CN114013260B - AGV car and drive arrangement - Google Patents
AGV car and drive arrangement Download PDFInfo
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- CN114013260B CN114013260B CN202111434729.6A CN202111434729A CN114013260B CN 114013260 B CN114013260 B CN 114013260B CN 202111434729 A CN202111434729 A CN 202111434729A CN 114013260 B CN114013260 B CN 114013260B
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- 230000005540 biological transmission Effects 0.000 claims abstract description 302
- 239000003638 chemical reducing agent Substances 0.000 claims abstract description 49
- 230000007704 transition Effects 0.000 claims description 20
- 230000037431 insertion Effects 0.000 claims 1
- 238000003780 insertion Methods 0.000 claims 1
- 230000002035 prolonged effect Effects 0.000 abstract description 4
- 230000007246 mechanism Effects 0.000 abstract description 2
- 238000009434 installation Methods 0.000 description 7
- 230000003139 buffering effect Effects 0.000 description 6
- 230000000694 effects Effects 0.000 description 5
- 230000009471 action Effects 0.000 description 1
- 230000000875 corresponding effect Effects 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D63/00—Motor vehicles or trailers not otherwise provided for
- B62D63/02—Motor vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D63/00—Motor vehicles or trailers not otherwise provided for
- B62D63/02—Motor vehicles
- B62D63/04—Component parts or accessories
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Motor Power Transmission Devices (AREA)
- Seats For Vehicles (AREA)
Abstract
The invention relates to an AGV and a driving device. The driving device includes: the transmission mechanism comprises a driving piece, a speed reducer, a transmission piece, a transmission seat and a bearing assembly, wherein the driving piece is in transmission connection with the speed reducer, the transmission piece is sleeved in the transmission seat, one end of the transmission piece is in transmission connection with the output end of the speed reducer, the other end of the transmission piece is in transmission connection with a driving wheel, the bearing assembly is sleeved on the transmission piece, and the bearing assembly is in transmission fit with the transmission seat. The driving device can alleviate impact force on the driving wheel through the transmission piece, the transmission seat and the bearing assembly, namely, the impact force on the driving wheel is prevented from directly acting on the speed reducer, so that the loss of the impact force of the driving wheel on the speed reducer is effectively reduced, and the service life of the speed reducer is prolonged.
Description
Technical Field
The invention relates to the technical field of automatic conveying, in particular to an AGV and a driving device.
Background
When the AGV is assembled, the fact that the cargoes carried by the AGV are heavier is considered sometimes, in order to ensure that the AGV has enough power, a mode that a driving motor and a speed reducer are matched for use is adopted, and therefore the power output by the driving motor can be provided with larger torque force when acting on a driving wheel. However, the traditional AGV car is with the direct cooperation of drive wheel and speed reducer installation for the AGV car when the rail, the drive wheel can be to the great impact force of speed reducer transmission, thereby makes the speed reducer damage easily, has influenced the life of AGV car.
Disclosure of Invention
Accordingly, it is necessary to provide an AGV and a driving device for solving the problem that the speed reducer is easily damaged and the service life of the AGV is affected.
A driving device. The driving device includes: the transmission mechanism comprises a driving piece, a speed reducer, a transmission piece, a transmission seat and a bearing assembly, wherein the driving piece is in transmission connection with the speed reducer, the transmission piece is sleeved in the transmission seat, one end of the transmission piece is in transmission connection with the output end of the speed reducer, the other end of the transmission piece is in transmission connection with a driving wheel, the bearing assembly is sleeved on the transmission piece, and the bearing assembly is in transmission fit with the transmission seat.
The AGV comprises a driving device, a vehicle body frame and a driving wheel, wherein the driving device is arranged on the vehicle body frame and is matched with the driving wheel in an installation mode.
