CN212422735U - Load carrying AGV and damping mechanism applied to steering wheel - Google Patents

Abstract

The utility model relates to a load transport AGV and be applied to damper on steering wheel, including installing support and damper, the installing support includes mounting panel and installation lug, and the installation lug passes through the hinge subassembly and articulates on the main tributary strut, and damper includes shock attenuation pipe, damping spring and spring kicking block, and the shock attenuation pipe sets up in the mounting panel top, and damping spring sets up in the shock attenuation pipe, and the spring kicking block sets up in the one end of shock attenuation pipe and offsets with damping spring, and the spring kicking block stretches out in the one end of shock attenuation pipe and is used for offsetting with the main tributary strut. When the steering wheel assembly runs to the ground which is convex upwards or concave downwards, the steering wheel assembly is lifted or swings downwards, the damping spring is compressed or is elongated in length, the damping spring takes the hinge assembly as a base point to form a torque, and the torque can enable the force applied by the damping spring to the mounting plate to be balanced with the force applied by the ground to the steering wheel assembly. The damping amplitude is more obvious, and the damping mechanism is more suitable for the condition of larger gradient, so that the whole damping mechanism is more flexible.

Description

Load carrying AGV and damping mechanism applied to steering wheel

Technical Field

The utility model relates to a AGV technical field especially relates to a load transport AGV and be applied to damper on steering wheel.

Background

With the rapid development of industrial robot technology, an Automatic Guided Vehicle (AGV) is now widely used in the fields of manufacturing, logistics, transportation, etc. due to its characteristics of rapidness, high efficiency, energy saving, flexibility, etc.

The driving mode of the AGV has differential driving, steering wheel driving and the like, because the differential driving has low running precision, weak bearing capacity and serious abrasion of a driving wheel, the AGV cannot adapt to occasions with high precision and high bearing requirements, and the steering wheel mechanism has the characteristics of strong bearing capacity, good flexibility, high positioning precision and the like, and the steering wheel driving is the development direction of the future AGV and is widely applied to industries such as laser forklifts, electric pallet trucks, combination AGVs and the like at present.

In an AGV using a steering wheel as a drive, how to effectively realize the shock absorption of the steering wheel so as to adapt to the fluctuation of the ground and prevent the steering wheel from suspending in the air to stop the movement of a vehicle body in the running process is an extremely important problem. The damping mechanism that the tradition was applied to on the steering wheel mostly realizes the shock attenuation through suspension type steering wheel shock-absorbing structure, locates outside the guide arm through the damping spring cover. However, the damping mechanism with the structure has an insignificant damping amplitude, and particularly has a poor damping effect under the condition of a large gradient.

SUMMERY OF THE UTILITY MODEL

In view of the above, it is necessary to provide a load handling AGV having a large damping width and adapted to a situation of a large gradient, and a damping mechanism applied to a steering wheel.

A damping mechanism for application to a steering wheel, comprising:

the mounting bracket comprises a mounting plate and mounting lugs, the mounting lugs are arranged on the mounting plate and used for being hinged to the main support frame through a hinge assembly, and a steering wheel assembly is mounted below the mounting plate; and

damping assembly, including shock tube, damping spring and spring kicking block, the shock tube is fixed set up in the top of mounting panel, damping spring set up in the shock tube, the spring kicking block set up in the one end of shock tube and with damping spring offsets, the spring kicking block stretch out in the one end of shock tube is used for offsetting with the main tributary strut.

In one embodiment, the damping assembly further comprises an adjusting member, one end of the adjusting member extends into the damping tube and abuts against the damping spring, and the adjusting member is movable relative to the damping tube to adjust the compression amount of the damping spring.

In one embodiment, the adjusting member includes a spring pad and an adjusting screw, the spring pad is located in the damping tube and abuts against the damping spring, and one end of the adjusting screw extends into the damping tube and abuts against the spring pad.

In one embodiment, the spring top block comprises an abutting section and a positioning section which are connected with each other, one end of the abutting section extends out of the damping tube and is used for abutting against the main support frame, the positioning section is located in the damping tube, the outer diameter of the positioning section is smaller than that of the abutting section, and one end of the damping spring is located outside the positioning section in a positioning sleeved mode.

