An adaptive car disc and AGV dolly

Abstract

The utility model discloses a self -adaptation car disc and AGV dolly, self -adaptation car disc includes front chassis, middle chassis, rear chassis, set up in the first driven wheel of front chassis, set up in the drive wheel of middle chassis and set up in the second driven wheel of rear chassis, wherein, front chassis is hinged with middle chassis and rear chassis at first hinged point, and front chassis is hinged with middle chassis at second hinged point. This embodiment divides self -adaptation car disc into front chassis, middle chassis and rear chassis, wherein, middle chassis is as drive disc, and front chassis is hinged with middle chassis and rear chassis at first hinged point simultaneously, and front chassis is hinged with middle chassis at second hinged point, wherein, first hinged point is responsible for breaking the overall deformation of self -adaptation car disc into two sections, and second hinged point further subdivides the local deformation of the front section, after the series connection of two grade pitch freedom, middle chassis almost only does millimeter -level floating, guarantees constant traction, and ensures that lifting platform does not tilt.

Description

Technical Field

[0001] This utility model relates to the field of warehousing equipment technology, and more specifically, to an adaptive vehicle platform and an AGV trolley. Background Technology

[0002] With the continuous development of technology, automated equipment is increasingly being used for material handling in production. AGVs (Automated Guided Vehicles), as a type of automated material transport equipment, have become an indispensable and important component of factory intelligence and automation. AGV is an abbreviation for "Automated Guided Vehicle," a type of self-navigating, driverless vehicle.

[0003] AGVs are mainly used for material handling and transportation tasks in industrial and commercial environments. They can travel along predetermined paths and perform specific tasks, such as picking up and placing goods.

[0004] Existing AGVs with lurking lifting capabilities, when used to transport heavy goods, generally adopt a large body and large volume design. When the ground is uneven during operation, the wheels are prone to not touching the ground or uneven pressure, resulting in insufficient traction, slippage, loss of steering control, and ultimately, the goods falling off. As a result, the driving stability and safety of AGVs are poor. Utility Model Content

[0005] In order to overcome the above-mentioned defects of the prior art, the present invention provides an adaptive vehicle chassis and an AGV trolley to solve at least some of the technical problems mentioned in the background art.

[0006] To achieve the above objectives, the first aspect of this utility model provides an adaptive chassis, the adaptive chassis including a front chassis, a middle chassis, a rear chassis, a first driven wheel disposed on the front chassis, a drive wheel disposed on the middle chassis, and a second driven wheel disposed on the rear chassis; wherein, the front chassis is hinged to the middle chassis and the rear chassis at a first hinge point; and the front chassis is hinged to the middle chassis at a second hinge point.

[0007] The specific technical effects of this embodiment are as follows: This embodiment divides the adaptive chassis into a front chassis, a middle chassis, and a rear chassis. The middle chassis serves as the drive chassis, while the front chassis is hinged to both the middle chassis and the rear chassis at a first hinge point. The front chassis is hinged to the middle chassis at a second hinge point. The first hinge point is responsible for breaking down the overall deformation of the adaptive chassis into two segments, front and rear. The second hinge point further subdivides the local deformation of the front segment. After the two levels of pitch freedom are connected in series, the middle chassis only makes millimeter-level floating, ensuring both constant traction and preventing the lifting platform from tilting.

[0008] Optionally, the intermediate chassis includes an intermediate body and a first connecting bracket disposed on the front side of the intermediate body; the first hinge point is located on the left and / or right side of the intermediate body; and the second hinge point is located on the first connecting bracket.

[0009] The specific technical effects of this embodiment are as follows: by moving the second hinge point forward to the bracket extending from the middle chassis, the triangular hinge moves forward as a whole, the distance between the center of gravity and the centroid is shortened, the pitch inertia of the whole vehicle is smaller and the response is faster, and the front chassis gains additional pitch travel, making it less prone to jamming.

[0010] Optionally, the intermediate chassis is provided with a first through hole and a second through hole; the first through hole is located on the left and / or right side of the intermediate main body, and the second through hole is located on the first connecting bracket; the axial directions of the first through hole and the second through hole are both in the left-right direction, and the first hinge point is located at the first through hole, and the second hinge point is located at the second through hole.

