A self-balancing vehicle

Abstract

The utility model relates to the technical field of logistics carrying equipment, and concretely discloses a self-balancing carrying vehicle, including car body subassembly, pallet fork subassembly, drive wheel group and counterweight assembly, the pallet fork subassembly is installed in the car body front side, including the transverse removal and the lifting pallet fork, the counterweight assembly includes the counterweight block in the car body rear portion and can along the transverse removal, the front wheel of drive wheel group can be driven transverse removal to adjust the wheel track, according to the real-time height and lateral offset distance of pallet fork, automatically executes the grading balance strategy, when the low side displacement of pallet fork is out of limit, drive counterweight block reverse movement to balance the moment of force, when the high side displacement of pallet fork is out of limit, still drive the front wheel of same side with pallet fork to expand outward while moving counterweight block, thereby cooperatively forms the greater anti-overturning moment of force, through the dynamic adjustment inside barycenter and external support, under the premise of not sacrificing the compactness and the passability of car body, effectively solved the whole vehicle roll risk when the lateral displacement and lifting operation of pallet fork.

Description

Technical Field

[0001] This utility model relates to the technical field of material handling equipment, and specifically to a self-balancing handling vehicle. Background Technology

[0002] When traditional forklifts or pallet trucks are moving goods, their forks can usually move laterally to adjust the picking position. However, when the forks are carrying heavy loads and moving laterally by a large margin, especially when they deviate far from the center line of the vehicle, the center of gravity of the entire vehicle will shift significantly, posing a safety risk of tilting or even overturning. If the forks are then lifted under these conditions, the center of gravity will rise further, greatly increasing the risk of overturning and threatening the safety of the operators and the goods.

[0003] In existing technologies, two strategies are typically adopted to address the aforementioned stability issues: First, strictly limit the lateral travel of the forks, confining it to a small, safe range. While this approach is simple, it severely sacrifices the working range and flexibility of the forks, resulting in low operating efficiency for vehicles in confined spaces or scenarios requiring precise alignment. Second, widen the track width of the drive wheels or support wheels during the design phase to improve static stability by increasing the support base. Although this method enhances anti-tipping capabilities, it increases the overall vehicle width, reducing maneuverability. This is particularly inconvenient for turning and moving in confined spaces such as aisles and between racks, limiting its application scenarios. Utility Model Content

[0004] This utility model addresses the aforementioned problems, and its purpose is to provide a self-balancing transport vehicle. This transport vehicle can automatically adjust its balance configuration according to the real-time working status of the forks, thereby effectively preventing the risk of tipping over due to a shift in the center of gravity while maintaining a compact body and good maneuverability.

[0005] To achieve the above objectives, this utility model provides a self-balancing transport vehicle, including a vehicle body assembly and a fork assembly. The vehicle body assembly includes a vehicle body, and the fork assembly includes a first lateral movement unit, a lifting unit, and forks. The forks can be mounted on the front side of the vehicle body via the lifting unit and can move laterally along the vehicle body via the first lateral movement unit and vertically via the lifting unit. The vehicle also includes:

[0006] The drive wheel assembly includes a rear wheel located at the bottom of the rear end of the vehicle body, two front wheels symmetrically arranged on both sides of the front end of the vehicle body, and a first drive member for driving the front wheels to move toward or away from the vehicle body.

[0007] The counterweight assembly includes a counterweight block located at the rear of the vehicle body, and a second drive component for driving the counterweight block to move laterally along the vehicle body;

[0008] When the height of the fork is lower than the first preset height, and the lateral displacement distance of the fork in the first direction reaches the first preset distance, the second driving member can drive the counterweight to move in the second direction opposite to the first direction;

[0009] When the height of the forks is higher than the first preset height, and the lateral displacement distance of the forks along the first direction reaches the first preset distance, the second driving member can drive the counterweight to move along a second direction opposite to the first direction, and the first driving member can drive the front wheel, which is arranged in the same direction as the fork extension direction, to move away from the vehicle body.

[0010] According to the self-balancing transport vehicle described above, the fork assembly further includes a fork carriage and a second lateral movement unit. The forks are vertically and vertically mounted on the lifting unit via the fork carriage. The second lateral movement unit is arranged between the forks and the fork carriage and is used to drive the forks to move laterally.

