Traffic management robot

Abstract

The utility model discloses a traffic control robot which comprises a robot body, a bottom frame is arranged at the bottom of the robot body, a plurality of cross beams are arranged on the inner side of the bottom frame, a moving mechanism is arranged on the outer sides of the cross beams located at the front end and the rear end, and the moving mechanism comprises a suspension, a connecting rod assembly, a fork arm, a connecting frame, moving wheels and a shock absorber. The connecting rod assembly and the fork arms are arranged between the suspension and the connecting frame, the fork arms are arranged on the upper side and the lower side of the connecting rod assembly, the connecting frame is arranged on the inner sides of the moving wheels, and the dampers are arranged on the left side and the right side of the connecting rod assembly. Through the design of the moving mechanism, the traffic control robot can adapt to various complex road conditions, on a rugged road surface, the moving wheels can independently move up and down, the suspension and the shock absorber can buffer impact force, the influence of tiny vibration of the road surface on the running stability of the robot is reduced, and stable running of the robot is guaranteed; the problem that an existing traffic control robot wheel type structure is poor in adaptability to complex terrains is solved.

Description

Technical Field

[0001] This utility model relates to, but is not limited to, the field of traffic technology, and more specifically, to a traffic management robot. Background Technology

[0002] Due to the complexity and variability of urban traffic, traditional manual traffic supervision methods are gradually failing to meet the needs of urban traffic management, and traffic management robots are becoming a growing trend in the field. As a new type of traffic management method, traffic management robots are highly flexible automated machines. They were initially designed to solve some problems in urban traffic management, such as manpower shortages and management oversights.

[0003] Existing traffic management robots use wheeled structures, such as two-wheeled, three-wheeled, and four-wheeled robots. While they can move quickly and efficiently on flat surfaces, their mobility is insufficient when encountering complex terrain, such as sections of road under construction with piles of earth and gravel, or uneven roads. The wheels are prone to slipping, getting stuck, or becoming impeded by obstacles, preventing them from passing smoothly. Therefore, a traffic management robot with better adaptability to different road conditions needs to be designed. Utility Model Content

[0004] The technical problem to be solved by this utility model is to overcome the defects of the prior art and provide a traffic management robot.

[0005] To solve the above-mentioned technical problems, this utility model provides the following technical solution:

[0006] This utility model discloses a traffic management robot, including a robot body. The bottom of the robot body is provided with a bottom frame, and a plurality of crossbeams are provided on the inner side of the bottom frame. A moving mechanism is provided on the outer side of the crossbeams located at the front and rear ends. The moving mechanism includes a suspension, a linkage assembly, a fork arm, a connecting frame, a moving wheel, and a shock absorber. The linkage assembly and the fork arm are both located between the suspension and the connecting frame. The fork arm is provided on both the upper and lower sides of the linkage assembly. The connecting frame is located on the inner side of the moving wheel, and the shock absorber is located on the left and right sides of the linkage assembly.

[0007] Preferably, the suspension is provided with a linkage assembly, a wishbone, a connecting frame, a transfer wheel and a shock absorber on both the left and right sides. The linkage assembly is located near the lower end of the suspension and includes a connecting rod, a universal joint coupling, a movable rod and a baffle.

[0008] Preferably, both ends of the connecting rod are screwed to the universal joint coupling, the movable rod is screwed to the upper universal joint coupling, the connecting frame is screwed to the other universal joint coupling, and the baffle is disposed at the end of the movable rod.

[0009] Preferably, a fixed frame for the movable rod to move is fixed on the inner side of the suspension, and the baffle is threadedly engaged with the movable rod and located on the inner side of the fixed frame.

[0010] Preferably, several connecting plates are fixed on both sides of the suspension, the fork arm is designed in a "Y" shape, the open end of the fork arm is rotatably connected to the connecting plate, and the lower end of the fork arm is connected to the connecting frame.

[0011] Preferably, a fixing block is provided between the lower end of the fork arm and the connecting frame. The upper end of the fixing block is spherical, and the bottom of the fixing block is fixed to the outside of the connecting frame. The other end of the fork arm is provided with a slot that matches the fixing block.

[0012] Preferably, the shock absorber is a hydraulic shock absorber, which includes two supports, a spring, a piston rod, a cylinder, and an adjusting ring. The spring is disposed between the two supports, the upper end of the piston rod is connected to one of the supports, the bottom of the cylinder is connected to the other support, and the adjusting ring is disposed on the outside of the cylinder.