[0011] The specific technical effects of this embodiment are as follows: the two left and right through holes directly pass through the solid rotating shaft, and the hole-shaft fit firmly locks the rotation center on the same straight line; after assembly, the rotating shafts of the three chassis sections will not be misaligned, eliminating the need for additional positioning fixtures, and the hinges will neither jam nor generate assembly stress, ensuring that the pitching motion of the entire vehicle is always smooth and reliable.

[0012] Optionally, the intermediate chassis further includes two second connecting brackets disposed on the intermediate main body; the two second connecting brackets are respectively located on the left and right sides of the intermediate main body;

[0013] The drive wheel is provided in two parts and is respectively mounted on the two second connecting brackets.

[0014] The specific technical effects of this implementation are as follows: A second connecting bracket is added to each side of the mid-chassis, and two drive wheels are installed there, forming a "dual-drive differential" layout. The mid-chassis becomes a rigid "bridge," the center distance between the two drive wheels is fixed, and differential control can be precisely calculated; when the triangular hinge pitches, the bridge maintains overall translation, and the positive pressure of the left and right wheels changes simultaneously and with the same amplitude, eliminating the nonlinear coupling of "reduced wheel pressure on one side → slippage → deviation" in the single-drive scheme.

[0015] Optionally, the front chassis includes a front body and a third connecting bracket disposed on the rear side of the front body; the third connecting bracket is hinged to the intermediate body at the first hinge point; and the front body is hinged to the first connecting bracket at the second hinge point.

[0016] The specific technical effects of this embodiment are as follows: A third connecting bracket is added to the front chassis, which is hinged to the middle main body at the first hinge point, while the front main body itself is hinged to the first connecting bracket at the second hinge point. In this way, a "two-stage lever" also appears inside the front chassis - the third connecting bracket bears the main load bending moment, while the front main body is only responsible for installing the driven wheels; the load path is split, and the stiffness of the front chassis can be reduced in a targeted manner to obtain a larger elastic deformation space, while the strength is still guaranteed by the bracket, which reduces weight and avoids fatigue cracking.

[0017] Optionally, the first driven wheel includes a first mounting bracket, a first left wheel body, and a first right wheel body; the first mounting bracket is mounted on the front body in a manner that allows it to swing left and right; the first left wheel body and the first right wheel body are respectively mounted on the left and right ends of the first mounting bracket.

[0018] The specific technical effect of this embodiment is as follows: the first driven wheel is connected to the front main body through a first mounting bracket that can swing left and right, forming a front-to-back swing axis. When there is a left-to-right height difference on the ground, the bracket rotates freely around the axis, converting the lateral unevenness into its own swing angle, while the front chassis body remains in a horizontal posture, avoiding overall chassis tilt and achieving left-to-right adaptive behavior.

[0019] Optionally, the first mounting bracket includes a first hinge portion, a first left mounting bracket, a first right mounting bracket, and a third through hole disposed in the first hinge portion; the axial direction of the third through hole is the front-rear direction; the first hinge portion is hinged to the front body through the third through hole; the first left mounting bracket extends to the left and upward relative to the first hinge portion, and the first left wheel body is mounted on the outer end of the first left mounting bracket; the first right mounting bracket extends to the right and upward relative to the first hinge portion, and the first right wheel body is mounted on the outer end of the first right mounting bracket.

[0020] The specific technical effects of this embodiment are as follows: The first mounting bracket has a front-to-back through hole on the front main body and is hinged with a pin; the left and right arms of the bracket extend upward, raising the center of the first left wheel body and the first right wheel body above the center line of the pin; in this way, when the first left wheel body and the first right wheel body are subjected to ground reaction force, the lever arm becomes shorter, and the bending moment is mainly converted into tension-compression and shear at the pin. The first mounting bracket is almost not subjected to large bending moment, and the crack resistance life is improved; at the same time, the wheel center is above the pin, forming an "inverted pendulum" effect. After swinging left and right, gravity automatically pulls the wheel back to horizontal, reducing continuous skew and limiting impact.

[0021] Optionally, the rear chassis includes a rear main body and a fourth connecting bracket disposed on the front side of the rear main body; the fourth connecting bracket is hinged to the intermediate main body at the first hinge point, and the fourth connecting bracket, the third connecting bracket and the intermediate main body are staggered in the left-right direction.