In one embodiment, the transmission seat comprises a mounting frame, a first transmission plate and a second transmission plate, wherein a first assembly port and a second assembly port are respectively arranged on two opposite sides of the mounting frame, the first transmission plate passes through the first assembly port and is arranged on one side of the mounting frame, the second transmission plate passes through the second assembly port and is arranged on the other side of the mounting frame, a first transmission port for the transmission member to pass through is arranged on the first transmission plate, a second transmission port for the transmission member to pass through is arranged on the second transmission plate, and the bearing assembly is used for circumferentially abutting against the port wall of the first transmission port, and/or the bearing assembly is used for circumferentially abutting against the port wall of the second transmission port.
In one embodiment, the bearing assembly comprises a first transmission bearing and a second transmission bearing, the first transmission bearing and the second transmission bearing are sleeved on the transmission shaft at intervals along the axial direction of the transmission piece, the first transmission bearing circumferentially abuts against the mouth wall of the first transmission mouth, and the second transmission bearing circumferentially abuts against the mouth wall of the second transmission mouth.
In one embodiment, the first transmission bearing is integrally located in the first transmission port, and the opening outer edge of the first transmission port is a flanging outer edge; the second transmission bearing is integrally positioned in the second transmission port, and the outer edge of the opening of the second transmission port is a flanging outer edge.
In one embodiment, the transmission member includes a first transmission portion, a second transmission portion, a bearing portion and a transition portion, one end of the first transmission portion is in transmission connection with an output end of the speed reducer, the other end of the first transmission portion is connected with one end of the bearing portion, the other end of the bearing portion is connected with one end of the second transmission portion, one end of the second transmission portion is connected with one end of the transition portion, the other end of the transition portion is in transmission fit with the driving wheel, when the transmission member is sleeved on the transmission seat, the first transmission portion is in transmission fit with the first transmission bearing sleeve, the bearing portion is located between the first transmission plate and the second transmission plate, the second transmission portion is in transmission fit with the second transmission bearing sleeve, and the transition portion penetrates out of the transmission seat.
In one embodiment, the driving device further comprises an adapting seat, an adapting opening is formed in the adapting seat, the adapting seat is detachably mounted on the first transmission plate, the adapting opening is communicated with the first transmission opening, and the output end of the speed reducer is inserted into the first transmission opening through the adapting opening and is in transmission connection with the transmission piece.
In one embodiment, the driving device comprises a first fixing seat, a second fixing seat and a buffer assembly, the first fixing seat and the second fixing seat are used for being fixedly arranged on the vehicle body frame, one end of the transmission seat is movably connected with the first fixing seat, and the other end of the transmission seat is movably connected with the second fixing seat through the buffer assembly.
In one embodiment, the driving device further comprises a movable block and a buffer baffle, the movable block is arranged at one end of the transmission seat, the buffer baffle is arranged at the other end of the transmission seat, a first movable portion is arranged on the first fixing seat, a second movable portion is arranged on the second fixing seat, the movable block is movably matched with the first movable portion, the buffer assembly is movably matched with the second movable portion, the buffer baffle is in buffer matching with the buffer assembly, and the movable direction of the movable block relative to the first movable portion is matched with the buffer direction of the buffer assembly relative to the buffer baffle.
In one embodiment, the buffer assembly comprises a buffer rod and a buffer spring, one end of the buffer rod is provided with a stop block, the other end of the buffer rod is movably matched with the second movable part, the buffer baffle is sleeved with the buffer rod to be matched with the buffer rod, the buffer spring is sleeved with the buffer rod, one end of the buffer spring is elastically abutted to the baffle ring, and the other end of the buffer spring is abutted to the buffer baffle.
When the driving device is used, firstly, the driving piece and the speed reducer are installed in a aligned mode according to assembly requirements, and therefore effective power transmission between the driving piece and the speed reducer is guaranteed. Then the driving medium is sleeved in the driving seat, one end of the driving medium is connected with the speed reducer in a driving way, and the other end of the driving medium is connected with the driving wheel in a driving way. At this time, when the driving wheel enters the track or collides with the concave-convex ground, the driving wheel can transmit the impact force, namely the impact force firstly passes through the transmission member and transmits part of the impact force to the bearing assembly and the transmission seat through the transmission member. The transmission part, the bearing assembly and the transmission seat are mutually driven, so that the impact force transmitted by the driving wheel can be effectively relaxed. Compared with the traditional driving structure (namely, the speed reducer is directly matched with the driving wheel in an installation way, the impact force generated by the driving wheel is directly applied to the speed reducer), the driving device can realize the alleviation of the impact force on the driving wheel through the transmission piece, the transmission seat and the bearing assembly, namely, the impact force on the driving wheel is prevented from being directly applied to the speed reducer, so that the loss of the impact force of the driving wheel to the speed reducer is effectively reduced, and the service life of the speed reducer is prolonged.
