WO2018159532A1 - Unité de roue d'entraînement et véhicule guidé automatisé - Google Patents

Unité de roue d'entraînement et véhicule guidé automatisé Download PDF

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Publication number
WO2018159532A1
WO2018159532A1 PCT/JP2018/006968 JP2018006968W WO2018159532A1 WO 2018159532 A1 WO2018159532 A1 WO 2018159532A1 JP 2018006968 W JP2018006968 W JP 2018006968W WO 2018159532 A1 WO2018159532 A1 WO 2018159532A1
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WO
WIPO (PCT)
Prior art keywords
drive wheel
steering
wheel unit
cart
steering motor
Prior art date
Application number
PCT/JP2018/006968
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English (en)
Japanese (ja)
Inventor
井上　仁
暉久夫 岡村
Original Assignee
日本電産シンポ株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日本電産シンポ株式会社 filed Critical 日本電産シンポ株式会社
Publication of WO2018159532A1 publication Critical patent/WO2018159532A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/02—Steering linkage; Stub axles or their mountings for pivoted bogies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/02—Steering linkage; Stub axles or their mountings for pivoted bogies
    • B62D7/04—Steering linkage; Stub axles or their mountings for pivoted bogies with more than one wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
    • B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering

Definitions

  • the present invention relates to a drive wheel unit and an automatic conveyance carriage.
  • Japanese Utility Model Publication No. Sho 63-118610 (Reference 1) discloses an omnidirectional unmanned vehicle that can go straight in the front-rear direction and can also go straight in the left-right direction by changing the direction of the drive wheels by 90 degrees. ing.
  • Japanese Patent Application Laid-Open No. 7-149243 (Document 2) and Japanese Patent Application Laid-Open No. 8-69323 (Document 3) also disclose a similar automatic transfer device.
  • the vehicle body frame 11 is held at a fixed position. I can't. Further, as shown in FIG. 1 of Document 1, since the pulse encoder 20 and the electromagnetic brake 21 used for changing the direction of the drive wheel 12 are arranged above the wheel 16 and the vehicle body frame 11, There is a risk that the omnidirectional unmanned vehicle will increase in size in the vertical direction.
  • the direction of the wheel 5 can be changed by the motor unit 1 with a built-in speed reduction mechanism without driving the wheel driving motor 6.
  • the motor unit 1 with a built-in speed reduction mechanism is disposed above the wheels 5 and the conveying device frame 12, the automatic conveying device may be increased in size in the vertical direction.
  • the present invention has been made in view of the above problems, and aims to downsize the drive wheel unit in the vertical direction.
  • An exemplary drive wheel unit is attached to an automatic conveyance carriage that includes a carriage main body and a plurality of casters that support the carriage main body from below, and drives the automatic conveyance carriage.
  • the drive wheel unit includes a drive wheel, a drive mechanism that rotationally drives the drive wheel around a drive shaft that faces in a horizontal direction, and a steering mechanism that changes the direction of the drive wheel around a steering shaft that faces up and down. . At least a part of the steering mechanism is located between the upper end and the lower end of the drive wheel in the vertical direction. In a state where the drive wheel unit is attached to the cart body, the entire steering mechanism is located below the upper surface of the cart body.
  • the drive wheel unit can be downsized in the vertical direction.
  • FIG. 1 is a plan view of the automatic conveyance cart according to the first embodiment.
  • FIG. 2 is a side view showing a part of the automatic conveyance cart.
  • FIG. 3 is a plan view of the automatic conveyance cart.
  • FIG. 4 is a side view showing a part of the automatic conveyance cart.
  • FIG. 5 is a side view showing a part of the automatic conveyance cart.
  • FIG. 6 is a side view showing another example of the bearing mechanism.
  • FIG. 7 is a side view showing another example of the bearing mechanism.
  • FIG. 8 is a plan view of the automatic conveyance vehicle according to the second embodiment.
  • FIG. 9 is a plan view of the automatic conveyance cart.
  • FIG. 10 is a side view showing a part of the automatic conveyance cart.
  • FIG. 1 is a plan view of an automatic conveyance carriage 1 including a drive wheel unit 3 according to a first embodiment of the present invention.
  • FIG. 2 is a side view showing a part of the automatic conveyance cart 1. In FIG. 2, a part of the configuration of the automatic conveyance cart 1 is shown in cross section. The same applies to FIGS. 4 to 7 and FIG. 10 described later.
  • FIG. 2 illustrates a state in which a driven wheel 121 of a caster 12 described later and a drive wheel 33 of the drive wheel unit 3 are in contact with a floor surface 91 having substantially the same height.
  • FIG. 2 shows a side surface of the left drive wheel unit 3 in FIG. The same applies to FIGS. 4 to 7.
  • the driven wheel 121 and the drive wheel unit 3 that overlap each other in a side view are drawn apart in the front-rear direction.
  • the automatic transport cart 1 is used for transporting an object to be transported on a production line in a factory, for example.
  • the automatic conveyance cart 1 is also called an automatic guided vehicle and is automatically operated by computer control, for example.
  • the automatic conveyance cart 1 is also called AGV (AutomatedmGuided Vehicle).
  • AGV AutomatedmGuided Vehicle
  • the left-right direction in FIGS. 1 and 2 is referred to as “front-rear direction”
  • the up-down direction in FIG. 1 is referred to as “width direction”.
  • the width direction is a direction perpendicular to the front-rear direction.
