Chassis structure and transport vehicle

Abstract

The present disclosure provides a chassis structure and a transport vehicle that are applied to the transport vehicle. The chassis structure includes a main frame (100), a group of running wheels (200) attached to the main frame (100), and a subframe (300) detachably connected to the main frame (100), the subframe (300) being installed along at least a part of the edge of the main frame (100) and avoiding the group of running wheels. The transport vehicle includes a functional assembly and the above-mentioned chassis structure, and the functional assembly is attached to the chassis structure. The chassis structure can optimize the applicability of the chassis structure of the transport vehicle.

Description

[Technical field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This application claims priority from a Chinese patent application bearing application number 202121369890.5 and entitled "Chassis Structure and Carrier Vehicle" filed with the State Intellectual Property Office of the People's Republic of China on June 18, 2021, the entire contents of which are hereby incorporated by reference into this application.

[0002] The present disclosure relates to the technical field of mobile transport robots, and in particular to chassis structures and transport vehicles. [Background technology]

[0003] With the rise of intelligent manufacturing on a global scale, mobile transport robots as core devices of intelligent logistics have made great development in recent years, and automated logistics transport vehicles (such as AGVs (Automated Guided Vehicles), RGVs (Rail Guided Vehicles), IGVs (Intelligent Guided Vehicles), etc.) are one of the important ones.

[0004] In the related technology, the chassis structure of a transport vehicle is of standard size and can only be applied to a single model, so it is necessary to develop and produce chassis structures of sizes suitable for different models of transport vehicles, further increasing the manufacturing costs of the transport vehicles. Summary of the Invention

[0005] SUMMARY OF THE DISCLOSURE Embodiments of the present disclosure provide a chassis structure and vehicle to optimize the applicability of the vehicle chassis structure.

[0006] In order to solve the above problems, the present disclosure adopts the following technical solutions.

[0007] In a first aspect, the present disclosure provides a chassis structure for application to a transport vehicle, The chassis structure includes: The mainframe and A group of running wheels attached to the main frame; a subframe that is removably connected to the mainframe; The subframe is installed along at least a portion of an edge of the main frame and clears the group of running wheels.

[0008] In a second aspect, the present disclosure provides a transport vehicle, The transport vehicle is A functional assembly; The chassis structure according to the first aspect of the present disclosure, The functional assembly is attached to the chassis structure.

[0009] The technical solution adopted in the present disclosure can achieve the following advantageous effects:

[0010] In the chassis structure of the embodiment of the present disclosure, the main frame and the subframe jointly constitute the main body of the chassis structure, and the size of the entire chassis structure is determined by the size of the main frame and the subframe. Since the subframe of the present disclosure is detachably connected to the edge of the main frame, there is no limitation in replacing the subframe of different sizes. When the size of the subframe changes, the size of the entire chassis structure also changes, which further allows the chassis structure to match different models of transport vehicles, thereby optimizing the applicability of the chassis structure of the present disclosure. [Brief description of the drawings]

[0011] The drawings described herein are for further understanding of the present disclosure and constitute a part of the present disclosure. The exemplary embodiments and the description thereof in the present disclosure are for explaining the present disclosure and are not intended to unduly limit the present disclosure. In the drawings, the following is provided: [Figure 1] FIG. 1 is a structural schematic diagram of a chassis structure according to an embodiment of the present disclosure. [Diagram 2] FIG. 2 is a structural schematic diagram of a main frame according to an embodiment of the present disclosure. [Diagram 3] FIG. 3 is a schematic assembly diagram of a main frame and a sub-frame according to an embodiment of the present disclosure. [Figure 4] FIG. 4 is a structural schematic diagram of two different models of transport vehicles according to an embodiment of the present disclosure. [Diagram 5] FIG. 5 is a partially enlarged schematic diagram of A in FIG. [Figure 6] FIG. 6 is an enlarged schematic diagram of a portion B in FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] In order to make the objectives, technical solutions and advantages of the present disclosure clearer, the following will clearly and completely describe the technical solutions of the present disclosure by combining specific embodiments of the present disclosure with corresponding drawings. Of course, the described embodiments are only some embodiments of the present disclosure, and are not all embodiments. Based on the embodiments in the present disclosure, all other embodiments obtained by a person skilled in the art without creative work are all included in the protection scope of the present disclosure.

[0013] Hereinafter, the technical solutions disclosed in each embodiment of the present disclosure will be described in detail with reference to the drawings.

