provided by the present utility model, the frame is composed of a plurality of cross-connected cross beams and longitudinal beams. The connecting portion is formed with a clamping groove, and the intersection of the cross beam and the longitudinal beam is clamped and connected with the clamping groove.

[0010] According to an omnidirectional movement mechanism provided by the present utility model, the steering assembly further includes a slewing bearing and a rotating flange. The steering motor is connected to the steering seat through the rotating flange, and the steering seat is connected to the adapter seat through the slewing bearing.

[0011] According to an omnidirectional movement mechanism provided by the present utility model, the cantilever includes a first cantilever and a second cantilever arranged at an angle. The other end of the shock damping rod is hinged to the first cantilever, and the second cantilever is hinged to the steering seat.

[0012] According to an omnidirectional movement mechanism provided by the present utility model, each movement mechanism further includes a motor driver. The motor driver is arranged on the steering seat, and at least one of the steering motor and the hub motor is electrically connected to the motor driver.

[0013] The present utility model further provides a chassis, and the chassis includes the above-mentioned omnidirectional movement mechanism.

[0014] The present utility model further provides a robot, and the robot includes the above-mentioned chassis.

[0015] The omnidirectional movement mechanism, chassis and robot provided by the present utility model, while realizing omnidirectional movement, improve the driving stability on uneven ground through the shock absorption component, reduce the damage to precision components caused by vibration, extend the service life, and can ensure that the wheels do not generate lateral sliding, thus facilitating the accurate construction of the chassis kinematic model; in addition, the frame and the movement mechanism adopt a modular design, making the replacement and maintenance of each part more convenient, reducing the maintenance time and cost, and improving the flexibility. Description of the Drawings

[0016] In order to more clearly illustrate the technical solutions in the present utility model or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present utility model. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0017] Figure 1It is one of the structural schematic diagrams of the omnidirectional moving mechanism provided by the present utility model.

[0018] Figure 2 It is the second structural schematic diagram of the omnidirectional moving mechanism provided by the present utility model.

[0019] Figure 3 It is one of the structural schematic diagrams of the moving mechanism provided by the present utility model.

[0020] Figure 4 It is the second structural schematic diagram of the moving mechanism provided by the present utility model.

[0021] Figure 5 It is the structural schematic diagram of the shock absorption component provided by the present utility model.

[0022] Reference numerals:

[0023] 1. Frame;

[0024] 2. Moving mechanism; 21. Adapter seat; 211. Connecting part; 212. Adapter seat body; 22. Steering component; 221. Steering motor; 222. Steering seat; 2221. Threading hole; 223. Rotary flange; 224. Slewing bearing; 23. Shock absorption component; 231. Cantilever; 2331. Second hinge point; 232. Shock absorption damping rod; 2321. First hinge point; 233. Elastic member; 24. Wheel assembly; 241. Wheel; 25. Motor driver; 26. Cable. Detailed implementation manners

[0025] To make the objectives, technical solutions and advantages of the present utility model clearer, the technical solutions in the present utility model will be clearly and completely described below with reference to the accompanying drawings in the present utility model. Apparently, the described embodiments are some but not all of the embodiments of the present utility model. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present utility model without making creative efforts fall within the protection scope of the present utility model.

[0026] The following Figures 1 to 5 describes the omnidirectional moving mechanism of the present utility model.

[0027] As Figure 1 , Figure 2 , Figure 3 and Figure 5 shown, the omnidirectional moving mechanism of the embodiment of the present utility model includes: a frame 1 and a plurality of moving mechanisms 2, and the plurality of moving mechanisms 2 are arranged on the frame 1.

[0028] Specifically, each mobile mechanism 2 includes an adapter base 21, a steering assembly 22, a shock absorption assembly 23, and a wheel assembly 24. Among them, the steering assembly 22 includes a steering base 222 and a steering motor 221. The steering base 222 is arranged on the frame 1 through the adapter base 21, and the steering motor 221 is configured to drive the steering base 222 to rotate relative to the adapter base 21; the shock absorption assembly 23 includes a cantilever 231, a shock absorption damping rod 232, and an elastic member 233. One end of the shock absorption damping rod 232 is hinged to the steering base 222, the other end of the shock absorption damping rod 232 is hinged to one end of the cantilever 231, the other end of the cantilever 231 is hinged to the steering base 222, and the elastic member 233 is sleeved on the outer periphery of the shock absorption damping rod 232; the wheel assembly 24 includes a wheel 241 and a hub motor. The wheel 241 is rotatably arranged on the cantilever 231, and the hub motor is configured to drive the wheel 241 to rotate relative to the cantilever 231.

