Novel damping omnidirectional wheel

Abstract

The utility model provides a novel damping omnidirectional wheel, which relates to the technical field of omnidirectional wheels, and comprises a first wheel body, a second wheel body and a third wheel body which are coaxially connected together, the first wheel body, the second wheel body and the third wheel body cannot rotate relative to one another. The first wheel body, the second wheel body and the third wheel body are each composed of an omnidirectional wheel base and an olive wheel. The shock-absorbing omnidirectional wheel has the advantages that the connecting distance between every two olive wheels on the circumference in the projection direction of the bottom face of the cylinder is A, A is larger than zero, when the shock-absorbing omnidirectional wheel rotates, the number of contact points of the shock-absorbing omnidirectional wheel and the horizon is not smaller than two, the omnidirectional wheel firstly makes contact with the olive wheel of the first wheel body and then makes contact with the olive wheel of the third wheel body when going straight, and the shock-absorbing omnidirectional wheel makes contact with the olive wheel of the first wheel body and then makes contact with the olive wheel of the second wheel body. The first wheel body makes contact with the first wheel body and then makes contact with the olive wheel of the second wheel body, impact force and vibration in the driving process are effectively dispersed, and therefore vibration can be restrained through the configuration mode, and the stability and comfort of the AGV in the straight moving process can be improved.

Description

Technical Field

[0001] The utility model relates to the technical field of omnidirectional wheels, in particular to a new type of shock-absorbing omnidirectional wheel. Background Technique

[0002] With the development of technology, AGV cars are used to transport materials in many occasions. The most prominent problem in the use of AGV cars is how to ensure the progress of the AGV car's movement. Some AGV cars also need to drive on uneven roads during use, which requires the AGV car to be able to operate stably in a field with vibration characteristics at the same time. At present, some AGV cars on the market use omnidirectional wheels to achieve the steering and movement of the car. The unique design of the omnidirectional wheel enables the AGV to move in any direction within a plane, not just limited to the traditional four directions of front, back, left, and right. This multi-directional movement ability greatly improves the flexibility and mobility of the AGV, enabling it to shuttle and operate more freely in complex working environments. In terms of shock absorption, the omnidirectional wheels on the market at present do not show obvious advantages compared with traditional wheels.

[0003] The technical content disclosed in the Chinese patent document (publication number: CN113942341A, patent name: Omnidirectional Wheel) is as follows: The omnidirectional wheel of this application is arranged in two layers. One layer is provided with a first support plate and a first wheel, and the first wheel is rotatably connected to the first support plate; the other layer is provided with a second support plate and a second wheel, and the second wheel is rotatably connected to the second support plate. The first support plate is provided with a polygonal mounting hole, and the second support plate is provided with a polygonal first boss. The first boss cooperates with the mounting hole to position the first boss circumferentially, avoiding circumferential sliding of the first support plate relative to the second support plate, and realizing the circumferential connection reliability between the first support plate and the second support plate. The second support plate is provided with a connection hole, and the cross-section of the connection hole is a non-circular structure, avoiding rotation of the output shaft of the driving mechanism relative to the connection hole.

[0004] As can be seen from the above embodiments, the solution sets up omnidirectional wheels arranged in two layers. Using omnidirectional wheels can, to a certain extent, solve the accuracy problem. The unique design of the omnidirectional wheels enables them to move in any direction within a plane without the need for large rotations like steering wheels. This allows the AGV to more precisely control its direction and position during driving, reducing the errors caused by turning. However, omnidirectional wheels are not perfect. Although they have advantages in solving the accuracy problem, they generate vibrations when moving straight. The structural characteristics of omnidirectional wheels determine that during straight-line movement, the force distribution among the wheels is relatively complex, easily generating unbalanced forces, which leads to vibrations. These vibrations not only affect the driving stability and comfort of the AGV but may also damage the goods and equipment carried on the vehicle. At the same time, they can interfere with the AGV's navigation system and control system, further affecting its accuracy and reliability. Utility Model Content

[0005] The utility model overcomes the shortcomings in the prior art and sets up a first wheel body, a second wheel body, and a third wheel body. The olive wheels of the first wheel body, the second wheel body, and the third wheel body are mutually misaligned. The connection spacing at the circumference in the bottom surface projection direction of the cylinder between every two olive wheels is A, and A is greater than zero. When the shock-absorbing omnidirectional wheel rotates, the number of contact points between the shock-absorbing omnidirectional wheel and the horizon is not less than two. When the omnidirectional wheel moves straight, it first contacts the olive wheel of the first wheel body, then contacts the olive wheel of the third wheel body, and then contacts the olive wheel of the second wheel body. This sequential contact method effectively disperses the impact force and vibration during driving. Therefore, this configuration method can not only suppress vibrations but also improve the stability and comfort of the AGV during straight-line movement.

