Vehicle frame

Abstract

The utility model provides a vehicle frame. The vehicle frame comprises a chassis, the driving wheel mechanism comprises at least one pair of driving wheels, the two driving wheels in the pair are symmetrically installed on the two sides of the first end of the chassis, each driving wheel is driven by a servo motor, and the two servo motors are arranged in the chassis side by side and arranged in the vertical direction; the driven wheel mechanism comprises at least one pair of driven wheels, and the two driven wheels in one pair are symmetrically installed on the two sides of the second end of the chassis; wherein the driven wheel comprises an omnidirectional wheel.

Description

Technical Field

[0001] At least one embodiment of the present utility model relates to the technical field of mobile devices, and more specifically, to a vehicle frame. Background Art

[0002] With the development of automation technology, self-propelled devices, such as automated guided vehicles and robots, etc., are widely used in multiple fields such as logistics, handling, inspection, and public services. To suit different application scenarios, especially for use in narrow spaces, it is often required that self-propelled devices have a smaller turning radius.

[0003] To meet the design requirement of a small turning radius, taking a four-wheel self-propelled device as an example, currently, two design methods are mostly adopted. One is to make each driving wheel have an independent driving mechanism, such as four-wheel four-wheel drive (eight motors need to be configured), four-wheel differential steering (four motors need to be configured); the second is to use Mecanum wheels as driving wheels, such as using four Mecanum wheels as driving wheels.

[0004] Both of the above-mentioned design methods have some deficiencies in actual use. The vehicle frame with multiple motors occupies a large space and has high requirements for control accuracy; the vehicle frame with Mecanum wheels has a high cost and poor load capacity. Therefore, how to design a vehicle frame with fewer motors and a smaller turning radius has become an urgent technical problem to be solved. Summary of the Utility Model

[0005] To solve the above and at least one other technical problem in the prior art, the present utility model provides a vehicle frame, which not only has a smaller volume but also has a smaller turning radius.

[0006] An embodiment of the present utility model provides a vehicle frame, including a chassis; a driving wheel mechanism, including at least a pair of driving wheels, two of the driving wheels in a pair are symmetrically installed on both sides of the first end of the chassis, each of the driving wheels is driven by a servo motor, and the two servo motors are arranged side by side in the chassis and arranged in the vertical direction; and a driven wheel mechanism, including at least a pair of driven wheels, two of the driven wheels in a pair are symmetrically installed on both sides of the second end of the chassis; wherein, the driven wheels include omnidirectional wheels.

[0007] According to an embodiment of the present utility model, the driving wheel mechanism further includes a speed reducer, the speed reducer is arranged in the horizontal direction and installed between the servo motor and the first hub of the driving wheel to transmit the torque output by the servo motor to the driving wheel after deceleration.

[0008] According to an embodiment of the present utility model, a plate-shaped member is provided at the first end of the above-mentioned chassis, and the above-mentioned plate-shaped member is arranged in the vertical direction; wherein, one end of the above-mentioned speed reducer applicable to connect the above-mentioned first wheel hub passes through the above-mentioned plate-shaped member.

[0009] According to an embodiment of the present utility model, an annular member is sleeved outside the above-mentioned speed reducer, and the above-mentioned annular member is also connected to the above-mentioned plate-shaped member to mount the above-mentioned driving wheel on the above-mentioned chassis.

[0010] According to an embodiment of the present utility model, the above-mentioned driven wheel mechanism further includes: a connecting member provided on the side of the above-mentioned driven wheel facing the above-mentioned chassis; a fork arm provided between the above-mentioned chassis and the above-mentioned connecting member; and a shock absorber installed between the above-mentioned connecting member and the above-mentioned chassis.

[0011] According to an embodiment of the present utility model, the above-mentioned shock absorber is obliquely arranged between the above-mentioned chassis and the above-mentioned connecting member, and one end of the above-mentioned shock absorber applicable to connect the above-mentioned chassis is higher than the other end of the above-mentioned shock absorber applicable to connect the above-mentioned connecting member.