When the AGV is assembled, the driving device is arranged on the frame of the AGV, and when the driving wheel enters the track or collides with the concave-convex ground, the driving wheel can transmit the impact force, namely the impact force firstly passes through the transmission piece and transmits the impact force to the bearing assembly and the transmission seat through the transmission piece. The transmission part, the bearing assembly and the transmission seat are mutually driven, so that the impact force transmitted by the driving wheel can be effectively relaxed. Compared with a traditional driving structure (namely, the speed reducer is directly matched with the driving wheel in an installation way, impact force generated by the driving wheel is directly acted on the speed reducer), the driving device can alleviate the impact force on the driving wheel through the transmission part, the transmission seat and the bearing assembly, namely, the impact force on the driving wheel is prevented from being directly acted on the speed reducer, so that the loss of the impact force of the driving wheel on the speed reducer is effectively reduced, and the service life of the AGV is prolonged.
Drawings
FIG. 1 is a schematic view of a partial structure of an AGV and a drive device according to one embodiment;
FIG. 2 is a schematic view of a partial structure of an AGV and a drive device according to another embodiment;
fig. 3 is a schematic structural view of the transmission member.
10. The driving wheel, 100, driving piece, 200, speed reducer, 300, driving piece, 310, first transmission part, 320, second transmission part, 330, bearing part, 340, transition part, 400, transmission seat, 410, mounting frame, 420, first transmission plate, 430, second transmission plate, 440, movable block, 450, buffer baffle, 500, bearing assembly, 510, first transmission bearing, 520, second transmission bearing, 600, adapter seat, 700, first fixing seat, 710, first movable part, 800, second fixing seat, 810, second movable part, 900, buffer assembly, 910, buffer rod, 911, and stop block.
Detailed Description
In order that the above objects, features and advantages of the invention will be readily understood, a more particular description of the invention will be rendered by reference to the appended drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The present invention may be embodied in many other forms than described herein and similarly modified by those skilled in the art without departing from the spirit of the invention, whereby the invention is not limited to the specific embodiments disclosed below.
In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present invention.
Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present invention, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.
In the present invention, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances.
In the present invention, unless expressly stated or limited otherwise, a first feature "up" or "down" a second feature may be the first and second features in direct contact, or the first and second features in indirect contact via an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.
It will be understood that when an element is referred to as being "fixed" or "disposed" on another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like are used herein for illustrative purposes only and are not meant to be the only embodiment.
As shown in connection with fig. 1 and 2, in one embodiment, the driving means comprises: the driving piece 100, the speed reducer 200, the driving piece 300, the driving seat 400 and the bearing assembly 500, the driving piece 100 is in transmission connection with the speed reducer 200, the driving piece 300 is sleeved in the driving seat 400, one end of the driving piece 300 is in transmission connection with the output end of the speed reducer 200, the other end of the driving piece 300 is in transmission connection with the driving wheel 10, the bearing assembly 500 is sleeved on the driving piece 300, and the bearing assembly 500 is in transmission fit with the driving seat 400.
