A four-wheel drive omni-wheel chassis structure

Abstract

The application discloses a four-wheel drive omnidirectional wheel chassis structure and relates to the technical field of robots. The bottom of the chassis body is connected with a first rotating wheel, a second rotating wheel, a third rotating wheel and a fourth rotating wheel around the periphery, respectively. The first rotating wheel is connected with a first in-wheel motor, the second rotating wheel is connected with a second in-wheel motor, the third rotating wheel is connected with a third in-wheel motor, and the fourth rotating wheel is connected with a fourth in-wheel motor. The first in-wheel motor is connected with the chassis through a first joint module, the second in-wheel motor is connected with the chassis through a second joint module, the third in-wheel motor is connected with the chassis through a third joint module, and the fourth in-wheel motor is connected with the chassis through a fourth joint module. One side of the top of the chassis body is connected with an industrial computer, and the other side of the top of the chassis body is connected with a laser radar. The laser radar emits laser beams to scan the surrounding environment and upload the scanned environment to the industrial computer.

Description

Technical Field

[0001] This application belongs to the field of robotics technology, specifically relating to a four-wheel drive omnidirectional wheel chassis structure. Background Technology

[0002] In the overall structure of a wheelb arm robot, the mobile chassis serves as the core execution unit, providing stable and reliable load-bearing support for the robot's body. Currently, the mobile chassis primarily employs a dual-wheel differential chassis. The steering principle of a dual-wheel differential chassis relies on the speed difference between the left and right drive wheels to achieve steering. While this type of chassis can meet the needs of some basic operational scenarios, it presents some challenges in practical applications: First, the steering mechanism of the dual-wheel differential chassis limits its ability to turn on the spot, thus restricting its turning performance and making it poorly adaptable to confined spaces. The chassis's minimum turning radius is inherently limited, typically exceeding half its width. This necessitates a larger operating space for the wheeled robot to turn or adjust its posture in narrow spaces such as narrow indoor passages, densely packed workshops, and small warehouses. This not only reduces the utilization rate of confined workspaces but also increases the risk of collisions with surrounding equipment, walls, or obstacles. Second, because the dual-wheel differential chassis transmits power and steers only through the contact between the left and right drive wheels and the ground, lateral slippage is prone to occur during turning. This slippage is particularly pronounced on smooth or soft surfaces, leading to a gradual decrease in positioning accuracy. In precision assembly and material handling, positioning deviations can result in operational failures or equipment damage. Furthermore, only the left and right drive wheels of the dual-wheel differential chassis simultaneously support the weight of the equipment and provide power; the remaining auxiliary wheels only serve a supporting balancing function and do not participate in power transmission or primary load-bearing. When a wheeled robot needs to carry heavy working parts, the load on the two drive wheels will increase significantly. On the one hand, insufficient power output is likely to occur, resulting in a decrease in the robot's moving speed, a weakening of its climbing ability, or even an inability to move normally. On the other hand, long-term heavy load will cause excessive stress on the axle, hub, and chassis connection structure of the drive wheels, which can easily lead to structural deformation and accelerated wear of components. Utility Model Content

[0003] This application provides a four-wheel drive omnidirectional wheel chassis structure to solve the problem that existing dual-wheel differential chassis cannot perform stationary steering operations and that lateral slippage easily occurs between the wheels and the ground during steering.

[0004] The technical solution adopted in this application is as follows: This application relates to a four-wheel drive omnidirectional wheel chassis structure, including a chassis body; The bottom of the chassis body is connected to a first wheel, a second wheel, a third wheel, and a fourth wheel, respectively. A first hub motor is connected to the first wheel, a second wheel to the second wheel, a third wheel to the third wheel, and a fourth wheel to the fourth wheel. The first hub motor is connected to the chassis body via a first joint module, the second hub motor is connected to the chassis body via a second joint module, the third hub motor is connected to the chassis body via a third joint module, and the fourth hub motor is connected to the chassis body via a fourth joint module. An industrial control computer is connected to one side of the top of the chassis body, and a lidar is connected to the other side of the top of the chassis body. The lidar emits a laser beam to scan the surrounding environment and uploads the data to the industrial control computer. The industrial control computer controls the steering of the first joint module, the second joint module, the third joint module, and the fourth joint module, as well as the rotation speed of the first wheel hub motor, the second wheel hub motor, the third wheel hub motor, and the fourth wheel hub motor.