  • the above-mentioned front-back direction does not necessarily correspond with the moving direction of the automatic conveyance cart 1.
  • the automatic conveyance cart 1 includes a cart body 11, a plurality of casters 12, and a plurality of drive wheel units 3.
  • the carriage body 11 is a substantially flat member in plan view.
  • the outer peripheral edge 110 of the carriage main body 11 is drawn with a broken line, and the configuration below the upper surface 112 of the carriage main body 11 is drawn with a solid line.
  • the outer peripheral edge 110 of the carriage main body 11 is a substantially rectangular shape whose longitudinal direction is longer than the width direction.
  • the upper surface 112 of the carriage main body 11 is a substantially rectangular plane that extends substantially horizontally.
  • the upper surface 112 of the cart body 11 is substantially parallel to the floor surface 91.
  • the upper surface 112 of the cart body 11 has, for example, substantially the same size and shape as the outer peripheral edge 110 of the cart body 11.
  • the carriage main body 11 can take various shapes and structures as long as it has a substantially flat upper surface 112 on which the object to be conveyed can be placed.
  • the cart body 11 may include a frame to which the casters 12 and the drive wheel unit 3 are attached, a cover portion that covers the upper side and the periphery of the frame, and a top plate that is attached to the upper side of the cover portion. .
  • the upper surface 112 of the cart body 11 is the upper surface of the top plate.
  • the plurality of casters 12 are attached to the cart body 11 and support the cart body 11 from below.
  • the entire weight of the carriage main body 11 and the object to be conveyed is supported by a plurality of casters 12.
  • the drive wheel unit 3 hardly supports the weight of the carriage main body 11 and the object to be conveyed.
  • the number of casters 12 is four.
  • the four casters 12 are respectively arranged in the vicinity of the four corners of the cart body 11 that is substantially rectangular in a plan view. That is, the four casters 12 form a quadrangular vertex.
  • the two casters 12 adjacent in the width direction are arranged at substantially the same position in the front-rear direction.
  • Each caster 12 is disposed below the cart body 11.
  • the number of casters 12 is 3 or more, it may be changed as appropriate. Further, the arrangement of the plurality of casters 12 may be changed as appropriate.
  • the three or more casters 12 can be arranged on a non-linear line. In other words, any three casters 12 out of the plurality of casters 12 attached to the cart body 11 constitute a triangular apex. In other words, the plurality of casters 12 includes two casters 12 arranged on a straight line, and one or more casters 12 arranged at positions spaced from the straight line.
  • the caster 12 includes a driven wheel 121 and a driven wheel support portion 122.
  • the driven wheel 121 is supported by a driven wheel support part 122.
  • the driven wheel support part 122 is connected to the lower surface of the cart body 11, for example.
  • the driven wheel 121 is a substantially disc-shaped wheel that rotates around a central axis that faces in the horizontal direction.
  • the driven wheel support portion 122 is, for example, a substantially columnar member that faces the vertical direction.
  • the driven wheel support portion 122 rotates about a central axis that faces the vertical direction, whereby the direction of the driven wheel 121 is changed.
  • the central axis of the driven wheel support part 122 is located at a position shifted from the central axis of the driven wheel 121 in plan view.
  • the driven wheel 121 of the caster 12 rotates according to the movement of the cart body 11 by the drive wheel unit 3. Specifically, the driven wheel support portion 122 of the caster 12 is rotated by the driving force acting in the traveling direction of the driving wheel 33 so that the central axis of the driven wheel 121 is substantially perpendicular to the moving direction of the carriage body 11. . Then, the driven wheel 121 rotates substantially parallel to the movement direction of the carriage main body 11 as the carriage main body 11 moves.
  • the drive wheel unit 3 is attached to the cart body 11 and drives the automatic conveyance cart 1.
  • the automatic conveyance cart 1 includes two drive wheel units 3.
  • the number of drive wheel units may be changed as appropriate.
  • the drive wheel unit 3 is located below the cart body 11, for example.
  • the drive wheel unit 3 is preferably positioned below the upper end of the frame.
  • first drive wheel unit 3 the right drive wheel unit 3 in FIG. 1
  • second drive wheel unit 3 the left drive wheel unit 3 in FIG. This is called “second drive wheel unit 3”.
  • the first drive wheel unit 3 and the second drive wheel unit 3 have the same structure.
  • the shortest distance between each caster 12 and the outer peripheral edge 110 of the cart main body 11 is the shortest distance between the drive wheel 33 of the first drive wheel unit 3 and the outer peripheral edge 110 of the cart main body 11. Smaller than.
  • the shortest distance between each caster 12 and the outer peripheral edge 110 of the cart body 11 is smaller than the shortest distance between the drive wheel 33 of the second drive wheel unit 3 and the outer peripheral edge 110 of the cart body 11.
  • the shortest distance between the caster 12 and the outer peripheral edge 110 is between the center axis of the driven wheel support portion 122 of the caster 12 and the closest of the front edge, the rear edge, and the side edges on both sides of the outer peripheral edge 110. Is the shortest distance.
  • the shortest distance between the drive wheel 33 of the drive wheel unit 3 and the outer peripheral edge 110 is a steering shaft J2 (to be described later) of the drive wheel unit 3, the front edge, the rear edge, and the side edges on both sides of the outer peripheral edge 110.
  • the shortest distance between the closest ones may be changed as appropriate.
  • Each drive wheel unit 3 includes a drive wheel 33, a drive mechanism 34, and a steering mechanism 36.