In one embodiment, the hinge assembly further comprises a hinge seat, the hinge seat is used for being fixedly installed on the main supporting frame, the hinge assembly comprises a rotating pin and a locking nut, one end of the rotating pin penetrates through the installation lug and the hinge seat, and the locking nut is locked at one end of the rotating pin.

In one embodiment, the hinge assembly further includes a first bushing sleeved outside the rotation pin, a bearing and a second bushing, the bearing is located between the first bushing and the second bushing, the first bushing is located between the rotation pin and the mounting lug, and the second bushing is located between the rotation pin and the hinge seat.

In one embodiment, the lifting device further comprises a manual lifting adjusting assembly, the manual lifting adjusting assembly comprises a stopper and a manual lifting adjusting rod, the stopper is fixedly mounted on the main support frame, an adjusting hole is formed in the mounting plate, the manual lifting adjusting rod penetrates through the adjusting hole and can move relative to the mounting plate, and one end of the manual lifting adjusting rod can abut against the stopper.

A load handling AGV comprising:

the vehicle body comprises a main support frame and a tool mounting platform, wherein the tool mounting platform is arranged on the main support frame;

the damping mechanism applied to the steering wheel is characterized in that the mounting bracket is hinged to the main support frame through the hinge assembly, and the spring top block extends out of one end of the damping pipe and is used for abutting against the main support frame; and

and the steering wheel assembly is arranged below the mounting plate.

In one embodiment, the steering wheel assembly comprises a steering wheel, a first motor and a slewing bearing, wherein the first motor is used for driving the steering wheel to rotate, the steering wheel is arranged on the slewing bearing, and the slewing bearing is fixedly arranged below the mounting plate.

In one embodiment, the steering wheel assembly further includes a second motor, a driving wheel, and a driven wheel, the second motor is used for driving the driving wheel to rotate, the driven wheel is sleeved outside the slewing bearing, the driven wheel is engaged with the driving wheel, and the second motor drives the steering wheel to rotate by driving the driven wheel to rotate.

Above-mentioned load transport AGV and be applied to damper on the steering wheel have following advantage at least:

when the damping device is in an initial state, the damping spring is in a pre-compression state, the spring top block always abuts against the main support frame and the damping spring, and the mounting support can swing up and down along with the fluctuation of the ground in the operation process. When the steering wheel assembly runs to the ground which protrudes upwards, the steering wheel assembly is lifted, the mounting plate can be tilted upwards by taking the hinge assembly on the mounting lug as a base point, the damping spring in the damping pipe can be continuously compressed at the moment, the spring force can be increased, the damping spring takes the hinge assembly as the base point to form a torque, the torque can provide pre-pressure to the steering wheel assembly against the ground, the force of the ground against the steering wheel assembly can be increased at the moment to balance the increased force when the damping spring is compressed, and the force applied by the damping spring to the mounting plate and the force applied by the ground against the steering wheel assembly are balanced. When the steering wheel assembly runs to the ground sunken downwards, the steering wheel assembly can be lowered, the mounting plate can swing downwards by taking the hinge assembly on the mounting lug as a base point, at the moment, the compression amount of the damping spring in the damping pipe can be reduced, the damping spring extends, the spring force can be reduced, the damping spring takes the hinge assembly as the base point to form a torque, the pre-pressure generated by the torque on the ground is reduced, the force of the ground on the steering wheel assembly is also reduced to balance the force reduced by the damping spring, and the force applied by the damping spring on the mounting plate and the force applied by the ground on the steering wheel assembly are balanced. Compare in the whole structure of locating the guide arm of all overlapping of traditional spring, damping spring in this application sets up in the shock tube, and the spring kicking block sets up in the one end of shock tube and offsets with damping spring, and the shock attenuation range is more obvious, more is fit for the great condition of slope. And the mounting bracket in this application articulates on main tributary strut through the hinge subassembly, and shock attenuation subassembly's spring ejector block stretches out the one end of shock tube and offsets with main tributary strut, consequently makes whole damper more nimble.