When the driving device is used, firstly, the driving piece 100 and the speed reducer 200 are installed in a aligned mode according to assembly requirements, and therefore effective power transmission between the driving piece 100 and the speed reducer 200 is guaranteed. Then, the transmission member 300 is sleeved in the transmission seat 400, and one end of the transmission member 300 is in transmission connection with the speed reducer 200, and the other end of the transmission member 300 is in transmission connection with the driving wheel 10. At this time, when the driving wheel 10 enters the track or collides with the uneven ground, the driving wheel 10 transmits the impact force, i.e., the impact force passes through the transmission member 300 first and transmits the impact force to the bearing assembly 500 and the transmission seat 400 through the transmission member 300. The mutual transmission among the transmission member 300, the bearing assembly 500 and the transmission seat 400 can effectively alleviate the impact force transmitted by the driving wheel 10. Compared with the conventional driving structure (i.e. the speed reducer 200 is directly assembled with the driving wheel 10, the impact force generated by the driving wheel 10 directly acts on the speed reducer 200), the driving device can alleviate the impact force on the driving wheel 10 through the transmission member 300, the transmission seat 400 and the bearing assembly 500, i.e. the impact force on the driving wheel 10 is prevented from directly acting on the speed reducer 200, thereby effectively reducing the loss of the impact force of the driving wheel 10 on the speed reducer 200 and prolonging the service life of the speed reducer 200.
In one embodiment, the drive 100 is a bi-directional motor or an ac motor.
Referring to fig. 1 and fig. 2, in one embodiment, the transmission seat 400 includes a mounting frame 410, a first transmission plate 420 and a second transmission plate 430, two opposite sides of the mounting frame 410 are respectively provided with a first assembly opening and a second assembly opening, the first transmission plate 420 is installed on one side of the mounting frame 410 through the first assembly opening, the second transmission plate 430 is installed on the other side of the mounting frame 410 through the second assembly opening, a first transmission opening for the transmission member 300 to pass through is provided on the first transmission plate 420, a second transmission opening for the transmission member 300 to pass through is provided on the second transmission plate 430, and the bearing assembly 500 is used for circumferentially abutting against the mouth wall of the first transmission opening, and/or the bearing assembly 500 is used for circumferentially abutting against the mouth wall of the second transmission opening. Specifically, the transmission seat 400 adopts the assembly mode of the mounting frame 410, the first transmission plate 420 and the second transmission plate 430, for example, the thickness, shape or material of the first transmission plate 420 and the second transmission plate 430 can be changed according to the stress condition of the transmission seat 400, so that the use effect of the transmission seat 400 is ensured. Further, according to the transmission requirement, the bearing assembly 500 may alternatively select the first transmission port or the second transmission port for alignment installation, or the bearing assembly 500 may be simultaneously aligned for installation in the first transmission port and the second transmission port.
Referring to fig. 2, in one embodiment, the bearing assembly 500 includes a first transmission bearing 510 and a second transmission bearing 520, the first transmission bearing 510 and the second transmission bearing 520 are sleeved on the transmission member 300 along the axial direction of the transmission member 300, and the first transmission bearing 510 circumferentially abuts against the mouth wall of the first transmission port, and the second transmission bearing 520 circumferentially abuts against the mouth wall of the second transmission port. Specifically, when the driving wheel 10 generates an impact force when entering a track or rolling a rough road, the driving wheel 10 transmits the impact force through the transmission member 300, and at this time, the first transmission bearing 510 and the second transmission bearing 520 can effectively buffer the impact force of the transmission member 300. Further, the transmission effect of the transmission member 300 can be ensured under the action of the first transmission bearing 510 and the second transmission bearing 520, so that larger friction between the transmission member 300 and the transmission seat 400 is avoided.
In one embodiment, the first transmission bearing 510 is integrally located in the first transmission port, and the opening outer edge of the first transmission port is a flanging outer edge; the second transmission bearing 520 is integrally located in the second transmission port, and the opening outer edge of the second transmission port is a flanging outer edge. In particular, such an embodiment as described above may enable the first drive bearing 510 to avoid friction between the outer edge of the first drive port and the first drive bearing 510 after being installed in the first drive port. And the second transmission bearing 520 prevents friction between the outer edge of the second transmission port and the second transmission bearing 520 after being mounted on the second transmission port.