[0013] Preferably, the support is rotatably connected to the connecting plate, the two supports are connected to the upper and lower ends of the suspension through the connecting plate, the upper end of the spring is fixedly connected to the upper support, and surrounds the piston rod and the cylinder.

[0014] Preferably, the outer side of the hydraulic cylinder is provided with threads, the adjusting ring is engaged with the outer thread of the hydraulic cylinder, and is fixedly connected to the lower end of the spring.

[0015] Preferably, the movable wheel has a built-in hub motor design, the connecting frame is screwed to the inner side of the hub connection, and the movable wheel has either a deep tread or a shallow tread.

[0016] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0017] This invention, through the design of the mobile mechanism, enables the traffic management robot to adapt to various complex road conditions. On rugged roads, the mobile wheels can move up and down independently, and the suspension and shock absorbers can buffer the impact force, reduce the impact of minor road vibrations on the robot's driving stability, and ensure the robot's stable driving. This solves the problem of poor adaptability of the existing wheeled structure of traffic management robots to complex terrain.

[0018] To more clearly illustrate the embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings in the following description are merely exemplary, and those skilled in the art can derive other embodiments based on the provided drawings without creative effort.

[0019] The structures, proportions, sizes, etc. illustrated in this specification are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed herein, and are not intended to limit the implementation conditions of this utility model. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportions, or adjustments to the size, without affecting the effects and objectives that this utility model can produce, should still fall within the scope of the technical content disclosed in this utility model. Attached Figure Description

[0020] The accompanying drawings are provided to further illustrate the present invention and form part of the specification. They are used together with the embodiments of the present invention to explain the present invention, but do not constitute a limitation thereof. In the drawings:

[0021] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0022] Figure 2 This is a schematic diagram of the structure of the base frame of this utility model;

[0023] Figure 3 This is a partial structural schematic diagram of the moving mechanism of this utility model;

[0024] Figure 4 This is a partial structural schematic diagram A of the suspension of this utility model;

[0025] Figure 5 This is a partial structural schematic diagram B of the suspension of this utility model;

[0026] Figure 6 This is a partial structural schematic diagram of the shock absorber of this utility model;

[0027] In the diagram: 10. Robot body; 101. Indicator light; 102. Control box; 103. Camera A; 104. Camera B;

[0028] 20. Base frame; 201. Crossbeam;

[0029] 30. Moving mechanism; 301. Suspension; 302. Connecting plate; 303. Connecting rod; 304. Universal joint coupling; 305. Moving rod; 306. Fixed frame; 307. Baffle; 308. Connecting frame; 309. Fork arm; 3010. Fixed block; 3011. Slot; 3012. Moving wheel;

[0030] 40. Shock absorber; 401. Support; 402. Spring; 403. Piston rod; 404. Hydraulic cylinder; 405. Adjusting ring. Detailed Implementation

[0031] like Figure 1-6 As shown, this utility model provides a traffic control robot, including a robot body 10. A bottom frame 20 is provided at the bottom of the robot body 10. Several crossbeams 201 are provided on the inner side of the bottom frame 20. A moving mechanism 30 is provided on the outer side of the crossbeams 201 located at the front and rear ends. The moving mechanism 30 includes a suspension 301, a linkage assembly, a fork arm 309, a connecting frame 308, a moving wheel 3012, and a shock absorber 40. The linkage assembly and the fork arm 309 are both located between the suspension 301 and the connecting frame 308. Fork arms 309 are provided on both the upper and lower sides of the linkage assembly. The connecting frame 308 is located on the inner side of the moving wheel 3012. The shock absorber 40 is located on the left and right sides of the linkage assembly.

[0032] Furthermore, in this embodiment, the left and right sides of the suspension 301 are provided with a linkage assembly, a wishbone 309, a connecting frame 308, a moving wheel 3012 and a shock absorber 40. The linkage assembly is located near the lower end of the suspension 301 and includes a connecting rod 303, a universal joint coupling 304, a movable rod 305 and a baffle 307.