Drawings

FIG. 1 is a schematic diagram of a load handling AGV according to one embodiment;

FIG. 2 is an enlarged view of a portion of FIG. 1 at A;

FIG. 3 is a schematic view of the load handling AGV of FIG. 1 shown in a state with the mounting plate tilted upward;

FIG. 4 is an enlarged view of a portion of FIG. 3 at B;

FIG. 5 is a schematic view of the load handling AGV of FIG. 1 in a position where the mounting plate swings downward;

FIG. 6 is an enlarged view of a portion of FIG. 5 at C;

FIG. 7 is an assembled perspective view of a damper mechanism and a steering wheel assembly applied to a steering wheel according to an embodiment;

FIG. 8 is a cross-sectional view of FIG. 7;

fig. 9 is another cross-sectional view of fig. 7.

In the figure, 10, a load handling AGV; 100. a vehicle body; 200. the damping mechanism is applied to the steering wheel; 300. a steering wheel assembly; 110. a main supporting frame; 120. a tool mounting platform; 111. a cross beam; 112. a stringer; 113. erecting a beam; 210. mounting a bracket; 220. a shock absorbing assembly; 211. mounting a plate; 212. mounting a lug; 400. a hinge assembly; 221. a shock absorbing tube; 222. a damping spring; 223. a spring top block; 224. an adjustment member; 225. a spring cushion block; 226. an adjusting screw; 227. an abutment section; 228. a positioning section; 229. a butt joint plate; 500. a hinged seat; 410. a rotation pin; 420. locking the nut; 430. a first bushing; 440. a bearing; 450. a second shaft sleeve; 460. a baffle plate; 470. locking the screw; 600. manually lifting the adjustment assembly; 610. a stop member; 620. manually lifting the adjusting rod; 310. a steering wheel; 320. a first motor; 340. a second motor; 350. a driving wheel; 360. a driven wheel; 370. and a gear encoder.

Detailed Description

In order to make the above objects, features and advantages of the present invention more comprehensible, embodiments of the present invention are described in detail below with reference to the accompanying 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 can be embodied in many different forms other than those specifically described herein, and it will be apparent to those skilled in the art that similar modifications can be made without departing from the spirit and scope of the invention, and it is therefore not to be limited to the specific embodiments disclosed below.

It will be understood that when an element is referred to as being "secured to" 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," "left," "right," and the like as used herein are for illustrative purposes only and do not represent the only embodiments.

It should be understood that the terms "first", "second", etc. are used herein to describe various information, but the information should not be limited to these terms, and these terms are only used to distinguish one type of information from another. For example, "first" information may also be referred to as "second" information, and similarly, "second" information may also be referred to as "first" information, without departing from the scope of the present invention.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used in the description of the invention herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

Referring to fig. 1 to 6, a load handling AGV10 according to an embodiment includes a vehicle body 100, a shock absorbing mechanism 200 applied to a steering wheel, and a steering wheel assembly 300. The vehicle body 100 includes a main support frame 110 and a tooling platform 120, wherein the tooling platform 120 is disposed on the main support frame 110. When the load handling AGV10 is handling a workpiece, the workpiece is placed directly on the tool mounting platform 120, or a tool is placed on the tool mounting platform 120 first, and then the workpiece is placed on the tool. The steering wheel assemblies 300 are in two sets, with the two sets of steering wheel assemblies 300 being positioned behind the load handling AGV10, respectively, and on the center axis of the load handling AGV 10. Correspondingly, the number of the damping mechanisms 200 applied to the steering wheel is also two, and the two damping mechanisms are respectively used for damping the two sets of steering wheel assemblies 300.

The main support frame 110 mainly plays a role in supporting and bearing, and specifically, the main support frame 110 includes cross beams 111, longitudinal beams 112 and vertical beams 113, and the cross beams 111, the longitudinal beams 112 and the vertical beams 113 may be made of steel, so as to increase the strength of the main support frame 110.

Referring to fig. 7 to 9, the damping mechanism 200 applied to the steering wheel includes a mounting bracket 210 and a damping assembly 220, the mounting bracket 210 includes a mounting plate 211 and a mounting lug 212, the mounting lug 212 is disposed on the mounting plate 211, the mounting lug 212 is hinged to the main support frame 110 by a hinge assembly 400, and the steering wheel assembly 300 is mounted below the mounting plate 211. Specifically, the mounting plate 211 is square, the number of the mounting lugs 212 is two, and the two mounting lugs 212 are respectively located at two opposite sides of the mounting plate 211 and at one end of the mounting plate 211.