  • the drive wheel 33 is a substantially disc-shaped wheel that rotates about a drive shaft J1 that faces substantially in the horizontal direction.
  • the drive shaft J ⁇ b> 1 is a virtual shaft that is the center of rotation in the circumferential direction of the substantially disc-shaped drive wheel 33.
  • the drive mechanism 34 is connected to the drive wheel 33 and rotationally drives the drive wheel 33.
  • the drive mechanism 34 includes, for example, an electric motor.
  • the drive shaft J1 of the drive wheel 33 is located on the motor shaft that is the rotation shaft of the electric motor.
  • the steering mechanism 36 changes the direction of the drive wheels 33 around the steering axis J2 that faces substantially in the vertical direction.
  • the direction of the drive wheel 33 means a direction perpendicular to the drive axis J1 in the horizontal direction.
  • the direction of the drive wheel 33 means the traveling direction when the drive wheel 33 rotates about the drive shaft J1.
  • the drive wheel 33 faces in the front-rear direction.
  • the steering axis J2 is a virtual axis that is the center of rotation when the direction of the drive wheels 33 is changed.
  • the steering axis J2 is located on a straight line passing through the upper end and the lower end of the drive wheel 33, for example.
  • the straight line faces substantially in the vertical direction.
  • the steering axis J2 is a straight line passing through the contact point between the drive wheel 33 and the floor surface 91. Therefore, the steering shaft J2 intersects the drive shaft J1 at the center of the drive wheel 33.
  • the direction of the drive wheel 33 can be changed by about 90 degrees by the steering mechanism 36 between the front-rear direction shown in FIG. 1 and the width direction shown in FIG.
  • the drive wheel 33 in the state shown in FIG. 3 is driven by the drive mechanism 34, the automatic conveyance carriage 1 moves in the width direction.
  • the driven wheel 121 of each caster 12 is also drawn in the width direction.
  • the driven wheel 121 faces the width direction following the movement of the automatic conveyance carriage 1 in the width direction by the driving wheel 33.
  • the drive wheels 33 of each drive wheel unit 3 are driven in a predetermined direction inclined with respect to the front-rear direction and the width direction, and the drive wheels 33 are driven by the drive mechanism 34 to automatically
  • the conveyance carriage 1 can also be moved obliquely with respect to the front-rear direction and the width direction. Further, for example, the automatic conveyance carriage 1 can be rotated on the spot by driving the two driving wheel units 3 in different rotation directions with the driving wheels 33 of the two driving wheel units 3 in the same direction.
  • L1 is indicated by a two-dot chain line.
  • the straight line L1 is inclined with respect to the front-rear direction and the width direction in plan view. Specifically, the straight line L1 is inclined 45 degrees with respect to the front-rear direction.
  • the straight line L1 is inclined 45 degrees with respect to the width direction.
  • the inclination angle of the straight line L1 with respect to the front-rear direction and the width direction may be changed as appropriate.
  • the straight line L1 may be substantially parallel to the front-rear direction or the width direction.
  • the steering of the first drive wheel unit 3 is arranged between the outer peripheral edge 110 of the carriage body 11 and a steering motor 361 described later of the first drive wheel unit 3 in the width direction of the carriage body 11.
  • An axis J2 is arranged.
  • the distance in the width direction between the side edge closer to the steering motor 361 of the first drive wheel unit 3 in the outer peripheral edge 110 of the carriage body 11 and the steering motor 361 is the side edge.
  • the steering shaft J ⁇ b> 2 of the second drive wheel unit 3 is disposed between the outer peripheral edge 110 of the carriage main body 11 and the steering motor 361 of the second drive wheel unit 3. .
  • the distance in the width direction between the side edge closer to the steering motor 361 of the second drive wheel unit 3 in the outer peripheral edge 110 of the carriage body 11 and the steering motor 361 is the side edge.
  • the positional relationship among the steering motor 361, the steering shaft J2, and the outer peripheral edge 110 may be changed as appropriate.
  • the steering mechanism 36 includes a steering motor 361, a turning portion 37, and a bearing mechanism 38.
  • the steering motor 361 is fixed to the cart body 11.
  • the turning unit 37 converts the rotation of the steering motor 361 into a force that changes the direction of the drive wheels 33.
  • the bearing mechanism 38 supports the swivel portion 37 with respect to the carriage main body 11 so as to be rotatable about the steering axis J2.
  • the entire steering mechanism 36 is located between the upper end and the lower end of the drive wheel 33 in the vertical direction.
  • the height of the steering mechanism 36 from the floor surface 91 is lower than the height from the floor surface 91 to the upper end of the drive wheel 33.
  • the entire steering mechanism 36 is positioned below the upper surface 112 of the carriage main body 11.
  • the cart body 11 includes the frame, the cover part, and the top plate as described above, the entire steering mechanism 36 is located below the top surface 112 of the top plate. Further, the entire steering mechanism 36 is preferably positioned below the upper end of the frame.
  • the steering motor 361 is, for example, an electric motor.
  • the rotation shaft 362 of the steering motor 361 faces the horizontal direction and is substantially parallel to the width direction.
  • the steering motor 361 is long in the direction in which the rotation shaft 362 extends. In other words, the length of the steering motor 361 in the direction of the rotation shaft 362 is larger than the width of the steering motor 361 in the direction perpendicular to the rotation shaft 362.