[0029] In practical applications, the frame 1 is made of high-strength aluminum alloy material to ensure lightweight structure while maintaining sufficient load-bearing capacity and stability. The frame 1 is designed as a square or circular frame, and a reinforcing rib is provided in the central part to increase the overall rigidity. A plurality of mounting holes are reserved at the edge of the frame for fixing a plurality of mobile mechanisms 2. Four mobile mechanisms 2 are evenly distributed around the frame 1 to achieve omnidirectional movement ability. Each mobile mechanism 2 is independently controlled, and complex movements such as forward, backward, and rotation are achieved through coordinated work. The steering base 222 is a cast aluminum part, and the steering motor 221 can adopt a high-precision servo motor, which can be connected to the steering base 222 through a reducer, and precise angle adjustment can be achieved through programming control. The cantilever 231 is made of high-strength carbon fiber material, which is both light and strong. The shock absorption damping rod 232 is a selectable oil-gas shock absorber with adjustable damping, and a rubber spring is sleeved on the outer periphery of the shock absorption damping rod 232 to provide an additional buffering effect and enhance the driving smoothness. The wheel 241 is an omnidirectional wheel made of high-strength polyurethane material, which has good wear resistance and grip, and supports multi-directional rolling. Each wheel 241 is internally provided with an independent brushless DC motor (hub motor), which directly drives the wheel 241 to rotate, with quick response and high power transmission efficiency. The wheel 241 is installed on the cantilever 231 through a bearing, and the hub motor is tightly connected to the shaft of the wheel 241, and precise control of the rotation speed and steering can be achieved through a controller.

[0030] In the embodiment of the present utility model, while achieving omnidirectional movement, the shock absorption assembly 23 improves the driving smoothness on uneven ground, reduces the damage of vibration to precision components, prolongs the service life, and can ensure that the wheels do not generate lateral sliding, thereby facilitating the accurate construction of the chassis kinematic model; in addition, the frame 1 and the mobile mechanism 2 adopt a modular design, making the replacement and maintenance of each part more convenient, reducing the maintenance time and cost, and improving the flexibility.

[0031] It should be noted that the omnidirectional movement mechanism has the capabilities of omnidirectional driving, turning while moving, turning in place, lateral movement, and turning in place through narrow spaces.

[0032] In an alternative embodiment, as Figure 5 shown, in order to further optimize the shock absorption effect and stability of the chassis, the first hinge point 2321 of one end of the shock damping rod 232 on the steering seat 222 and the second hinge point 2331 of the other end of the cantilever 231 on the steering seat 222 are at different heights.

[0033] Specifically, one end of the shock damping rod 232 is connected to the steering seat 222 through the first hinge point 2321. This hinge point is designed at a relatively high position on the steering seat 222. For example, one end of the shock damping rod 232 is rotatably arranged on the steering seat 222 through a pin shaft. In this way, when the shock damping rod 232 is subjected to vertical impacts, it can more effectively absorb and disperse the impact force.

[0034] The other end of the cantilever 231 is connected to the steering seat 222 through the second hinge point 2331, and the second hinge point 2331 is located at a position lower than the first hinge point 2321. For example, the other end of the cantilever 231 is rotatably arranged on the steering seat 222 through a pin shaft. Such a height difference enables the cantilever 231 and the shock damping rod 232 to more effectively resist roll and bumps when driving on an uneven road surface, improving the overall stability of the chassis. In addition, an elastic member 233 (such as a rubber spring) is sleeved on the outer periphery of the shock damping rod 232 to provide additional buffering.

[0035] In this way, the omnidirectional movement mechanism can better cope with uneven road surfaces and sudden impacts during driving, reduce the influence of vibrations on the chassis and internal equipment, improve ride comfort and equipment stability. At the same time, it also helps to extend the service life of the chassis and reduce maintenance costs.

[0036] In an alternative embodiment, in the height direction of the steering seat 222, the distance between the first hinge point 2321 and the adapter seat 21 is less than the distance between the second hinge point 2331 and the adapter seat 21.

[0037] Among them, the steering seat 222, as a key component for supporting and connecting various components, is designed to have sufficient strength and stiffness to withstand various forces and torques from the wheel 241, the shock absorption assembly 23, and the steering motor 221. The position of the first hinge point 2321 on the steering seat 222 is relatively close to the adapter seat 21, while the second hinge point 2331 is relatively far away.

