An angle adjustment mechanism

Abstract

The utility model relates to automatic handling technical field, concretely relates to an angle adjusting mechanism, include: suspension mechanism, power steering mechanism, including drive mechanism and a pair of first gyro wheel, a pair of first gyro wheel symmetry connects in the both sides of power steering mechanism, transmission structure is connected between suspension mechanism and power steering mechanism, wherein, power steering mechanism is configured as rotating around the own center axis relative to suspension mechanism, and drives suspension mechanism rotation, to reduce the transverse occupied space, in the utility model, through power steering mechanism rotating around the own center axis relative to suspension mechanism, cooperation a pair of first gyro wheel symmetry layout, avoided the problem that the equipment whole transverse deviation was big because of the rotation shaft fixed in the suspension one side of traditional single -shaft rotation adjusting mechanism, when the equipment adjustment angle, can effectively reduce the transverse occupied space, better adapt the working environment of narrow space, make the equipment can be in the limited space flexible operation.

Description

Technical Field

[0001] This utility model relates to the field of automated material handling technology, and in particular to an angle adjustment mechanism. Background Technology

[0002] With the rapid development of automated equipment and machinery, the importance of angle adjustment mechanisms is becoming increasingly prominent, and their applications are extremely wide-ranging, covering many fields of automated equipment such as AGVs, warehouse robots, and service robots. In the actual operation of these devices, their core function is to precisely adjust the angles of the actuators (such as suspension systems, wheel structures, or working arms), thereby helping the equipment to achieve flexible steering, efficient obstacle avoidance, and precise attitude adjustment in narrow and complex environments, ensuring that the equipment can stably and reliably complete various tasks.

[0003] Currently, the most common angle adjustment mechanisms in the industry are single-axis rotary adjustment mechanisms and multi-link drive adjustment mechanisms. Among them, adjustment mechanisms based on the single-axis rotary principle work by connecting the suspension mechanism to the power source through a single rotating shaft. The power source drives the mechanism to directly output torque, causing the suspension to rotate around this rotating shaft. However, since the rotating shaft is usually fixed to one side of the suspension, the entire device will experience a significant lateral offset during rotation. This makes this type of mechanism unsuitable for scenarios with extremely demanding space requirements, such as those involving shelving clearance, greatly limiting the equipment's application range. Moreover, under heavy load conditions or on uneven ground, the single-axis structure is prone to rotational jamming due to concentrated stress, which can even lead to component deformation in severe cases, affecting the normal operation and service life of the equipment.

[0004] Multi-link adjustment mechanisms utilize multiple sets of links or gears to achieve complex movements of the suspension angle. In practical applications, these links or gear sets require precise assembly, a process that demands extremely high technical skill and inevitably introduces cumulative errors. These errors gradually accumulate, ultimately leading to a significant decrease in adjustment accuracy. Furthermore, multi-stage transmission structures suffer from mechanical delays. When equipment needs rapid dynamic obstacle avoidance, this delay prevents timely responses, failing to meet the real-time requirements of dynamic obstacle avoidance. Moreover, traditional two-wheel differential steering requires a large wheelbase to maintain operational stability, a requirement far exceeding the limitations of rack clearance, further highlighting the limitations of existing angle adjustment mechanisms in specific scenarios.

[0005] Therefore, this application develops an angle adjustment mechanism to solve the problems existing in the prior art. Utility Model Content

[0006] The purpose of this invention is to provide an angle adjustment mechanism to solve the problem that the suspension mechanism occupies a large space when adjusting the angle in the prior art.

[0007] The technical solution of this utility model is: an angle adjustment mechanism, comprising: Suspension mechanism; The power steering mechanism includes a drive mechanism and a pair of first rollers, the pair of first rollers being symmetrically connected to both sides of the power steering mechanism; A transmission structure is provided, connecting the suspension mechanism and the power steering mechanism. The power steering mechanism is configured to rotate relative to the suspension mechanism about its own central axis and drive the suspension mechanism to rotate, thereby reducing the lateral space occupied.

[0008] Preferably, the transmission structure is a gear structure, which is fixedly connected to the suspension mechanism. The drive end of the drive mechanism is provided with a drive gear, which meshes with the transmission structure to drive the power steering mechanism to rotate around the central axis.

[0009] Preferably, a pair of second rollers are symmetrically arranged at the end of the suspension mechanism away from the power steering mechanism, and in a projection plane perpendicular to the central axis, the line connecting the pair of second rollers forms a triangle with any one of the first rollers.

