阅读说明：本技术 自动导引运输车及其底盘组件 (Automated guided vehicle and chassis assembly thereof ) 是由 刘哲 王悦翔 尹慧昕 曹抒阳 于 2019-08-23 设计创作，主要内容包括：本发明公开了一种车辆底盘组件和自动导引运输车,车辆底盘组件包括底盘、驱动轮以及至少两个辅助轮。该驱动轮以及至少两个辅助轮可转动地连接在底盘上,且至少两个辅助轮分别布置在驱动轮的前后两侧。驱动轮与其中一个辅助轮接触行驶面时,另一个辅助轮悬空。本发明通过整体的结构形成减震功能,使得车辆底盘组件能够减缓冲击力,适应不同运输环境。(The invention discloses a vehicle chassis assembly and an automatic guided vehicle. The driving wheel and the at least two auxiliary wheels are rotatably connected to the chassis, and the at least two auxiliary wheels are respectively arranged on the front side and the rear side of the driving wheel. When the driving wheel contacts with one auxiliary wheel, the other auxiliary wheel is suspended. The vehicle chassis assembly has a shock absorption function through an integral structure, so that the vehicle chassis assembly can reduce impact force and is suitable for different transportation environments.)

1. A vehicle chassis assembly is characterized by comprising a chassis, a driving wheel and at least two auxiliary wheels, wherein the driving wheel and the at least two auxiliary wheels are rotatably connected to the chassis, the at least two auxiliary wheels are respectively arranged on the front side and the rear side of the driving wheel, and when the driving wheel is in contact with one of the auxiliary wheels, the other auxiliary wheel is suspended.

2. The vehicle chassis assembly of claim 1, wherein a shock absorbing device is disposed on at least one of the at least two auxiliary wheels.

3. The vehicle chassis assembly of claim 1, wherein when the chassis is parallel to the running surface, the drive wheel contacts the running surface and the at least two auxiliary wheels are suspended; in one embodiment, the drive wheel and the auxiliary wheel are each rigidly connected to the chassis.

4. The vehicle chassis assembly of claim 1, wherein the at least two auxiliary wheels are disposed on respective left and right front and rear sides of the drive wheel or the at least two auxiliary wheels are disposed on respective right and left front and rear sides of the drive wheel.

5. The vehicle chassis assembly of claim 1, comprising two drive wheels arranged side by side in a middle portion of the chassis and two auxiliary wheels arranged at a front portion and a rear portion of the chassis, respectively, and at both sides of the chassis, respectively; in one embodiment, the two auxiliary wheels are arranged inside the two driving wheels.

6. The vehicle chassis assembly of claim 2, wherein the shock absorbing device is an elastic member disposed on the auxiliary wheel; in one embodiment, the resilient member is a spring.

7. The vehicle chassis assembly of claim 2, wherein the shock absorbing device includes an auxiliary wheel support plate to which the auxiliary wheel is coupled, a guide member having one end fixed to the support plate or the chassis and the other end slidably passing through the chassis or the support plate, and an elastic member provided on the guide member.

8. The vehicle chassis assembly of claim 7, wherein the guide member is a guide post, the auxiliary wheel support plate is provided with a guide hole, a lower end of the guide post is fixed to the chassis, and an upper end of the guide post passes through the guide hole and is provided with the elastic member.

9. The vehicle chassis assembly of claim 7, wherein the shock-absorbing device includes four guide posts, the auxiliary wheel supporting plate is provided with four guide holes, lower ends of the four guide posts are fixedly connected with the chassis, upper ends of the four guide posts respectively pass through the four guide holes, and an elastic member is provided at an upper end of the at least one guide post; in one embodiment, the upper ends of the four guide posts are provided with the elastic members.

10. An automated guided vehicle, characterized in that it has a vehicle chassis assembly according to any one of claims 1-9; in one embodiment, at least one of the at least two auxiliary wheels is a universal wheel.