[0005] A radar bracket is connected to the top of the chassis body. The radar bracket has a U-shaped structure, and a lidar is connected to the top of the radar bracket.

[0006] The front end of the chassis body has a first cavity below the radar bracket, which is used to install the chassis drive switch controller.

[0007] A second cavity is provided on the side of the chassis body near the lidar, and a hub motor driver for driving the first hub motor, the second hub motor, the third hub motor and the fourth hub motor is connected in the second cavity.

[0008] A third cavity is provided between the hub motor driver of the chassis body and the industrial control computer, and the third cavity is used to install the lifting mechanism.

[0009] The lifting mechanism includes a drive device, a lifting support, a connecting platform, and a slewing bearing; the lifting support is connected to a third cavity, the drive device is connected to the lifting support and can drive the lifting support to move up and down; a first mounting cavity is opened in the lifting support, a slewing bearing is connected in the first mounting cavity, and the connecting platform is rotatably connected to the first mounting cavity through the slewing bearing.

[0010] A fourth cavity is provided on the side of the chassis body closest to the industrial control computer, and the fourth cavity is used to install the battery assembly.

[0011] The first joint module is connected to a first electric slip ring; the second joint module is connected to a second electric slip ring; the third joint module is connected to a third electric slip ring; and the fourth joint module is connected to a fourth electric slip ring.

[0012] A first connecting bracket is also connected between the first rotating wheel and the first joint module; a second connecting bracket is also connected between the second rotating wheel and the second joint module; a third connecting bracket is also connected between the third rotating wheel and the third joint module; and a fourth connecting bracket is also connected between the fourth rotating wheel and the fourth joint module.

[0013] One end of the first connecting bracket is connected to the first joint module by a screw, and the other end of the first connecting bracket can be connected to the first hub motor by a screw.

[0014] Due to the adoption of the above technical solution, the beneficial effects achieved by this application are as follows: 1. The chassis body of this application has a first, second, third, and fourth rotating wheel around its four sides. Each of the four rotating wheels can be connected to a corresponding hub motor, enabling independent control of each wheel. Furthermore, the hub motors are connected to the chassis body via corresponding joint modules, providing independent drive and steering functions. The speed and steering angle of each wheel can be adjusted individually, enabling straight-line driving, diagonal driving, 360° turning on the spot, and turning at any radius. This avoids the limitations of traditional dual-wheel differential chassis, which restrict the turning radius, rely on the speed difference between the left and right wheels for steering, cannot achieve on-the-spot turning, and have a minimum turning radius greater than half the width of the chassis. This design achieves… The high degree of flexibility improves the positioning accuracy of the mobile chassis during operation, increases its load capacity, and the hub motor is connected by an electric slip ring, enabling 360° free rotation. This prevents excessive rotation angles and avoids the risk of cable tangling and breakage. By setting the hub motor and joint module to control the chassis, it also achieves good shock resistance. This avoids the high requirements for ground flatness of traditional dual-wheel differential chassis, which are prone to tilting on raised or recessed terrain. This improves the adaptability to the ground and can easily cope with slightly raised or recessed terrain, improving the anti-tilting ability and making it more suitable for slightly complex outdoor scenarios. Furthermore, the chassis of this application is equipped with a lidar and an industrial control computer. The lidar can emit laser beams to scan the surrounding environment, calculate the distance and contour of obstacles using the time difference of reflection to generate point cloud data, and upload the point cloud data to the industrial control computer. The industrial control computer converts the point cloud data into a 2D grid map, thereby marking obstacle areas and passable areas, determining the chassis's precise coordinates on the map in real time, and then formulating an optimal path. The path points are converted into motor control signals, and the joint modules and hub motors are controlled according to the optimal path to drive the first to fourth wheels to achieve straight-line movement, steering, and speed adjustment. By adjusting the steering and speed of the first to fourth wheels, the chassis can move along a predetermined path, thereby achieving rapid obstacle avoidance and ensuring precise chassis displacement. Attached Figure Description