[0038] The first hinge point 2321 is located at the connection between the shock-absorbing and damping rod 232 and the steering seat 222, and is located close to the adapter seat 21. In this way, the shock-absorbing and damping rod 232 can start working earlier when subjected to vertical impact, and effectively absorb and disperse the impact force. The other end of the cantilever 231 is connected to the steering seat 222 through the second hinge point 2331, and the distance between the first hinge point 2321 and the adapter seat 21 is smaller than the distance between the second hinge point 2331 and the adapter seat 21. In this way, not only the roll stability of the chassis is enhanced, but also the cantilever 231 can generate a larger restoring torque when subjected to lateral force, thereby improving the dynamic response capability of the chassis.

[0039] In an optional embodiment, if Figure 1 , Figure 2 and Figure 3 As shown, the adapter seat 21 includes an adapter seat 21 body and a connecting portion 211 , the steering seat 222 is rotatably disposed on the adapter seat 21 body, and the connecting portion 211 is configured to be snap-fitted with the frame 1 .

[0040] The adapter 21 body is the main bearing part of the adapter 21, and is usually made of high-strength materials, such as aluminum alloy or cast iron, to ensure sufficient rigidity and stability. The connecting portion 211 is a connecting mechanism between the adapter 21 and the rack 1, and its design needs to ensure that the adapter 21 can be firmly fixed on the rack 1 and allow a certain adjustment space to adapt to different installation requirements. The connecting portion 211 may include a plurality of snap-in grooves, bolt holes or positioning pin holes and other structures, so as to be snap-connected, bolted or pinned with corresponding components on the rack 1.

[0041] The steering seat 222 is rotatably arranged on the adapter seat 21 body through bearings, sleeves and other components. In this way, when the steering seat 222 receives the driving force of the steering motor 221, it can rotate freely around a specific axis, thereby realizing the steering function of the chassis.

[0042] The connection part 211 is configured to be snap-fitted with the corresponding part on the rack 1. Specifically, the snap-fit ​​groove on the connection part 211 can be matched with the snap-fit ​​protrusion or snap buckle on the rack 1, and the adapter 21 is fixed to the rack 1 through the snap-fit ​​force. In addition, in order to increase the stability of the connection, fasteners such as bolts and nuts can also be used for auxiliary fixing.

[0043] In an optional embodiment, if Figure 1 , Figure 2 and Figure 3 As shown, the frame 1 is composed of a plurality of cross beams and longitudinal beams connected in an interlaced manner, and a slot is formed on the connecting portion 211, and the intersection of the cross beam and the longitudinal beam is engaged with the slot.

[0044] The frame 1 is composed of several cross-connected beams and longitudinal beams, forming a solid frame structure. Both the beams and longitudinal beams are made of high-strength materials such as steel or aluminum alloy to ensure that the frame 1 has sufficient load-bearing capacity and stability. The beams and longitudinal beams are cross-connected by welding, bolt connection or other mechanical connection methods to form an integral structure. This design not only improves the rigidity and stability of the frame 1, but also helps to disperse and bear the forces and torques from various components of the chassis.

[0045] A clamping groove matching the intersection of the beams and longitudinal beams of the frame 1 is formed on the connecting part 211. The shape and size of the clamping groove need to be designed according to the specific structure of the beams and longitudinal beams of the frame 1 to ensure that they can be tightly and stably clamped together. The clamping groove adopts an open design, which is convenient for inserting the intersection of the beams and longitudinal beams of the frame 1 into it.

[0046] The connection between the adapter seat 21 and the frame 1 not only realizes the stability and reliability of the structure, but also simplifies the installation process and improves the assembly efficiency. At the same time, the design of the clamping groove also allows a certain adjustment space, so that the position and angle of the adapter seat 21 can be finely adjusted when necessary to meet different usage requirements. In addition, this clamping connection method also helps to reduce vibration and noise and improve the overall performance of the chassis.

[0047] In an alternative embodiment, as Figure 3 shown, the steering assembly 22 further includes a slewing bearing 224 and a rotating flange 223. The steering motor 221 is connected to the steering seat 222 through the rotating flange 223, and the steering seat 222 is connected to the adapter seat 21 through the slewing bearing 224.