[0011] The first traverse unit is equipped with a first rangefinder, and the second traverse unit is equipped with a second rangefinder.

[0012] According to the self-balancing transport vehicle described above, the first lateral movement unit includes a lateral movement frame, a lateral movement motor, and a mounting frame. The lateral movement frame is arranged laterally along the front end of the vehicle body, and a first rack is provided on the lateral movement frame. The mounting frame is movably connected to the lateral movement frame and can move along the length direction of the lateral movement frame. The lateral movement motor is fixed on the mounting frame, and a first gear is provided on the output shaft of the lateral movement motor. The first gear meshes with the first rack.

[0013] The first rangefinder is configured as a first encoder, which is fixed on a mounting bracket on one side of the first gear and is used to monitor the number of rotations of the first gear.

[0014] According to the self-balancing transport vehicle described above, the lifting unit includes a lifting frame, a lifting cylinder, and a third rangefinder. The lifting frame is mounted on the mounting frame, and the lifting frame is provided with a guide rail arranged in a vertical direction. The fork carriage is slidably connected to the guide rail via pulleys, and the output shaft of the lifting cylinder is connected to the fork carriage.

[0015] The third rangefinder is located on the lifting frame and is used to monitor the lifting height of the fork carriage.

[0016] According to the self-balancing transport vehicle described above, the second lateral movement unit includes at least one set of cross-hinged connecting rods and a telescopic cylinder. One end of the connecting rod is hinged to the fork carriage, and the other end is hinged to the fork. A connecting rod is provided between the ends of two connecting rods arranged in the same direction. The telescopic cylinder is hinged and fixed to the fork carriage, and the piston rod of the telescopic cylinder is hinged to the connecting rod.

[0017] The second rangefinder is located on one side of the telescopic cylinder and is used to monitor the extension length of the piston rod of the telescopic cylinder.

[0018] According to the self-balancing transport vehicle described above, the first driving component is a linear motor, which is arranged laterally on the vehicle body. A first rotating shaft is provided on the inner side of the front wheel, and the output shaft of the linear motor is connected to the first rotating shaft through a coupling.

[0019] According to the self-balancing transport vehicle described above, the drive wheel set further includes a lifting component, which includes a lifting cylinder and a lifting arm. The lifting cylinder is mounted vertically on the vehicle body, and the piston rod of the lifting cylinder can pass through the vehicle body and connect with the lifting arm located at the bottom of the vehicle body.

[0020] According to the self-balancing transport vehicle described above, the vehicle body is provided with a counterweight groove, and the counterweight assembly further includes a guide rod installed laterally in the counterweight groove, and the counterweight block is movably installed on the guide rod.

[0021] According to the self-balancing transport vehicle described above, there are two guide rods, which are arranged at intervals in the counterweight groove, and the two ends of the counterweight block are respectively movably connected to the two guide rods.

[0022] According to the self-balancing transport vehicle described above, the counterweight assembly further includes a second rack and a second gear. The second rack is arranged laterally between the two guide rods. The second drive component is an adjusting motor, which is fixed on the counterweight block. The second gear is mounted on the output shaft of the adjusting motor and meshes with the second rack.

[0023] This utility model has the following beneficial effects:

[0024] 1. By measuring the height and lateral offset of the forks, the system intelligently assesses the risk level and automatically takes corresponding balancing measures, achieving dynamic and adaptive vehicle stability control and significantly improving operational safety.

[0025] 2. When the forks only exhibit excessive lateral movement, simply moving the counterweight is sufficient to balance the weight of the pallet truck, improving its stability. There is no need to adjust the wheel track simultaneously, which reduces operational difficulty and energy consumption while ensuring safety.

[0026] 3. When the forks are in a low position or the lateral movement is small, the front wheel track maintains a normal width, the vehicle body is compact, and the vehicle's flexible passage in narrow passages is ensured. Only in high-risk conditions where the forks are in a high position and the lateral movement is large, will the single-side wheel track be automatically widened, and it can be restored after the task is completed, thus balancing stability and passability.