[0012] According to an embodiment of the present utility model, the above-mentioned fork arm includes: a housing; and an extension part, one end of the above-mentioned extension part is telescopically sleeved in the above-mentioned housing, and the other end of the above-mentioned extension part extends out of the above-mentioned housing and is connected to the above-mentioned chassis or the above-mentioned connecting member.

[0013] According to an embodiment of the present utility model, the above-mentioned omnidirectional wheel includes: a wheel axle installed on the above-mentioned chassis; a main wheel body rotatably sleeved outside the above-mentioned wheel axle through a second wheel hub; a rim arranged on the circumferential outer side of the above-mentioned main wheel body; and a plurality of rollers rotatably installed on the above-mentioned rim, and the extending direction of the axis of the above-mentioned rollers is orthogonal to the extending direction of the axis of the above-mentioned second wheel hub.

[0014] According to an embodiment of the present utility model, the first end of the above-mentioned chassis is the front end of the vehicle frame.

[0015] According to an embodiment of the present utility model, the vehicle frame further includes an electric control mechanism, which is communicatively connected to the above-mentioned servo motor.

[0016] According to the vehicle frame provided by the present utility model, the driving wheel mechanism and the driven wheel mechanism are respectively arranged at both ends of the bottom plate. The driving wheel mechanism arranges the servo motor in the vertical direction by using the height space, which can make the length and width directions of the chassis not restricted by the motor size, so as to form a shorter vehicle length and a narrower vehicle width; it also enables the wheelbase between the two driving wheels to be designed smaller, thus having a smaller turning radius. The driven wheel adopts an omnidirectional wheel, which can roll along the trajectory formed by the two driving wheels with differential drive. It can not only further reduce the turning radius of the vehicle frame, but also does not require steering control, and has a high load-bearing capacity. Description of the Drawings

[0017] Figure 1 is a perspective view of a frame according to an exemplary embodiment of the present utility model;

[0018] Figure 2 is Figure 1 a front view of the driving wheel mechanism of the exemplary embodiment shown; and

[0019] Figure 3 is Figure 1 a front view of the driven wheel mechanism of the exemplary embodiment shown.

[0020] In the said drawings, the meanings of the reference numerals are specifically as follows:

[0021] 1. Driving wheel mechanism;

[0022] 11. Driving wheel;

[0023] 12. Reducer;

[0024] 13. Servo motor;

[0025] 14. Ring-shaped member;

[0026] 2. Chassis;

[0027] 21. Plate-shaped member;

[0028] 22. Vertical beam;

[0029] 23. Cross beam;

[0030] 24. Vertical plate;

[0031] 3. Driven wheel mechanism;

[0032] 31. Shock absorber;

[0033] 32. Fork arm;

[0034] 33. Connecting member;

[0035] 34. Driven wheel; and

[0036] 4. Electric control mechanism. Detailed implementation manners

[0037] In order to make the objectives, technical solutions and advantages of the present utility model clearer and more understandable, the following further describes the present utility model in detail with reference to specific embodiments and the accompanying drawings.

[0038] The terms used herein are only for describing specific embodiments and are not intended to limit the present utility model. The terms "including", "comprising", etc. used herein indicate the presence of the described features, steps, operations and / or components, but do not exclude the presence or addition of one or more other features, steps, operations or components.

[0039] All terms used herein, including technical and scientific terms, have the meanings commonly understood by those of ordinary skill in the art, unless otherwise defined. It should be noted that the terms used herein should be interpreted as having a meaning consistent with the context of this specification, and should not be interpreted in an idealized or overly rigid manner.

[0040] In cases where expressions similar to "at least one of A, B, and C, etc." are used, generally, it should be interpreted according to the meaning commonly understood by those of ordinary skill in the art. For example, "a system having at least one of A, B, and C" should include, but not be limited to, a system having only A, only B, only C, having A and B, having A and C, having B and C, and / or having A, B, and C, etc. In cases where expressions similar to "at least one of A, B, or C, etc." are used, generally, it should be interpreted according to the meaning commonly understood by those of ordinary skill in the art. For example, "a system having at least one of A, B, or C" should include, but not be limited to, a system having only A, only B, only C, having A and B, having A and C, having B and C, and / or having A, B, and C, etc.