[0022] The specific technical effect of this embodiment is as follows: the fourth connecting bracket of the rear chassis and the third connecting bracket of the front chassis share the same left-right rotating shaft (i.e., the first hinge point), but the two are "staggered" in the left-right direction - the fourth connecting bracket, the third connecting bracket and the middle body do not overlap in the lateral direction; after the staggered arrangement, the two brackets can be placed side by side without overlapping, the chassis height is reduced and the center of gravity is lowered.

[0023] Optionally, the second driven wheel includes a second mounting bracket, a second left wheel body, and a second right wheel body; the second mounting bracket is mounted on the rear body in a manner that allows it to swing left and right; the second left wheel body and the second right wheel body are respectively mounted on the left and right ends of the second mounting bracket.

[0024] The specific technical effect of this embodiment is as follows: the second driven wheel is connected to the rear main body through a second mounting bracket that can swing left and right, forming a front-to-back swing axis. When there is a left-to-right height difference on the ground, the bracket rotates freely around the axis, converting the lateral unevenness into its own swing angle, while the front chassis body remains in a horizontal posture, avoiding overall chassis tilt and achieving left-to-right adaptive behavior.

[0025] Optionally, the second mounting bracket includes a second hinge portion, a second left mounting bracket, a second right mounting bracket, and a fourth through hole disposed in the second hinge portion; the axial direction of the fourth through hole is the front-rear direction; the second hinge portion is hinged to the rear main body through the fourth through hole; the second left mounting bracket extends to the left and upward relative to the second hinge portion, and the second left wheel main body is mounted on the outer end of the second left mounting bracket; the second right mounting bracket extends to the right and upward relative to the second hinge portion, and the second right wheel main body is mounted on the outer end of the second right mounting bracket.

[0026] The specific technical effects of this embodiment are as follows: The second mounting bracket has a front-to-back through hole on the front main body and is hinged with a pin; the left and right arms of the bracket extend upward, raising the center of the second left wheel body and the second right wheel body above the center line of the pin; in this way, when the second left wheel body and the second right wheel body are subjected to ground reaction force, the lever arm becomes shorter, and the bending moment is mainly converted into tension-compression and shear at the pin, and the second mounting bracket is almost not subjected to large bending moment, thus improving crack resistance and service life; at the same time, the wheel center is above the pin, forming an "inverted pendulum" effect, and after swinging left and right, gravity automatically pulls the wheel back to horizontal, reducing continuous skew and limiting impact.

[0027] The second aspect of this utility model provides an AGV (Automated Guided Vehicle) trolley, which includes the adaptive chassis as described above. Attached Figure Description

[0028] Figure 1 This is an exploded view of an adaptive vehicle chassis according to the present invention;

[0029] Figure 2 This is a schematic diagram of the structure of a first driven wheel according to the present invention;

[0030] Figure 3 This is a schematic diagram of the structure of a second driven wheel according to the present invention;

[0031] Figure 4 This is a schematic diagram of an adaptive vehicle steering wheel according to the present invention driving on a level road surface;

[0032] Figure 5 This is a schematic diagram of an adaptive vehicle wheel of the present invention driving on an uphill road;

[0033] Figure 6 This is a schematic diagram of an adaptive vehicle steering wheel according to the present invention driving on a downhill road.

[0034] Figure 7 This is a schematic diagram of an adaptive steering wheel of this utility model driving on uneven road surfaces.

[0035] The attached figures are labeled as follows: 1. Front chassis; 2. Middle chassis; 3. Rear chassis; 4. First driven wheel; 5. Drive wheel; 6. Second driven wheel; 7. First hinge point; 8. Second hinge point; 21. Middle body; 22. First connecting bracket; 23. First through hole; 24. Second through hole; 25. Second connecting bracket; 11. Front body; 12. Third connecting bracket; 71. First pivot; 72. Second pivot; 41. First mounting bracket; 42. First left wheel body; 4 3. First right wheel body; 411. First hinge; 412. First left mounting bracket; 413. First right mounting bracket; 414. Third through hole; 31. Rear body; 32. Fourth connecting bracket; 61. Second mounting bracket; 62. Second left wheel body; 63. Second right wheel body; 611. Second hinge; 612. Second left mounting bracket; 613. Second right mounting bracket; 614. Fourth through hole; 91. Buffer pad; 73. Third pivot; 74. Fourth pivot. Detailed Implementation