Technical Field

The invention relates to the field of transportation devices, in particular to a vehicle chassis assembly.

Background

The automated guided vehicle is a vehicle equipped with an electromagnetic or optical automated guide device, which can travel along a predetermined guide path and has safety protection and various transfer functions. However, the inventor of the present invention has found that the existing automatic guided vehicle may receive a large impact force when braking or encountering an uneven condition, thereby generating a jolt or causing damage to components.

Disclosure of Invention

It is an object of the present invention to provide a vehicle chassis assembly that addresses at least one of the problems with the prior art described above.

In order to solve the above problems, according to one aspect of the present invention, there is provided a vehicle chassis assembly including a chassis, a driving wheel and at least two auxiliary wheels rotatably coupled to the chassis, the at least two auxiliary wheels being respectively disposed at front and rear sides of the driving wheel, and one of the driving wheel and the auxiliary wheel being suspended when the other auxiliary wheel contacts a driving surface.

In one embodiment, at least one of the at least two auxiliary wheels is provided with a shock absorbing device.

In one embodiment, when the chassis is parallel to the driving surface, the driving wheel contacts the driving surface, and the at least two auxiliary wheels are suspended.

In one embodiment, the at least two auxiliary wheels are arranged at the front left side and the rear right side of the driving wheel or the at least two auxiliary wheels are arranged at the front right side and the rear left side of the driving wheel.

In one embodiment, the vehicle chassis assembly comprises two drive wheels arranged side by side in the middle of the chassis and two auxiliary wheels arranged respectively in the front and rear of the chassis and on either side of the chassis; in one embodiment, the two auxiliary wheels are arranged inside the two driving wheels.

In one embodiment, the chassis is a rectangular chassis and the two auxiliary wheels are arranged on two corners of the rectangular chassis where one diagonal is located.

In one embodiment, the shock absorbing device is an elastic member disposed on the auxiliary wheel, and the impact of the ground on the auxiliary wheel is relieved by the elastic member.

In one embodiment, the resilient member is a spring.

In one embodiment, the shock-absorbing device includes an auxiliary wheel support plate, a guide member, and an elastic member, the auxiliary wheel is coupled to the support plate, one end of the guide member is fixed to the support plate or the chassis, and the other end of the guide member slidably passes through the chassis or the support plate, the guide member is provided with an elastic member, and an impact of the traveling surface against the auxiliary wheel is alleviated by an elastic force of the elastic member.

In one embodiment, the guide member is a guide post, the auxiliary wheel support plate is provided with a guide hole, the lower end of the guide post is fixed on the chassis, and the upper end of the guide post passes through the guide hole and is provided with the elastic member.

In one embodiment, the damping device comprises four guide posts, the auxiliary wheel support plate is provided with four guide holes, the lower ends of the four guide posts are fixedly connected with the chassis, the upper ends of the four guide posts respectively penetrate through the four guide holes, and the upper end of at least one guide post is provided with an elastic part.

In one embodiment, the upper ends of the four guide posts are provided with the elastic members.

In one embodiment, the vehicle chassis assembly is an automated guided vehicle; in one embodiment, at least one of the at least two auxiliary wheels is a universal wheel.

The invention can play a role of buffering through the integral structure, and has simple structure and low cost. Further, overall structure forms the one-level shock attenuation, and damping device forms the second grade shock attenuation for vehicle chassis subassembly has multiple shock-absorbing function, slows down the impact force, can adapt to different transportation environment.

Drawings

Fig. 1 to 3 are structural schematic views of different states of a vehicle chassis assembly according to an embodiment of the present invention, in which fig. 1 shows a balanced state in which only a driving wheel contacts the ground, and fig. 2 to 3 show states in which the driving wheel and one of auxiliary wheels contact the ground, respectively.

Fig. 4 is an enlarged view of a portion of the auxiliary wheel of fig. 1.

FIG. 5 is a schematic bottom view of a vehicle chassis assembly according to an embodiment of the present invention.