The damping assembly 220 includes a damping tube 221, a damping spring 222 and a spring top block 223, wherein the damping tube 221 is fixedly disposed above the mounting plate 211. Specifically, the shock-absorbing tube 221 may be fixed above the mounting plate 211 by welding. The damping spring 222 is disposed in the damping tube 221, the spring top block 223 is disposed at one end of the damping tube 221 and abuts against the damping spring 222, and the spring top block 223 extends out of one end of the damping tube 221 and abuts against the main support frame 110.

Referring to fig. 9, the damping module 220 further includes an adjusting member 224, one end of the adjusting member 224 extends into the damping tube 221 and abuts against the damping spring 222, the adjusting member 224 is movable relative to the damping tube 221, and the adjusting member 224 is used for adjusting the compression amount of the damping spring 222, so as to adjust the damping degree according to different requirements and optimize the spring performance. Specifically, the adjusting member 224 includes a spring pad 225 and an adjusting screw 226, the spring pad 225 is located in the damping tube 221 and abuts against the damping spring 222, and one end of the adjusting screw 226 extends into the damping tube 221 and abuts against the spring pad 225. Correspondingly, the shock-absorbing tube 221 is provided with an internal thread, and one end of the adjusting screw 226 is threadedly disposed in the shock-absorbing tube 221. The outer diameter of the spring pad 225 is larger than the outer diameter of the end of the adjusting screw 226 extending into the shock tube 221, so that the contact area between the spring pad 225 and the shock absorbing spring 222 is larger, and the shock absorbing spring 222 is more uniformly stressed during shock absorption.

The spring top block 223 includes an abutting section 227 and a positioning section 228, which are connected to each other, one end of the abutting section 227 extends out of the damping tube 221 and abuts against the main supporting frame 110, the positioning section 228 is located in the damping tube 221, the outer diameter of the positioning section 228 is smaller than the outer diameter of the abutting section 227, and one end of the damping spring 222 is partially positioned and sleeved outside the positioning section 228. Specifically, an abutting plate 229 may be provided on the vertical beam 113, and one end of the abutting section 227 protruding from the shock-absorbing tube 221 abuts against the abutting plate 229. The spring top block 223 can be made of soft materials such as nylon, and can avoid the adverse effects such as abrasion and noise caused by rigid collision. The positioning section 228 is mainly used for positioning, the length of the positioning section 228 is small, and only one end of the damping spring 222 is required to be sleeved on the positioning section 228, and the whole damping spring 222 is not required to be sleeved on the positioning section 228, so that the situation that the damping spring is stuck to the positioning section 228 is prevented.

Referring to fig. 8, the damping mechanism 200 applied to the steering wheel further includes an articulated seat 500, and the articulated seat 500 is used for being fixedly mounted on the main support frame 110. Specifically, the hinge base 500 is fixedly mounted to the side member 112. For example, it may be mounted to the side member 112 by screws. The hinge assembly 400 includes a rotation pin 410 and a lock nut 420, wherein one end of the rotation pin 410 passes through the mounting lug 212 and the hinge housing 500, and the lock nut 420 is locked to one end of the rotation pin 410. Thus, the mounting lugs 212 of the mounting bracket 210 may rotate relative to the rotation pins 410. Further, the hinge assembly 400 further comprises a blocking piece 460, and the blocking piece 460 is locked and fixed at one end of the rotating pin 410 through a locking screw 470 to prevent the locking nut 420 from loosening and even falling off.

Further, the hinge assembly 400 further includes a first bushing 430, a bearing 440 and a second bushing 450 sleeved outside the rotation pin 410, wherein the bearing 440 is located between the first bushing 430 and the second bushing 450, the first bushing 430 is located between the rotation pin 410 and the mounting lug 212, and the second bushing 450 is located between the rotation pin 410 and the hinge seat 500. Therefore, the degree of lubrication of the hinge assembly 400 during rotation can be increased, preventing the hinge assembly 400 from being jammed. For example, the bearing 440 may be a thrust needle bearing and the first and second bushings 430, 450 may be copper bushings.