[0036] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0037] like Figure 1-7An adaptive chassis is shown, comprising a front chassis 1, a middle chassis 2, a rear chassis 3, a first driven wheel 4 disposed on the front chassis 1, a drive wheel 5 disposed on the middle chassis 2, and a second driven wheel 6 disposed on the rear chassis 3; wherein, the front chassis 1 is hinged to the middle chassis 2 and the rear chassis 3 at a first hinge point 7; and the front chassis 1 is hinged to the middle chassis 2 at a second hinge point 8. In this embodiment, the adaptive chassis is divided into a front chassis 1, a middle chassis 2, and a rear chassis 3. The middle chassis 2 serves as the drive chassis, while the front chassis 1 is hinged to the middle chassis 2 and the rear chassis 3 at the first hinge point 7. The front chassis 1 is hinged to the middle chassis 2 at the second hinge point 8. The first hinge point 7 is responsible for breaking down the overall deformation of the adaptive chassis into two sections, front and rear. The second hinge point 8 further subdivides the local deformation of the front section. After the two levels of pitch freedom are connected in series, the middle chassis 2 only floats at the millimeter level, which ensures both constant traction and prevents the lifting platform from tilting.

[0038] As an optional implementation, the mid-chassis 2 includes a central body 21 and a first connecting bracket 22 disposed on the front side of the central body 21; the first hinge point 7 is located on the left and / or right side of the central body 21; and the second hinge point 8 is located on the first connecting bracket 22. By moving the second hinge point 8 forward onto the bracket extending from the mid-chassis 2, the triangular hinge is moved forward as a whole, the distance between the center of gravity and the centroid is shortened, the pitch inertia of the entire vehicle is smaller, the response is faster, and the front chassis 1 gains additional pitch travel, making it less prone to locking up.

[0039] As an optional implementation, the middle chassis 2 is provided with a first through hole 23 and a second through hole 24; the first through hole 23 is located on the left and / or right side of the middle main body 21, and the second through hole 24 is located on the first connecting bracket 22; the axial directions of the first through hole 23 and the second through hole 24 are both left and right, and the first hinge point 7 is located at the first through hole 23, and the second hinge point 8 is located at the second through hole 24. The two left and right through holes directly pass through solid rotating shafts, and the hole-shaft fit firmly locks the rotation center on the same straight line; after assembly, the rotating shafts of the three chassis sections will not be misaligned, eliminating the need for additional positioning fixtures, and the hinges will neither jam nor generate assembly stress, ensuring that the pitching movement of the entire vehicle is always smooth and reliable.

[0040] As an optional implementation, the middle chassis 2 also includes two second connecting brackets 25 disposed on the middle main body 21; the two second connecting brackets 25 are respectively located on the left and right sides of the middle main body 21; wherein, two drive wheels 5 are provided and are respectively mounted on the two second connecting brackets 25. With the addition of second connecting brackets 25 on each side of the middle chassis 2 and the mounting of two drive wheels 5, a "dual-drive differential" layout is formed. The middle chassis 2 becomes a rigid "bridge", the center distance between the two drive wheels 5 is fixed, and the differential control can be precisely calculated; when the triangular hinge pitches, the bridge body maintains overall translation, and the positive pressure of the left and right wheels changes simultaneously and with the same amplitude, eliminating the nonlinear coupling of "one side wheel pressure reduction → slippage → deviation" in the single-drive scheme.

[0041] As an optional implementation, the front chassis 1 includes a front body 11 and a third connecting bracket 12 disposed on the rear side of the front body 11; the third connecting bracket 12 is hinged to the intermediate body 21 at the first hinge point 7; the front body 11 is hinged to the first connecting bracket 22 at the second hinge point 8. The addition of the third connecting bracket 12 to the front chassis 1, which is hinged to the intermediate body 21 at the first hinge point 7, while the front body 11 itself is hinged to the first connecting bracket 22 at the second hinge point 8, creates a "secondary lever" within the front chassis 1—the third connecting bracket 12 bears the main load bending moment, while the front body 11 only installs the driven wheels; the load path is split, allowing the stiffness of the front chassis 1 to be selectively reduced to gain greater elastic deformation space, while the strength is still guaranteed by the bracket, thus reducing weight and preventing fatigue cracking.