[0015] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings: Figure 1 This is a schematic diagram of the overall structure of a four-wheel drive omnidirectional wheel chassis structure according to one embodiment of this application; Figure 2 This is a schematic diagram of the overall structure of a four-wheel drive omnidirectional wheel chassis structure from another angle, according to one embodiment of this application. Figure 3 This is a structural schematic diagram of a lifting mechanism for a four-wheel drive omnidirectional wheel chassis structure according to one embodiment of this application; In the picture, 1. Chassis main body; 2. First rotating wheel; 3. Second rotating wheel; 4. Third rotating wheel; 5. Fourth rotating wheel; 6. First hub motor; 7. Second hub motor; 8. Third hub motor; 9. Fourth hub motor; 10. First joint module; 11. Second joint module; 12. Third joint module; 13. Fourth joint module; 14. First connecting bracket; 15. Second connecting bracket; 16. Third connecting bracket; 17. Fourth connecting bracket; 18. LiDAR; 19. Industrial control computer; 20. First cavity; 21. Second cavity; 22. Third cavity; 23. Lifting support; 24. Connecting platform; 25. Radar bracket. Detailed Implementation

[0016] Many specific details are set forth in the following description in order to provide a full understanding of this application. However, this application may also be implemented in other ways different from those described herein. Therefore, the scope of protection of this application is not limited to the specific embodiments disclosed below.

[0017] Furthermore, it should be understood in the description of this application that the terms "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application 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, and therefore should not be construed as a limitation of this application.

[0018] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," 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, an electrical connection, or a communication connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0019] In this application, unless otherwise expressly specified and limited, the "above" or "below" of the second feature can mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. In the description of this specification, references to terms such as "implementation," "example," "a particular embodiment," "example," or "specific example," etc., indicate that the specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described can be combined in any suitable manner in one or more embodiments or examples.

[0020] To more clearly illustrate the overall concept of this application, a detailed explanation is provided below with reference to the accompanying drawings.

[0021] This application relates to a four-wheel drive omnidirectional wheel chassis structure, such as Figure 1-3 As shown, it includes the chassis body 1; The bottom of the chassis body 1 is connected to a first rotating wheel 2, a second rotating wheel 3, a third rotating wheel 4, and a fourth rotating wheel 5, respectively. The first rotating wheel 2 is connected to a first hub motor 6, the second rotating wheel 3 is connected to a second hub motor 7, the third rotating wheel 4 is connected to a third hub motor 8, and the fourth rotating wheel 5 is connected to a fourth hub motor 9. The first hub motor 6 is connected to the chassis body through a first joint module 10, the second hub motor 7 is connected to the chassis body through a second joint module 11, the third hub motor 8 is connected to the chassis body through a third joint module 12, and the fourth hub motor 9 is connected to the chassis body through a fourth joint module 13. An industrial control computer 19 is connected to one side of the top of the chassis body 1, and a lidar 18 is connected to the other side of the top of the chassis body 1. The lidar 18 emits a laser beam to scan the surrounding environment and uploads the data to the industrial control computer 19. The industrial control computer 19 controls the steering of the first joint module 10, the second joint module 11, the third joint module 12 and the fourth joint module 13, as well as the rotation speed of the first hub motor 6, the second hub motor 7, the third hub motor 8 and the fourth hub motor 9.