[0006] To solve the above technical problems, the utility model is realized through the following technical solutions:

[0007] A new type of shock-absorbing omnidirectional wheel, comprising a first wheel body, a second wheel body, and a third wheel body coaxially connected together; the first wheel body and the second wheel body are connected by a fixing component, and the second wheel body and the third wheel body are connected by a fixing component, so that the first wheel body, the second wheel body, and the third wheel body are restricted from rotating relative to each other;

[0008] The first wheel body, the second wheel body, and the third wheel body are each composed of an omnidirectional wheel base and an olive wheel;

[0009] A number of circumferential connection blocks are circumferentially distributed on the omnidirectional wheel base. A first olive wheel groove is formed between every two circumferential connection blocks, and the olive wheel is rotatably connected in the first olive wheel groove;

[0010] The olive wheels of the first wheel body, the olive wheels of the second wheel body, and the olive wheels of the third wheel body are staggered from each other in the generatrix direction of the cylinder formed by the shock-absorbing omnidirectional wheel;

[0011] Viewed from the bottom projection direction of the cylinder formed by the shock-absorbing omnidirectional wheel, the connection spacing at the circumference in the bottom projection direction of the cylinder for every two olive wheels is A, where A is greater than zero. When the shock-absorbing omnidirectional wheel rotates, there are no less than two points where the shock-absorbing omnidirectional wheel contacts the horizon.

[0012] Furthermore, the fixing component is a connecting pin.

[0013] Furthermore, pin holes are provided on the omnidirectional wheel base, and the connecting pins are inserted into the pin holes.

[0014] Furthermore, first avoidance holes and second avoidance holes are provided on two side surfaces of the omnidirectional wheel base. The omnidirectional wheel base of the first wheel body is inserted into the first avoidance hole of the omnidirectional wheel base of the second wheel body, and the omnidirectional wheel base of the second wheel body is inserted into the second avoidance hole of the omnidirectional wheel base of the third wheel body;

[0015] Bearings are provided in the first avoidance holes of the omnidirectional wheel base of the first wheel body, and bearings are provided in the first avoidance holes of the omnidirectional wheel base of the second wheel body;

[0016] Both bearings are connected to the connecting rod.

[0017] Furthermore, two symmetrical roller grooves are provided on the circumferential connecting block;

[0018] Both ends of the olive wheel are rotatably connected to two opposite roller grooves on two adjacent circumferential connecting blocks.

[0019] Furthermore, a lock cover is connected to the omnidirectional wheel base. The lock cover is provided with a number of connecting block covers, and a second olive wheel groove is formed between two adjacent connecting block covers. The first olive wheel groove and the second olive wheel groove are arranged in coincidence.

[0020] Furthermore, the olive wheel includes an olive wheel body, and the olive wheel body is in an olive shape with a cross-sectional area in the middle greater than that at both ends.

[0021] Furthermore, an inner bearing is provided inside the olive wheel body. The inner bearing is connected to a rotating shaft, and the rotating shaft protrudes from both ends of the olive wheel body.

[0022] Furthermore, buffer end covers are provided at both ends of the olive wheel body.