  • at least a part of the steering motor 361 is located between the upper end and the lower end of the drive wheel 33 in the vertical direction. More preferably, the entire steering motor 361 is located between the upper end and the lower end of the drive wheel 33 in the vertical direction.
  • the turning unit 37 includes a turning body 371 and a speed reduction mechanism 372. Preferably, at least a part of the turning portion 37 is located between the upper end and the lower end of the drive wheel 33 in the vertical direction.
  • the turning body 371 supports the drive wheel 33 and the drive mechanism 34.
  • the turning body 371 is indirectly connected to the rotating shaft 362 of the steering motor 361 via the speed reduction mechanism 372.
  • the speed reduction mechanism 372 transmits the rotation of the rotation shaft 362 of the steering motor 361 to the turning body 371 while decelerating. Then, the turning body 371 rotates together with the drive wheel 33 and the drive mechanism 34 around the steering axis J2, so that the direction of the drive wheel 33 is changed.
  • the turning body 371 may be directly connected to the rotating shaft 362 of the steering motor 361 and not rotated by the steering motor 361 without using the speed reduction mechanism 372.
  • the turning body 371 includes a turning base 373, an arm support 31, an arm 32, and an elastic member 35.
  • the turning base 373 is a substantially annular member centered on the steering axis J2. In the example shown in FIG. 1, the turning base 373 is a substantially annular plate-like member.
  • the turning base 373 is disposed around the upper end of the drive wheel 33.
  • a substantially arcuate gear 374 centering on the steering axis J2 is provided on the outer periphery of the turning base 373.
  • the gear portion 374 is provided over about 90 degrees in the circumferential direction around the steering axis J2.
  • the gear portion 374 meshes with a gear portion 375 fixed to the rotation shaft 362 of the steering motor 361.
  • the gear portion 374 and the gear portion 375 constitute a worm gear that is a reduction mechanism 372.
  • the gear portion 374 is a worm wheel, and the gear portion 375 is a worm.
  • the speed reduction mechanism 372 is a worm speed reduction mechanism.
  • the gear portion 374 of the speed reduction mechanism 372 may be provided over, for example, about 180 degrees in the circumferential direction around the steering axis J2.
  • the speed reduction mechanism 372 is not limited to the worm speed reduction mechanism, and may be a speed reduction mechanism having another structure.
  • the turning base 373 is rotatably attached to the carriage main body 11 by the bearing mechanism 38.
  • the bearing mechanism 38 includes a thrust bearing 381 that receives a load in the vertical direction and a radial bearing 382 that receives a radial load centered on the steering shaft J2.
  • the thrust bearing 381 includes a plurality of cam followers 383, for example.
  • four cam followers 383 are arranged at substantially equal angular intervals in the circumferential direction around the steering axis J2.
  • FIG. 2 in order to facilitate understanding of the structure of the cam follower 383, the position of the cam follower 383 in the circumferential direction about the steering axis J2 is changed from FIG.
  • a shaft 384 of each cam follower 383 is fixed to the outer peripheral portion of the turning base 373 and extends outward in the radial direction around the steering shaft J2.
  • the outer ring 385 of each cam follower 383 is in contact with the lower surface of the bearing support portion 113 of the carriage main body 11 around the turning base portion 373.
  • the radial bearing 382 is, for example, a ball bearing.
  • the radial bearing 382 is located, for example, on the radially inner side with respect to the thrust bearing 381.
  • the radial bearing 382 is in contact with the inner peripheral surface of the turning base 373 and the outer peripheral surface of the bearing support portion 113.
  • at least a part of the bearing mechanism 38 is located between the upper end and the lower end of the drive wheel 33 in the vertical direction.
  • the arm support portion 31 is a member that extends downward from the turning base portion 373.
  • the arm support portion 31 is indirectly attached to the cart body 11 via the turning base portion 373.
  • the arm 32 is a member extending in a substantially horizontal direction substantially parallel to the direction of the drive wheel 33.
  • the arm 32 is supported by the arm support portion 31 so as to be rotatable about a support shaft 311 provided at the lower end portion of the arm support portion 31.
  • the support shaft 311 extends substantially parallel to the drive shaft J1 of the drive wheel 33.
  • a sliding bearing is provided between the arm 32 and the support shaft 311. In a state where the drive wheel unit 3 is attached to the carriage body 11, the support shaft 311 of the arm support portion 31 is located between the upper end and the lower end of the drive wheel 33 in the vertical direction.
  • a driving wheel connecting portion 321 that extends upward is provided at the tip of the arm 32.
  • the drive wheel connecting portion 321 is a substantially rectangular plate-like portion that is substantially perpendicular to the floor surface 91.
  • the driving wheel 33 is connected to the driving wheel connecting portion 321 so as to be rotatable about the driving shaft J1.
  • the drive wheel 33 is supported from below by the arm 32 via the drive wheel connecting portion 321.
  • a drive mechanism 34 is disposed on the opposite side of the drive wheel connecting portion 321 from the drive wheel 33.
  • the drive mechanism 34 is also supported from below by the arm 32 via the drive wheel connecting portion 321.
  • a columnar guide portion 312 that is directed substantially in the vertical direction is provided.
  • the guide part 312 is a bolt, for example.
  • An upper end portion of the guide portion 312 is fixed to the arm support portion 31.
  • a lower end portion of the guide portion 312 extends downward of the arm 32 through a through hole provided in the arm 32.
  • the guide portion 312 and the arm 32 are not in contact with each other.
  • the elastic member 35 is disposed along the guide portion 312.