[0022] The chassis body 1 of this application has a first rotating wheel 2, a second rotating wheel 3, a third rotating wheel 4, and a fourth rotating wheel 5 around its four sides. Each of the four rotating wheels can be connected to a corresponding hub motor, enabling independent control of each rotating wheel. Furthermore, the hub motors are connected to the chassis body via corresponding joint modules, providing independent drive and steering functions. The speed and steering angle of each rotating wheel can be adjusted individually, enabling straight-line driving, diagonal driving, 360° turning on the spot, and turning at any radius. This avoids the limitations of traditional dual-wheel differential chassis, which restrict the turning radius, rely on the speed difference between the left and right wheels for steering, cannot achieve on-the-spot turning, and have a minimum turning radius greater than half the width of the chassis. This design achieves… The increased flexibility enhances the positioning accuracy of the mobile chassis during operation, increases its load capacity, and the hub motor, connected by an electric slip ring, enables 360° free rotation, preventing excessive rotation angles and thus preventing cable tangling and breakage. By setting the hub motor and joint module to control the chassis, it also achieves good shock resistance, avoiding the high requirements for ground flatness of traditional dual-wheel differential chassis and the tendency to tilt on raised or recessed terrain. This improves its adaptability to ground conditions, easily handling slightly raised or recessed terrain, enhancing its anti-tilt ability, and making it more suitable for slightly complex outdoor scenarios. Furthermore, the chassis of this application is equipped with a lidar 18 and an industrial control computer 19. The lidar 18 can emit laser beams to scan the surrounding environment, calculate the distance and contour of obstacles through reflection time difference to generate point cloud data, and upload the point cloud data to the industrial control computer 19. The industrial control computer 19 converts the point cloud data into a 2D grid map, thereby marking obstacle areas and passable areas, determining the chassis's precise coordinates on the map in real time, and then formulating the optimal path. The path points are converted into motor control signals, and the joint modules and hub motors are controlled according to the optimal path to drive the first wheel 2 to the fourth wheel 5 to achieve straight-line movement, steering, and speed adjustment. By adjusting the steering and speed of the first wheel 2 to the fourth wheel 5, it can move according to the predetermined path, thereby achieving rapid obstacle avoidance and ensuring precise chassis displacement.

[0023] In a preferred embodiment, a radar bracket 25 is connected to the top of the chassis body 1. The radar bracket 25 has a U-shaped structure, and a lidar 18 is connected to the top of the radar bracket 25.

[0024] A radar bracket 25 is connected to the top of the chassis body 1, which supports and positions the lidar 18. Specifically, the radar bracket 25 has a U-shaped bracket structure, with a groove on the top. Positioning plates are connected to both sides of the U-shaped opening of the radar bracket 25, and through holes are provided on the positioning plates. Bolts are passed through the through holes to fix the radar bracket 25 to the top of the chassis body.

[0025] In a preferred embodiment, a first cavity 20 is provided at the front end of the chassis body 1 below the radar bracket 25, and the first cavity 20 is used to install the chassis drive switch controller.

[0026] A first cavity 20 is provided at the front end of the chassis body 1 below the radar bracket 25. The first cavity 20 is used to install the chassis drive switch controller. By integrating the chassis drive switch controller into the interior of the chassis body 1, the chassis drive switch is protected from dust. It also enables the positioning and installation of the chassis drive switch controller, facilitating rapid assembly and integrated production. Furthermore, it avoids connecting the chassis drive switch controller to the outside of the chassis body 1, which would increase the size of the chassis and make it more susceptible to impacts. This provides protection for the chassis drive switch controller.

[0027] In a preferred embodiment, a second cavity 21 is provided on the side of the chassis body 1 near the lidar 18. A hub motor driver for driving the first hub motor 6, the second hub motor 7, the third hub motor 8 and the fourth hub motor 9 are connected in the second cavity 21.