As shown in fig. 2 and 3, in one embodiment, the transmission member 300 includes a first transmission portion 310, a second transmission portion 320, a bearing portion 330 and a transition portion 340, one end of the first transmission portion 310 is in transmission connection with the output end of the speed reducer 200, the other end of the first transmission portion 310 is connected with one end of the bearing portion 330, the other end of the bearing portion 330 is connected with one end of the second transmission portion 320, one end of the second transmission portion 320 is connected with one end of the transition portion 340, the other end of the transition portion 340 is in transmission fit with the driving wheel 10, when the transmission member 300 is sleeved on the transmission seat 400, the first transmission portion 310 is in sleeve fit with the first transmission bearing 510, the bearing portion 330 is located between the first transmission plate 420 and the second transmission plate 430, the second transmission portion 320 is in sleeve fit with the second transmission bearing 520, and the transition portion 340 penetrates out of the transmission seat 400. Specifically, the first transmission portion 310, the second transmission portion 320, the bearing portion 330, and the transition portion 340 are cylinders or blocks. The first transmission portion 310, the second transmission portion 320, the bearing portion 330 and the transition portion 340 may be sequentially spliced or integrally formed. Further, according to the stress conditions of different parts of the transmission member 300 when the transmission member 300 operates in the driving device, the transmission member 300 is specifically designed, that is, the first transmission portion 310 is utilized to realize effective transmission interference with the first transmission bearing 510, and the second transmission portion 320 is utilized to realize effective transmission interference with the second transmission bearing 520. Further, after the transmission member 300 is assembled and matched with the transmission seat 400, the bearing portion 330 is a stress concentration portion on the transmission member 300, so that the end face ruler diameter of the bearing portion 330 is larger than the end face ruler diameter of the first transmission portion 310 and the end face ruler diameter of the second transmission portion 320, thereby effectively ensuring the stress effect of the bearing portion 330. Further, considering that the end of the transmission 300 cannot be directly matched with the interface of the driving wheel 10, for example: the end ruler diameter of the small rain transmission 300 of the interface caliber of the driving wheel 10 is matched with the interface caliber of the driving wheel 10 through the two ends of the transition part 340, so that the transmission 300 and the driving wheel 10 can be assembled smoothly. In addition, when the interface of the driving wheel 10 is far smaller (or obviously smaller) than the ruler diameter of the end part of the second transmission part 320, the stepped annular reduction of the ruler diameter of the transition part 340 can be considered, that is, the stress intensity of the transition part 340 is ensured, and the breakage or the breakage caused by the too small ruler diameter of the transition part 340 is avoided.
As shown in fig. 1 and fig. 2, in an embodiment, the driving device further includes an adapter seat 600, an adapter opening is provided on the adapter seat 600, the adapter seat 600 is detachably mounted on the first transmission plate 420, the adapter opening is communicated with the first transmission opening, and the output end of the speed reducer 200 is inserted into the first transmission opening through the adapter opening and is in transmission connection with the transmission member 300. Specifically, the adaptor 600 may be fixed to the first driving plate 420 by bolts or screws. When the adapting seat 600 is provided with the adapting port, the adapting convex ring can be additionally arranged on the adapting seat 600 according to the outer edge of the adapting port, namely, when the adapting seat 600 is fixed with the first transmission plate 420, the adapting convex ring can be inserted into the first transmission port, so that the alignment effect of the adapting port and the first transmission port is improved.
Referring to fig. 1 and 2, an AGV vehicle includes a driving device, a vehicle body frame and a driving wheel 10, where the driving device is mounted on the vehicle body frame, and the driving device is mounted on and matched with the driving wheel 10.
When the AGV is assembled, the driving device is installed on the frame of the vehicle body, and when the driving wheel 10 enters the track or collides with the uneven ground, the driving wheel 10 transmits the impact force, that is, the impact force firstly passes through the transmission member 300 and transmits the impact force to the bearing assembly 500 and the transmission seat 400 through the transmission member 300. The mutual transmission among the transmission member 300, the bearing assembly 500 and the transmission seat 400 can effectively alleviate the impact force transmitted by the driving wheel 10. Compared with the traditional driving structure (namely, the speed reducer 200 is directly matched with the driving wheel 10 in an installation way, the impact force generated by the driving wheel 10 is directly applied to the speed reducer 200), the driving device can alleviate the impact force on the driving wheel 10 through the transmission piece 300, the transmission seat 400 and the bearing assembly 500, namely, the impact force on the driving wheel 10 is prevented from being directly applied to the speed reducer 200, so that the loss of the impact force of the driving wheel 10 to the speed reducer 200 is effectively reduced, and the service life of the AGV is prolonged.