  • the elastic member 35 is, for example, a coil spring that faces in the up-down direction, and the guide portion 312 is located on the radially inner side of the elastic member 35.
  • the elastic member 35 is elastically deformed in the vertical direction along the guide portion 312.
  • the entire elastic member 35 is located between the upper end and the lower end of the drive wheel 33 in the vertical direction.
  • the upper end of the elastic member 35 contacts a substantially plate-like elastic member support portion 313 attached to the guide portion 312.
  • the lower end of the elastic member 35 contacts the periphery of the through hole of the arm 32.
  • the elastic member 35 is elastically deformed between the arm support portion 31 and the arm 32.
  • the elastic member 35 is elastically deformed between the carriage main body 11 and the arm 32 via the arm support portion 31.
  • the lower end and the upper end of the elastic member 35 may be fixed to the arm 32 and the elastic member support 313 by welding or the like, respectively.
  • the elastic member 35 is disposed between the elastic member support 313 and the arm 32 in a compressed state. Therefore, a moment in the clockwise direction in FIG. 2 is applied to the arm 32 around the support shaft 311 of the arm support portion 31 by the restoring force of the elastic member 35. Thereby, a downward force is applied to the drive wheel 33 connected to the arm 32. As a result, the drive wheel 33 is pressed against the floor surface 91.
  • the force applied to the drive wheel 33 by the restoring force of the elastic member 35 does not necessarily have to be a vertically downward force, and may be a force having a downward component.
  • the force pressing the drive wheel 33 against the floor surface 91 by the elastic member 35 changes the vertical position of the nut attached to the guide portion 312 on the upper side of the elastic member support portion 313, and the elastic member support portion 313 and the arm It is possible to adjust by changing the interval with 32.
  • the force pressing the driving wheel 33 against the floor surface 91 by the elastic member 35 may be adjusted by other methods.
  • FIG. 4 and 5 are side views showing a part of the automatic conveyance cart 1.
  • FIG. 4 the portion of the floor surface 91 that contacts the drive wheel 33 of the drive wheel unit 3 is recessed below the portion of the caster 12 that contacts the driven wheel 121.
  • FIG. 5 the portion of the floor surface 91 that contacts the drive wheel 33 of the drive wheel unit 3 protrudes above the portion of the caster 12 that contacts the driven wheel 121.
  • the drive wheel unit 3 is attached to the automatic conveyance carriage 1 including the carriage main body 11 and the plurality of casters 12 that support the carriage main body 11 from below, and drives the automatic conveyance carriage 1. .
  • the drive wheel unit 3 includes a drive wheel 33, a drive mechanism 34, and a steering mechanism 36.
  • the drive mechanism 34 rotationally drives the drive wheels 33 around a drive shaft J1 that faces in the horizontal direction.
  • the steering mechanism 36 changes the direction of the drive wheels 33 around the steering axis J2 that faces in the vertical direction. At least a part of the steering mechanism 36 is located between the upper end and the lower end of the drive wheel 33 in the vertical direction. In a state where the drive wheel unit 3 is attached to the cart body 11, the entire steering mechanism 36 is located below the upper surface 112 of the cart body 11.
  • the driving wheel unit 3 can be downsized in the vertical direction as compared with the conventional driving wheel unit in which the steering mechanism is disposed above the driving wheel.
  • the height from the floor surface 91 to the upper surface 112 can be reduced in a state where the upper surface 112 is kept flat without providing a convex portion or a through hole for the drive wheel unit 3 on the upper surface 112 of the carriage body 11.
  • the steering mechanism 36 includes the steering motor 361 and the turning unit 37 that converts the rotation of the steering motor 361 into a force that changes the direction of the drive wheels 33.
  • At least a part of the steering motor 361 is positioned between the upper end and the lower end of the drive wheel 33 in the vertical direction.
  • the drive wheel unit 3 can be further downsized in the vertical direction.
  • the entire steering motor 361 is located between the upper end and the lower end of the drive wheel 33 in the vertical direction.
  • the drive wheel unit 3 can be further downsized in the vertical direction.
  • at least a part of the turning portion 37 is also located between the upper end and the lower end of the drive wheel 33 in the vertical direction. Thereby, the drive wheel unit 3 can be further downsized in the vertical direction.
  • the steering mechanism 36 includes the steering motor 361 and the turning unit 37 described above, and the steering motor 361 has a rotation shaft 362 that faces the horizontal direction. Thereby, even if the steering motor 361 is long in the direction in which the rotation shaft 362 extends, the drive wheel unit 3 can be prevented from being enlarged in the vertical direction.
  • the steering mechanism 36 includes a bearing mechanism 38 in addition to the steering motor 361 and the turning portion 37 described above.
  • the bearing mechanism 38 supports the turning portion 37 with respect to the carriage main body 11. At least a part of the bearing mechanism 38 is located between the upper end and the lower end of the drive wheel 33 in the vertical direction. Thereby, the drive wheel unit 3 can be further downsized in the vertical direction. Further, since the bearing mechanism 38 is disposed around the drive wheel 33, the diameter of the bearing mechanism 38 can be made relatively large. Thereby, even if the load applied to the bearing mechanism 38 is biased, the turning portion 37 can be rotated relatively smoothly around the steering shaft J2. As a result, it is possible to realize stable steering of the drive wheels 33 against the unbalanced load acting on the carriage body 11.