[0028] The chassis body 1 of this application also has a second cavity 21 on the side near the lidar 18. The second cavity 21 is connected to a hub motor driver for driving the hub motor, which can enhance the vertical space of the chassis and prevent the hub motor driver from occupying the space of other structures above the chassis body 1, thereby increasing the storage space. Moreover, after the hub motor driver is built in, the coordination between it and the hub motor and joint module of the chassis can be closer, thereby realizing the rapid adjustment of the vehicle's driving posture, reducing the connection path of the wiring, thereby enabling the wheels to adjust the steering and speed more quickly, avoiding sideslip, and further lowering the center of gravity of the chassis, reducing the phenomenon of roll and pitch, especially reducing the pitch angle during emergency braking, and improving the stable grip of the chassis body 1.

[0029] In a preferred embodiment, a third cavity 22 is provided between the hub motor driver of the chassis body 1 and the industrial control computer 19, and the lifting mechanism is installed in the third cavity 22.

[0030] The third cavity 22 between the hub motor driver of the chassis body 1 and the industrial control computer 19 serves as a large internal space and is mainly used to install the lifting mechanism, thereby facilitating the transport of materials, equipment and parts by the chassis body 1.

[0031] In a preferred embodiment, the lifting mechanism includes a drive device, a lifting support 23, a connecting platform 24, and a slewing bearing; the lifting support 23 is connected to the third cavity 22, the drive device is connected to the lifting support 23 and can drive the lifting support 23 to move up and down; a first mounting cavity is opened in the lifting support 23, and a slewing bearing is connected in the first mounting cavity, and the connecting platform 24 is rotatably connected to the first mounting cavity through the slewing bearing.

[0032] The lifting mechanism is located within the third cavity 22 and can move up and down along the height of the chassis body 1. The drive mechanism is connected to the third cavity 22, preferably a hydraulic cylinder. The drive end of the hydraulic rod is connected to the inner wall of the lifting support 23, and the hydraulic cylinder is connected to the bottom wall of the third cavity 22. The lifting support 23 moves up and down along the chassis body 1 by extending or shortening the hydraulic rod. Multiple drive devices can be installed within the lifting support 23 to facilitate stable up-and-down movement of the lifting support 23 along the height of the chassis body 1. A first mounting cavity is provided at the center of the chassis body 1. The purpose of the first mounting cavity is to rotatably connect a connecting platform 24, which can rotate within the first mounting cavity. The platform 24 is movable, which facilitates the angle adjustment of the conveyed material and the handling of the material. It avoids the need to adjust the chassis body 1 as a whole after the material is transferred to a certain position. The material can be rotated simply by rotating the connecting platform 24, which facilitates the docking operation of the docking device without the need for repositioning. Specifically, the outer ring of the slewing support bearing is connected to the first mounting cavity, and the inner ring of the slewing support bearing is connected to the bottom of the connecting platform 24. The inner ring of the slewing support bearing can rotate relative to the outer ring, so that the connecting platform 24 can rotate relative to the lifting support 23. In practical applications, in order to facilitate the driving of the material rotation by the connecting platform 24, the top surface of the connecting platform 24 is usually higher than that of the lifting support 23. In another preferred embodiment, the connecting platform 24 is configured to include a first connecting platform 24 that is slidably connected and a second connecting platform 24 embedded inside the first connecting platform 24. A sliding rail connects the first connecting platform 24 to the periphery and the second connecting platform 24. A drive rod is connected inside the second connecting platform 24. By moving the drive rod upward, the second connecting platform 24 is pushed upward relative to the first connecting platform 24. This allows the second connecting platform 24 to be driven to move upward relative to the lifting support 23 by the drive rod, so that the top surface of the connecting platform 24 is slightly higher than the lifting support 23. This drives the rotation of the connecting platform 24, allowing the material conveying angle to be adjusted within a certain range, and the docking to be completed smoothly.