Referring to fig. 2 and 7, further, the damping mechanism 200 applied to the steering wheel further includes a manual lifting adjustment assembly 600, the manual lifting adjustment assembly 600 includes a stopper 610 and a manual lifting adjustment rod 620, and the stopper 610 is fixedly mounted on the main support frame 110. For example, the stop 610 may be a stop plate mounted to the stringer 112. The mounting plate 211 is provided with an adjusting hole, the manual lifting adjusting rod 620 penetrates through the adjusting hole and is movable relative to the mounting plate 211, and one end of the manual lifting adjusting rod 620 can abut against the abutting piece 610. For example, the manual lift adjustment lever 620 may be a screw and the adjustment hole may be a threaded hole. When the load carrying AGV10 is out of order and needs to be maintained, the screw can be rotated downwards, the screw abuts against the stop plate to lift the whole steering wheel assembly 300 off the ground, and after the steering wheel assembly 300 is lifted off the ground, the load carrying AGV10 can be pushed manually to a maintenance area to perform equipment inspection and maintenance.

Referring to fig. 7 to 9 again, the steering wheel assembly 300 includes a steering wheel 310, a first motor 320 and a pivoting support (not shown), wherein the first motor 320 is used for driving the steering wheel 310 to rotate, the steering wheel 310 is disposed on the pivoting support, and the pivoting support is fixedly mounted below the mounting plate 211. Therefore, in the present embodiment, the first motor 320 is used to drive the steering wheel 310 to rotate and travel, the steering wheel assembly 300 is a functional module structure, and the damper mechanism 200 applied to the steering wheel is also a functional module structure, and both are respectively installed below the vehicle body 100. Therefore, the structural flexibility in this embodiment is higher than the way in which the conventional rudder wheel assembly 300 and the shock absorbing mechanism 200 are integrated into one module.

Further, the steering wheel assembly 300 further includes a second motor 340, a driving wheel 350 and a driven wheel 360, the second motor 340 is used for driving the driving wheel 350 to rotate, the driven wheel 360 is sleeved outside the slewing bearing, the driven wheel 360 is engaged with the driving wheel 350, and the second motor 340 drives the steering wheel 310 to rotate by driving the driven wheel 360 to rotate. A gear encoder 370 is further provided around the driving wheel 350, and the rotation speed and angle of the steering wheel 310 are measured by the gear encoder 370.

The above-described load handling AGV10 and shock absorbing mechanism 200 applied to steerable wheel 310 have at least the following advantages:

referring to fig. 1 and 2, in an initial state, the damping spring 222 is in a pre-compressed state, the spring top block 223 always abuts against the main supporting frame 110 and the damping spring 222, and the mounting bracket 210 swings up and down along with the fluctuation of the ground during operation. Referring to fig. 3 and 4, when the steering wheel assembly 300 is lifted when the vehicle travels to the ground protruding upward, the mounting plate 211 tilts upward with the hinge assembly 400 on the mounting lug 212 as a base point, the damping spring 222 in the damping tube 221 is compressed continuously, the spring force increases, the damping spring 222 forms a torque with the hinge assembly 400 as a base point, the torque provides a pre-pressure to the steering wheel assembly 300 with respect to the ground, the force of the ground on the steering wheel assembly 300 increases to balance the increased force when the damping spring 222 is compressed, and the force applied by the damping spring 222 to the mounting plate 211 and the force applied by the ground on the steering wheel assembly 300 are balanced. Referring to fig. 5 and 6, when the steering wheel assembly 300 is lowered when the vehicle travels to a ground surface recessed downward, the mounting plate 211 swings downward with the hinge assembly 400 of the mounting lug 212 as a base point, the compression amount of the damping spring 222 in the damping tube 221 is reduced, the damping spring 222 is extended, the spring force is reduced, the damping spring 222 forms a torque with the hinge assembly 400 as a base point, the pre-stress generated by the torque is reduced, the force of the ground surface on the steering wheel assembly 300 is reduced to balance the reduced force of the damping spring 222, and the force of the damping spring 222 on the mounting plate 211 and the force of the ground surface on the steering wheel assembly 300 are balanced.

Compared with the conventional structure that the whole spring is sleeved outside the guide rod, the damping spring 222 in the embodiment is arranged in the damping tube 221, and the spring top block 223 is arranged at one end of the damping tube 221 and abuts against the damping spring 222, so that the damping amplitude is more obvious, and the damping device is more suitable for the situation of larger gradient. Furthermore, the mounting bracket 210 is hinged to the main support frame 110 by the hinge assembly 400, and the top spring block 223 of the shock absorbing assembly 220 protrudes from one end of the shock absorbing tube 221 to abut against the main support frame 110, thereby making the whole shock absorbing mechanism 200 more flexible.