[0042] As an optional implementation, the adaptive chassis also includes a first pivot 71 and a second pivot 72. The first pivot 71 passes through a through hole on the third connecting bracket 12, a through hole on the fourth connecting bracket 32, and a first through hole 23 on the intermediate body 21 in sequence, thereby forming a first hinge point 7. The second pivot 72 passes through a through hole on the front body 11 and a second through hole 24 on the second connecting bracket 25 in sequence, thereby forming a second hinge point 8.

[0043] As an optional implementation, the first driven wheel 4 includes a first mounting bracket 41, a first left wheel body 42, and a first right wheel body 43. The first mounting bracket 41 is mounted on the front body 11 in a manner that allows it to swing left and right. The first left wheel body 42 and the first right wheel body 43 are respectively mounted on the left and right ends of the first mounting bracket 41. The first driven wheel 4 is connected to the front body 11 through the left-right swinging first mounting bracket 41, forming a front-back swing axis. When there is a left-right height difference on the ground, the bracket rotates freely around the axis, converting the lateral unevenness into its own swing angle, while the front chassis 1 body remains in a horizontal posture, avoiding overall chassis tilting and achieving left-right adaptive behavior.

[0044] As an optional implementation, the first mounting bracket 41 includes a first hinge portion 411, a first left mounting bracket 412, a first right mounting bracket 413, and a third through hole 414 disposed in the first hinge portion 411; the axis of the third through hole 414 is in the front-rear direction; the first hinge portion 411 is hinged to the front body 11 through the third through hole 414; the first left mounting bracket 412 extends to the left and upward relative to the first hinge portion 411, and the first left wheel body 42 is mounted on the outer end of the first left mounting bracket 412; the first right mounting bracket 413 extends to the right and upward relative to the first hinge portion 411, and the first right wheel body 43 is mounted on the outer end of the first right mounting bracket 413. The first mounting bracket 41 has a front-to-back through hole on the front body 11 and is hinged with a pin. The left and right arms of the bracket extend upward, raising the center of the first left wheel body 42 and the first right wheel body 43 above the center line of the pin. In this way, when the first left wheel body 42 and the first right wheel body 43 are subjected to ground reaction force, the lever arm becomes shorter, and the bending moment is mainly converted into tension-compression and shear at the pin. The first mounting bracket 41 is almost not subjected to large bending moment, and the crack resistance life is improved. At the same time, the wheel center is above the pin, forming an "inverted pendulum" effect. After swinging left and right, gravity automatically pulls the wheel back to horizontal, reducing continuous tilting and limiting impact.

[0045] As an optional implementation, the rear chassis 3 includes a rear main body 31 and a fourth connecting bracket 32 ​​disposed on the front side of the rear main body 31; the fourth connecting bracket 32 ​​is hinged to the intermediate main body 21 at the first hinge point 7, and the fourth connecting bracket 32, the third connecting bracket 12 and the intermediate main body 21 are staggered in the left and right directions. The fourth connecting bracket 32 ​​of the rear chassis 3 and the third connecting bracket 12 of the front chassis 1 share the same left and right rotation axis (i.e., the first hinge point 7), but the two are "staggered in the left and right directions"—the fourth connecting bracket 32, the third connecting bracket 12 and the intermediate main body 21 do not overlap in the lateral direction; after being staggered, the two brackets can be placed side by side without overlapping, the chassis height is reduced, and the center of gravity is lowered.

[0046] As an optional implementation, the second driven wheel 6 includes a second mounting bracket 61, a second left wheel body 62, and a second right wheel body 63. The second mounting bracket 61 is mounted on the rear body 31 in a manner that allows it to swing left and right. The second left wheel body 62 and the second right wheel body 63 are respectively mounted on the left and right ends of the second mounting bracket 61. The second driven wheel 6 is connected to the rear body 31 through the left-right swinging second mounting bracket 61, forming a front-back swing axis. When there is a left-right height difference on the ground, the bracket rotates freely around the axis, converting the lateral unevenness into its own swing angle, while the front chassis 1 body remains in a horizontal posture, avoiding overall chassis tilt and achieving left-right adaptive behavior.