[0033] In a preferred embodiment, a fourth cavity is provided on the side of the chassis body 1 closest to the industrial control computer 19, and the fourth cavity is used to install the battery assembly.

[0034] A fourth cavity is also provided on the side of the chassis body 1 near the industrial control computer 19. The battery assembly is installed in the fourth cavity. By integrating the battery assembly into the inner side of the chassis body 1, the space utilization rate can be improved, the modular design of the robot can be realized, and the space occupied on the outside or top of the chassis can be avoided, making the structure of the robot chassis more compact. Moreover, the chassis body 1 protects the battery assembly from external collisions or sewage corrosion. Furthermore, it lowers the center of gravity of the chassis and reduces the risk of tilting when the chassis body 1 brakes suddenly.

[0035] In a preferred embodiment, the first joint module 10 is connected to a first electric slip ring; the second joint module 11 is connected to a second electric slip ring; the third joint module 12 is connected to a third electric slip ring; and the fourth joint module 13 is connected to a fourth electric slip ring.

[0036] By connecting the joint modules with electric slip rings, the contradiction between relative rotational motion and stable signal transmission is resolved. For example, when the first joint module 10 and the second joint module 11 need to rotate continuously 360° or rotate at multiple angles, traditional fixed cables will break due to entanglement and pulling. However, the electric slip rings can achieve uninterrupted and low-loss signal transmission during rotation. When the rotor of the electric slip ring rotates with the joint module, the conductive contacts between the stator and the rotor can maintain continuous contact. The contacts have strong wear resistance, further reducing losses and preventing wire entanglement, enabling the joint modules to achieve continuous rotation at unlimited angles.

[0037] In a preferred embodiment, a first connecting bracket 14 is connected between the first rotating wheel 2 and the first joint module 10; a second connecting bracket 15 is connected between the second rotating wheel 3 and the second joint module 11; a third connecting bracket 16 is connected between the third rotating wheel 4 and the third joint module 12; and a fourth connecting bracket 17 is connected between the fourth rotating wheel 5 and the fourth joint module 13.

[0038] Furthermore, one end of the first connecting bracket 14 is connected to the first joint module 10 by a screw, and the other end of the first connecting bracket 14 can be connected to the first hub motor 6 by a screw; one end of the second connecting bracket 15 is connected to the second joint module 11 by a screw, and the other end of the second connecting bracket 15 can be connected to the second hub motor 7 by a screw; one end of the third connecting bracket 16 is connected to the third joint module 12 by a screw, and the other end of the third connecting bracket 16 can be connected to the third hub motor 8 by a screw; one end of the fourth connecting bracket 17 is connected to the fourth joint module 13 by a screw, and the other end of the fourth connecting bracket 17 can be connected to the fourth hub motor 9 by a screw.

[0039] Corresponding connecting brackets connect the corresponding rotating wheels and the joint modules, ensuring stable load transfer from the rotating wheels to the joint modules. This prevents stress concentration damage caused by direct contact between the rotating wheels and the joint modules, thus protecting the rotating wheels from deformation or wear. The first rotating wheel 2 is connected to the first joint module 10 via a first connecting bracket 14, which is connected to the first hub motor 6 of the first rotating wheel 2. The first connecting bracket 14 coordinates the connection between the first hub motor 6 and the first joint module 10. When the wheel hub motor 6 is working, it generates rotational torque. When the first joint module 10 is working, it generates angular torque. If the two are directly connected, the two torques will be concentrated at the same connection point, causing deformation of the hub motor shaft and jamming of the joint module gears. The two loads are separated by the bracket. The rotational torque of the hub motor is transmitted to the first wheel 2 through the first connecting bracket 14, which only realizes the function of rotation direction. The angle adjustment torque of the joint module is transmitted to the first wheel 2 through the first connecting bracket 14, thereby realizing the adjustment of the steering and pitch directions of the first wheel 2, thus realizing the complementary interference of power and adjustment.