[0027] 4. By moving the counterweights by embedding them in the guide rods at the rear of the vehicle body, the structure is compact and does not increase the volume.

[0028] 5. It removes the rigid restriction on the lateral movement range of the forks, allowing the forks to be safely adjusted laterally over a larger range, improving the flexibility and efficiency of vehicle positioning and picking up goods, and is especially suitable for use in dense warehouse environments with limited space. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of the overall structure of the transport vehicle in the embodiment;

[0030] Figure 2 This is a schematic diagram of the fork assembly structure in an embodiment;

[0031] Figure 3 This is a schematic diagram of the second lateral movement unit and fork carriage assembly in the embodiment;

[0032] Figure 4 This is a schematic diagram of the counterweight component assembly structure in an embodiment;

[0033] Figure 5 This is a schematic diagram of the drive wheel assembly structure in an embodiment.

[0034] In the picture:

[0035] 100. Body components; 110. Vehicle body; 111. Counterweight slot;

[0036] 200. Fork assembly; 210. First traverse unit; 211. First rangefinder; 212. Traverse frame; 212a. First rack; 213. Traverse motor; 213a. First gear; 214. Mounting bracket; 220. Lifting unit; 221. Lifting frame; 222. Lifting cylinder; 223. Third rangefinder; 230. Second traverse unit; 231. Second rangefinder; 232. Linkage; 233. Telescopic cylinder; 240. Fork; 250. Fork carriage;

[0037] 300. Drive wheel assembly; 310. Front wheel; 311. First shaft; 320. Linear motor; 321. Coupling; 330. Lifting cylinder; 340. Lifting arm;

[0038] 400, counterweight assembly; 410, counterweight block; 420, adjusting motor; 430, guide rod; 440, second rack; 450, second gear. Detailed Implementation

[0039] The following are specific embodiments of the present invention, which are described in conjunction with the accompanying drawings. However, the present invention is not limited to these embodiments.

[0040] like Figure 1-5 As shown, a self-balancing transport vehicle includes a body assembly 100, a fork assembly 200, a drive wheel set 300, and a counterweight assembly 400.

[0041] In this embodiment, if the fork assembly 200 is carrying a heavy load during lateral movement and lifting, its lateral movement and lifting will cause the overall center of gravity of the pallet truck to shift and rise, which will lead to a greater risk of overturning. Therefore, in this embodiment, the lateral position of the counterweight assembly 400 is adjustable to offset part of the influence of the center of gravity shift, while the spacing between the wheels in the drive wheel set 300 is adjustable to increase the support width. The two can independently or jointly achieve dynamic and adaptive vehicle stability control, realize the self-balancing of the pallet truck, and thus ensure the stability of the pallet truck operation.

[0042] The vehicle body assembly 100 includes a vehicle body 110, which provides support for other components of the transport vehicle.

[0043] The fork assembly 200 includes a first lateral movement unit 210, a lifting unit 220, and forks 240. The forks 240 can be installed on the front side of the vehicle body 110 via the lifting unit 220. The forks 240 move laterally along the vehicle body 110 via the first lateral movement unit 210 and vertically via the lifting unit 220. This allows the forks 240 to perform lateral movement and lifting movements, which can improve the fork's lifting range and greatly enhance the flexibility and efficiency of picking up and placing goods in narrow aisles or dense racks. However, it is precisely because the forks 240 can perform a wide range of lateral movement and high height lifting that a variable and large offset torque is formed outside the vehicle body 110 when it is carrying heavy objects. This is the main reason why there is a risk of tipping over on the pallet truck.

[0044] Furthermore, the fork assembly 200 also includes a fork carriage 250 and a second lateral movement unit 230. The forks 240 are vertically and vertically mounted on the lifting unit 220 via the fork carriage 250. The second lateral movement unit 230 is arranged between the forks 240 and the fork carriage 250 and is used to drive the forks 240 to move laterally. Based on the first lateral movement unit 210, the fork carriage 250 and the second lateral movement unit 230 are introduced to form a two-stage lateral adjustment system, which can significantly increase the lateral movement distance of the forks 240, thereby increasing the fork's lifting range. This allows for lifting of goods at greater distances without moving the pallet truck, simplifying operation and improving efficiency. However, due to the further increase in the lateral movement distance of the forks 240, when the forks 240 move excessively laterally and lift heavy objects, the overall center of gravity of the pallet truck shifts more significantly, greatly increasing the risk of tipping over.