[0041] With the development of automation technology, self-propelled devices represented by automated guided vehicles (i.e., AGVs), unmanned transport vehicles (i.e., UGVs), and various robots (such as floor-sweeping robots, inspection robots, service robots, and security robots, etc.) are widely used in multiple fields such as industrial handling, logistics, and public services to at least partially replace manual labor for repetitive, dangerous, and high-intensity operations.

[0042] In some narrow usage scenarios, such as inspection robots for inspecting in enclosed dangerous areas, food delivery robots for delivering food by elevator, and automated guided vehicles operating in narrow warehouses, etc., in order to enable the corresponding self-propelled devices to turn and / or reverse in a narrow space, it is necessary to configure a vehicle frame with a smaller turning radius for them.

[0043] To obtain a vehicle frame with a smaller turning radius, currently, the vehicle frame design is mostly carried out by adding independently controllable driving wheels or using Mecanum wheels to replace the original traveling wheels. However, the method of adding independently controllable driving wheels also raises the requirements for control accuracy and coordinated control, while using more Mecanum wheels correspondingly increases the cost of the vehicle frame and reduces the load capacity of the vehicle frame.

[0044] Therefore, how to provide a vehicle frame with lower control difficulty, lower cost, and a smaller turning radius has become an urgent technical problem to be solved.

[0045] Figure 1 It is a perspective view of a vehicle frame according to an exemplary embodiment of the present utility model.

[0046] According to the vehicle frame provided by the present utility model, as Figure 1 shown, it includes a chassis 2, a driving wheel mechanism 1 and a driven wheel mechanism 3. The driving wheel mechanism 1 includes at least a pair of driving wheels 11. Two driving wheels 11 in a pair are symmetrically installed on both sides of the first end of the chassis 2. Each driving wheel 11 is driven by a servo motor 13. Two servo motors 13 are arranged side by side in the chassis 2 and are arranged in the vertical direction. The driven wheel mechanism 3 includes at least a pair of driven wheels. Two driven wheels 34 in a pair are symmetrically installed on both sides of the second end of the chassis 2. Among them, the driven wheel 34 includes an omnidirectional wheel.

[0047] According to an embodiment of the present utility model, as Figure 1 shown, the first end of the chassis 2 is the front end of the vehicle frame.

[0048] In a schematic embodiment, as Figure 1 shown, the chassis 2 includes a truss main body formed by splicing a plurality of cross beams 23 and vertical beams 22. Among them, the cross beams 23 and the vertical beams 22 are fixed by, but not limited to, riveting, welding, screw connection, integrally forming and any other connection methods. Specifically, the first end of the chassis 2 (such as Figure 1 the left end shown) is used as the front end of the vehicle frame, that is, the part facing the main driving direction. The second end of the chassis 2 (such as Figure 1 the right end shown) is used as the rear end of the vehicle frame, that is, the part facing away from the main driving direction. Further, an anti-collision beam is also provided on the chassis 2 at the first end (such as Figure 1 the left end shown). The anti-collision beam is located between the two driving wheels 11 and protrudes from the driving wheels 11 towards the front end of the vehicle frame to prevent the vehicle frame from colliding during operation. It should be understood that the embodiments of the present utility model are not limited thereto.

[0049] For example, the driving wheel mechanism 1 can also be arranged at the second end of the chassis 2 (such as Figure 1 the right end shown), and correspondingly, the driven wheel mechanism 3 is arranged at the first end of the chassis 2 (such as Figure 1 the left end shown) so that the vehicle frame forms a rear-wheel drive mode.