[0033] In this embodiment, both ends of the connecting rod 303 are screwed to universal joint couplings 304 to form a stable connection. The movable rod 305 is screwed to the upper universal joint coupling 304 to ensure the stability of the connection during movement. The connecting frame 308 is screwed to another universal joint coupling 304. This connection method ensures the firmness of the connection and also allows flexible rotation within a certain angle range, thereby adapting to the movement needs of the moving wheel under different road conditions.

[0034] Specifically, when the moving mechanism 30 encounters a bumpy road surface and the moving wheel 3012 moves upward due to the impact force, the movable rod 305 in the linkage assembly slides upward within the fixed frame 306. The universal joint coupling 304 allows the angle between the connecting rod 303 and the movable rod 305 to change accordingly, ensuring the smooth transmission of force without affecting the normal movement of other components, thus realizing the independent up-and-down movement of the moving wheel 3012 to adapt to the uneven changes in the road surface.

[0035] In this embodiment, a fixed frame 306 for the movable rod 305 to move is fixed on the inner side of the suspension 301. A baffle 307 is threadedly engaged with the movable rod 305 and is located inside the fixed frame 306. The fixed frame 306 provides a stable movement trajectory and support for the movable rod 305, ensuring that the movable rod 305 will not deviate or shake during the forward and backward sliding process. At the same time, the threaded engagement between the baffle 307 and the movable rod 305 limits the range of motion of the movable rod 305, preventing excessive movement that could damage the components, thereby ensuring the stability of the entire moving mechanism 30.

[0036] In this embodiment, several connecting plates 302 are fixed on both sides of the suspension 301. The fork arm 309 has a "Y" shaped design. The open end of the fork arm 309 is rotatably connected to the connecting plate 302. This rotatable connection allows the fork arm 309 to swing flexibly around the connection point when the moving wheel 3012 moves up and down. The connecting plate 302 provides a stable support point for the fork arm 309. The lower end of the fork arm 309 is connected to the connecting frame 308.

[0037] Specifically, when the movable wheel 3012 moves up and down, the fork arm 309 swings around the rotational connection point with the connecting plate 302, causing the connecting frame 308 and the movable wheel 3012 to move together. This allows the movable wheel 3012 to flexibly adjust its position, closely fit the road surface, and improve driving stability and passability. This connection method can transmit the movement of the movable wheel 3012 to the suspension 301, while also allowing the movable wheel 3012 to move up and down independently under different road conditions, thereby adapting to different road surface changes.

[0038] In this embodiment, a fixing block 3010 is provided between the lower end of the fork arm 309 and the connecting frame 308. The upper end of the fixing block 3010 is spherical, and the bottom of the fixing block 3010 is fixed to the outside of the connecting frame 308. The other end of the fork arm 309 is provided with a slot 3011 that is adapted to the fixing block 3010. This design allows the fork arm 309 and the connecting frame 308 to maintain a tight connection while allowing rotation to a certain extent. When the moving wheel encounters uneven road surface during travel, the fork arm 309 can rotate slightly around the spherical surface of the fixing block 3010, thereby better adapting to changes in road surface, reducing vibration transmission to the robot body 10, and improving the smoothness of travel.

[0039] In this embodiment, the shock absorber 40 is a hydraulic shock absorber 40. The shock absorber 40 includes two supports 401, a spring 402, a piston rod 403, a cylinder 404, and an adjusting ring 405. The spring 402 is disposed between the two supports 401. The upper end of the piston rod 403 is connected to one of the supports 401. The bottom of the cylinder 404 is connected to the other support 401. The adjusting ring 405 is disposed on the outside of the cylinder 404. The hydraulic shock absorber 40, composed of the supports 401, spring 402, piston rod 403, cylinder 404, and adjusting ring 405, provides shock absorption function.

[0040] In this embodiment, the support 401 is rotatably connected to the connecting plate 302, which optimizes the installation of the shock absorber 40 and the transmission of force. The two supports 401 are connected to the upper and lower ends of the suspension 301 through the connecting plate 302. The upper end of the spring 402 is fixedly connected to the support 401 located above and surrounds the outside of the piston rod 403 and the cylinder 404.

