KR100493214B1 - Omni-directional vehicle with continuous variable transmission - Google Patents

Abstract

An omnidirectional vehicle having a continuously variable function includes a body, a plurality of omnidirectional wheels, and a support for supporting the omnidirectional wheels on the body, and the omnidirectional wheels are steered to the support of at least one omnidirectional wheel among the plurality of omnidirectional wheels. A steering unit is installed, a synchronization unit for synchronizing the steering of all installed steering units is installed, and steering shafts, which are rotation centers of the steering units, are independently installed, and are continuously variable by steering of the omnidirectional wheel in which the steering unit is installed. .

Description

Omni-directional vehicle with continuous variable transmission}

The present invention relates to an omni-directional vehicle having a continuously variable function, and more particularly, an omni-directional vehicle which steers the omnidirectional wheel in an omnidirectional vehicle using a plurality of omnidirectional wheels. It is about a vehicle.

In the present invention, the vehicle refers to a mechanism for moving a person or an object. Cars, autonomous mobile robots and electric wheelchairs are typical examples. Vehicles currently applied and used are generally driven by independent two driving wheel mechanisms or steering and driving mechanisms, which have limited movement. One of the typical limitations is the inability to move to the side without rotating the body while moving forward. Due to this limitation of movement, it is difficult to move in a narrow space such as when parking a car, and it is necessary to calculate a complicated path to reach a desired position.

The omni-directional vehicle was developed to compensate for this drawback. The omni-directional vehicle improves the vehicle's athletic ability and enables movement of three degrees of freedom (front, rear, left, and right) in a two-dimensional plane, and thus can travel in any direction in any posture.

Until now, various kinds of omnidirectional mechanisms for such omnidirectional vehicles have been studied. The omnidirectional mechanism developed to date can be largely classified into a method of using a conventional vehicle wheel and a method of using a wheel specifically designed for omnidirectional driving. The off-centered wheel mechanism is a typical mechanism using conventional wheels. For driving in all directions, steering wheels are provided on each wheel so that a certain distance from the center of the wheel is provided, and each wheel is steered and driven. In all directions.

Many mechanisms using wheels designed specifically for omnidirectional driving have also been developed. Universal wheel, Mecanum wheel, Double wheel, Alternate wheel, Half wheel, Orthogonal wheel, Ball wheel wheel). Although they vary in form, they have two modes in common: an active mode that transmits driving force through rotation of a wheel and a passive mode that can rotate freely without transmitting driving force. These wheels, which have active and passive modes and can be used for omnidirectional driving, are collectively called omnidirectional wheels.

Various types of omnidirectional wheels used in omnidirectional vehicles are shown in FIG. 1. The omnidirectional wheel shown in FIG. 1A is a universal wheel. The universal wheel is the most classic of all-wheels, and consists of several manual rollers capable of freely rotating different rotation axes. Here, the rotation axis of each manual roller is configured in the direction in contact with the circumference of the wheel. The mecanum wheels shown in (b) are arranged at an angle of 45 degrees around the wheels, and the double wheels shown in (c) are two wheels overlapped. The alternate wheel shown in (d) is arranged alternately between a small roller and a large roller, and the half wheel shown in (e) is arranged by overlapping rollers cut in half of an existing roller type. The orthogonal wheel shown in (f) arrange | positions the rotation axis of two rollers vertically. The ball wheel shown in (g) implements active mode and passive mode using spherical wheels. Unlike the conventional vehicle wheels, the omnidirectional wheels simultaneously have a direction of transmitting driving force in an active mode and a direction of free rotation by an external force in a passive mode as described above.

The omnidirectional vehicle using the omnidirectional wheel can change the vehicle speed ratio according to the arrangement of the wheels. For example, as shown in (a) of FIG. 2, two beams 12 rotate about a common steering shaft 11 installed at the center, and the two beams are constrained to move left and right symmetrically by a gear. At the end, a structure in which the ball wheel 13 and the motor are installed to perform omnidirectional driving is registered in US Patent 5927423. In this structure, when the beam rotates around the steering shaft as shown in (b) or (c) of FIG. 2, the direction of the active and passive modes of the ball wheel with respect to the vehicle is changed. This acts as a continuously variable transmission by performing a function of correcting the speed ratio in the direction to proceed.