  • the steering mechanism 36 includes the steering motor 361 and the turning portion 37 described above, and the turning portion 37 includes a speed reduction mechanism 372 that decelerates the rotation of the steering motor 361. Thereby, the desired rotational force and rotational speed of the turning unit 37 can be realized with a relatively small steering motor 361. Thereby, the drive wheel unit 3 can be reduced in size.
  • the deceleration mechanism 372 is preferably a worm deceleration mechanism. Thereby, a relatively large reduction ratio with respect to the rotation speed of the steering motor 361 can be realized by the reduction mechanism 372 having a small and simple structure. Further, the unintentional rotation of the turning portion 37 can be suppressed by the self-locking function of the worm reduction mechanism. As a result, fluctuations in the direction of movement by the drive wheel unit 3 can be suppressed, and stable traveling of the automatic conveyance cart 1 can be realized.
  • the steering axis J2 is located on a straight line passing through the upper end and the lower end of the drive wheel 33. Thereby, the moving range when the drive wheel 33 rotates around the steering axis J2 can be reduced. As a result, the drive wheels 33 can be disposed close to other structures such as the casters 12.
  • the drive wheel unit 3 includes the arm support portion 31, the arm 32, and the elastic member 35.
  • the arm 32 is supported so as to be rotatable about the support shaft 311 of the arm support portion 31.
  • the elastic member 35 is elastically deformed between the arm 32 and the arm support portion 31 and applies a downward force to the drive wheels 33 connected to the arm 32.
  • the support shaft 311 of the arm support portion 31 is located between the upper end and the lower end of the drive wheel 33 in the vertical direction.
  • the drive wheel 33 can be suitably pressed against the floor surface 91 while downsizing the drive wheel unit 3 in the vertical direction. Therefore, the driving wheel 33 can be preferably brought into contact with the floor surface 91 regardless of the position of the floor surface 91 below the driving wheel 33 in the vertical direction. As a result, a suitable movement of the automatic conveyance cart 1 by the drive wheel unit 3 can be realized.
  • the entire weight of the carriage main body 11 and the object to be conveyed is supported by the plurality of driven wheels 121, the distance between the carriage main body 11 and the floor surface 91 is stably maintained, and the drive wheels Even when the vertical position of 33 is changed, it is possible to prevent the vertical position of the carriage body 11 and the tilt relative to the horizontal plane from being changed.
  • the arm support portion 31, the arm 32, and the elastic member 35 may be provided separately from the turning portion 37 of the steering mechanism 36. Moreover, the arm support part 31 may be directly attachable to the cart body 11.
  • the support shaft 311 of the arm support portion 31 is positioned between the upper end and the lower end of the drive wheel 33 in the vertical direction, so that the drive wheel unit 3 is moved in the vertical direction.
  • the drive wheel 33 can be suitably pressed against the floor surface 91 while downsizing.
  • the pressing of the drive wheel 33 against the floor surface 91 may be realized by a structure different from the arm support portion 31, the arm 32, and the elastic member 35.
  • the structure for pressing the drive wheel 33 against the floor surface 91 may be omitted.
  • the automatic conveyance cart 1 includes a cart body 11, three or more casters 12, a first drive wheel unit 3, and a second drive wheel unit 3.
  • the three or more casters 12 are arranged on a non-straight line and support the cart body 11 from below.
  • the first drive wheel unit 3 and the second drive wheel unit 3 are attached to the cart body 11. As described above, the first drive wheel unit 3 and the second drive wheel unit 3 can be downsized in the vertical direction. Therefore, the automatic conveyance cart 1 can be downsized in the vertical direction.
  • the three or more casters 12 include the four casters 12 respectively disposed at the four corners of the cart body 11 as described above. Thereby, the stable driving
  • a straight line L1 connecting the steering axis J2 of the first drive wheel unit 3 and the steering axis J2 of the second drive wheel unit 3 in plan view is inclined with respect to the front-rear direction and the width direction.
  • bogie 1 is realizable.
  • the distance between the steering axis J2 of the first drive wheel unit 3 and the steering axis J2 of the second drive wheel unit 3 can be made relatively large.
  • the traveling direction of the automatic conveyance cart 1 can be changed with a relatively small driving force. Furthermore, the traveling of the automatic conveyance cart 1 can be further stabilized.
  • the straight line L1 is inclined 45 degrees with respect to the front-rear direction. Accordingly, the operation of the drive wheel unit 3 when the automatic conveyance carriage 1 travels in the front-rear direction and the operation of the drive wheel unit 3 when the automatic conveyance carriage 1 travels in the width direction are wholly or partially. Can be shared. As a result, the control of the drive wheel unit 3 can be simplified.
  • the steering shaft J ⁇ b> 2 of the first drive wheel unit 3 is disposed between the outer peripheral edge 110 of the carriage body 11 and the steering motor 361 of the first drive wheel unit 3 in the width direction of the carriage body 11. Is placed. Thereby, the distance of the straight line L1 between the steering axes J2 of the two drive wheel units 3 can be made relatively large. As a result, the traveling direction of the automatic conveyance cart 1 can be changed with a relatively small driving force. In addition, the traveling of the automatic conveyance cart 1 can be further stabilized.
  • the steering shaft J ⁇ b> 2 of the second drive wheel unit 3 is disposed between the outer peripheral edge 110 of the carriage body 11 and the steering motor 361 of the second drive wheel unit 3 in the width direction of the carriage body 11. Is placed. Thereby, the distance of the straight line L1 between the steering axes J2 of the two drive wheel units 3 can be further increased. As a result, the traveling direction of the automatic conveyance cart 1 can be changed with a smaller driving force. In addition, the traveling of the automatic conveyance cart 1 can be further stabilized.