[0023] Compared with the prior art, the beneficial effects of the utility model are:

[0024] 1. The first round body, the second round body and the third round body are provided. The olive wheels of the first round body, the second round body and the third round body are staggered from each other. The connection distance A between every two olive wheels at the circumference in the bottom surface projection direction of the cylinder is greater than zero. When the shock-absorbing omnidirectional wheel rotates, the number of points where the shock-absorbing omnidirectional wheel contacts the horizon is not less than two. When the omnidirectional wheel goes straight, it first contacts the olive wheel of the first round body, then contacts the olive wheel of the third round body, and then contacts the olive wheel of the second round body. This sequential contact method effectively disperses the impact force and vibration during driving. Therefore, this configuration method can not only suppress vibration, but also improve the stability and comfort of the AGV during straight driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The drawings are used to provide a further understanding of the utility model, and are used together with the embodiments of the utility model to explain the utility model, and do not constitute a limitation to the utility model. In the drawings:

[0026] Figure 1 is the overall schematic diagram of the omnidirectional wheel according to the embodiment of the utility model;

[0027] Figure 2 is the side view of the omnidirectional wheel according to the embodiment of the utility model;

[0028] Figure 3 is the front view of the omnidirectional wheel according to the embodiment of the utility model;

[0029] Figure 4 is the sectional view of the omnidirectional wheel according to the embodiment of the utility model;

[0030] Figure 5 is the exploded schematic diagram of the omnidirectional wheel according to the embodiment of the utility model;

[0031] Figure 6 is the structural schematic diagram of the omnidirectional wheel base, lock cover and olive wheel according to the embodiment of the utility model;

[0032] Figure 7 is the structural schematic diagram of the omnidirectional wheel base according to the embodiment of the utility model;

[0033] Figure 8 is the sectional view of the omnidirectional wheel base according to the embodiment of the utility model;

[0034] Figure 9 is the sectional view of the olive wheel according to the embodiment of the utility model;

[0035] Figure 10 is the half-sectional view of the olive wheel according to the embodiment of the utility model;

[0036] Figure 11 is the exploded schematic diagram of the olive wheel according to the embodiment of the utility model.

[0037] In the figure: 1. First wheel body; 2. Second wheel body; 3. Third wheel body; 4. Connecting pin; 5. Connecting rod; 6. Bearing; B1. Omnidirectional wheel base; B11. Circumferential connecting block; B111. Roller groove; B12. First olive wheel groove; B13. First avoidance hole; B14. Second avoidance hole; B15. Pin hole; B2. Lock cover; B21. Connecting block cover plate; B22. Second olive wheel groove; B3. Olive wheel; B31. Rotating shaft; B32. Olive wheel body; B33. Inner bearing; B34. Buffer end cover. Specific embodiments

[0038] The following is a description of the preferred embodiments of the utility model with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are only for the purpose of illustrating and explaining the utility model and are not intended to limit the utility model.

[0039] As Figures 1 to 11 shown, a new type of shock-absorbing omnidirectional wheel includes a first wheel body 1, a second wheel body 2, and a third wheel body 3 that are coaxially connected together; the first wheel body 1 and the second wheel body 2 are connected by a fixing component, and the second wheel body 2 and the third wheel body 3 are connected by a fixing component, so that the first wheel body 1, the second wheel body 2, and the third wheel body 3 are restricted from rotating relative to each other; the first wheel body 1, the second wheel body 2, and the third wheel body 3 are all composed of an omnidirectional wheel base B1 and an olive wheel B3; a plurality of circumferential connecting blocks B11 are distributed in a circular pattern on the omnidirectional wheel base B1, and a first olive wheel groove B12 is formed between every two circumferential connecting blocks B11, and the olive wheel B3 is rotatably connected in the first olive wheel groove B12; the olive wheels B3 of the first wheel body 1, the olive wheels B3 of the second wheel body 2, and the olive wheels B3 of the third wheel body 3 are staggered from each other in the generatrix direction of the cylinder formed by the shock-absorbing omnidirectional wheel; when viewed from the bottom projection direction of the cylinder formed by the shock-absorbing omnidirectional wheel, the circumferential connection spacing A between every two olive wheels B3 at the circumference in the bottom projection direction of the cylinder is greater than zero. When the shock-absorbing omnidirectional wheel rotates, the number of contact points between the shock-absorbing omnidirectional wheel and the horizon C is not less than two. When the omnidirectional wheel moves straight, it first contacts the olive wheel B3 of the first wheel body 1, then contacts the olive wheel B3 of the third wheel body 3, and then contacts the olive wheel B3 of the second wheel body 2. This sequential contact method effectively disperses the impact force and vibration during driving. Therefore, this configuration method can not only suppress vibration but also improve the stability and comfort of the AGV during straight-line driving.