Fig. 6 is a schematic structural view of an automated guided vehicle according to an embodiment of the present invention.

Detailed Description

The embodiments of the present invention will be described in detail below with reference to the accompanying drawings in order to more clearly understand the objects, features and advantages of the present invention. It should be understood that the embodiments shown in the drawings are not intended to limit the scope of the present invention, but are merely intended to illustrate the spirit of the technical solution of the present invention.

In the following description, for the purposes of illustrating various disclosed embodiments, certain specific details are set forth in order to provide a thorough understanding of the various disclosed embodiments. One skilled in the relevant art will recognize, however, that the embodiments may be practiced without one or more of the specific details. In other instances, well-known devices, structures and techniques associated with this application may not be shown or described in detail to avoid unnecessarily obscuring the description of the embodiments.

Reference throughout this specification to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment. Thus, the appearances of the phrases "in one embodiment" or "in an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.

In the following description, for the purposes of clearly illustrating the structure and operation of the present invention, directional terms will be used, but terms such as "front", "rear", "left", "right", "outer", "inner", "outer", "inward", "upper", "lower", etc. should be construed as words of convenience and should not be construed as limiting terms.

Fig. 1 to 3 are structural schematic views of different states of the vehicle chassis assembly of the present invention, in which fig. 1 shows a balanced state in which only the driving wheel 20 contacts the ground, and fig. 2 to 3 show a state in which the driving wheel 20 and one of the auxiliary wheels 30 contact the ground, respectively. As shown in fig. 1-3, the vehicle chassis assembly 100 of the present invention generally includes a chassis 10, a drive wheel 20, and at least two auxiliary wheels 30. The driving wheel 20 and at least two auxiliary wheels 30 are rotatably connected to the chassis 10, and the at least two auxiliary wheels 30 are respectively disposed at both front and rear sides of the driving wheel, i.e., one auxiliary wheel 30 is disposed in front of the driving wheel and the other auxiliary wheel 30 is disposed behind the driving wheel 20.

As shown in fig. 1, when the chassis 10 is substantially parallel to the ground 40 (it will be understood by those skilled in the art that the ground 40 may also be other platforms on which the vehicle chassis assembly 100 travels, also referred to as a tread surface), the drive wheel 20 contacts the ground, and the two auxiliary wheels 30 are spaced from the ground and thus in a suspended state. In this ideal situation, the vehicle chassis assembly 100 remains horizontally stationary relative to the ground. The vehicle chassis assembly 100 is constructed in a seesaw structure as a whole with the driving wheel 20 as a fulcrum, that is, when the front auxiliary wheel 30 moves downward to contact the ground, the height of the rear auxiliary wheel 30 from the ground increases, and when the rear auxiliary wheel 30 moves downward to contact the ground, the height of the front auxiliary wheel 30 from the ground increases. In one embodiment, the drive wheel 20 and the auxiliary wheel 30 are each rigidly connected to the chassis 10.

Referring to fig. 2-3, the entire vehicle chassis assembly 100 of fig. 2 is tilted to the right, i.e., the left auxiliary wheel 30 is off the ground, and the drive wheel 20 is in contact with the right auxiliary wheel 30, while the entire vehicle chassis assembly 100 of fig. 3 is tilted to the left, i.e., the right auxiliary wheel 30 is off the ground, and the drive wheel 20 is in contact with the left auxiliary wheel 30.

Specifically, for example, when the vehicle chassis assembly 100 is started from a left-leaning state or a right-leaning state, braked or encounters an uneven condition, the vehicle chassis assembly may perform a left-leaning motion or a right-leaning motion with the driving wheel 20 as a pivot, and work is performed against gravity during the motion process, so as to consume an impact force, thereby playing a role of buffering.

At least one of the at least two auxiliary wheels of the invention may also be provided with a damping device, which in this embodiment is realized by an elastic member, such as a spring, the realization of which is described in detail below.