[0047] As an optional implementation, the second mounting bracket 61 includes a second hinge portion 611, a second left mounting bracket 612, a second right mounting bracket 613, and a fourth through hole 614 disposed in the second hinge portion 611; the axial direction of the fourth through hole 614 is the front-rear direction; the second hinge portion 611 is hinged to the rear body 31 through the fourth through hole 614; the second left mounting bracket 612 extends to the left and upward relative to the second hinge portion 611, and the second left wheel body 62 is mounted on the outer end of the second left mounting bracket 612; the second right mounting bracket 613 extends to the right and upward relative to the second hinge portion 611, and the second right wheel body 63 is mounted on the outer end of the second right mounting bracket 613. The second mounting bracket 61 has a front-to-back through hole on the front body 11 and is hinged with a pin. The left and right arms of the bracket extend upward, raising the center of the second left wheel body 62 and the second right wheel body 63 above the center line of the pin. In this way, when the second left wheel body 62 and the second right wheel body 63 are subjected to ground reaction force, the lever arm becomes shorter, and the bending moment is mainly converted into tension-compression and shear at the pin. The second mounting bracket 61 is almost not subjected to large bending moment, and the crack resistance life is improved. At the same time, the wheel center is above the pin, forming an "inverted pendulum" effect. After swinging left and right, gravity automatically pulls the wheel back to horizontal, reducing continuous skew and limiting impact.

[0048] As an optional implementation, the adaptive chassis also includes a plurality of buffer pads 91, which are distributed between the first mounting bracket 41 and the front chassis 1, and between the second mounting bracket 61 and the rear chassis 3.

[0049] As an optional implementation, the adaptive chassis also includes a third pivot 73 and a fourth pivot 74. The third pivot 73 is used for the rotatable connection between the first mounting bracket 41 and the front chassis; the fourth pivot 74 is used for the rotatable connection between the second mounting bracket 61 and the rear chassis.

[0050] The second aspect of this utility model provides an AGV (Automated Guided Vehicle) trolley, which includes the adaptive chassis as described above.

[0051] Specifically, the AGV needs to travel at a constant speed across a 6 mm × 200 mm longitudinal steel plate joint, while simultaneously encountering a 1 / 200 gentle slope. The AGV's movement is broken down into three instants, and the synergistic effect of the two hinge points is observed simultaneously in a continuous scene.

[0052] When the front wheel just touches the leading edge of the joint, the first hinge point 7 allows the front chassis, middle chassis, and rear chassis to remain straight as a whole; the second hinge point 8 has no rotation at this moment and is only waiting as a redundant constraint. When the first driven wheel 4 climbs 6 mm and the joint is located between the adaptive chassis and the middle chassis, the first hinge point 7 immediately creates a relative pitch angle θ1 between the "front chassis 1 + middle chassis 2" and the "rear chassis 3"; the second hinge point 8 simultaneously creates another pitch angle θ2 between the "front chassis 1" and the "middle chassis 2"; in this way, the 6 mm absolute height difference is distributed by the two-stage rotation angles θ1 and θ2 and falls within the degrees of freedom allowed by the hinge. Thus, the middle chassis 2 (including the drive wheel 5) only sinks about 0.8 mm without slippage. When drive wheel 5 presses precisely against the seam, the first hinge point 7 continues to "lift" the rear chassis 3 to compensate for the rear half of the slope; the second hinge point 8 rotates in the opposite direction, causing the front chassis 1 to "fall back" and fit against the ground at the front edge. The two turning angles are opposite in direction and cancel each other out, and the height of drive wheel 5 returns to its theoretical trajectory. In this way, after the two levels of pitch freedom are connected in series, the middle chassis 2 makes almost only millimeter-level floating, ensuring both constant traction and preventing the lifting platform from tilting.

[0053] The above are merely preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model shall be included within the protection scope of the present utility model.

Claims

1. An adaptive vehicle steering wheel, characterized in that, The adaptive chassis includes a front chassis (1), a middle chassis (2), a rear chassis (3), a first driven wheel (4) disposed on the front chassis (1), a drive wheel (5) disposed on the middle chassis (2), and a second driven wheel (6) disposed on the rear chassis (3); wherein the front chassis (1) is hinged to the middle chassis (2) and the rear chassis (3) at a first hinge point (7); the front chassis (1) is hinged to the middle chassis (2) at a second hinge point (8).