[0014] In order to solve the problem of low applicability of chassis structures for transport vehicles in related art, an embodiment of the present disclosure provides a chassis structure applicable to a transport vehicle, as shown in Figures 1 to 3. The disclosed chassis structure includes a main frame 100, a group of running wheels 200, and a subframe 300.

[0015] The main frame 100 is the first body member of the chassis structure, and can provide a mounting base for other members of the chassis structure. At the same time, the main frame 100 provides a mounting base for the functional assemblies, the vehicle body, etc. of the transport vehicle. Specifically, as shown in FIG. 2, the main frame 100 may be provided with a first mounting area I1 for mounting a plurality of types of functional assemblies, such as a lifting module, a rotating module, a transfer module, and a towing module. The main frame 100 has excellent strength and rigidity, so that mounting these heavy functional assemblies on the main frame 100 is more reliable and safe. Mounting and fixing structures, such as mounting grooves, fasteners, etc., may be configured in the first mounting area I1, which acts to restrict the functional assemblies, etc., and provides further assembly stability.

[0016] In order to optimize the lightweight design of the chassis structure, the main frame 100 may be provided with an openwork area, which can reduce the weight of the chassis structure and reduce the energy loss during the operation of the transport vehicle. The main frame 100 is made of a lightweight alloy material, but the present embodiment does not limit the specific material of the main frame 100. The lightweight alloy material can be titanium alloy, magnesium alloy, aluminum alloy, etc.

[0017] The running wheels 200 are the moving functional members of the chassis structure, which are attached to the main frame 100 and enable the chassis structure to move on a supporting surface (e.g., the ground, rails, workshop walkways, etc.).

[0018] The running wheel group 200 includes a plurality of running wheels 210, which may be specifically divided into two types: driving wheels and auxiliary wheels. The driving wheels provide power for the moving operations of the chassis structure, such as forward, backward, and turning, and may be integrated with in-wheel motors, but of course the driving wheels may be driven by a driving mechanism in the functional assembly of the transport vehicle. The auxiliary wheels perform a supporting function, and cooperate with the driving wheels to stably position the chassis structure on the supporting surface, and the auxiliary wheels may be swivel wheels to meet the requirements of turning operations.

[0019] The subframe 300 is the second body member of the chassis structure and, together with the mainframe 100, constitutes the main body of the chassis structure, so that the size of the entire chassis structure is affected by the sizes of the mainframe 100 and the subframe 300.

[0020] In this embodiment, the subframe 300 is detachably connected to the mainframe 100. This arrangement allows easy attachment and detachment between the subframe 300 and the mainframe 100, and changing the size of the subframe 300 during the attachment and detachment process changes the size of the entire chassis structure. With reference to Figures 2 and 3, Figure 2 shows a schematic diagram of the mainframe 100 with the subframe 300 removed, and Figure 3 shows a schematic diagram of the mainframe 100 with the subframe 300 installed.

[0021] At the same time, the subframe 300 is installed along at least a part of the edge of the mainframe 100. It should be noted that the subframe 300 may be installed along a part of the edge of the mainframe 100, or may be installed along the entire circumference of the edge of the mainframe 100, but the embodiment does not limit the specific structure type of the subframe 300. Since the subframe 300 is installed along the edge of the mainframe 100, the larger size subframe 300 can be smoothly assembled to the mainframe 100 without being interfered by the mainframe 100 during the arrangement.

[0022] In some embodiments of the present disclosure, the subframe 300 should avoid the running wheel group 200 to avoid the subframe 300 from affecting the running wheel group 200. That is, no matter what size of the subframe 300 is replaced, the subframe 300 will not interfere with the running wheel group 200, so that the running wheel group 200 can realize operations such as rotation and turning, and further ensure the smooth movement of the chassis structure.

[0023] Since the size of the entire chassis structure of this embodiment is changeable, it can be matched to different models of the carrier, and the scope of use of the chassis structure is expanded. Specifically, when the model of the carrier is large, the subframe 300 of the original chassis structure can be removed from the main frame 100, and a subframe 300 with a larger size can be selected and assembled to the main frame 100, so as to ensure that the subframe 300 and the main frame 100 match the model of the carrier after assembly. When the model of the carrier is small, the subframe 300 of the original chassis structure can be removed from the main frame 100, and a subframe 300 with a smaller size can be selected and assembled to the main frame 100, so as to ensure that the subframe 300 and the main frame 100 match the model of the carrier after assembly. As can be seen from this, the chassis structure of this embodiment is a mounting platform with the main frame 100 as the core, and according to the feature that the subframe 300 is replaceable, multiple models can be rapidly derived from the chassis structure to meet the needs for customization of the carrier model, and the development process and production process of various types of chassis structures can be reduced, and the manufacturing cost of the product can be reduced. In this way, the market competitiveness of the product can be improved.