[0040] For any parts not mentioned in this application, existing technologies may be used or referenced.

[0041] The various embodiments in this specification are described in a progressive manner. The same or similar parts between the various embodiments can be referred to each other. Each embodiment focuses on describing the differences from other embodiments.

[0042] The above description is merely an embodiment of this application and is not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A four-wheel drive omnidirectional wheel chassis structure, characterized in that, Including the main chassis; The bottom of the chassis body is connected to a first wheel, a second wheel, a third wheel, and a fourth wheel, respectively. A first hub motor is connected to the first wheel, a second wheel to the second wheel, a third wheel to the third wheel, and a fourth wheel to the fourth wheel. The first hub motor is connected to the chassis body via a first joint module, the second hub motor is connected to the chassis body via a second joint module, the third hub motor is connected to the chassis body via a third joint module, and the fourth hub motor is connected to the chassis body via a fourth joint module. An industrial control computer is connected to one side of the top of the chassis body, and a lidar is connected to the other side of the top of the chassis body. The lidar emits a laser beam to scan the surrounding environment and uploads the data to the industrial control computer. The industrial control computer controls the steering of the first joint module, the second joint module, the third joint module, and the fourth joint module, as well as the rotation speed of the first wheel hub motor, the second wheel hub motor, the third wheel hub motor, and the fourth wheel hub motor.

2. The four-wheel drive omnidirectional wheel chassis structure according to claim 1, characterized in that, A radar bracket is connected to the top of the chassis body. The radar bracket has a U-shaped structure, and a lidar is connected to the top of the radar bracket.

3. The four-wheel drive omnidirectional wheel chassis structure according to claim 2, characterized in that, The front end of the chassis body has a first cavity below the radar bracket, which is used to install the chassis drive switch controller.

4. The four-wheel drive omnidirectional wheel chassis structure according to claim 1, characterized in that, A second cavity is provided on the side of the chassis body near the lidar, and a hub motor driver for driving the first hub motor, the second hub motor, the third hub motor and the fourth hub motor is connected in the second cavity.

5. A four-wheel drive omnidirectional wheel chassis structure according to claim 4, characterized in that, A third cavity is provided between the hub motor driver of the chassis body and the industrial control computer, and the third cavity is used to install the lifting mechanism.

6. The four-wheel drive omnidirectional wheel chassis structure according to claim 5, characterized in that, The lifting mechanism includes a drive device, a lifting support, a connecting platform, and a slewing bearing; the lifting support is connected to a third cavity, the drive device is connected to the lifting support and can drive the lifting support to move up and down; a first mounting cavity is opened in the lifting support, a slewing bearing is connected in the first mounting cavity, and the connecting platform is rotatably connected to the first mounting cavity through the slewing bearing.

7. The four-wheel drive omnidirectional wheel chassis structure according to claim 1, characterized in that, A fourth cavity is provided on the side of the chassis body closest to the industrial control computer, and the fourth cavity is used to install the battery assembly.

8. The four-wheel drive omnidirectional wheel chassis structure according to claim 1, characterized in that, The first joint module is connected to a first electric slip ring; the second joint module is connected to a second electric slip ring; the third joint module is connected to a third electric slip ring; and the fourth joint module is connected to a fourth electric slip ring.

9. A four-wheel drive omnidirectional wheel chassis structure according to claim 1, characterized in that, A first connecting bracket is also connected between the first rotating wheel and the first joint module; a second connecting bracket is also connected between the second rotating wheel and the second joint module; a third connecting bracket is also connected between the third rotating wheel and the third joint module; and a fourth connecting bracket is also connected between the fourth rotating wheel and the fourth joint module.

10. A four-wheel drive omnidirectional wheel chassis structure according to claim 9, characterized in that, One end of the first connecting bracket is connected to the first joint module by a screw, and the other end of the first connecting bracket can be connected to the first hub motor by a screw.

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