[0010] Preferably, each of the pair of second rollers includes two coaxially arranged third rollers, and the four third rollers cooperate with the pair of first rollers to form two symmetrical and independent suspension load-bearing units.

[0011] Preferably, all four third rollers are omnidirectional wheels.

[0012] Preferably, a pair of spring guide rods are symmetrically arranged on opposite sides of the suspension mechanism, with one end of each spring guide rod connected to the suspension mechanism to absorb ground impacts and improve operational stability.

[0013] Compared with the prior art, the advantages of this utility model are: (1) The power steering mechanism rotates relative to the suspension mechanism around its own central axis and is symmetrically arranged with a pair of first rollers. This avoids the problem of large lateral offset of the equipment caused by the traditional single-axis rotation adjustment mechanism having the rotation shaft fixed on one side of the suspension. When the equipment is adjusting its angle, it can effectively reduce the lateral space occupied, better adapt to the working environment of narrow space, and enable the equipment to operate flexibly in a limited space. (2) A pair of second rollers are symmetrically arranged at the end of the suspension mechanism away from the power steering mechanism. In the projection plane perpendicular to the central axis, the line connecting the pair of second rollers and any one of the first rollers forms a triangle, making the entire angle adjustment mechanism more stable during operation. Attached Figure Description

[0014] The present invention will be further described below with reference to the accompanying drawings and embodiments: Figure 1 This is a schematic diagram of the angle adjustment mechanism described in this utility model; Figure 2 This is a structural schematic diagram of another angle of the angle adjustment mechanism described in this utility model; Figure 3 This is a top view of the angle adjustment mechanism described in this utility model.

[0015] The components include: 1. Suspension mechanism; 2. Power steering mechanism; 21. Drive mechanism; 22. First roller; 3. Transmission structure; 4. Drive gear; 5. Second roller; 51. Third roller; 6. Spring guide rod. Detailed Implementation

[0016] The present invention will be further described in detail below with reference to specific embodiments: like Figures 1-3As shown, an angle adjustment mechanism includes a suspension mechanism 1, a power steering mechanism 2, and a transmission structure 3. The suspension mechanism 1 connects to other actuators of the equipment, and its angle change directly affects the overall posture and direction of movement of the equipment. The power steering mechanism 2 includes a drive mechanism 21 and a pair of first rollers 22. The drive mechanism 21 generates power, providing the necessary torque for the entire steering process. The pair of first rollers 22 are symmetrically connected on both sides of the power steering mechanism 2, helping to ensure the balance and stability of the power steering mechanism 2 during rotation, thereby achieving efficient power transmission and precise steering control. The transmission structure 3 connects the suspension mechanism 1 and the power steering mechanism 2, playing a crucial role in transmitting the power generated by the power steering mechanism 2 to the suspension mechanism 1 and realizing the relative motion conversion between the two. In actual operation, the drive mechanism 21 of the power steering mechanism 2 is activated, generating torque which is transmitted to the suspension mechanism 1 through the transmission structure 3. At this time, the power steering mechanism 2 is configured to rotate relative to the suspension mechanism 1 around its own central axis. Since a pair of first rollers 22 are symmetrically connected to both sides of the power steering mechanism 2, they can maintain good balance during rotation, so that the power steering mechanism 2 can smoothly drive the suspension mechanism 1 to rotate. This allows the equipment to effectively reduce the lateral space occupied when adjusting the angle, thus better adapting to the working environment of narrow spaces. Compared with the traditional single-axis rotation adjustment mechanism, this application avoids the problem of large overall lateral offset of the equipment caused by the rotation shaft being fixed to one side of the suspension through the power steering mechanism 2, so that the equipment can operate more flexibly in a limited space and improve the adaptability and passability of the equipment in complex environments.

[0017] In this embodiment, the transmission mechanism is a gear structure and is fixedly connected to the suspension mechanism 1 to form a stable transmission system. Furthermore, a drive gear 4 is provided at the drive end of the drive mechanism 21. The drive gear 4 meshes with the gear structure to achieve precise power transmission and motion conversion. When angle adjustment is required, the drive mechanism 21 is activated, and the drive gear 4 at its drive end begins to rotate. The rotational motion of the drive gear 4 is transmitted to the gear structure through the interaction between the gears. Since the gear structure is fixedly connected to the suspension mechanism 1, the power steering mechanism 2 rotates relative to the suspension mechanism 1 around its own central axis under the drive of the gear transmission, thereby realizing the adjustment of the equipment angle.