[0024] As shown in FIG. 4, a schematic diagram is shown in which the size of the entire chassis structure is changed by assembling two different sizes of subframes 300, and the chassis structure is matched to a model of a transport vehicle.

[0025] In some embodiments of the present disclosure, the subframe 300 may provide a mounting base for the functional assemblies of the transport vehicle, the vehicle body, etc. Specifically, as shown in Fig. 3, the subframe 300 may be provided with a second mounting area 311 for mounting at least one of a main control module, a driving module, and a power module. It should be noted that the main control module, the driving module, and the power module all belong to the functional assemblies of the transport vehicle, and these light functional assemblies are mounted on the subframe 300, and the requirements for the load capacity of the subframe 300 are also low, so that the mounting reliability and safety are also guaranteed to a certain extent.

[0026] Of course, this embodiment does not limit the specific functional assembly mounted in the second mounting area 311, but other functional assemblies, such as a navigation positioning module, may also be mounted in the second mounting area 311. If the mounting space of the second mounting area 311 is insufficient, the above-mentioned module may be mounted in the first mounting area I1.

[0027] Combined with the requirement of the load capacity of the subframe 300, in order to further optimize the lightweight design of the chassis structure, the subframe 300 in this embodiment can be a structural member made of plastic material, which has low density, so that the chassis structure can be further lightened, and at the same time, the plastic material has an advantage in terms of cost. Of course, the subframe 300 can be a lightweight alloy part, and the lightweight alloy material can be titanium alloy, magnesium alloy, aluminum alloy, etc.

[0028] The second mounting area 311 may mount one of the main control module, the driving module, and the power module, or may mount two of the above three modules, or may mount all of the above modules. Since the size of the subframe 300 in this embodiment is variable, when the size of the subframe 300 is large, the area of ​​the mounting arrangement area on its upper surface is larger. This allows more functional assemblies to be mounted, which of course needs to be determined according to the specific size of the subframe 300 selected based on the chassis structure, but is not limited thereto in this embodiment.

[0029] A mounting and fixing structure such as a mounting groove, a fastener, etc. may be configured in the first mounting area I1. However, as the size of the subframe 300 changes, the area of ​​the mounting arrangement area also changes, that is, the specific functional assemblies mounted on the subframe 300 also change, so the mounting and fixing structure in the subframe 300 needs to be adaptively adjusted. Taking the mounting groove as an example, when the subframe 300 is replaced with a larger size one, a larger size functional assembly is mounted and fixed thereon. At this time, the mounting groove in the subframe 300 may be provided with a larger size. When the subframe 300 is replaced with a smaller size one, only a smaller size functional assembly is mounted and fixed thereon. At this time, the mounting groove in the subframe 300 may be provided with a smaller size. Of course, even when the same functional assembly is mounted, the mounting position of the functional assembly can be adjusted by changing the installation position of the mounting groove in the subframe 300, and the layout situation of the functional assembly inside the transport vehicle can be adjusted. For example, by installing the main control module adjacent to the drive wheel, wiring is simplified and installation is more convenient.

[0030] As can be seen from the above description, in the chassis structure disclosed in the embodiment of the present disclosure, the main frame 100 and the subframe 300 jointly constitute the main body of the chassis structure, and the size of the entire chassis structure is determined by the size of the main frame 100 and the subframe 300. Since the subframe 300 in the embodiment of the present disclosure is detachably connected to the edge of the main frame 100, there is no restriction in replacing the subframe 300 of different sizes, but when the size of the subframe 300 changes, the size of the entire chassis structure also changes, further matching the chassis structure to different models of transport vehicles, thereby optimizing the applicability of the chassis structure in the embodiment of the present disclosure.

[0031] As mentioned above, this embodiment does not limit the specific structural type of the subframe 300, and it may be an integral structure, for example, the subframe 300 may be an annular frame, but the integral subframe 300 has problems in that it is difficult to assemble and the replacement cost is high when damaged. Based on this, as shown in Fig. 1, the subframe 300 of this embodiment includes a plurality of frame units 310, and each frame unit 310 is assembled to the main frame 100 as an independent structure.