2. The adaptive vehicle steering wheel according to claim 1, characterized in that, The intermediate chassis (2) includes an intermediate body (21) and a first connecting bracket (22) disposed on the front side of the intermediate body (21); the first hinge point (7) is located on the left and / or right side of the intermediate body (21); the second hinge point (8) is located on the first connecting bracket (22).

3. The adaptive vehicle steering wheel according to claim 2, characterized in that, The middle chassis (2) is provided with a first through hole (23) and a second through hole (24); the first through hole (23) is located on the left and / or right side of the middle body (21), and the second through hole (24) is located on the first connecting bracket (22); the axial directions of the first through hole (23) and the second through hole (24) are both left and right, and the first hinge point (7) is located at the first through hole (23), and the second hinge point (8) is located at the second through hole (24).

4. The adaptive vehicle steering wheel according to claim 2, characterized in that, The intermediate chassis (2) also includes two second connecting brackets (25) disposed on the intermediate main body (21); the two second connecting brackets (25) are respectively located on the left and right sides of the intermediate main body (21); Two drive wheels (5) are provided and are respectively installed on the two second connecting brackets (25).

5. An adaptive vehicle steering wheel according to claim 2, characterized in that, The front chassis (1) includes a front body (11) and a third connecting bracket (12) disposed on the rear side of the front body (11); the third connecting bracket (12) is hinged to the middle body (21) at the first hinge point (7); the front body (11) is hinged to the first connecting bracket (22) at the second hinge point (8).

6. An adaptive vehicle steering wheel according to claim 5, characterized in that, The first driven wheel (4) includes a first mounting bracket (41), a first left wheel body (42), and a first right wheel body (43); the first mounting bracket (41) is mounted on the front body (11) in a manner that allows it to swing left and right; the first left wheel body (42) and the first right wheel body (43) are respectively mounted on the left and right ends of the first mounting bracket (41).

7. An adaptive vehicle steering wheel according to claim 6, characterized in that, The first mounting bracket (41) includes a first hinge portion (411), a first left mounting bracket (412), a first right mounting bracket (413), and a third through hole (414) disposed in the first hinge portion (411); the axis of the third through hole (414) is in the front-rear direction; the first hinge portion (411) is hinged to the front body (11) through the third through hole (414); the first left mounting bracket (412) extends to the left and upward relative to the first hinge portion (411), and the first left wheel body (42) is mounted on the outer end of the first left mounting bracket (412); the first right mounting bracket (413) extends to the right and upward relative to the first hinge portion (411), and the first right wheel body (43) is mounted on the outer end of the first right mounting bracket (413).

8. An adaptive vehicle steering wheel according to claim 4, characterized in that, The rear chassis (3) includes a rear body (31) and a fourth connecting bracket (32) disposed on the front side of the rear body (31); the fourth connecting bracket (32) is hinged to the middle body (21) at the first hinge point (7), and the fourth connecting bracket (32), the third connecting bracket (12) and the middle body (21) are staggered in the left and right directions.

9. An adaptive vehicle steering wheel according to claim 8, characterized in that, The second driven wheel (6) includes a second mounting bracket (61), a second left wheel body (62), and a second right wheel body (63); the second mounting bracket (61) is mounted on the rear body (31) in a manner that allows it to swing left and right; the second left wheel body (62) and the second right wheel body (63) are respectively mounted on the left and right ends of the second mounting bracket (61); And / or, the second mounting bracket (61) includes a second hinge portion (611), a second left mounting bracket (612), a second right mounting bracket (613), and a fourth through hole (614) disposed in the second hinge portion (611); the axial direction of the fourth through hole (614) is the front-rear direction; the second hinge portion (611) is hinged to the rear body (31) through the fourth through hole (614); the second left mounting bracket (612) extends to the left and upward relative to the second hinge portion (611), and the second left wheel body (62) is mounted on the outer end of the second left mounting bracket (612); the second right mounting bracket (613) extends to the right and upward relative to the second hinge portion (611), and the second right wheel body (63) is mounted on the outer end of the second right mounting bracket (613).

10. An AGV (Automated Guided Vehicle) trolley, characterized in that, The AGV includes an adaptive chassis as described in any one of claims 1-9.

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