[0045] Furthermore, the first lateral movement unit 210 includes a lateral movement frame 212, a lateral movement motor 213, and a mounting frame 214. The lateral movement frame 212 is arranged laterally along the front end of the vehicle body 110, and a first rack 212a is provided on the lateral movement frame 212. The mounting frame 214 is movably connected to the lateral movement frame 212 and can move along the length direction of the lateral movement frame 212. The lateral movement motor 213 is fixed on the mounting frame 214, and a first gear 213a is provided on the output shaft of the lateral movement motor 213. The first gear 212a meshes with the first rack 212a. A guide rail is provided on the transverse frame 212, and a guide wheel is provided on one end of the mounting frame 214. The transverse movement of the mounting frame 214 on the transverse frame 212 is achieved through the cooperation of the guide wheel and the guide rail. The transverse motor 213 provides power for the transverse movement of the mounting frame 214 through the first gear 213a and the first rack 212a. When the transverse motor 213 is working, the first gear 213a rotates on the first rack 212a, which drives the transverse motor 213 itself to drive the mounting frame 214 to move horizontally.

[0046] Furthermore, the second lateral movement unit 230 includes at least one set of cross-hinged connecting rods 232 and a telescopic cylinder 233. One end of the connecting rod 232 is hinged to the fork carriage 250, and the other end is hinged to the fork 240. A connecting rod is provided between the ends of the two connecting rods 232 arranged in the same direction. The telescopic cylinder 233 is hinged and fixed to the fork carriage 250, and the piston rod of the telescopic cylinder 233 is hinged to the connecting rod. The cross-hinged connecting rods 232 constitute a scaling mechanism. When the telescopic cylinder 233 pushes the connecting rod to make a small linear movement, the movement can be amplified into a larger range of horizontal displacement of the fork 240 by changing the angle of the connecting rod 232. The entire mechanism can be installed very flat and compactly in the limited space between the fork 240 and the fork carriage 250, which greatly saves installation space and achieves a balance between a large adjustment ratio and a small volume.

[0047] In summary, in this embodiment, the lateral movement distance of the fork 240 is determined by two parts: one part is the lateral movement distance of the fork 240 driven by the first lateral movement unit 210, and the other part is the lateral movement distance of the fork 240 driven by the second lateral movement unit 230. The lateral movement distance of the fork 240 is the sum of the two lateral movement distances. Therefore, in this embodiment, the first lateral movement unit 210 is provided with a first rangefinder 211, and the second lateral movement unit 230 is provided with a second rangefinder 231. The first rangefinder 211 is set as a first encoder, and the first encoder is fixed to the first tooth. The mounting bracket 214 on one side of wheel 213a is used to monitor the number of rotations of the first gear 213a. The lateral movement distance of the mounting bracket 214 on the lateral frame 212 can be calculated by the number of rotations of the first gear 213a and its diameter. The second rangefinder 231 is located on one side of the telescopic cylinder 233 and is used to monitor the extension length of the piston rod of the telescopic cylinder 233. The lateral movement distance of the fork 240 relative to the fork carriage 250 can be obtained by the extension length of the piston rod of the telescopic cylinder 233, so as to achieve the purpose of monitoring the lateral movement distance of the fork 240.

[0048] Furthermore, the lifting unit 220 includes a lifting frame 221, a lifting cylinder 222, and a third distance measuring device 223. The lifting frame 221 is mounted on the mounting frame 214, and the lifting frame 221 is provided with a guide rail arranged in the vertical direction. The fork carriage 250 is slidably connected to the guide rail via pulleys. The output shaft of the lifting cylinder 222 is connected to the fork carriage 250. When the lifting cylinder 222 is working, it drives the fork carriage 250 to perform vertical lifting movements, thereby adjusting the height of the forks 240, so that the forks 240 can pick up goods at different heights and place goods on shelves at different heights. The third distance measuring device 223 is located on the lifting frame 221 and is used to monitor the lifting height of the fork carriage 250. The lifting height of the forks 240 is consistent with the lifting height of the fork carriage 250, which can realize the monitoring of the lifting height of the forks 240.