[0032] By this installation, the area of ​​the connection region between the frame unit 310 and the main frame 100 is smaller than that of the integrally constructed subframe 300, which inevitably reduces the difficulty of assembly. At the same time, when the frame unit 310 is damaged, only the frame unit 310 needs to be replaced, and there is no need to replace the entire subframe 300, thereby reducing the replacement cost.

[0033] In this embodiment, the structure type of the frame unit 310 may be of various kinds, such as a plate structure, a frame beam structure, etc., but is not limited thereto in this embodiment.

[0034] The running wheel group 200 includes a plurality of running wheels 210, and the plurality of running wheels 210 are generally arranged approximately uniformly along the circumferential direction of the chassis structure, so that the supporting action received by the chassis is more balanced. In order to prevent the frame unit 310 from interfering with the running wheels 210 during arrangement, as shown in FIG. 1, the running wheels 210 and the frame unit 310 in this embodiment are alternately arranged along the circumferential direction of the main frame 100. With this arrangement, there is a space for mounting the frame unit 310 between the running wheels 210, and the frame unit may be arranged accordingly according to the arrangement of the running wheels 210. Thus, the frame unit 310 may be arranged approximately uniformly along the circumferential direction of the chassis structure, thus ensuring that the weight of the chassis structure is evenly arranged, and avoiding the risk of rolling.

[0035] In order to match the chassis structure to the model of the transport vehicle, the outline of the assembled main frame 100 and subframe 300 should match the model of the transport vehicle, but the subframe 300 itself has a certain size, and when assembled to the main frame 100, the outline of the chassis structure does not match the model of the transport vehicle. Based on this, as shown in Fig. 2, a first mounting space I2 for accommodating the subframe 300 is provided at the edge of the main frame 100 in this embodiment, and the subframe 300 may be detachably connected to the main frame 100 in the first mounting space I2.

[0036] Specifically, the main frame 100 may preset a first mounting space I2 of a size corresponding to the situation of the actual carrier model, and the size of the first mounting space I2 matches the size of the subframe 300, and after the subframe 300 is assembled to the main frame 100, that is, the subframe 300 fills in the missing part of the edge region of the main frame 100, the overall outline of the subframe 300 and the main frame 100 combined matches the carrier model. In this embodiment, the size and outline of the subframe 300 and the main frame 100 are set according to the carrier model, and the outline of the entire chassis structure is further matched to the carrier model.

[0037] Combined with the above embodiment in which the subframe 300 includes multiple frame units 310, the first mounting space I2 is provided between the running wheels 210. In this case, when the frame units 310 are provided in the first mounting space I2, it not only realizes the interleaving of the frame units 310 and the running wheels 210, but also ensures that the overall contour of the chassis structure matches the model of the transport vehicle.

[0038] In this embodiment, the specific outline of the chassis structure is not limited, but as shown in Fig. 1, the chassis structure has an outline similar to a rectangle. At this time, the four frame units 310 are respectively disposed at the four corner positions of the chassis structure, while the running wheels 210 are respectively disposed in the central regions of the side edges of the chassis structure. In other embodiments, the chassis structure may have an outline of a circle, a triangle, etc.

[0039] In some embodiments of the present disclosure, during the design and processing of the main frame 100, force flow analysis and static strength analysis can be performed in advance to optimize the structure of the main frame 100 and improve the utilization rate of materials.

[0040] In this embodiment, the main frame 100 may be detachably connected to the subframe 300 in a number of ways, for example, the main frame 100 and the subframe 300 may be detachably connected by adhesive, snap-fit ​​connection, welding, etc. In another specific embodiment, as shown in Fig. 5, a first step section S1 may be provided on the main frame 100 of this embodiment, a second step section S2 may be provided on the subframe 300, the first step section S1 and the second step section S2 may be provided so as to be stacked vertically, and the first step section S1 and the second step section S2 may be detachably connected to each other by fasteners along the overlapping direction of the first step section S1 and the second step section S2.