Referring to fig. 1 and fig. 2, in one embodiment, the driving device includes a first fixing seat 700, a second fixing seat 800, and a buffer assembly 900, where the first fixing seat 700 and the second fixing seat 800 are fixedly installed on a vehicle body frame, one end of the transmission seat 400 is movably connected with the first fixing seat 700, and the other end of the transmission seat 400 is movably connected with the second fixing seat 800 through the buffer assembly 900. Specifically, the transmission seat 400 is mounted and fixed to the vehicle body frame through the first fixing seat 700 and the second fixing seat 800, and the above embodiment can make the fixing of the transmission seat 400 to the vehicle body frame more convenient. Further, one end of the transmission seat 400 is movably connected with the first fixing seat 700, and the other end of the transmission seat 400 is movably connected with the second fixing seat 800 through the buffer assembly 900, so that the transmission seat 400 has a corresponding activity amount on the vehicle body frame, and impact force received by the driving wheel 10 can be buffered.
Referring to fig. 1 and fig. 2, in an embodiment, the driving device further includes a movable block 440 and a buffer baffle 450, the movable block 440 is mounted at one end of the transmission seat 400, the buffer baffle 450 is mounted at the other end of the transmission seat 400, a first movable portion 710 is disposed on the first fixing seat 700, a second movable portion 810 is disposed on the second fixing seat 800, the movable block 440 is movably matched with the first movable portion 710, the buffer assembly 900 is movably matched with the second movable portion 810, the buffer baffle 450 is in buffer matching with the buffer assembly 900, and the moving direction of the movable block 440 relative to the first movable portion 710 is matched with the buffer direction of the buffer baffle 450 relative to the buffer assembly 900. Specifically, the first movable portion 710 and the second movable portion 810 may rotate the seat or the shaft. The movable block 440 is movably matched with the first movable part 710, so that the movable effect of the transmission seat 400 and the first fixed seat 700 is ensured. Further, the moving direction of the moving block 440 relative to the first moving portion 710 is adapted to the buffering direction of the buffering baffle 450 relative to the buffering assembly 900, so that the buffering baffle 450 can perform a forced movement along the buffering direction of the buffering assembly 900 when the driving wheel 10 receives an impact force, and meanwhile, the moving block 440 can adaptively rotate with the first moving portion 710, so as to buffer the impact force of the driving wheel 10.
As shown in fig. 1 and 2, in one embodiment, the buffer assembly 900 includes a buffer rod 910 and a buffer spring (not shown), one end of the buffer rod 910 is provided with a stop 911, the other end of the buffer rod 910 is movably matched with the second movable portion 810, the buffer baffle 450 is sleeved with the buffer rod 910, the buffer spring is sleeved on the buffer rod 910, one end of the buffer spring is elastically abutted against the stop 911, and the other end of the buffer spring is abutted against the buffer baffle 450. Specifically, when the driving wheel 10 receives an impact force, the buffer baffle 450 can perform a forced movement in the buffer direction of the buffer rod 910 (i.e., the axial direction of the buffer rod 910), the buffer spring is compressed by the buffer baffle 450 to buffer the impact force of the driving wheel 10, and at the same time, the movable block 440 rotates adaptively with the first movable portion 710.
The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.
The above examples illustrate only a few embodiments of the invention, which are described in detail and are not to be construed as limiting the scope of the invention. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the invention, which are all within the scope of the invention. Accordingly, the scope of protection of the present invention is to be determined by the appended claims.