[0040] Due to the structural characteristics of the omnidirectional wheels, the AGV can control the direction more precisely during turning. Compared with traditional steering wheels, the omnidirectional wheels can move in all directions without changing the body direction, thus greatly reducing the errors and uncertainties during the turning process. This is of crucial significance for application scenarios that require high-precision operations, such as automated production lines, warehousing logistics, etc. Therefore, the omnidirectional wheels can ensure the precise turning of the AGV trolley.

[0041] The three-row olive wheel B3 configuration of the shock-absorbing omnidirectional wheels effectively reduces the vibration of the AGV during driving. Vibration is one of the important factors affecting the performance and stability of the AGV. It not only affects the safe transportation of goods but also causes damage to the mechanical structure and electronic equipment of the AGV. Through this special arrangement, the vibration can be dispersed to the first wheel body 1, the second wheel body 2, and the third wheel body 3, thereby reducing the impact on the overall AGV. In addition, reducing vibration can also improve the driving speed and efficiency of the AGV, reduce energy consumption and equipment wear.

[0042] Since the three-row olive wheel B3 configuration of the omnidirectional wheels can effectively suppress the vibration of the AGV trolley, the AGV can drive more stably during straight running, thereby increasing the straight running speed. A higher straight running speed means that the AGV can complete tasks in a shorter time, improving production efficiency and logistics distribution speed. At the same time, stable straight running also helps to reduce energy consumption and equipment wear, and extend the service life of the AGV.

[0043] The fixing component is the connecting pin 4. There is a pin hole B15 on the omnidirectional wheel base B1, and the connecting pin 4 is inserted into the pin hole B15. Therefore, the first wheel body 1, the second wheel body 2, and the third wheel body 3 cannot rotate relative to each other.

[0044] Bearings 6 are arranged in the first avoidance holes B13 of the omnidirectional wheel base B1 of the first wheel body 1, and bearings 6 are arranged in the first avoidance holes B13 of the omnidirectional wheel base B1 of the second wheel body 2; both bearings 6 are connected to the connecting rod 5. The first avoidance holes B13 and the second avoidance holes B14 are arranged on both sides of the omnidirectional wheel base B1. The omnidirectional wheel base B1 of the first wheel body 1 is inserted into the first avoidance hole B13 of the omnidirectional wheel base B1 of the second wheel body 2, and the omnidirectional wheel base B1 of the second wheel body 2 is inserted into the second avoidance hole B14 of the omnidirectional wheel base B1 of the third wheel body 3. Since the first wheel body 1, the second wheel body 2, and the third wheel body 3 are mutually inserted and joined together, the structure between them is stable.

[0045] Two symmetrical roller grooves B111 are arranged on the circumferential connecting block B11; both ends of the olive wheel B3 are rotatably connected to two opposite roller grooves B111 on two adjacent circumferential connecting blocks B11. Therefore, the olive wheel B3 can be distributed along the circumference of the omnidirectional wheel base B1.

[0046] A lock cover B2 is connected to the omnidirectional wheel base B1. The lock cover B2 is provided with a plurality of connecting block covers B21. A second olive wheel groove B22 is formed between two adjacent connecting block covers B21. The first olive wheel groove B12 coincides with the second olive wheel groove B22.

[0047] The olive wheel B3 includes an olive wheel body B32 which is in an olive shape with the cross-sectional area in the middle larger than that at both ends. Since the two ends of the olive shape are smaller, it can avoid the two ends of the olive wheel B3 from being damaged by friction with the ground when the shock-absorbing omnidirectional wheel rolls forward.

[0048] An inner bearing B33 is arranged inside the olive wheel body B32. The inner bearing B33 is connected to a rotating shaft B31. The rotating shaft B31 protrudes from both ends of the olive wheel body B32. Buffer end caps B34 are arranged at both ends of the olive wheel body B32. The buffer end caps B34 prevent dust from entering the inside of the olive wheel body B32, ensure the stable operation of the inner bearing B33, and extend the service life of the inner bearing B33.

[0049] Finally, it should be noted that the above are only the preferred embodiments of the utility model and are not used to limit the utility model. Although the utility model has been described in detail with reference to the embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements on some of the technical features. However, any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the utility model shall be included within the protection scope of the utility model.