[0041] In addition, the main frame 100 uses the first step section S1 as the mounting base of the subframe 300, and in a specific assembly process, the subframe 300 abuts against the first step section S1 via the second step section S2, and based on the fitting relationship between the first step section S1 and the second step section S2, the subframe 300 can be quickly positioned on the main frame 100, and in the case of positioning, the worker can smoothly install the fasteners in the predetermined position to realize the assembly of the subframe 300 on the main frame 100. At the same time, in this embodiment, the fasteners are arranged along the overlapping direction of the first step section S1 and the second step section S2, and there is sufficient working space above or below the first step section S1 and the second step section S2, which makes it easy to connect the first step section S1 and the second step section S2 through the fasteners, and further improves the assembly efficiency of the subframe 300 and the main frame 100.

[0042] It should be noted that this embodiment does not limit the specific type of fastener, and may be a screw, a bolt, a pin, etc. Compared with other detachable connection methods in the related art, the method of realizing a detachable connection relationship by fasteners provides better connection strength between the subframe 300 and the mainframe 100, and further ensures that the chassis structure has good operating stability.

[0043] When combined with the above embodiment in which the subframe 300 includes a plurality of frame units 310, the main frame 100 may have a first step section S1 at any of the four edges located in the first mounting spaces I2 as shown in Fig. 2, and a second step section S2 may be provided at any of the four frame units 310 included in the subframe 300 as shown in Fig. 3, and these first step section S1 and second step section S2 exist independently. In the embodiment in which the subframe 300 is of an integral construction, the subframe 300 has a continuous second step section S2, while the main frame 100 has a corresponding continuous first step section S1 at its edge.

[0044] In the related art, the frame of the chassis structure is an integral structure, and when the transport vehicle moves on an uneven support surface, the chassis structure will shake up and down, causing some areas to rise, causing some of the running wheels 210 to leave the support surface, and there is a risk of the transport vehicle slipping and rolling over. Based on this, as shown in Figures 1 and 2, the main frame 100 of this embodiment includes a front frame body 110 and a rear frame body 120, which are butt-jointed with a hinge so as to form a degree of freedom for folding back between them.

[0045] In addition, with such an installation, the front frame body 110 may be folded back with respect to the rear frame body 120, but the rear frame body 120 may be folded back with respect to the front frame body 110. The degree of freedom of folding back includes the degree of freedom of rising and falling, and when the transport vehicle passes through an uneven support surface, the contact between the running wheels 210 and the support surface can be ensured with an appropriate degree of freedom. Specifically, when a concave support surface is encountered, the front frame body 110 and the rear frame body 120 are folded back relatively, and the front frame body 110 or the rear frame body 120 moves downward by the degree of freedom of falling, and further brings the running wheels 210 into contact with the support surface. When a convex support surface is encountered, the front frame body 110 and the rear frame body 120 are folded back relatively, and the front frame body 110 or the rear frame body 120 moves upward by the degree of freedom of rising, and further brings the running wheels 210 into contact with the support surface.

[0046] Therefore, the front frame body 110 and the rear frame body 120 of this embodiment always keep the running wheels 210 in contact with the support surface by moving up or down, and further, all the running wheels 210 of the chassis structure always keep in contact with the support surface. This ensures the stability of the transport vehicle during the movement process, and optimizes the adaptability of the transport vehicle to various road conditions.

[0047] In this embodiment, a folding gap is provided in advance between the front frame body 110 and the rear frame body 120, and the folding gap can release the above-mentioned degree of freedom of folding. The folding gap provides a rotation space for the front frame body 110 and the rear frame body 120 at the hinge connection point, and can prevent the front frame body 110 and the rear frame body 120 from interfering with each other during rotation.

[0048] As shown in FIG. 2 and FIG. 3, the front frame body 110 and the rear frame body 120 realize a hinge connection by a pin shaft 500. With such an installation, the pin shaft 500 corresponds to a rotation axis between the front frame body 110 and the rear frame body 120, and the pin shaft 500 realizes the relative folding back of the front frame body 110 and the rear frame body 120. As an independent member, the pin shaft 500 is easy to install and remove, and does not occupy too much installation space in the main frame 100. This embodiment does not limit the specific number of the hinge connection structure between the front frame body 110 and the rear frame body 120, and as shown in FIG. 2 and FIG. 3, there are two pin shafts 500, and the two pin shafts 500 are symmetrically arranged on the main frame 100. In this way, it is advantageous to optimize the driving stability of the chassis structure. Of course, the number of pin shafts 500 may be one, three, etc.