The continuously variable transmission is a transmission capable of continuously changing the speed ratio, which is the ratio of the speed of the vehicle to the rotational speed of the wheel, and the driving force ratio, which is the ratio of the driving force of the vehicle to the wheel driving force. Such a continuously variable transmission may increase the maximum speed and the maximum driving force that can be generated by using the same actuator when the speed ratio that can be changed is wide.

However, the structure of US Pat. No. 5,927,423 structurally limits the range of the steering angle as the two beams 12 rotate with a common steering axis 11. That is, when the beam rotates, the shape of the four-point wheels contacting the ground changes, and when the rotation angle of the beam is greater than or equal to a certain value, the width or length of the shape contacting the ground decreases, thereby making it impossible to secure vehicle stability. Therefore, since the beam rotation range is limited to secure the stability of the vehicle, the range of the speed ratio of the continuously variable transmission is limited, thereby limiting the performance related to the maximum speed and the maximum driving force.

Therefore, in the above-described conventional technology, a structure capable of securing the stability of the omnidirectional vehicle and increasing the range of the speed ratio of the continuously variable transmission by compensating the disadvantage of the omnidirectional vehicle having the continuously variable function is required.

The present invention has been made to solve the above problems, by installing the steering shaft of the front wheel independently of each wheel to increase the range of the speed ratio of the continuously variable function, thereby improving the performance of the entire vehicle. An object of the present invention is to provide an omnidirectional vehicle having a continuously variable speed function.

In order to achieve the above object, the omnidirectional vehicle having the continuously variable function according to the present invention includes a body, a plurality of omnidirectional wheels, and a support for supporting omnidirectional wheels on the body, and at least one of a plurality of omnidirectional wheels. A steering part for steering the omni-directional wheels is installed on the support of the omni-directional wheels, a synchronization part for synchronizing the steering of all installed steering parts is installed, and steering shafts, which are rotation centers of the steering parts, are installed independently of each other. It can be continuously shifted by steering of all-wheels.

Such an omnidirectional vehicle is preferably provided with an actuator for driving the omnidirectional wheel and a control unit for controlling the actuator. Here, the actuator refers to all means capable of converting stored energy into rotational kinetic energy, such as an electric motor driven by electricity, a hydraulic motor driven by hydraulic pressure, or a pneumatic motor driven by pneumatic pressure.

At this time, in order to feedback control the speed or position of the omnidirectional wheel, and to measure the rotational information such as the speed and position of the omnidirectional wheel and to measure the feedback to control the driving force of the actuator driving the omnidirectional wheel. It is preferable that a sensor is installed.

In addition, it is preferable that a sensor is further provided for measuring the synchronized steering angle in order to feedback control the synchronized steering angle.

When steering is difficult or impossible due to the movement of the omnidirectional wheel in steering with respect to the steering unit, it is preferable to directly steer by installing a separate actuator for steering of the steering unit.

In addition, it is preferable to further provide a fixing device for fixing the steering angle when steering is not desired during the movement of the omnidirectional vehicle.

It is possible to perform steering by installing four omnidirectional wheels and installing steering parts on the support portions of the four omnidirectional wheels to control the movement of the omnidirectional wheels.

Preferably, the steering shaft may be installed so as to pass the point where the omni-directional wheel contacts the ground, and may be steered independently of the driving of the omni-directional wheel, and may be installed to have a predetermined distance from the point where the omni-directional wheel contacts the ground. Driving of the directional wheels may also affect steering.

Preferably, the synchronizing portion is composed of a mechanism that can be configured to move the steering portion at the same time, such as consisting of a steering link, a connecting link, a linear guide, a gear train, a pulley and a timing belt.

In addition, in an omnidirectional vehicle in which four or more omnidirectional wheels are used, it is preferable that a suspension device is installed at the support of the omnidirectional wheel.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. Prior to this, terms or words used in the specification and claims should not be construed as having a conventional or dictionary meaning, and the inventors should properly explain the concept of terms in order to best explain their own invention. Based on the principle that can be defined, it should be interpreted as meaning and concept corresponding to the technical idea of the present invention. Accordingly, the embodiments described in the specification and the drawings shown in the drawings are only one of the most preferred embodiments of the present invention, and do not represent all of the technical idea of the present invention, it is possible to replace them at the time of the present application It should be understood that there may be a variety of equivalents and variations.