[0041] In this embodiment, the outer side of the hydraulic cylinder 404 is provided with threads. The adjusting ring 405 engages with the outer thread of the hydraulic cylinder 404 and is fixedly connected to the lower end of the spring 402. By rotating the adjusting ring 405, the preload of the spring 402 is changed, thereby adjusting the damping force of the shock absorber 40. Rotating the adjusting ring 405 clockwise causes it to move upward along the thread on the outer side of the hydraulic cylinder 404, which in turn causes the lower end of the spring 402 to move upward, increasing the preload of the spring 402. This allows the shock absorber 40 to absorb and buffer larger impact energy more effectively. Rotating the adjusting ring 405 counterclockwise causes it to move downward along the thread on the outer side of the hydraulic cylinder 404, reducing the preload of the spring 402. This makes the damping effect of the shock absorber 40 relatively gentle and better absorbs minor vibrations from the road surface.

[0042] In this embodiment, the mobile wheel 3012 features a built-in hub motor design, with the connecting frame 308 screwed onto the inner side of the hub connection. This built-in hub motor design allows each mobile wheel to be driven independently, improving the robot's maneuverability and flexibility. The mobile wheel 3012 can be either a deep tread or a shallow tread. The choice between deep and shallow treads depends on the actual road conditions. Deep treads are suitable for muddy, sandy, and other surfaces with poor grip, while shallow treads are suitable for flat, hard surfaces, thus ensuring that the robot maintains good grip and driving stability under various road conditions.

[0043] Specifically, the robot body 10 is equipped with indicator lights 101, control box 102, multiple cameras A103 and a central camera B104. The indicator lights 101 display the working status and warning information. The control box 102 is responsible for controlling the operation and functions of the robot through the built-in controller and power supply. The cameras capture traffic and environmental information, giving the robot visual perception capabilities and ensuring the execution of traffic management tasks.

[0044] The base frame 20 serves as the bottom support for the robot body 10, and is reinforced internally by multiple crossbeams 201, providing a stable foundation for the robot. The moving mechanism 30 is located outside the front and rear crossbeams 201 of the base frame 20, ensuring that the robot moves flexibly and stably.

[0045] In terms of adapting to different road conditions, when the mobile mechanism 30 encounters bumps on rough roads, the impact force of the road surface is transmitted to the suspension 301 through the mobile wheel 3012. At this time, the piston rod 403 of the hydraulic shock absorber 40 moves upward, and the hydraulic oil is squeezed through the piston valve hole to generate damping force, which consumes the impact energy. Subsequently, the spring 402 of the shock absorber 40 is compressed to store the impact energy. The shock absorber 40 and the spring 402 work together to quickly attenuate the vibration. During this process, the movable rod 305 slides in the fixed frame 306. The universal joint coupling 304 allows the angle between the connecting rod 303 and the movable rod 305 to change, ensuring flexible force transmission and movement. The two forks 309 rotate synchronously around the connecting plate 302, and the connecting frame 308 moves up and down with the mobile wheel 3012. The robot travels stably. After passing over the obstacle, the shock absorber 40 rebounds, and the mobile wheel 3012 resumes ground contact. The hydraulic shock absorber 40 and the spring 402 buffer the impact and ensure stable driving.

[0046] On a flat road surface, the shock absorption effect of the shock absorber 40 can be adjusted, such as by reducing the stiffness of the shock absorber spring 402 and the damping coefficient of the shock absorber 40, so that the shock absorber 40 can absorb minor vibrations from the road surface without affecting driving stability and maneuverability. At this time, the moving wheel 3012 mainly rolls, the shock absorption system is stable, and a small amount of vibration is absorbed by the spring 402 and the shock absorber 40, ensuring that the robot drives smoothly.

[0047] In summary, the principle of this utility model for traffic management is based on the principle of an AGV intelligent scheduling traffic management device disclosed in Chinese Patent Announcement CN218547697U. Therefore, the application of this utility model for traffic management will not be elaborated further.

[0048] The components of this utility model, including the robot body 10, indicator light 101, control box 102, camera, base frame 20, crossbeam 201, suspension 301, connecting plate 302, connecting rod 303, universal joint coupling 304, movable rod 305, fixed frame 306, baffle 307, connecting frame 308, fork arm 309, fixed block 3010, moving wheel 3012, shock absorber 40, support 401, spring 402, piston rod 403, oil cylinder 404, adjusting ring 405, etc., are all general standard parts or parts known to those skilled in the art. Their structure and principle can be learned by those skilled in the art through technical manuals or conventional experimental methods.