The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above-mentioned embodiments only represent some embodiments of the present invention, and the description thereof is specific and detailed, but not to be construed as limiting the scope of the present invention. It should be noted that, for those skilled in the art, without departing from the spirit of the present invention, several variations and modifications can be made, which are within the scope of the present invention. Therefore, the protection scope of the present invention should be subject to the appended claims.

Claims (10)

1. A damping mechanism for a steering wheel, comprising:

the mounting bracket comprises a mounting plate and mounting lugs, the mounting lugs are arranged on the mounting plate and used for being hinged to the main support frame through a hinge assembly, and a steering wheel assembly is mounted below the mounting plate; and

damping assembly, including shock tube, damping spring and spring kicking block, the shock tube is fixed set up in the top of mounting panel, damping spring set up in the shock tube, the spring kicking block set up in the one end of shock tube and with damping spring offsets, the spring kicking block stretch out in the one end of shock tube is used for offsetting with the main tributary strut.

2. The damping mechanism as claimed in claim 1, wherein the damping assembly further comprises an adjuster having one end extending into the damping tube and abutting the damping spring, the adjuster being movable relative to the damping tube to adjust the amount of compression of the damping spring.

3. The steering wheel damping mechanism as claimed in claim 2, wherein the adjusting member includes a spring block and an adjusting screw, the spring block is located in the damping tube and is abutted against the damping spring, and one end of the adjusting screw is inserted into the damping tube and is abutted against the spring block.

4. The damping mechanism applied to the steering wheel of claim 1, wherein the spring top block comprises an abutting section and a positioning section, the abutting section and the positioning section are connected with each other, one end of the abutting section extends out of the damping tube and is used for abutting against the main supporting frame, the positioning section is located in the damping tube, the outer diameter of the positioning section is smaller than that of the abutting section, and one end of the damping spring is partially sleeved outside the positioning section.

5. The damping mechanism applied to the steering wheel of claim 1, further comprising a hinge seat for being fixedly mounted on the main support frame, wherein the hinge assembly comprises a rotation pin and a lock nut, one end of the rotation pin passes through the mounting lug and the hinge seat, and the lock nut is locked to one end of the rotation pin.

6. The damping mechanism applied to the steering wheel of claim 5, wherein the hinge assembly further comprises a first shaft sleeve, a bearing and a second shaft sleeve sleeved outside the rotation pin, the bearing is located between the first shaft sleeve and the second shaft sleeve, the first shaft sleeve is located between the rotation pin and the mounting lug, and the second shaft sleeve is located between the rotation pin and the hinge seat.

7. The damping mechanism applied to the steering wheel according to any one of claims 1 to 6, further comprising a manual lifting adjustment assembly, wherein the manual lifting adjustment assembly comprises a stopper and a manual lifting adjustment rod, the stopper is fixedly mounted on the main support frame, the mounting plate is provided with an adjustment hole, the manual lifting adjustment rod is inserted into the adjustment hole and is movable relative to the mounting plate, and one end of the manual lifting adjustment rod can abut against the stopper.

8. A load handling AGV comprising:

the vehicle body comprises a main support frame and a tool mounting platform, wherein the tool mounting platform is arranged on the main support frame;

a damping mechanism as claimed in any one of claims 1 to 7 applied to a steering wheel, the mounting bracket being hinged to the main support bracket by the hinge assembly, the sprung top projecting from one end of the damping tube for abutment with the main support bracket; and

and the steering wheel assembly is arranged below the mounting plate.

9. A load handling AGV according to claim 8, wherein said steering wheel assembly includes a steering wheel, a first motor and a slewing bearing, said first motor being adapted to drive said steering wheel to rotate, said steering wheel being disposed on said slewing bearing, said slewing bearing being fixedly mounted below said mounting plate.

10. The load handling AGV of claim 9 wherein the steering wheel assembly further includes a second motor, a drive wheel and a driven wheel, the second motor is configured to drive the drive wheel to rotate, the driven wheel is sleeved outside the rotary support, the driven wheel is engaged with the drive wheel, and the second motor drives the steering wheel to steer by driving the driven wheel to rotate.

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