Articulated Chassis for AGV Load Distribution
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Solution Overview
Problem
Existing driverless transport vehicles with three axles face challenges in load distribution, particularly on uneven surfaces and ramps, leading to tilting and discontinuity, and require complex structures for load compensation.
Innovation Solution
A chassis design with a load-carrying platform on a support frame, where the chassis is arranged vertically below the platform, featuring a longitudinal beam with articulated joints and a coupling element, allowing for defined mass distribution across three axles, enabling operation on uneven surfaces and ramps with a simple and cost-effective structure.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Force
If the drive axle is positioned vertically below a connecting plane to concentrate load on the drive axle, then the drive torque transfer is improved, but the vehicle becomes unsuitable for uneven ground and ramps, and requires the drive axle to accommodate the total load
Solution Approach 1:
The vehicle body is divided into two separate body portions (front body portion and rear body portion) that can move independently relative to each other. The drive axle is connected to the front body portion while the trailing axle is connected to the rear body portion, allowing each body portion to independently adapt to terrain variations while maintaining load on the drive wheels.
Solution Approach 2:
The connection between the front and rear body portions is made dynamic rather than rigid. The body portions can pivot and move relative to each other about a pivot axis, enabling the vehicle to adapt to uneven ground and ramps while keeping the drive axle loaded.
2Force
If spring elements are used to balance load between three axles, then the chassis structure becomes complex and load balancing may be incomplete
Solution Approach 1:
The vehicle is segmented into two independent body portions that pivot relative to each other. This segmentation replaces complex spring-based load balancing mechanisms with a simpler geometric arrangement where the pivot connection naturally allows load distribution without additional balancing components.
Solution Approach 2:
The static load balancing problem is converted into a dynamic system where the relative motion between body portions automatically adjusts load distribution. The pivot connection enables the rear body portion to move independently, creating a dynamic adaptation to terrain without complex balancing mechanisms.
3Force
If the vehicle tilts around its transverse axis to shift support load between axles, then load redistribution is achieved, but unsteadiness occurs during driving
Solution Approach 1:
By segmenting the vehicle into two body portions that pivot relative to each other, the system allows load redistribution without requiring the entire vehicle to tilt. Each body portion maintains its orientation independently, preventing the unsteadiness that would result from whole-vehicle tilting.
Solution Approach 2:
The pivot connection acts as a counterbalancing mechanism that prevents unwanted tilting of the entire vehicle. When one body portion experiences terrain variations, the pivot allows independent movement rather than forcing the entire vehicle to tilt, maintaining driving steadiness.
Data Source
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AI summary
The invention relates to a driverless transport vehicle (1), in particular for the transport of load carriers, which has a support frame (3), a chassis (4) and a load receiving platform (5) for receiving a load carrier, wherein the load receiving platform (5) is arranged on the support frame (3) and the support frame (3) and the chassis (4) are arranged in a vertical direction below the load receiving platform (5), wherein the chassis (4) has a central axle (10) with two non-steered wheels (10a, 10b), a front axle (11) with at least one steered wheel unit (11a) and a rear axle (12) with at least one steered wheel unit (12a).According to the invention, the central axle (10) and the front axle (11) of the chassis (4) are arranged on a first boom (15) which is articulatedly connected to the support frame (3) by means of a first articulating axle (G1) which has a horizontal pivot axis (S1) extending in the transverse direction (Q) of the vehicle, and the rear axle (12) of the chassis (4) is arranged on a second boom (16) which is articulatedly connected to the central axle (10) or the first boom (15) by means of a second articulating axle (G2) which has a horizontal pivot axis (S2) extending in the transverse direction (Q) of the vehicle, wherein the second boom (16) is connected to the support frame (3) by means of a coupling element (20) which is articulatedly connected to the second boom (16) and to the support frame (3).