[0049] The drive wheel assembly 300 includes a rear wheel located at the bottom of the rear end of the vehicle body 110, two front wheels 310 symmetrically arranged on both sides of the front end of the vehicle body 110, and a first drive component for driving the front wheels 310 to move towards or away from the vehicle body 110. That is, the wheel track between the two front wheels 310 can be adjusted by the first drive component. Since the forks 240 are also arranged at the front end of the vehicle body 110, the center of gravity shift is also concentrated on the front side of the vehicle body 110. Therefore, by increasing the wheel track between the two front wheels 310, the stability of the front end of the pallet truck can be improved, thus achieving the effect of preventing tipping.

[0050] Furthermore, the first driving component is a linear motor 320, which is arranged laterally on the vehicle body 110. A first rotating shaft 311 is provided on the inner side of the front wheel 310. The output shaft of the linear motor 320 is connected to the first rotating shaft 311 through a coupling 321. The function of the coupling 321 is to allow the first rotating shaft 311 to rotate relative to the output shaft of the linear motor 320, while the output shaft of the linear motor 320 can drive the first rotating shaft 311 to move laterally. In this embodiment, there are two linear motors 320, which are used to drive the two front wheels 310 respectively, so as to realize the combined or individual action of the two front wheels 310.

[0051] Furthermore, since the front wheel 310 is normally in contact with the ground and is weighed down by the vehicle body 110 and other heavy objects on the vehicle body 110, there is a large static friction between the front wheel 310 and the ground. If the front wheel 310 is directly driven to move laterally by the linear motor 320, a very large force is required to push it. Moreover, the friction between the front wheel 310 and the ground during movement will cause it to wear out, resulting in a short service life. Therefore, in this embodiment, the drive wheel assembly 300 also includes a lifting member, which includes a lifting mechanism. The lifting cylinder 330 and the lifting arm 340 are mounted vertically on the vehicle body 110. The piston rod of the lifting cylinder 330 can pass through the vehicle body 110 and connect with the lifting arm 340 located at the bottom of the vehicle body 110. When the lifting cylinder 330 is working, its piston rod extends downward and drives the lifting arm 340 down to contact the ground. If the piston rod of the lifting cylinder 330 continues to extend at this time, it will cause the lifting cylinder 330 to rise, thereby driving the front end of the vehicle body 110 to rise, realizing the lifting action of the front end of the vehicle body 110.

[0052] In this embodiment, the lifting component is also set into two sets, which are symmetrically arranged on both sides of the front end of the vehicle body 110. They work simultaneously to ensure lifting stability and reduce the power required by a single lifting cylinder 330.

[0053] The counterweight assembly 400 includes a counterweight block 410 located at the rear of the vehicle body 110, and a second drive member for driving the counterweight block 410 to move laterally along the vehicle body 110. When the forks 240 carry a heavy load and move laterally, a tipping moment is generated on one side of the vehicle body 110, causing the vehicle to tip over to that side. Traditional fixed counterweights cannot cope with this changing moment. In this embodiment, the second drive member drives the counterweight block 410 to move in the opposite direction, actively generating a reverse stabilizing moment to offset or significantly reduce the tipping moment. This allows the vehicle to maintain or quickly recover a stable posture even when the forks 240 move laterally and the center of gravity shifts, thus dynamically suppressing the risk of tipping and rollover from the root. Furthermore, since the entire counterweight assembly 400 is located inside the vehicle body 110, it avoids increasing the overall space occupied by the vehicle body 110.

[0054] Furthermore, the vehicle body 110 is provided with a counterweight groove 111, and the counterweight assembly 400 also includes a guide rod 430 installed laterally in the counterweight groove 111. The counterweight block 410 is movably installed on the guide rod 430. Specifically, there are two guide rods 430, which are spaced apart in the counterweight groove 111. The two ends of the counterweight block 410 are respectively movably connected to the two guide rods 430. The guide rods 430 are used to provide a rigid linear guide for the counterweight block 410, which strictly restricts the degree of freedom of movement of the counterweight block 410, ensuring that it can only move in a lateral linear motion. At the same time, the two guide rods 430 can ensure the stability of the movement of the counterweight block 410.