Fig. 4 shows an auxiliary wheel 30 of one embodiment of the invention. As shown in fig. 4, the shock-absorbing device includes an auxiliary wheel support plate 31, a guide post 32, and a spring 33. The auxiliary wheel 30 includes a connecting member 34 and a wheel body 35, the upper end of the connecting member 34 is fixed on the auxiliary wheel support plate 31, the lower end of the connecting member 34 is provided with the wheel body 35, the chassis 10 is provided with a wheel body mounting hole (not shown) for mounting the wheel body 35, and the wheel body 35 is accommodated in the wheel body mounting hole, so that the overall height can be reduced, and the operation is more stable. A guide post 32 is disposed between the auxiliary wheel support plate 31 and the chassis 10, the auxiliary wheel support plate 31 is provided with a guide hole (not shown), a lower end of the guide post 32 is fixed on an upper surface of the chassis 10, and an upper end of the guide post 32 slidably passes through the guide hole of the auxiliary wheel support plate 31 and is provided with a spring 33. A spring 33 is provided around the upper end of the guide post 32 such that the lower end of the spring 33 abuts on the upper surface of the auxiliary wheel support plate 31, and the upper end of the spring 33 is fixed by means such as a lock nut. When encountering a scene of bumping or starting, etc., the auxiliary wheel 30 compresses the spring upward by the auxiliary wheel support plate 31 for shock absorption. In another embodiment, the upper end of the guide post is fixed to the lower surface of the auxiliary wheel support plate, the lower end of the guide post slidably passes through the guide hole of the chassis and is provided with a spring, the spring is disposed around the lower end of the guide post and makes the upper end of the spring abut against the lower surface of the chassis, and the lower end of the spring is fixed by a device such as a lock nut. In another embodiment, the spring may be disposed at other positions of the guide post as long as the shock absorption can be achieved.

In other embodiments, other forms of guide structure may be employed to allow the support plate to be slidable relative to the base plate, or the base plate to be slidable relative to the support plate. In this case, springs may be provided on the respective portions of the guide structure to achieve damping.

Although springs are used in the above embodiments to achieve the damping function on the auxiliary wheel, it will be understood by those skilled in the art that other damping means may be provided to achieve the damping function, such as replacing the springs with damping rubber blocks, or achieving the damping function by hydraulic damping, pneumatic damping, etc.

It will be appreciated that when the auxiliary wheels and the drive wheels are disposed below the chassis, the chassis itself may be supported without the need for a support plate. In this case, a shock absorbing device may be provided between the auxiliary wheel and the chassis. In an embodiment where the auxiliary wheels are provided with damping means, the driving wheels remain rigidly connected to the chassis.

Fig. 5 is a schematic bottom view of the vehicle chassis assembly 100 of the present invention. As shown in fig. 5, in one embodiment of the present invention, two driving wheels 20 and two auxiliary wheels 30 are included, wherein the two driving wheels 20 are arranged side by side in the middle of the chassis 10, and the two auxiliary wheels 30 are respectively arranged in the front and rear of the chassis 10 and are respectively located at both sides of the chassis. In the embodiment shown in fig. 5, the chassis 10 is a rectangular chassis, and the two auxiliary wheels 30 are arranged approximately at two corners of the rectangular chassis where one diagonal is located. The arrangement ensures that the vehicle chassis component can run stably and has a good damping function, and the number of auxiliary wheels can be saved. In another embodiment, the chassis may be configured in any other shape according to the actual requirement, and is not limited to the rectangle described above. Further in the embodiment shown in fig. 5, the two auxiliary wheels are arranged inside the two driving wheels, so that the overall centre of gravity is more stable. In another embodiment, a person skilled in the art can arrange more auxiliary wheels 30 according to actual needs (such as chassis shape and size, etc.), and arrange the auxiliary wheels inside and/or outside the two driving wheels according to actual needs, as long as the seesaw structure can be constructed.