[0049] In the description of this utility model, it should be understood that the terms "coaxial", "bottom", "one end", "top", "middle", "other end", "upper", "side", "top", "inner", "front", "center", "both ends", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0050] Furthermore, the terms “first,” “second,” “third,” and “fourth” are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as “first,” “second,” “third,” or “fourth” may explicitly or implicitly include at least one of those features.

[0051] In this utility model, unless otherwise explicitly specified and limited, the terms "installation", "setting", "connection", "fixing", "screw connection", etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal connection of two components or the interaction between two components. Unless otherwise explicitly limited, those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0052] Finally, it should be noted that the above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A traffic control robot, comprising a robot body (10), characterized in that, The robot body (10) has a bottom frame (20) at its bottom. Several crossbeams (201) are arranged on the inner side of the bottom frame (20). A moving mechanism (30) is arranged on the outer side of the crossbeams (201) located at the front and rear ends. The moving mechanism (30) includes a suspension (301), a linkage assembly, a fork arm (309), a connecting frame (308), a moving wheel (3012), and a shock absorber (40). The linkage assembly and the fork arm (309) are both arranged between the suspension (301) and the connecting frame (308). The fork arm (309) is arranged on both the upper and lower sides of the linkage assembly. The connecting frame (308) is arranged on the inner side of the moving wheel (3012). The shock absorber (40) is arranged on the left and right sides of the linkage assembly.

2. The traffic control robot according to claim 1, characterized in that, The suspension (301) is provided with a linkage assembly, a wishbone (309), a connecting frame (308), a moving wheel (3012), and a shock absorber (40) on both the left and right sides. The linkage assembly is located near the lower end of the suspension (301) and includes a connecting rod (303), a universal joint coupling (304), a movable rod (305), and a baffle (307).

3. A traffic control robot according to claim 2, characterized in that, Both ends of the connecting rod (303) are screwed to the universal joint coupling (304), the movable rod (305) is screwed to the upper universal joint coupling (304), the connecting frame (308) is screwed to another universal joint coupling (304), and the baffle (307) is disposed at the end of the movable rod (305).

4. A traffic control robot according to claim 3, characterized in that, The inner side of the suspension (301) is fixed with a fixed frame (306) for the movable rod (305) to move. The baffle (307) is threadedly engaged with the movable rod (305) and is located inside the fixed frame (306).

5. A traffic control robot according to claim 4, characterized in that, Several connecting plates (302) are fixed on both sides of the suspension (301). The fork arm (309) is designed in a "Y" shape. The open end of the fork arm (309) is rotatably connected to the connecting plate (302). The lower end of the fork arm (309) is connected to the connecting frame (308).

6. A traffic control robot according to claim 5, characterized in that, A fixing block (3010) is provided between the lower end of the fork arm (309) and the connecting frame (308). The upper end of the fixing block (3010) is spherical, and the bottom of the fixing block (3010) is fixed to the outside of the connecting frame (308). The other end of the fork arm (309) is provided with a slot (3011) that is adapted to the fixing block (3010).

7. A traffic control robot according to claim 6, characterized in that, The shock absorber (40) is a hydraulic shock absorber (40). The shock absorber (40) includes two supports (401), a spring (402), a piston rod (403), a cylinder (404), and an adjusting ring (405). The spring (402) is disposed between the two supports (401). The upper end of the piston rod (403) is connected to one of the supports (401). The bottom of the cylinder (404) is connected to the other support (401). The adjusting ring (405) is disposed on the outside of the cylinder (404).

8. A traffic control robot according to claim 7, characterized in that, The support (401) is rotatably connected to the connecting plate (302), and the two supports (401) are connected to the upper and lower ends of the suspension (301) through the connecting plate (302). The upper end of the spring (402) is fixedly connected to the support (401) located above, and surrounds the outside of the piston rod (403) and the oil cylinder (404).

9. A traffic control robot according to claim 8, characterized in that, The outer side of the hydraulic cylinder (404) is provided with threads, the adjusting ring (405) is threaded with the outer side of the hydraulic cylinder (404) and is fixedly connected to the lower end of the spring (402).

10. A traffic control robot according to claim 9, characterized in that, The movable wheel (3012) is designed with a built-in hub motor. The connecting frame (308) is screwed to the inner side of the hub connection. The movable wheel (3012) has either a deep tread or a shallow tread.

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