[0050] In a schematic embodiment, as Figure 1 shown, a pair of driving wheels 11 and a pair of driven wheels 34 are configured on the chassis 2. The driving wheels are arranged at the first end of the chassis 2, and the driven wheels 34 are arranged at the second end of the chassis 2. Specifically, the servo motor 13 suitable for driving the driving wheels 11 is installed in the truss main body formed at the first end of the chassis 2 (such as Figure 1 the left end shown) so that the vehicle frame forms a front-wheel drive mode. Further, the electronic control mechanism 4 is arranged at the second end of the chassis 2 (such as Figure 1the right end shown), so that the truss body formed by the electric control mechanism 4 and the first end of the chassis 2 (such as Figure 1 the left end shown) is at approximately the same height and serves as an installation surface suitable for installing other parts of the self-propelled device.

[0051] According to an embodiment of the present invention, as Figure 1 shown, the vehicle frame further includes an electric control mechanism. The electric control mechanism is communicatively connected to the servo motor 13.

[0052] In a schematic embodiment, the electric control mechanism 4 includes a box body defining an accommodation space inside. The box body includes, but is not limited to, a battery, a control unit (such as a PLC, i.e., a programmable logic controller), a communication unit, and related circuits, etc. Among them, the control unit is communicatively connected to the servo motor 13 and the communication unit respectively to realize the rotation control of the servo motor 13 and communicate with the outside through the communication unit, so as to transmit corresponding information and control signals.

[0053] It should be noted here that the battery, the control unit (such as a PLC, i.e., a programmable logic controller), the communication unit, and related circuits are not the key points of protection of the present disclosure. Any unit in the art that can be used to control the servo motor 13 on the vehicle frame and communicate with the outside can be selected and applied, and will not be specifically expanded.

[0054] In such an embodiment, the truss body built by the cross beam 23 and the vertical beam 22 not only has a good weight reduction effect on the basis of maintaining the structural strength of the chassis 2, but also forms a large amount of installation space inside. The servo motor 13 is installed in the installation space formed at the first end of the chassis 2 and is arranged in the vertical direction, occupying as small a size as possible in the longitudinal and width directions of the chassis 2, so that the design of the vehicle length and vehicle width of the chassis 2 is not limited by the motor size, and a shorter and / or narrower chassis 2 can be configured, thereby obtaining a smaller turning radius. On this basis, the omnidirectional wheel used as the driven wheel 34 can roll along the width direction of the vehicle with the driving direction of the chassis 2 under the action of the differentially driven driving wheel 11, thereby further reducing the turning radius.

[0055] In addition, the servo motor 13 is arranged inside the first end of the chassis 2, and the electric control mechanism 4 is arranged on the second end of the chassis 2, which also makes the center of the vehicle frame centered, and the weight distribution of the front and rear ends is relatively balanced, which is beneficial to maintaining the stability during the formation of the vehicle frame and reducing the possibility of rollover. Moreover, the truss body formed by the chassis 2 and the electric control mechanism 4 has approximately the same height, and also forms a continuous and large installation surface to facilitate the installation of other components of the self-propelled device.

[0056] Further, the servo motor 13 itself has an electromagnetic brake structure. Therefore, in the case of power failure or shutdown of the electronic control mechanism 4, the servo motor 13 can also be locked to prevent the vehicle from slipping.

[0057] Figure 2 Yes Figure 1 The front view of the driving wheel mechanism of the schematic embodiment shown.

[0058] According to an embodiment of the present invention, as Figure 1 And Figure 2 Shown, the driving wheel mechanism 1 further includes a speed reducer 12. The speed reducer 12 is arranged horizontally and installed between the servo motor 13 and the first hub of the driving wheel 11 to transmit the torque output by the servo motor 13 to the driving wheel 11 after deceleration.

[0059] According to an embodiment of the present invention, as Figure 1 And Figure 2 Shown, a plate-shaped member 21 is provided at the first end of the chassis 2, and the plate-shaped member 21 is arranged vertically. Among them, one end of the speed reducer 12 suitable for connecting to the first hub passes through the plate-shaped member 21.