[0049] In order to achieve rotational engagement with the pin shaft 500, a connecting arm is installed at the butt point of the front frame body 110 and the rear frame body 120, and a coaxial hole is formed in both the connecting arm of the front frame body 110 and the connecting arm of the rear frame body 120. After the connecting arms of both are butted together, the pin shaft 500 is inserted into the coaxial hole. The pin shaft 500 serves as a rotation axis between the front frame body 110 and the rear frame body 120, and each connecting arm rotates around the pin shaft 500, further achieving relative folding between the front frame body 110 and the rear frame body 120.

[0050] In this embodiment, there are several methods for realizing the hinge connection between the front frame body 110 and the rear frame body 120. In addition to the method of realizing the hinge connection using the pin shaft 500 described above, for example, a rotating shaft is directly installed on one of the connecting arms of the front frame body 110 and the rear frame body 120, and a fitting hole is installed on the other connecting arm, and the rotating shaft is inserted into the fitting hole to rotate and fit.

[0051] If the folding angle between the front frame body 110 and the rear frame body 120 is too large, the entire chassis structure may vibrate violently, which may damage the chassis structure. Based on this, as shown in FIG. 1, the chassis structure of this embodiment further includes a damper device 400 installed at the butting point of the front frame body 110 and the rear frame body 120, and this damper device 400 is for restricting the degree of freedom of folding. In addition, during the operation of the chassis structure of this embodiment, the damper device 400 always restricts the degree of freedom of folding between the front frame body 110 and the rear frame body 120. Even when the transport vehicle passes through a very uneven support surface, the damper device 400 restricts the degree of folding of the front frame body 110 and the rear frame body 120 within an appropriate range, thereby ensuring the operational stability of the chassis structure. At the same time, the damper device 400 damps the vibration with respect to the degree of freedom of folding, constantly consuming the vibration energy transmitted from the support surface, and reducing damage to the chassis structure.

[0052] There are various types of the damper device 400 of this embodiment. Specifically, as shown in Fig. 6, the damper device 400 of this embodiment includes a limiting element 410 and an elastic element 420, the limiting element 410 is installed on one of the front frame body 110 and the rear frame body 120, and the elastic element 420 is installed on the other, the limiting element 410 extends until it is connected to the elastic element 420, and the elastic element 420 is arranged to generate elastic resistance between the front frame body 110 and the rear frame body 120, thereby restricting the degree of freedom of folding.

[0053] Specifically, this embodiment does not limit the specific installation positions of the elastic element 420 and the limiting element 410, but as shown in Figure 6, the limiting element 410 is installed on the front frame body 110, and the elastic element 420 is correspondingly installed on the rear frame body 120. Of course, the limiting element 410 may be installed on the rear frame body 120, and the elastic element 420 may be correspondingly installed on the front frame body 110. In the embodiment shown in Figure 6, if the elastic element 420 is directly installed between the front frame body 110 and the rear frame body 120 based on the installation relationship between the front frame body 110 and the rear frame body 120, the elastic element 420 will be greatly deformed, and the elastic resistance cannot be reliably and effectively generated, and the restraining effect on the degree of freedom of folding will also be reduced. In this embodiment, the limiting element 410 corresponds to a connecting part of the front frame body 110, and when the limiting element 410 extends until it is connected to the elastic element 420, it can be ensured that the elastic element 420 can smoothly provide elastic resistance to the front frame body 110 and the rear frame body 120.

[0054] In a specific operation process, when the front frame body 110 and / or the rear frame body 120 have a degree of freedom to rise, the elastic element 420 is compressed and gradually stores energy. In this way, when the elastic element 420 is compressed, it applies a repulsive force to the front frame body 110 and the rear frame body 120 to prevent them from further folding back, and the energy acting to fold back the front frame body 110 and the rear frame body 120 is gradually consumed, thereby effectively preventing the front frame body 110 and / or the rear frame body 120 from rising too much. When the front frame body 110 and / or the rear frame body 120 have a degree of freedom to fall, the elastic element 420 is stretched and gradually stores energy. In this way, when the elastic element 420 is stretched, it applies a tensile force to the front frame body 110 and the rear frame body 120 to prevent them from further folding back, and the energy acting to fold back the front frame body 110 and the rear frame body 120 is gradually consumed. This effectively prevents the front frame body 110 and / or the rear frame body 120 from lowering too much.

[0055] At the same time, based on the characteristics of the elastic element 420, the front frame body 110 and the rear frame body 120 can be restored as quickly as possible during the recovery deformation process of the elastic element 420, so as to ensure a high flatness time for lifting the chassis structure, and further optimize the driving stability of the chassis structure.