[0055] Furthermore, the counterweight assembly 400 also includes a second rack 440 and a second gear 450. The second rack 440 is arranged laterally between two guide rods 430. The second driving component is an adjusting motor 420, which is fixed on the counterweight block 410. The second gear 450 is mounted on the output shaft of the adjusting motor 420 and meshes with the second rack 440. When the adjusting motor 420 is working, it drives the second gear 450 to rotate. Since the second gear 450 meshes with the second rack 440, when the second rack 440 is fixed, the second gear 450 can move along the length direction of the second rack 440, thereby driving the counterweight block 410 to move laterally. The forward and reverse rotation of the adjusting motor 420 can realize the switching of its movement direction.

[0056] In this embodiment, the transport vehicle operates in three different modes:

[0057] 1. Low-risk operating condition: The height of the forks 240 is lower than the first preset height, and the lateral displacement distance of the forks 240 is less than the first preset distance. At this time, the risk of the pallet truck tipping is low, so the vehicle maintains normal operation, the counterweight 410 is centered, and the front wheel 310 is in the retracted normal wheel track position.

[0058] 2. Medium-risk condition: At this time, the height of the fork 240 is lower than the first preset height, but the lateral displacement distance of the fork 240 reaches the first factor and distance. The system judges that the pallet truck has a certain risk of tilting. According to the lateral displacement direction of the fork 240 (assuming it is to the left, i.e., the first direction), the system controls the adjusting motor 420 to drive the counterweight block 410 to move a certain distance in the opposite direction (i.e., to the right, the second direction) to generate a reverse balancing torque and stabilize the vehicle.

[0059] 3. High-risk operating conditions: The height of the forks 240 is higher than the first preset height, and the lateral displacement distance of the forks 240 along the first direction reaches the first preset distance. At this time, the risk of tipping over is high, and the compound balance mode is activated. First, the second drive unit can drive the counterweight 410 to move along the second direction opposite to the first direction. At the same time, the first drive unit can drive the front wheel 310, which is arranged in the same direction as the extension direction of the forks 240, to move away from the vehicle body 110. Through the synergistic effect of the counterweight and the front wheel 310, a strong anti-left-side tipping moment is generated to ensure the stability of the whole vehicle under high position and large lateral load conditions.

[0060] In this embodiment, when the first direction is left, the second direction is right; when the first direction is right, the second direction is left.

[0061] The technical solution of this utility model has been described in detail above with reference to the accompanying drawings. The described embodiments are used to help understand the concept of this utility model. The specific embodiments described herein are merely illustrative examples of the spirit of this utility model. Those skilled in the art to which this utility model pertains can make various modifications or additions to the described specific embodiments or use similar methods to replace them, but without departing from the spirit of this utility model or exceeding the scope defined by the appended claims.

[0062] It should be noted that all directional indicators (such as up, down, left, right, front, back, etc.) in this utility model embodiment are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicator will also change accordingly.

[0063] Furthermore, in this utility model, the use of terms such as "first," "second," and "a" is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this utility model, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0064] In this utility model, unless otherwise explicitly specified and limited, the terms "connection," "fixing," etc., should be interpreted broadly. For example, "fixing" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication 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.

[0065] Furthermore, the technical solutions of the various embodiments of this utility model can be combined with each other, but only if they are based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

Claims

1. A self-balancing transport vehicle, comprising a body assembly and a fork assembly, wherein the body assembly includes a vehicle body, and the fork assembly includes a first lateral movement unit, a lifting unit, and forks, wherein the forks are mounted on the front side of the vehicle body via the lifting unit and are capable of lateral movement along the vehicle body via the first lateral movement unit and vertical movement via the lifting unit, characterized in that, Also includes: The drive wheel assembly includes a rear wheel located at the bottom of the rear end of the vehicle body, two front wheels symmetrically arranged on both sides of the front end of the vehicle body, and a first drive member for driving the front wheels to move toward or away from the vehicle body. The counterweight assembly includes a counterweight block located at the rear of the vehicle body, and a second drive component for driving the counterweight block to move laterally along the vehicle body; When the height of the fork is lower than the first preset height, and the lateral displacement distance of the fork along the first direction reaches the first preset distance, the second driving member can drive the counterweight to move along the second direction opposite to the first direction; When the height of the forks is higher than the first preset height, and the lateral displacement distance of the forks along the first direction reaches the first preset distance, the second drive member can drive the counterweight to move along a second direction opposite to the first direction, and the first drive member can drive the front wheel, which is arranged in the same direction as the fork extension direction, to move away from the vehicle body.