[0060] According to an embodiment of the present invention, as Figure 1 And Figure 2 Shown, an annular member 14 is sleeved outside the speed reducer 12, and the annular member 14 is also connected to the plate-shaped member 21 to mount the driving wheel 11 on the chassis 2.

[0061] In a schematic embodiment, as Figure 1 And Figure 2 Shown, the speed reducer 12 is arranged at the output end of the servo motor 13 and is arranged in a direction orthogonal to the servo motor 13 (i.e., a substantially horizontal direction) to form a substantially L-shaped driving mechanism with the servo motor 13. Further, the output end of the speed reducer 12 is installed on the chassis 2 and is connected to the first hub of the driving wheel 11, so as to transmit the torque output by the servo motor 13 to the driving wheel 11 to realize the driving of the driving wheel 11.

[0062] For example, the two servo motors 13 can output substantially the same rotational speed to make the vehicle frame move forward or backward.

[0063] Also, the two servo motors 13 can output differential rotational speeds to make the vehicle frame turn to one side.

[0064] Furthermore, the two servo motors 13 can output rotational speeds in different directions to make the vehicle frame turn to one side greatly, so as to realize actions such as turning around.

[0065] In a schematic embodiment, the driving wheel 11 includes, but is not limited to, an inflated tire, a solid tire, a tubeless tire, an explosion-proof tire, and any other tire suitable for being configured on a self-propelled device. Further, an anti-slip portion for increasing the friction between the driving wheel 11 and the working surface is provided on the outer periphery of the driving wheel 11, and specifically, patterns formed on the driving wheel 11 and / or bumps protruding from the outer periphery of the driving wheel can be adopted.

[0066] In a preferred embodiment, the anti-slip portion can adopt bumps protruding from the outer periphery of the driving wheel 11. Specifically, the bumps include, but are not limited to, being integrally formed with the same material (such as rubber) as the driving wheel 11. Further, a plurality of bumps are arranged in an array along the axial direction of the driving wheel 11 and are evenly spaced along the circumferential direction. In this way, it is beneficial to maintain the friction of the driving wheel 11 to prevent the vehicle frame from slipping on the working surface during operation.

[0067] In a schematic embodiment, as Figure 1 and Figure 2 shown, the plate-shaped member 21 includes, but is not limited to, being configured as a rectangular structure. Specifically, the plate-shaped member 21 is vertically installed on the truss main body formed by the chassis 2. Further, an annular member 14 is sleeved outside the speed reducer 12, and the annular member 14 is held at a certain axial position of the speed reducer 12. Furthermore, when the annular member 14 is assembled with the plate-shaped member 21, it presses against and is connected to an end face of the plate-shaped member 21, such as being connected by screws or nuts and bolts, so that the driving wheel mechanism 1 is installed on the chassis 2.

[0068] Figure 3 is Figure 1 the front view of the driven wheel mechanism of the schematic embodiment shown.

[0069] According to an embodiment of the present invention, as Figure 1 and Figure 3 shown, the driven wheel mechanism 3 further includes a connecting member 33, a fork arm 32, and a shock absorber 31. The connecting member 33 is disposed on the side of the driven wheel 34 facing the chassis 2. The fork arm 32 is disposed between the chassis 2 and the connecting member 33. The shock absorber 31 is installed between the connecting member 33 and the chassis 2.

[0070] According to an embodiment of the present invention, as Figure 1 and Figure 3 shown, the shock absorber 31 is obliquely tensioned between the chassis 2 and the connecting member 33, and one end of the shock absorber 31 suitable for connecting to the chassis 2 is higher than the other end of the shock absorber 31 suitable for connecting to the connecting member 33.

[0071] According to an embodiment of the present invention, as Figure 1 and Figure 3As shown, the fork arm 32 includes a housing and an extension portion. One end of the extension portion is telescopically sleeved in the housing, and the other end of the extension portion extends out of the housing and is connected to the chassis 2 or the connecting member 33.