Claims

1. A novel shock-absorbing omnidirectional wheel, characterized in that, It includes a first wheel body (1), a second wheel body (2), and a third wheel body (3) that are coaxially connected together; the first wheel body (1) and the second wheel body (2) are connected by a fixing component, and the second wheel body (2) and the third wheel body (3) are connected by a fixing component, so that the first wheel body (1), the second wheel body (2), and the third wheel body (3) are restricted from rotating relative to each other. The first wheel body (1), the second wheel body (2), and the third wheel body (3) are all composed of an omnidirectional wheel base (B1) and an olive wheel (B3). A number of circumferential connecting blocks (B11) are circumferentially distributed on the omnidirectional wheel base (B1), and a first olive wheel groove (B12) is formed between every two circumferential connecting blocks (B11), and the olive wheel (B3) is rotatably connected in the first olive wheel groove (B12). The olive wheels (B3) of the first wheel body (1), the olive wheels (B3) of the second wheel body (2), and the olive wheels (B3) of the third wheel body (3) are staggered from each other in the generatrix direction of the cylinder formed by the shock-absorbing omnidirectional wheel. Viewed from the bottom projection direction of the cylinder formed by the shock-absorbing omnidirectional wheel, the connection spacing A between every two olive wheels (B3) at the circumference in the bottom projection direction of the cylinder is greater than zero. When the shock-absorbing omnidirectional wheel rotates, there are at least two contact points between the shock-absorbing omnidirectional wheel and the horizon C.

2. The shock-absorbing omnidirectional wheel according to claim 1, wherein The fixing component is a connecting pin (4).

3. The shock-absorbing omnidirectional wheel according to claim 2, characterized in that, Pin holes (B15) are provided on the omnidirectional wheel base (B1), and the connecting pins (4) are inserted into the pin holes (B15).

4. The shock-absorbing omnidirectional wheel according to claim 3, wherein, First avoidance holes (B13) and second avoidance holes (B14) are provided on two side surfaces of the omnidirectional wheel base (B1). The omnidirectional wheel base (B1) of the first wheel body (1) is inserted into the first avoidance hole (B13) of the omnidirectional wheel base (B1) of the second wheel body (2), and the omnidirectional wheel base (B1) of the second wheel body (2) is inserted into the second avoidance hole (B14) of the omnidirectional wheel base (B1) of the third wheel body (3). Bearings (6) are provided in the first avoidance holes (B13) of the omnidirectional wheel base (B1) of the first wheel body (1), and bearings (6) are provided in the first avoidance holes (B13) of the omnidirectional wheel base (B1) of the second wheel body (2). Both of the two bearings (6) are connected to the connecting rod (5).

5. The shock-absorbing omnidirectional wheel according to any one of claims 1 to 4, characterized in that Two symmetrical roller grooves (B111) are provided on the circumferential connecting block (B11). Both ends of the olive wheel (B3) are rotatably connected to two opposite roller grooves (B111) on adjacent circumferential connecting blocks (B11).

6. The shock-absorbing omnidirectional wheel according to claim 5, wherein, A lock cover (B2) is connected to the omnidirectional wheel base (B1). The lock cover (B2) is provided with a number of connecting block covers (B21), and a second olive wheel groove (B22) is formed between adjacent two connecting block covers (B21). The first olive wheel groove (B12) and the second olive wheel groove (B22) are arranged in coincidence.

7. The shock-absorbing omnidirectional wheel according to any one of claims 1 to 4 and 6, characterized in that, The olive wheel (B3) includes an olive wheel body (B32), and the olive wheel body (B32) is in an olive shape with a cross-sectional area in the middle greater than the cross-sectional areas at both ends.

8. The shock-absorbing omnidirectional wheel according to claim 7, characterized in that, An inner bearing (B33) is provided inside the olive wheel body (B32). The inner bearing (B33) is connected to the rotating shaft (B31), and the rotating shaft (B31) protrudes from both ends of the olive wheel body (B32).

9. The shock-absorbing omnidirectional wheel according to claim 8, wherein Buffer end caps (B34) are provided at both ends of the olive wheel body (B32).

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