[0056] 6, in order to further prevent the elastic element 420 from being deformed too much and being unable to effectively provide elastic resistance, the main frame 100 of this embodiment is provided with a guide hole 121, at least a part of the elastic element 420 is provided in the guide hole 121, and the limiting element 410 extends to the opening of the guide hole 121 to connect with the elastic element 420. In use, when the elastic element 420 is compressed or stretched and deformed, the hole wall of the guide hole 121 plays a supporting role on the elastic element 420, preventing the elastic element 420 from being deformed too much. In this way, the elastic element 420 can provide elastic resistance to the front frame body 110 and the rear frame body 120 in the preset direction.

[0057] In addition, the elastic element 420 may be a spring, a rubber structure, a foam structure, etc. This embodiment does not limit the specific type of the elastic element 420. This embodiment does not limit the specific type of the limiting element 410. As shown in FIG. 6, the limiting element 410 may be a stopper installed on the front frame body 110. In another embodiment, the limiting element 410 may be an epitaxial connecting arm integrally molded with the front frame body 110. This embodiment also does not limit the specific type of the damper device 400. For example, in the above-mentioned embodiment in which the front frame body 110 and the rear frame body 120 realize a hinge connection by the pin shaft 500 and the connecting arm, the damper device 400 may only include a cushion installed in the pin shaft 500 and the connecting arm, but the reduction of vibration can be realized by increasing friction.

[0058] In the process of using the chassis structure of this embodiment, if the size of the entire chassis structure is changed by replacing the subframe 300 with a different size, the running wheel group 200 cannot be matched. This causes the chassis structure to have poor stability during operation. Based on this, as shown in Figs. 2 and 3, in this embodiment, the running wheel group 200 includes a plurality of running wheels 210, and the main frame 100 is provided with a second mounting space I3 and a mounting base M, and the mounting base M is provided around the second mounting space I3 that accommodates the running wheels 210, and the mounting base M is for fixing and mounting the running wheels 210. Along the direction from the center to the edge of the main frame 100, the mounting base M has a plurality of fixing positions.

[0059] Specifically, due to the existence of the second mounting space I3, the mounting position of the running wheel 210 is preset on the main frame 100, and no matter what size the subframe 300 is changed to, there is no interference with the running wheel 210. The mounting base M is the mounting base of the running wheel 210, and the mounting base M is provided around the second mounting space I3. This ensures that the running wheel 210 is located in the second mounting space I3 after being mounted.

[0060] At the same time, the chassis structure of this embodiment achieves matching between the running wheel group 200 and the chassis structure by installing the running wheels 210 at different fixed positions on the mounting base M. When the size of the subframe 300 is small, the running wheels 210 are adjusted to be installed at fixed positions close to the center of the main frame 100 on the mounting base M. In this way, the range of the supporting action performed by the running wheel group 200 is more compact. When the size of the subframe 300 is large, the running wheels 210 are adjusted to be installed at fixed positions close to the edge of the main frame 100 on the mounting base M. In this way, the range of the supporting action performed by the running wheel group 200 is further expanded. In summary, by such installation, the running wheel group 200 of this embodiment adjusts the specific installation position of each running wheel 210 according to the size of the subframe 300 to ensure that the running wheel group 200 matches the size of the entire chassis structure.

[0061] In this embodiment, there is no restriction on the specific connection relationship between the running wheels 210 and the mounting base M. For example, the mounting base M is provided with different snap joints, and the running wheels 210 snap-fit ​​with the mounting base M, and the running wheels 210 are fitted into the different snap joints to achieve position adjustment. In another specific embodiment, as shown in FIG. 2, two rows of mounting holes are sequentially provided on the mounting base M along the direction from the center to the edge of the main frame 100, and the two rows of mounting holes are arranged opposite each other in a one-to-one relationship, and the running wheels 210 are fixedly mounted on the mounting base M by fitting the fasteners into the mounting holes, and the different rows of mounting holes determine different mounting positions of the running wheels 210.

[0062] 2, if each mounting base M has four rows of mounting holes and the running wheel 210 realizes fixing through only one row of mounting holes, the running wheel 210 has four fixing positions along the direction from the center to the edge of the main frame 100. If the running wheel 210 realizes fixing through two rows of mounting holes, the running wheel 210 has three fixing positions along the direction from the center to the edge of the main frame 100, sequentially through the first and second rows of four mounting holes, the second and third rows of four mounting holes, and the third and fourth rows of four mounting holes.