[0072] According to an embodiment of the present invention, as Figure 1 and Figure 3 shown, the omnidirectional wheel includes a wheel axle, a main wheel body, a rim, and a plurality of rollers. The wheel axle is mounted on the chassis 2. The main wheel body is rotatably sleeved outside the wheel axle through a second hub. The rim is disposed on the circumferential outer side of the main wheel body. A plurality of rollers are rotatably mounted on the rim, and the extending direction of the axis of the rollers is orthogonal to the extending direction of the axis of the second hub.

[0073] In a schematic embodiment, as Figure 1 and Figure 3 shown, the chassis 2 further includes a vertical plate 24. Specifically, the vertical plate 24 is vertically mounted on the truss main body at the second end of the chassis 2. Further, the upper end and the lower end of the side of the vertical plate 24 facing away from the base (such as the right side as Figure 3 shown) are respectively provided with protruding mounting portions.

[0074] In a schematic embodiment, as Figure 1 and Figure 3 shown, the wheel axle of the omnidirectional wheel is mounted on the chassis 2 to be connected to the second end of the base 2. The main wheel body is rotatably sleeved outside the wheel axle through a second hub to roll on the working surface (such as the ground) along with the vehicle frame during the operation of the vehicle frame. Specifically, a plurality of rims are uniformly spaced along the radial direction on the outer periphery of the main wheel body, and the plurality of rims extend radially outward. Further, a roller is connected to each rim through a bearing, and the outer edge of the roller protrudes from the rim to contact the working surface (such as the ground).

[0075] In a schematic embodiment, as Figure 1 and Figure 3 shown, a connecting member 33 is mounted at one end of the wheel axle of the omnidirectional wheel facing the vertical plate 24. Specifically, the fork arm 32 is connected between the lower mounting portion of the vertical plate 24 and the connecting member 33. Further, the shock absorber 31 is hingedly mounted between the connecting member 33 and the upper mounting portion of the vertical plate 24, that is, the vertical plate 24, the shock absorber 31, and the fork arm 32 form a triangular support structure as Figure 3 shown.

[0076] In a schematic embodiment, as Figure 3 shown, the fork arm 32 includes a housing and an extension portion. Specifically, one end of the extension portion (not shown, shielded in the housing) is located in the housing and is telescopically connected to the housing (such as connected through a threaded structure). Further, the other end of the extension portion (such as Figure 3The left end of the extension part (shown in FIG. 1 ) is located outside the housing to be hingedly connected to the mounting part, and a nut is sleeved on the portion of the extension part extending from the housing so that the extension part is locked after extending to a suitable length. In this way, the position of the driven wheel 34 relative to the chassis 2 can be adjusted by adjusting the position of the extension part relative to the housing.

[0077] In an exemplary embodiment, the shock absorber 31 includes but is not limited to a spring shock absorber, specifically including a shock absorber cylinder, a piston, hydraulic oil, a valve (built in the shock absorber cylinder), a spring seat, a connecting rod and a base, etc. In this way, the driven wheel can be in real-time contact with the working surface (such as the ground), so that the driving force provided by the driving wheel can be responded to and a stable driving state can be maintained.

[0078] It should be noted here that the shock absorber is not the key point of protection of the present invention. Any shock absorber in the art that can be used on the frame to reduce shock to the frame and the load on the frame can be selected and applied, and no further elaboration will be given.

[0079] In such an embodiment, the driven wheel 34 does not have the freedom to swing relative to the chassis 2. During the operation of the frame, the translation and steering of the frame are both driven by the driving wheel 11, and the driven wheel 34 follows. When the frame stops suddenly, the driving wheel 11 is directly connected to the chassis (including the truss body) through a reducer. For this purpose, the elasticity of the driving wheel (such as a rubber tire) can be used to filter vibrations, and the driven wheel 34 adopts a transverse suspension along the vehicle width direction of the chassis 2. For this reason, it is insensitive to the vibration of the frame along the vehicle length direction, and can significantly reduce the front and rear shaking of the frame, thereby adapting to the overall higher chassis structure. In this way, when the frame is loaded, the center offset of the load caused by the front and rear shaking of the frame can be effectively reduced, and the self-propelled equipment (including the frame and the carried load) can be prevented from tipping over in the front and rear direction.