In another embodiment, only one driving wheel can be provided, the one driving wheel is arranged in the middle of the chassis, the two auxiliary wheels are respectively arranged in front of and behind the one driving wheel and are arranged in a staggered manner, namely one is arranged on the left side of the driving wheel, and the other is arranged on the right side of the driving wheel, so that the structure is simpler. In one embodiment, the two auxiliary wheels and the one driving wheel form a triangle, so that the overall center of gravity is stable. In another embodiment, more auxiliary wheels may be arranged around the one driving wheel as long as a seesaw structure can be constructed.

In the embodiment shown in fig. 5, it can also be seen that the damping device includes four guiding pillars 32, the auxiliary wheel supporting plate 31 is provided with four guiding holes, the lower ends of the four guiding pillars are fixedly connected with the chassis 10, the upper ends of the four guiding pillars respectively penetrate through the four guiding holes, and the upper end of at least one guiding pillar 32 is provided with an elastic member 33. In one embodiment, the elastic members 33 may be disposed at the upper ends of the four guide posts, so that the operation is more stable. In another embodiment, more or fewer guide posts may be provided, or other forms of guide structures such as guide bars may be provided, as desired.

Fig. 6 is a schematic structural view of an automated guided vehicle according to an embodiment of the present invention. As shown in fig. 6, the automated guided vehicle of the present invention includes the vehicle chassis assembly 100 and the box body 200, the box body 200 is formed above the vehicle chassis assembly 100, and the vehicle chassis assembly 100 may be a part of the box body 200, so as to be integrally formed with the box body 200, which is convenient to manufacture and assemble and is particularly suitable for light vehicles. The vehicle chassis assembly 100 may also be a structure separate from the case 200, thereby mounting the case 200 to the vehicle chassis assembly 100.

It will be understood by those skilled in the art that although the automated guided vehicle enclosure 200 shown in fig. 6 is a closed enclosure, the enclosure 200 may be an open enclosure, such as open at the top (i.e., not including a roof), open at the rear, etc.

Further, the vehicle chassis assembly of the present invention may be applied to various tools for performing transportation functions, including, but not limited to, tools such as automated guided vehicles, transfer robots, and the like.

The driving wheel 20 of the present invention refers to a wheel body connected to or powered by the driving unit, for example, the driving wheel may be connected to a driving motor, and the driving motor rotates to drive the driving wheel. The auxiliary wheel of the present invention refers to a wheel member without driving function, in one embodiment, the auxiliary wheel can be a universal wheel, and in another embodiment, at least one auxiliary wheel can be a universal wheel.

The vehicle chassis component takes the driving wheel as a fulcrum under an ideal state, the auxiliary wheel is suspended in the air, and the vehicle body keeps a horizontal static state relative to the ground, so that a seesaw structure is integrally formed. Due to the complexity of the actual situation, the position of the center of gravity deviates, the vehicle body inclines leftwards to cause the auxiliary wheel and the driving wheel to simultaneously contact the ground, or inclines rightwards to cause the auxiliary wheel and the driving wheel to simultaneously contact the ground, so that a new static state is formed.

When the vehicle chassis component is started and braked from a left-leaning state or a right-leaning state or meets the condition of unevenness, the trolley can perform left-leaning or right-leaning motion by taking the driving wheel as a fulcrum, and overcomes gravity to do work in the motion process, so that the impact force is consumed, and the buffering effect is achieved. In addition, because still be equipped with shock-absorbing structure on the auxiliary wheel, specifically for the auxiliary wheel is fixed in the auxiliary wheel backup pad, the auxiliary wheel backup pad is fixed on the guide post to can follow the guide post and upwards compress the spring, play the cushioning effect, consequently whole seesaw structure is as one-level shock-absorbing structure, and the spring is as second grade shock-absorbing structure, makes shock resistance obtain greatly improving.

While specific embodiments of the present invention have been described in detail above, it will be appreciated that various alterations and modifications of the invention are possible to those skilled in the art after reading the above teachings of the invention. Such equivalents are intended to fall within the scope of the claims appended hereto.