[0018] In addition, such as Figure 3As shown, at the end of the suspension mechanism 1 furthest from the power steering mechanism 2, a pair of second rollers 5 are symmetrically arranged. In a projection plane perpendicular to the central axis, the line connecting the pair of second rollers 5 and any one of the first rollers 22 forms a triangle. Based on the principle of triangle stability, this arrangement makes the entire angle adjustment mechanism more stable during operation. When the equipment is adjusting its angle, especially under heavy load or external interference, the triangular structure can effectively distribute and bear forces in all directions, reducing deformation and shaking caused by uneven force distribution, thereby improving the overall stability and reliability of the equipment and extending its service life.

[0019] During the turning process, compared with the traditional single-axis rotation or multi-link transmission structure 3, this enables the equipment to achieve more flexible and precise turning in narrow spaces, better adapt to complex working environments such as shelf gaps, and improve the mobility and passability of the equipment. In particular, each of the pair of second rollers 5 includes two coaxially arranged third rollers 51, that is, there are a total of four third rollers 51, and all four third rollers 51 are universal wheels, which can roll in any direction. The four third rollers 51 and the pair of first rollers 22 form two symmetrical and independent suspension load-bearing units. Each load-bearing unit can independently bear a part of the weight of the equipment and the force generated during operation, dispersing the overall force and avoiding structural damage caused by excessive local force.

[0020] Furthermore, a pair of spring guide rods 6 are symmetrically arranged on opposite sides of the suspension mechanism 1. One end of each rod is connected to the suspension mechanism 1, and the other end is connected to other fixed structures or support components of the equipment according to actual needs. This allows the spring guide rods 6 to evenly provide buffering and support from both sides during equipment operation. When the equipment encounters uneven ground, obstacles, or other situations that cause impact forces, the spring guide rods 6 can absorb and disperse these impact forces through their own elastic deformation, preventing the impact forces from being directly transmitted to the suspension mechanism 1 and the power steering mechanism 2, thereby effectively protecting the various components of the equipment.

[0021] The above embodiments are only for illustrating the technical concept and features of this utility model, and are intended to enable those skilled in the art to understand the content of this utility model and implement it accordingly. They should not be construed as limiting the scope of protection of this utility model. It is obvious to those skilled in the art that this utility model is not limited to the details of the above exemplary embodiments, and that it can be implemented in other specific forms without departing from the spirit or basic characteristics of this utility model. Therefore, the embodiments should be considered exemplary and non-limiting in all respects. The scope of this utility model is defined by the appended claims rather than the foregoing description, and therefore, all changes falling within the meaning and scope of the equivalents of the claims are intended to be included within this utility model.

Claims

1. An angle adjustment mechanism, characterized in that, include: Suspension mechanism (1); The power steering mechanism (2) includes a drive mechanism (21) and a pair of first rollers (22), the pair of first rollers (22) being symmetrically connected to both sides of the power steering mechanism (2); The transmission structure (3) is connected between the suspension mechanism (1) and the power steering mechanism (2); The power steering mechanism (2) is configured to rotate relative to the suspension mechanism (1) about its own central axis and drive the suspension mechanism (1) to rotate, thereby reducing the lateral space occupied.

2. The angle adjustment mechanism according to claim 1, characterized in that: The transmission structure (3) is a gear structure, which is fixedly connected to the suspension mechanism (1). The drive end of the drive mechanism (21) is provided with a drive gear (4). The drive gear (4) meshes with the transmission structure (3) to drive the power steering mechanism (2) to rotate around the central axis.

3. The angle adjustment mechanism according to claim 2, characterized in that: A pair of second rollers (5) are symmetrically arranged at one end of the suspension mechanism (1) away from the power steering mechanism (2). In a projection plane perpendicular to the central axis, the line connecting the pair of second rollers (5) forms a triangle with any one of the first rollers (22).

4. The angle adjustment mechanism according to claim 3, characterized in that: Each of the pair of second rollers (5) includes two coaxially arranged third rollers (51), and the four third rollers (51) cooperate with the pair of first rollers (22) to form two symmetrical and independent suspension load-bearing units.

5. The angle adjustment mechanism according to claim 4, characterized in that: All four of the third rollers (51) are omnidirectional wheels.

6. The angle adjustment mechanism according to claim 1, characterized in that: A pair of spring guide rods (6) are symmetrically arranged on opposite sides of the suspension mechanism (1). One end of the spring guide rod (6) is connected to the suspension mechanism (1) to absorb ground impact and improve running stability.

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