2. The self-balancing transport vehicle according to claim 1, characterized in that, The fork assembly also includes a fork carriage and a second lateral movement unit. The forks are vertically and vertically mounted on the lifting unit via the fork carriage. The second lateral movement unit is arranged between the forks and the fork carriage and is used to drive the forks to move laterally. The first traverse unit is equipped with a first rangefinder, and the second traverse unit is equipped with a second rangefinder.

3. A self-balancing transport vehicle according to claim 2, characterized in that, The first lateral movement unit includes a lateral movement frame, a lateral movement motor, and a mounting frame. The lateral movement frame is arranged laterally along the front end of the vehicle body, and a first rack is provided on the lateral movement frame. The mounting frame is movably connected to the lateral movement frame and can move along the length direction of the lateral movement frame. The lateral movement motor is fixed on the mounting frame, and a first gear is provided on the output shaft of the lateral movement motor. The first gear meshes with the first rack. The first rangefinder is configured as a first encoder, which is fixed on a mounting bracket on one side of the first gear and is used to monitor the number of rotations of the first gear.

4. A self-balancing transport vehicle according to claim 3, characterized in that, The lifting unit includes a lifting frame, a lifting cylinder, and a third rangefinder. The lifting frame is mounted on the mounting frame and is provided with a guide rail arranged in a vertical direction. The fork carriage is slidably connected to the guide rail via pulleys. The output shaft of the lifting cylinder is connected to the fork carriage. The third rangefinder is located on the lifting frame and is used to monitor the lifting height of the fork carriage.

5. A self-balancing transport vehicle according to claim 2, characterized in that, The second lateral movement unit includes at least one set of cross-hinged connecting rods and a telescopic cylinder. One end of the connecting rod is hinged to the fork carriage, and the other end is hinged to the fork. A connecting rod is provided between the ends of two connecting rods arranged in the same direction. The telescopic cylinder is hinged and fixed to the fork carriage, and the piston rod of the telescopic cylinder is hinged to the connecting rod. The second rangefinder is located on one side of the telescopic cylinder and is used to monitor the extension length of the piston rod of the telescopic cylinder.

6. A self-balancing transport vehicle according to claim 1, characterized in that, The first driving component is a linear motor, which is arranged laterally on the vehicle body. A first rotating shaft is provided on the inner side of the front wheel, and the output shaft of the linear motor is connected to the first rotating shaft through a coupling.

7. A self-balancing transport vehicle according to claim 6, characterized in that, The drive wheel assembly also includes a lifting component, which includes a lifting cylinder and a lifting arm. The lifting cylinder is mounted vertically on the vehicle body, and the piston rod of the lifting cylinder can pass through the vehicle body and connect with the lifting arm located at the bottom of the vehicle body.

8. A self-balancing transport vehicle according to claim 1, characterized in that, The vehicle body is provided with a counterweight slot, and the counterweight assembly also includes a guide rod installed laterally in the counterweight slot, and the counterweight block is movably installed on the guide rod.

9. A self-balancing transport vehicle according to claim 8, characterized in that, The guide rod is provided as two rods, which are arranged at intervals in the counterweight groove. The two ends of the counterweight block are respectively movably connected to the two guide rods.

10. A self-balancing transport vehicle according to claim 9, characterized in that, The counterweight assembly further includes a second rack and a second gear. The second rack is arranged laterally between the two guide rods. The second driving component is an adjusting motor, which is fixed on the counterweight block. The second gear is mounted on the output shaft of the adjusting motor and meshes with the second rack.

Images