3 shows a first embodiment of an omni-directional vehicle according to the invention. As shown in the figure, the first embodiment consists of four omnidirectional wheels 19, all four wheels being steered, and having a constant distance by means of an offset link 16 between the steering shaft 11 and the wheel center. It is composed of a structure. At this time, the omni-directional wheels 19 can be used in all the above-mentioned all-direction wheels, different types of omni-directional wheels may be used at the same time. A support for fixing the wheels to the body of the vehicle is installed on each of the omnidirectional wheels, and a steering portion to which the support rotates is installed at the corners of the body to have respective steering shafts 11. At this time, the steering unit performs one degree of freedom steering motion by the synchronizer. Here, the synchronization unit is composed of a connecting link 15 and the linear guide 17, the steering wheel 14 of the four wheels are connected to each other by a connecting link, the movement of the connecting link 15 to the linear guide 17 It is constrained by the movement of one degree of freedom. When steering is performed in the shape of FIG. 3 (a), the position and angle of the omnidirectional wheel are changed to the shape as shown in FIG. 3 (b) or 3 (c), thereby allowing the stepless speed change to be performed. This steering angle is also measured by a steering angle encoder 33 connected to one of the steering axes.

4 is a view showing a support for supporting the omnidirectional wheel 19, the motor 23, the omnidirectional wheel. The hub 20 of the omnidirectional wheel is supported by the bearing 21, and the motor 23 is installed so that the rotational axis of the wheel and the rotational axis of the motor 23 coincide with each other so that the motor shaft and the wheel shaft are connected through the coupling 22. Connected. At the support for supporting the wheels and the motor, the suspension device was composed of parallel links 28 and springs 26. The spring may consist of a spring and a damper or may be replaced with a shock absorber composed of rubber or the like.

Figure 5 shows a steering portion composed of a steering link 14 installed so that the support of the omni-directional wheel can steer. It rotates about the steering shaft 11 of the body, and is connected to the synchronization unit consisting of the link link 15 and the linear guide 17 to perform one degree of freedom steering.

The continuously variable function and the omnidirectional movement will be described in detail with respect to the first embodiment thus constructed.

Compare FIG. 2, which is a known technique, and FIG. 3, which is a first embodiment of the present invention. In these two mechanisms, the steering angle f of the wheel defines the rotation from the initial position where the line connecting the centers of two diagonally facing wheels is located on the diagonal of the body. In the structure of FIG. 2, the steering axis, which is the rotation axis of the wheel module, becomes the intersection point of the two beams. Therefore, if the steering angle is increased, the one side of the square consisting of the contact points between the wheel and the ground becomes too small, which causes a problem of deterioration of driving stability. Therefore, the rotation range of the steering angle is limited, and thus the speed that can be generated through the continuously variable speed. The disadvantage is that the range of the rain is limited. In contrast, in the proposed structure of FIG. 3, the rotation axis of the wheel module is located near the four corners of the body, not the center of the body, and thus has a structurally stable characteristic even if the steering angle is increased. Therefore, in the structure of the present invention, the steering angle has a wide range, and the range of the speed ratio that can occur in stepless speed is greatly increased.

Let us make a kinematic analysis of the first embodiment of the present invention having the above advantages. 6 shows a coordinate system of an omnidirectional vehicle having four wheels. This figure simplifies the structure of FIG. 3 for convenience of description and ultimately has the same kinematic relationship with FIG. 3. First, assume that the vehicle is a rigid body motion and set the reference coordinate system O-XY on the plane and the moving coordinate system o-xy at the center of gravity of the vehicle as shown in the figure. On the other hand, the angle θ formed between the y axis and the diagonal of the robot body is determined according to the shape of the body (ie, θ = 45 ^o for a square body).

The speed at each wheel can be found as follows from the speed of the vehicle.

where,

Where v ₁ , v ₂ , v ₃ , and v ₄ are the speeds of each wheel, v _x , v _y are the components in the x and y axes of the velocity vector at the center of gravity of the vehicle, Is the angular velocity of the vehicle body in the reference coordinate system, is the steering angular velocity, respectively. On the other hand, if 0 < φ + θ <90 ^o, C ≠ 0, S ≠ 0, and the above matrix has an inverse matrix, which is a Jacobian ( Jacobian).

Using Jacobian, the following relationship is established between vehicle speed and wheel speed.

where

As shown in this equation, controlling the speed of four wheels can completely determine the speed of the vehicle and the angular speed of the variable mechanism.