[0048] Among them, the slewing bearing 224 is a key component in the steering assembly 22. It is installed on the adapter seat 21 to support the steering seat 222 and realize its free rotation relative to the adapter seat 21. The slewing bearing 224 has characteristics such as high precision, high load-bearing capacity and low friction resistance, which can ensure the smoothness and accuracy of the steering seat 222 during rotation. The rotating flange 223 is an intermediate part connecting the steering motor 221 and the steering seat 222. The stator of the steering motor 221 is connected to the adapter seat 21, and the rotor of the steering motor 221 is connected to the steering seat 222 through the rotating flange 223. The design of the rotating flange 223 needs to ensure that it can transmit sufficient torque and force while maintaining the stability and reliability of the connection.

[0049] In the embodiment of the present utility model, by introducing the slewing bearing 224 and the rotating flange 223, not only the gapless and low-friction rotational connection between the steering seat 222 and the adapter seat 21 is realized, but also the control precision and transmission efficiency of the steering motor 221 on the steering seat 222 are improved. In this way, the omnidirectional movement mechanism is more stable, accurate and reliable during the steering process, and at the same time, it also helps to reduce energy consumption and extend the service life.

[0050] In an alternative embodiment, the cantilever 231 includes a first cantilever and a second cantilever disposed at an angle. The other end of the shock damping rod 232 is hinged to the first cantilever, and the second cantilever is hinged to the steering seat 222. Wherein, the wheel 241 is rotatably disposed at the junction of the first cantilever and the second cantilever.

[0051] It should be noted that the cantilever 231 is composed of a first cantilever and a second cantilever, which are disposed at a certain angle, helping to disperse the forces and torques received by the chassis during driving, and improving the stability and load-bearing capacity of the chassis. The specific size of the angle can be adjusted according to the design requirements of the chassis and the actual usage scenario, and no specific limitation is made here. In addition, the design of the angle needs to ensure that the cantilever 231 can maintain a stable posture when subjected to external forces and effectively transmit the forces to the shock damping rod 232 and the steering seat 222.

[0052] By adopting the structure of the cantilever 231 with such an angle setting, the omnidirectional moving mechanism can better cope with complex and changeable road conditions and dynamic loads during driving. The connection of the shock damping rod 232 to the first cantilever effectively absorbs the impacts and vibrations in the vertical direction, improving the smoothness of the chassis and the riding comfort. The connection of the second cantilever to the steering seat 222 ensures the stability and flexibility of the chassis during the steering process. In addition, it helps to improve the load-bearing capacity and durability of the chassis and extend its service life.

[0053] In an alternative embodiment, as Figure 3 and Figure 4 shown, each moving mechanism 2 further includes a motor driver 25, and the motor driver 25 is disposed on the steering seat 222, and at least one of the steering motor 221 and the hub motor is electrically connected to the motor driver 25.

[0054] Wherein, the motor driver 25 is placed inside the steering seat 222, with a compact structure, saving the space of the upper electrical control cabinet, enhancing the waterproof performance, and in addition, facilitating the wiring of the cable 26.

[0055] Exemplarily, as Figure 5 shown, the steering seat 222 is provided with a wire passing hole 2221, and the cable 26 connected to the hub motor enters the steering seat 222 through the wire passing hole 2221 and is connected to the motor driver 25.

[0056] Wherein, the motor driver 25 is disposed on the steering seat 222, facilitating the close connection of the motor driver 25 with the steering motor 221 and / or the hub motor, reducing the length and complexity of the cable 26, and reducing the energy loss and electromagnetic interference.

[0057] In practical applications, the motor driver 25 is not only responsible for controlling the rotation of the steering motor 221, but may also simultaneously control the speed and steering of the hub motors. The integrated design makes the control system of the chassis more compact and efficient.

[0058] The steering motor 221 is electrically connected to the motor driver 25 through a cable or a wiring board. The motor driver 25 receives instructions from the control main board and controls the current, voltage, and rotation direction of the steering motor 221, thereby realizing the steering function of the chassis.

[0059] The chassis uses hub motors as the driving source, and the hub motors will also be electrically connected to the motor driver 25. The motor driver 25 independently or cooperatively controls the speed and steering of each hub motor according to the instructions of the control main board to achieve the omnidirectional movement of the chassis.

[0060] The motor driver 25 integrates control logic and algorithms inside, and can adjust the operating state of the motor in real time according to the received instructions and the information feedback by the sensors, ensuring the smooth, precise, and efficient movement of the chassis.

[0061] By arranging the motor driver 25 on the steering seat 222 and electrically connecting it to the steering motor 221 and / or the hub motors, the omnidirectional movement mechanism in this embodiment realizes the centralized control and efficient management of the drive system. It not only simplifies the electrical layout and the control system structure of the chassis, but also improves the response speed and movement accuracy of the chassis. At the same time, due to reducing the length and complexity of the wires, it also reduces the failure rate and maintenance cost of the chassis. In practical applications, this design makes the omnidirectional movement mechanism more suitable for occasions that require high flexibility, high precision, and high reliability.