  • the shortest distance between each caster 12 and the outer peripheral edge 110 of the cart body 11 is more than the shortest distance between the drive wheel 33 of the first drive wheel unit 3 and the outer peripheral edge 110 of the cart body 11. And smaller than the shortest distance between the drive wheel 33 of the second drive wheel unit 3 and the outer peripheral edge 110 of the carriage main body 11.
  • a bearing mechanism 38a of the drive wheel unit 3a shown in FIG. 6 includes a ball bearing centered on the steering shaft J2 as a thrust bearing 381a instead of the plurality of cam followers 383 of the bearing mechanism 38 shown in FIG.
  • the thrust bearing 381a is located on the radially outer side than the radial bearing 382.
  • the cross roller bearing 386 serves both as a thrust bearing that receives a load in the vertical direction and a radial bearing that receives a load in the radial direction around the steering shaft J2.
  • At least a part of the bearing mechanisms 38a and 38b is located between the upper end and the lower end of the drive wheel 33 in the vertical direction, like the bearing mechanism 38.
  • the drive wheel units 3a and 3b can be further downsized in the vertical direction.
  • the bearing mechanisms 38a and 38b are disposed around the drive wheel 33, the diameters of the bearing mechanisms 38a and 38b can be made relatively large. Thereby, even if it is a case where the load added to bearing mechanism 38a, 38b is biased, the turning part 37 can be rotated comparatively smoothly centering
  • the outer diameter of the bearing mechanism 38b shown in FIG. thereby, compared with the case where the bearing mechanism 38b protrudes around the drive wheel 33, the drive wheel unit 3b can be reduced in size in plan view.
  • the outer diameter of the bearing mechanism 38b is the diameter of the outer peripheral surface of the outer ring of the cross roller bearing 386.
  • FIG. 8 and 9 are plan views of the automatic conveyance carriage 1 including the drive wheel unit 3c according to the second embodiment of the present invention.
  • FIG. 10 is a side view showing a part of the automatic conveyance cart 1.
  • FIG. 8 shows a state in which the drive wheel 33 of the drive wheel unit 3c and the driven wheel 121 of the caster 12 face the front-rear direction.
  • FIG. 9 shows a state in which the driving wheel 33 and the driven wheel 121 are oriented in the width direction.
  • FIG. 10 illustrates a state in which the driven wheel 121 of the caster 12 and the drive wheel 33 of the drive wheel unit 3c are in contact with the floor surface 91 having substantially the same height.
  • FIG. 10 shows a side surface of the left drive wheel unit 3c in FIG. In FIG. 10, the driven wheel 121 and the drive wheel unit 3 c that overlap each other in a side view are drawn apart in the front-rear direction.
  • the steering mechanism 36c of the drive wheel unit 3c includes a steering motor 361c, a turning portion 37c, and a bearing mechanism 38c having different structures instead of the steering motor 361, the turning portion 37, and the bearing mechanism 38 shown in FIGS.
  • the other structure of the drive wheel unit 3c is substantially the same as the structure of the drive wheel unit 3 shown in FIGS. In the following description, the same symbol is given to the configuration of the drive wheel unit 3c corresponding to each configuration of the drive wheel unit 3.
  • the drive wheel unit 3c At least a part of the steering mechanism 36c is positioned between the upper end and the lower end of the drive wheel 33 in the vertical direction. Further, in a state where the drive wheel unit 3 c is attached to the carriage main body 11, the entire steering mechanism 36 c is positioned below the upper surface 112 of the carriage main body 11. Thereby, similarly to the drive wheel unit 3, the drive wheel unit 3c can be downsized in the vertical direction. As a result, the floor of the automatic conveyance cart 1 can be reduced.
  • the steering motor 361c is fixed to the carriage body 11.
  • the steering motor 361c is, for example, an electric motor.
  • a rotation shaft 362c of the steering motor 361c is directed in the vertical direction. In the example shown in FIG. 10, the rotation shaft 362c faces downward.
  • the steering motor 361c is a flat motor that is short in the direction in which the rotating shaft 362c extends. In other words, the length of the steering motor 361c in the direction of the rotation shaft 362c is smaller than the width of the steering motor 361c in the direction perpendicular to the rotation shaft 362c.
  • the rotation of the steering motor 361c is converted into a force for changing the direction of the drive wheels 33 by the turning portion 37c.
  • At least a part of the steering motor 361c is located between the upper end and the lower end of the drive wheel 33 in the vertical direction. Thereby, the drive wheel unit 3c can be further downsized in the vertical direction.
  • the entire steering motor 361c is located between the upper end and the lower end of the drive wheel 33 in the vertical direction. Thereby, the drive wheel unit 3c can be further downsized in the vertical direction.
  • at least a part of the turning portion 37c is also positioned between the upper end and the lower end of the drive wheel 33 in the vertical direction. Thereby, the drive wheel unit 3c can be further reduced in size in the vertical direction.
  • a substantially arcuate gear portion 374c centering on the steering axis J2 is provided on the outer peripheral portion of the turning base portion 373c.
  • the gear portion 374c is provided over about 90 degrees in the circumferential direction around the steering axis J2.
  • the gear portion 374c meshes with a gear portion 375c fixed to the rotating shaft 362c of the steering motor 361c.