On the other hand, the force and the moment of the omni-directional vehicle of the present invention can be expressed as follows similar to the speed relationship obtained previously by the driving force F _i acting on each wheel.

where

At this time, F _x , F _y are the components in the x and y direction of the force acting on the center of gravity of the omnidirectional vehicle, T _z represents the moment about the vertical axis passing through the center of gravity of the robot, respectively. In addition, _φ T represents the torque required to rotate the wheel around a steering shaft module. Where F _v is given by the vector sum of the wheel drive forces. Thus, the moment for driving the vehicle in any direction, the moment for steering the wheel module with the moment can be generated by the combination of the driving force.

Let's define the speed ratio in the omni-directional vehicle. Since the omni-directional vehicle has three degrees of freedom in a two-dimensional plane, it is difficult to define the speed ratio as a simple speed ratio. Therefore, the speed ratio is defined using the concept of norm as follows.

At this time, the norm can be found by summing the squares of the components and taking the square root. Note that the speed ratio can be changed by the steering angle even when the speed of each wheel is the same. FIG. 7 illustrates the change of the speed ratio with respect to the steering angle with respect to the motions in the x , y and z axes when L _o , l and θ are 0.283 m, 0.190 m and 45 ^o , respectively. The two speed ratios in the x- and y- axis directions related to the translational motion are sensitive to the steering angle from 0.5 to infinity, but the speed ratios related to the rotational motion are almost constant. For example, if the steering angle is in the range of -25 ^o to +25 ^o, the velocities in the y direction of the vehicle will vary from 1.46 to 0.532, as indicated by the X in the figure. As can be seen, the larger the steering angle, the larger the speed ratio.

Meanwhile, the force ratio, which is the ratio of the force vector acting on the vehicle to the driving force vector of the wheel, may also be expressed as follows in a manner similar to the speed ratio described above.

As can be seen from the equation, the driving force ratio is equal to the inverse of the speed ratio. 8 shows the driving force ratio as a function of the steering angle. When the driving force ratio becomes maximum in one direction due to the change of steering angle, it becomes minimum in the other direction. Therefore, the steering angle must be determined in a range that guarantees the driving force required for the movement of the vehicle.

9 shows a configuration example of a preferred control unit. Each omnidirectional wheel is driven by a motor that is an actuator, and each actuator is driven by a driver. Each actuator is preferably feedback controlled by measuring position, speed, and driving force from an encoder counter and a current sensor. Each driver follows the command of the master controller, and the master controller issues a command to each driver from the path that the vehicle moves, and is instructed by the vehicle through communication. In this embodiment, DSP (TMS320C32) is used as a master controller, and 80196KC is used as a driver to drive each motor. The PC and the master controller are connected via serial communication, and the user is authorized to perform work from the PC to the master controller. The master controller calculates the path and applies the rotational speed and torque of each motor to the driver, and the driver follows the structure.

The feedback control of the master controller and the actuator driver may be performed by one controller, and applying work to be performed to the master controller may add an interface circuit such as a joystick to authorize work to be performed directly to the master controller. have. In addition, communication between a master controller and a user or a PC may be performed wirelessly using wireless communication, which is a known technique.

Fig. 10 shows a second embodiment of the omni-directional vehicle having the continuously variable function by steering the omnidirectional wheel 19 according to the present invention. It is configured similarly to the first embodiment except that the synchronizer is composed of the gear 30 and the pulley 31 and the timing belt 32. FIG. 11 shows a schematic view of a synchronizer and steering angle encoder 33 composed of a gear 30, a pulley 31, and a timing belt 32. Each steering shaft 11-1, 11-2, 11-3, 11-4 is shown by numbering with the steering shaft 11-1, 11-2, 11-3, 11-4 of FIG. Each steering shaft 11-1, 11-2, 11-3, 11-4 is configured to rotate in an appropriate direction, and the steering angle encoder 33 is connected by a timing belt 32 and a pulley 31 to rotate. The angle is measured.

12 shows a third embodiment of the omni-directional vehicle having the continuously variable function according to the present invention. The steering shaft is installed in the same manner as in the first embodiment except that the steering shaft is installed to coincide with the center of the omnidirectional wheel and the steering actuator 34 is additionally installed. At this time, the steering actuator 34 was installed to be connected to the same shaft as the steering angle encoder 33. In this case, when the steering shaft coincides with the center of the omnidirectional wheel, steering torque cannot be generated by driving the omnidirectional wheel as in the first embodiment, and thus an additional steering actuator is installed. In addition, the shape in which the wheel contacts the ground is constant without being affected by the steering angle.