[0063] 6, the mounting base M may be installed as a boss structure to facilitate the installation of the running wheel 210. When combined with the embodiment in which the damper device 400 described above includes the elastic element 420 and the limiting element 410, the limiting element 410 is attached to the mounting base M, so that there is a height difference between the limiting element 410 connected to the front frame body 110 and the surface of the rear frame body 120, which makes it easier to install the elastic element 420 and allows the elastic element 420 to have a deformation distance.

[0064] Of course, this embodiment does not limit the specific structure of the mounting base M. In other embodiments, the mounting base M may have only one row of mounting holes, but the mounting reliability and stability of such a running wheel 210 is inferior to the embodiment having two rows of mounting holes described above. The structure of the mounting base M may be related to the layout of the structure of the main frame 100.

[0065] Based on the above-mentioned chassis structure, an embodiment of the present disclosure further provides a transport vehicle, including a functional assembly and the above-mentioned chassis structure, and the functional assembly is mounted on the chassis structure. The transport vehicle of this embodiment can be an AGV, a RGV, an IGV, etc., and the present disclosure does not limit the specific type of the transport vehicle.

[0066] In the above embodiments of the present disclosure, the differences between the embodiments have been described with emphasis. However, the different optimal features of the embodiments may be combined to form a more preferred embodiment, provided they are not inconsistent with each other, and for the sake of brevity, the description thereof will be omitted here.

[0067] The above is merely an embodiment of the present disclosure, and is not intended to limit the present disclosure. For those skilled in the art, the present disclosure may have various modifications and variations. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present disclosure should be included in the scope of the claims of the present disclosure. [Explanation of symbols]

[0068] 100: Main frame, 110: Front frame body, 120: Rear frame body, 121: guide hole, I1: first mounting area, I2: first mounting space, S1: 1st staircase section, S2: 2nd staircase section, I3: 2nd mounting space, M: Mounting base, 200: running wheel group, 210: running wheel, 300: subframe, 310: frame unit, 311: second mounting region, S2: 2nd staircase section, 400: damper device, 410: limiting element, 420: elastic element, 500: Pin shaft.

Claims

1. A chassis structure applied to a transport vehicle, The mainframe and A group of running wheels attached to the main frame; a subframe that is removably connected to the mainframe; The subframe is installed along at least a part of an edge of the main frame and avoids the group of running wheels; the group of running wheels includes a plurality of running wheels, the subframe includes a plurality of frame units, and the running wheels and the frame units are alternately arranged along a circumferential direction of the main frame, Chassis structure.

2. A first mounting space for accommodating the subframe is provided at an edge of the main frame, and the subframe is removably connected to the main frame in the first mounting space. The chassis structure according to claim 1 .

3. the subframe is provided with a second mounting area for mounting at least one of a main control module, a drive module, and a power module; The chassis structure according to claim 1 .

4. A first step section is installed on the main frame, a second step section is installed on the subframe, the first step section and the second step section are installed so as to be stacked vertically, and the first step section and the second step section are removably connected to each other by fasteners along the overlapping direction of the first step section and the second step section. The chassis structure according to claim 1 .

5. The main frame includes a front frame body and a rear frame body, and the front frame body and the rear frame body are butt-jointed and hinged to each other so as to provide a degree of freedom for folding between them. The chassis structure according to claim 1 .

6. The vehicle further includes a damper device disposed at a joint between the front frame body and the rear frame body, the damper device being for restricting the degree of freedom of the folding back. The chassis structure according to claim 5.

7. The damper device includes a limiting element and an elastic element, the limiting element is installed on one of the front frame body and the rear frame body, and the elastic element is installed on the other of the front frame body and the rear frame body, the limiting element extends until it is connected to the elastic element, and the elastic element is arranged to constrain the degree of freedom of the folding by generating an elastic resistance between the front frame body and the rear frame body. The chassis structure according to claim 6.

8. The main frame is provided with a second mounting space and a mounting base, the mounting base is installed around the second mounting space that accommodates the running wheels, the mounting base is for fixing and mounting the running wheels, and the mounting base has a plurality of fixing positions along a direction from the center of the main frame to an edge portion. The chassis structure according to claim 1 .

9. A functional assembly; and a chassis structure according to any one of claims 1 to 8, the functional assembly is attached to the chassis structure; Transport vehicle.

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