[0080] It should also be noted that the directional terms mentioned in the embodiments, such as "upper", "lower", "front", "back", "left", "right", etc., are only reference directions of the drawings and are not intended to limit the scope of protection of the present invention. Throughout the drawings, the same elements are represented by the same or similar reference numerals. Conventional structures or configurations will be omitted when they may cause confusion in the understanding of the present invention.

[0081] The embodiments of the present invention are described above. However, these embodiments are for illustrative purposes only and are not intended to limit the scope of the present invention. Although the embodiments are described above separately, this does not mean that the measures in the various embodiments cannot be used in combination to advantage. The scope of the present invention is defined by the attached claims and their equivalents. Without departing from the scope of the present invention, a person skilled in the art may make a variety of substitutions and modifications, which should all fall within the scope of the present invention.

Claims

1. A vehicle frame, characterized in that, Comprising: Chassis (2); Drive wheel mechanism (1), including at least a pair of drive wheels (11), two of the pair of drive wheels (11) being symmetrically mounted on both sides of the first end of the chassis (2), each drive wheel (11) being driven by a servo motor (13), the two servo motors (13) being arranged side by side within the chassis (2) and arranged in the vertical direction; and Driven wheel mechanism (3), including at least a pair of driven wheels, two of the pair of driven wheels (34) being symmetrically mounted on both sides of the second end of the chassis (2); Wherein, the driven wheel (34) includes an omnidirectional wheel.

2. The vehicle frame according to claim 1, wherein, The drive wheel mechanism (1) further includes a speed reducer (12), the speed reducer (12) being arranged in the horizontal direction and mounted between the servo motor (13) and the first hub of the drive wheel (11) to transmit the torque output by the servo motor (13) to the drive wheel (11) after deceleration.

3. The vehicle frame according to claim 2, wherein A plate-shaped member (21) is provided at the first end of the chassis (2), the plate-shaped member (21) being arranged in the vertical direction; Wherein, one end of the speed reducer (12) adapted to connect to the first hub passes through the plate-shaped member (21).

4. The vehicle frame according to claim 3, characterized in that, An annular member (14) is sleeved outside the speed reducer (12), and the annular member (14) is also connected to the plate-shaped member (21) to mount the drive wheel (11) on the chassis (2).

5. The vehicle frame according to any one of claims 1 to 4, characterized in that, The driven wheel mechanism (3) further includes: A connecting member (33), provided on the side of the driven wheel (34) facing the chassis (2); A fork arm (32), provided between the chassis (2) and the connecting member (33); and A shock absorber (31), mounted between the connecting member (33) and the chassis (2).

6. The vehicle frame according to claim 5, wherein, The shock absorber (31) is obliquely arranged between the chassis (2) and the connecting member (33), and one end of the shock absorber (31) adapted to connect to the chassis (2) is higher than the other end of the shock absorber (31) adapted to connect to the connecting member (33).

7. The vehicle frame according to claim 5, characterized in that, The fork arm (32) includes: A housing; and An extension portion, one end of which is telescopically sleeved inside the housing, and the other end of which extends out of the housing and is connected to the chassis (2) or the connecting member (33).

8. The vehicle frame according to any one of claims 1 to 4, characterized in that, The omnidirectional wheel includes: A wheel axle, mounted on the chassis (2); A main wheel body, rotatably sleeved outside the wheel axle through a second hub; A rim, provided on the circumferential outer side of the main wheel body; and A plurality of rollers, rotatably mounted on the rim, the extending direction of the axis of the rollers being orthogonal to the extending direction of the axis of the second hub.

9. The vehicle frame according to any one of claims 1 to 4, characterized in that, The first end of the chassis (2) is the front end of the vehicle frame.

10. The vehicle frame according to any one of claims 1 to 4, characterized in that, It further includes an electric control mechanism (4), which is communicatively connected to the servo motor (13).

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