13 shows a fourth embodiment of the omni-directional vehicle having the continuously variable function by steering the omnidirectional wheel 19 according to the present invention. It is configured in the same manner as in the third embodiment except that the synchronizer is composed of the gear 30 and the pulley 31 and the timing belt 32.

Fig. 14 shows a fifth embodiment of the omni-directional vehicle having the continuously variable function by steering the omnidirectional wheel 19 according to the present invention. The four front wheels 19 are provided, and the steering part is installed only in the support part of two omnidirectional wheels among them. In addition, the steering shaft 11 is installed to have a constant distance from the center of the front wheel. The two omnidirectional wheels with steering are provided for synchronized steering by the synchronizer, while the two omnidirectional wheels without steering are with fixed steering angle. According to this fifth embodiment, the continuously variable function is performed by steering of two omnidirectional wheels. At this time, a separate steering actuator 34 is installed to perform steering.

Fig. 15 shows a sixth embodiment of the omni-directional vehicle having the continuously variable function by steering the omnidirectional wheel 19 according to the present invention. The steering shaft 11 is configured to be aligned with the center of the omnidirectional wheel 19, and is configured in the same manner as in the fifth embodiment except that the steering actuator 34 is additionally installed. In addition, the shape in which the wheel contacts the ground is constant without being affected by the steering angle.

Fig. 16 shows a seventh embodiment of the omni-directional vehicle having the continuously variable function by steering the omnidirectional wheel 19 according to the present invention. Three omnidirectional wheels 19 are installed, and steering units are installed on two omnidirectional wheels, and the steering shaft 11 is installed to have a constant distance from the center of the omnidirectional wheels 19. The steering unit is configured to synchronize the synchronization unit formed by the link 15 and the linear guide 17. In addition, a steering actuator 34 is installed for steering of the omnidirectional wheel. The other omnidirectional wheel has a fixed steering angle.

Fig. 17 shows an eighth embodiment of the omni-directional vehicle having the continuously variable function by steering the omnidirectional wheel 19 according to the present invention. It is configured in the same manner as in the seventh embodiment except that the synchronizer is composed of the gear 30 and the pulley 31 and the timing belt 32.

Fig. 18 shows a ninth embodiment of the omni-directional vehicle having the continuously variable function by steering the omnidirectional wheel 19 according to the present invention. The steering shaft 11 is configured in the same manner as the eighth embodiment except that the steering shaft 11 is installed to coincide with the center of the omnidirectional wheel 19. Thus, when the steering shaft 11 is installed to match the center of the omnidirectional wheel, steering torque is not generated by the driving of the wheel, so driving and steering of the vehicle are independently performed, thereby controlling steering. In addition, the shape in which the wheel contacts the ground is constant without being affected by the steering angle.

19 shows a tenth embodiment of the omni-directional vehicle having the continuously variable function by steering the omnidirectional wheel 19 according to the present invention. It is configured in the same manner as in the ninth embodiment except that the synchronizer is composed of the gear 30 and the pulley 31 and the timing belt 32.

All omni-directional vehicles from the second embodiment to the tenth embodiment can be easily interpreted by kinematics and dynamics as in the first embodiment to control each omnidirectional wheel by those skilled in the art. The vehicle can be driven in all directions, the wheels can be steered in all directions to perform the continuously variable function, and are similar to the first embodiment, and thus are not added herein to avoid repeated description.

As described above, although the present invention has been described by way of limited embodiments and drawings, the present invention is not limited thereto and is intended by those skilled in the art to which the present invention pertains. Of course, various modifications and variations are possible within the scope of equivalents of the claims to be described.

In the omnidirectional vehicle according to the present invention, a steering shaft is installed on each of the wheels to be steered among the installed omnidirectional wheels, so that even when the omnidirectional wheels are steered, the steering wheel is not affected by the stability of the vehicle, thereby enabling a wide range of steering angles. Therefore, the range of the speed ratio of the continuously variable function according to the steering of the omnidirectional wheel is also widened, thereby improving the performance of the omnidirectional vehicle by increasing the maximum speed and the maximum driving force for the vehicle using the same actuator.