Claims (10)
1. A driving device, characterized in that the driving device comprises: the driving part is in transmission connection with the speed reducer, the transmission seat comprises a mounting frame, a first transmission plate and a second transmission plate, a first assembly port and a second assembly port are respectively formed in two opposite sides of the mounting frame, the first transmission plate is arranged on one side of the mounting frame through the first assembly port, the second transmission plate is arranged on the other side of the mounting frame through the second assembly port, a first transmission port used for the transmission part to pass through is formed in the first transmission plate, a second transmission port used for the transmission part to pass through is formed in the second transmission plate, the bearing assembly comprises a first transmission bearing and a second transmission bearing, and the first transmission bearing and the second transmission bearing are sleeved on the transmission part at intervals along the axial direction of the transmission part; the transmission piece comprises a first transmission part, a second transmission part, a bearing part and a transition part, wherein one end of the first transmission part is in transmission connection with the output end of the speed reducer, the other end of the first transmission part is connected with one end of the bearing part, the other end of the bearing part is connected with one end of the second transmission part, one end of the second transmission part is connected with one end of the transition part, the other end of the transition part is in transmission fit with a driving wheel, when the transmission piece is sleeved on the transmission seat, the first transmission part is in transmission fit with a first transmission bearing sleeve, the bearing part is positioned between the first transmission plate and the second transmission plate, the second transmission part is in transmission fit with a second transmission bearing sleeve, and the transition part penetrates out of the transmission seat.
2. The drive of claim 1, wherein the first drive bearing circumferentially abuts a mouth wall of the first drive port and the second drive bearing circumferentially abuts a mouth wall of the second drive port.
3. The drive of claim 2, wherein the first drive bearing is integrally located within the first drive port, and the first drive port opening outer edge is a flanged outer edge; the second transmission bearing is integrally positioned in the second transmission port, and the outer edge of the opening of the second transmission port is a flanging outer edge.
4. The driving device according to claim 1, further comprising an adapter seat, wherein an adapter opening is provided on the adapter seat, the adapter seat is detachably mounted on the first transmission plate, the adapter opening is communicated with the first transmission opening, and an output end of the speed reducer is inserted into the first transmission opening through the adapter opening and is in transmission connection with the transmission member.
5. The drive device according to claim 4, wherein the edge of the adapter opening is provided with a collar for insertion into the first drive opening when the adapter seat is fixed with the first drive plate.
6. The drive of claim 1, wherein the first transmission portion, the second transmission portion, the load bearing portion, and the transition portion are cylinders or blocks.
7. An AGV comprising the drive device according to any one of claims 1 to 6, further comprising a body frame and a drive wheel, said drive device being mounted on said body frame, said drive device being in operative engagement with said drive wheel.
8. The AGV of claim 7, wherein the driving device comprises a first fixed seat, a second fixed seat and a buffer assembly, the first fixed seat and the second fixed seat are fixedly mounted on the frame of the vehicle body, one end of the transmission seat is movably connected with the first fixed seat, and the other end of the transmission seat is movably connected with the second fixed seat through the buffer assembly.
9. The AGV of claim 8, wherein the driving device further comprises a movable block and a buffer baffle, the movable block is mounted at one end of the transmission seat, the buffer baffle is mounted at the other end of the transmission seat, a first movable portion is disposed on the first fixing seat, a second movable portion is disposed on the second fixing seat, the movable block is movably matched with the first movable portion, the buffer assembly is movably matched with the second movable portion, the buffer baffle is in buffer matching with the buffer assembly, and the movable direction of the movable block relative to the first movable portion is matched with the buffer direction of the buffer baffle relative to the buffer assembly.
10. The AGV of claim 9, wherein the buffer assembly comprises a buffer rod and a buffer spring, wherein a stop is disposed at one end of the buffer rod, the other end of the buffer rod is movably engaged with the second movable portion, the buffer baffle is engaged with the buffer rod, the buffer spring is engaged with the buffer rod, one end of the buffer spring is elastically abutted against the stop, and the other end of the buffer spring is abutted against the buffer baffle.
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| CN202111434729.6A CN114013260B (en) | 2021-11-29 | 2021-11-29 | AGV car and drive arrangement |
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| CN202111434729.6A CN114013260B (en) | 2021-11-29 | 2021-11-29 | AGV car and drive arrangement |
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| CN114013260B true CN114013260B (en) | 2024-02-20 |
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| CN114013260A (en) | 2022-02-08 |
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