[0062] The omnidirectional movement mechanism can be equipped with a control main board, which is responsible for receiving external instructions, calculating the motion parameters of each movement mechanism 2, and sending control signals to each motor driver 25 through the CAN bus or wirelessly. The control main board receives the information sent by various sensors such as gyroscopes, accelerometers, and encoders, and monitors the chassis attitude, speed, position, etc. in real time, providing accurate feedback for the control algorithm.

[0063] In addition, the embodiment of the present utility model also provides a chassis, and the chassis includes the above-mentioned omnidirectional movement mechanism.

[0064] Specifically, since the chassis includes the omnidirectional movement mechanism as above, and the specific structure of the omnidirectional movement mechanism refers to the above embodiment, the chassis shown in this embodiment includes all the technical solutions of the above embodiment. Therefore, it has at least all the beneficial effects obtained by all the above technical solutions, which will not be elaborated one by one here.

[0065] In addition, the embodiment of the present utility model also provides a robot, and the robot includes the above-mentioned chassis.

[0066] Specifically, since the robot includes the chassis as described above, and the specific structure of the chassis refers to the above embodiments, the robot shown in this embodiment includes all the technical solutions of the above embodiments. Therefore, it has at least all the beneficial effects achieved by the above all technical solutions, which will not be elaborated one by one here.

[0067] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the various embodiments of the present invention.

Claims

1. An omnidirectional movement mechanism, characterized in that: include: A frame and a plurality of moving mechanisms, wherein the plurality of moving mechanisms are arranged on the frame; Each of the mobile mechanisms includes an adapter, a steering assembly, a shock absorbing assembly and a wheel assembly, wherein the steering assembly includes a steering seat and a steering motor, wherein the steering seat is arranged on the frame through the adapter, and the steering motor is configured to drive the steering seat to rotate relative to the adapter; the shock absorbing assembly includes a cantilever, a shock absorbing damping rod and an elastic member, wherein one end of the shock absorbing damping rod is hinged to the steering seat, the other end of the shock absorbing damping rod is hinged to one end of the cantilever, the other end of the cantilever is hinged to the steering seat, and the elastic member is sleeved on the outer periphery of the shock absorbing damping rod; the wheel assembly includes a wheel and a hub motor, wherein the wheel is rotationally arranged on the cantilever, and the hub motor is configured to drive the wheel to rotate relative to the cantilever.

2. The omnidirectional movement mechanism according to claim 1, characterized in that: A first hinge point at one end of the shock-absorbing damping rod on the steering seat and a second hinge point at the other end of the cantilever on the steering seat are located at different heights.

3. The omnidirectional movement mechanism according to claim 2, characterized in that: In the height direction of the steering seat, the distance between the first hinge point and the adapter seat is smaller than the distance between the second hinge point and the adapter seat.

4. The omnidirectional movement mechanism according to claim 1, characterized in that: The adapter seat comprises an adapter seat body and a connecting portion. The steering seat is rotatably arranged on the adapter seat body. The connecting portion is configured to be snap-fitted with the frame.

5. The omnidirectional movement mechanism according to claim 4, characterized in that: The frame is composed of a plurality of cross beams and longitudinal beams which are connected in an interlaced manner. A clamping groove is formed on the connecting portion, and the intersection of the cross beam and the longitudinal beam is clamped and connected with the clamping groove.

6. The omnidirectional movement mechanism according to claim 1, characterized in that: The steering assembly further comprises a slewing bearing and a rotating flange, the steering motor is connected to the steering seat via the rotating flange, and the steering seat is connected to the adapter seat via the slewing bearing.

7. The omnidirectional movement mechanism according to claim 1, characterized in that: The cantilever comprises a first cantilever and a second cantilever which are arranged at an angle, the other end of the shock absorbing and damping rod is hinged to the first cantilever, and the second cantilever is hinged to the steering seat.

8. The omnidirectional movement mechanism according to claim 1, characterized in that: Each of the moving mechanisms further includes a motor driver, which is disposed on the steering seat, and at least one of the steering motor and the hub motor is electrically connected to the motor driver.

9. A chassis, characterized in that: The chassis includes the omnidirectional movement mechanism according to any one of claims 1 to 8.

10. A robot, characterized in that: The robot comprises the chassis described in claim 9.

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