In addition, when the steering shaft passes the point where the wheel is in contact with the ground, an actuator for steering may be separately installed to control steering independently of the driving of the vehicle.

The following drawings attached to this specification are illustrative of the preferred embodiments of the present invention, and together with the detailed description of the invention to serve to further understand the technical spirit of the present invention, the present invention is a matter described in such drawings It should not be construed as limited to.

1 is a schematic diagram of various types of omni-directional wheels used in omni-directional vehicles according to the prior art;

2 is a schematic view of an omnidirectional vehicle with a steering shaft in the center according to the prior art;

3 is a schematic view showing a first embodiment of a omni-directional vehicle according to the present invention;

Figure 4 is a front view showing a support for supporting the omnidirectional wheel and the motor, the omnidirectional wheel according to the invention.

5 is a front view and a plan view showing a steering portion installed so that the support portion of the omnidirectional wheel according to the present invention can be steered.

6 is a view showing a coordinate system of the omnidirectional vehicle of the first embodiment according to the present invention;

7 is a graph showing a change in speed ratio for a steering angle according to the present invention.

8 is a graph showing a change in driving force ratio for a steering angle according to the present invention.

9 is a schematic diagram showing the configuration of a control unit according to the present invention;

10 is a schematic view showing a second embodiment of the omni-directional vehicle according to the present invention;

Fig. 11 is a schematic view showing a synchronizer consisting of a pulley and a timing belt of a second embodiment of an omnidirectional vehicle according to the present invention.

12 is a schematic view showing a third embodiment of an omnidirectional vehicle according to the present invention;

13 is a schematic view showing a fourth embodiment of the omni-directional vehicle according to the present invention;

14 is a schematic view showing a fifth embodiment of the omni-directional vehicle according to the present invention;

15 is a schematic view showing a sixth embodiment of an omnidirectional vehicle according to the present invention;

16 is a schematic view showing a seventh embodiment of an omnidirectional vehicle according to the present invention;

Fig. 17 is a schematic view showing an eighth embodiment of an omnidirectional vehicle according to the present invention.

18 is a schematic view showing a ninth embodiment of an omnidirectional vehicle according to the present invention;

19 is a schematic view showing a tenth embodiment of an omnidirectional vehicle according to the present invention;

<Explanation of symbols for the main parts of the drawings>

10. Body

11. Steering shaft

12. Beam

13. ball wheel

14. Steering Link

15. Link

16. Offset Link

17. Linear guide

18. Steering Link Rotating Joint

19. Omni-directional wheels

20. Herbs

21. Bearing

22. Coupling

23. Motor

24. Encoder

25. Reducer

26. Spring

27. Parallel link rotation joint

28. Parallel Links

29. Suspension Support Link

30. Gear

31.Pulley

32. Timing Belt

33. Steering Angle Encoder

34. Steering Motor

Claims (8)

Body; Multiple omni wheels; An actuator for driving the plurality of omnidirectional wheels, respectively; A sensor for measuring rotation information of the plurality of omnidirectional wheels, respectively; A control unit for controlling the actuator; And In the omni-directional vehicle which is composed of a support portion for supporting the plurality of omnidirectional wheels on the body, respectively, by moving the driving force of the actuator, A steering shaft that is independently coupled to at least one of the supporting portions to allow the omnidirectional wheel to rotate about a direction perpendicular to the ground; A steering unit configured to continuously change the speed of the omnidirectional vehicle with respect to the rotational speed of the omnidirectional wheel by rotating the steering shaft; An omnidirectional vehicle having a continuously variable function including a synchronizer for causing the steering unit to have a predetermined phase difference. According to claim 1, An omnidirectional vehicle, further comprising a sensor for measuring the driving force of the actuator for driving the omnidirectional wheel. According to claim 1, An omnidirectional vehicle, further comprising a sensor for measuring a synchronized steering angle. delete delete According to claim 1, An omnidirectional vehicle, characterized in that the steering shaft is installed so that the omnidirectional wheel contacts the ground and thus steering is possible independently of the driving of the omnidirectional wheel. According to claim 1, An omnidirectional vehicle, characterized in that the steering shaft is installed at a predetermined distance from the point at which the omnidirectional wheel contacts the ground, so that driving of the omnidirectional wheel affects the steering. delete