  • the gear portion 374c and the gear portion 375c constitute a speed reduction mechanism 372c having a structure different from that of the speed reduction mechanism 372 shown in FIG.
  • the deceleration mechanism 372c decelerates the rotation of the steering motor 361c.
  • the desired rotational force and rotational speed of the turning part 37c can be realized with a relatively small steering motor 361c.
  • the drive wheel unit 3c can be reduced in size.
  • the steering motor 361c has the rotating shaft 362c facing the up and down direction.
  • the rotation shaft 362c of the steering motor 361c is located at a position different from the steering shaft J2 in plan view.
  • the steering motor 361c can be arranged avoiding the vertical upper side of the drive wheel 33.
  • the degree of freedom of arrangement of the steering motor 361c can be improved, and the drive wheel unit 3c can be further downsized in the vertical direction.
  • the bearing mechanism 38 c supports the turning portion 37 c with respect to the carriage body 11.
  • the bearing mechanism 38c includes, for example, a cross roller bearing 386 centered on the steering shaft J2 in place of the thrust bearing 381 and the radial bearing 382 of the bearing mechanism 38 shown in FIG. 2 in the same manner as the bearing mechanism 38b shown in FIG. .
  • At least a part of the bearing mechanism 38c is located between the upper end and the lower end of the drive wheel 33 in the vertical direction. Thereby, the drive wheel unit 3c can be further downsized in the vertical direction. Moreover, since the bearing mechanism 38c is arrange
  • the outer diameter of the bearing mechanism 38 c is equal to or smaller than the outer diameter of the drive wheel 33. Thereby, compared with the case where the bearing mechanism 38c protrudes around the drive wheel 33, the drive wheel unit 3c can be reduced in size in plan view.
  • the drive wheel units 3, 3 a to 3 c and the automatic conveyance cart 1 can be variously changed.
  • the steering shaft J2 may be arranged at a position shifted from a straight line passing through the upper end and the lower end of the drive wheel 33.
  • the outer diameters of the bearing mechanisms 38, 38a to 38c may be larger than the outer diameter of the drive wheels 33.
  • the steering motor 361, the turning portion 37, and the bearing mechanism 38 are not necessarily required. It is not necessary that at least a part of each of these is positioned between the upper end and the lower end of the drive wheel 33 in the vertical direction.
  • any one of the steering motor 361, the turning unit 37, and the bearing mechanism 38 may be positioned above the upper end of the drive wheel 33. The same applies to the drive wheel units 3a to 3c.
  • the drive wheel unit according to the present invention can be used for various purposes.
  • the drive wheel unit is preferably used as a drive wheel unit of an automatic transport carriage that transports an object to be transported.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Handcart (AREA)

Abstract

L'invention concerne une unité de roue d'entraînement qui est fixée à et entraîne un véhicule guidé automatisé doté d'une carrosserie de véhicule et d'une pluralité de roulettes qui supportent la carrosserie de véhicule par le dessous. L'unité de roue d'entraînement comprend des roues d'entraînement, un mécanisme d'entraînement qui fait tourner les roues d'entraînement autour d'un axe d'entraînement orienté horizontalement et un mécanisme de direction qui modifie l'orientation des roues d'entraînement autour d'un axe de direction orienté verticalement. Au moins une partie du mécanisme de direction est située entre le bord supérieur et le bord inférieur des roues d'entraînement dans la direction verticale. Avec l'unité de roue d'entraînement fixée à la carrosserie de véhicule, l'ensemble du mécanisme de direction est situé au-dessous de la surface supérieure de la carrosserie de véhicule.
PCT/JP2018/006968 2017-02-28 2018-02-26 Unité de roue d'entraînement et véhicule guidé automatisé WO2018159532A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2017-035717 2017-02-28
JP2017035717A JP6836419B2 (ja) 2017-02-28 2017-02-28 駆動輪ユニットおよび自動搬送台車

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WO2018159532A1 true WO2018159532A1 (fr) 2018-09-07

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113994186A (zh) * 2019-06-26 2022-01-28 Abb瑞士股份有限公司 校准自动引导车辆中的轮的位置的方法和自动引导车辆

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5967165A (ja) * 1982-10-07 1984-04-16 Ishikawajima Harima Heavy Ind Co Ltd 無人台車
JP2001315645A (ja) * 2000-05-02 2001-11-13 Miyoshi:Kk 移動台車
JP2008238959A (ja) * 2007-03-27 2008-10-09 Isuzu Motors Ltd 無人搬送車体
JP2011148330A (ja) * 2010-01-19 2011-08-04 Araki Seisakusho:Kk 電動台車
JP2014000832A (ja) * 2012-06-15 2014-01-09 Ntn Corp 転舵装置の異常判断装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5967165A (ja) * 1982-10-07 1984-04-16 Ishikawajima Harima Heavy Ind Co Ltd 無人台車
JP2001315645A (ja) * 2000-05-02 2001-11-13 Miyoshi:Kk 移動台車
JP2008238959A (ja) * 2007-03-27 2008-10-09 Isuzu Motors Ltd 無人搬送車体
JP2011148330A (ja) * 2010-01-19 2011-08-04 Araki Seisakusho:Kk 電動台車
JP2014000832A (ja) * 2012-06-15 2014-01-09 Ntn Corp 転舵装置の異常判断装置

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113994186A (zh) * 2019-06-26 2022-01-28 Abb瑞士股份有限公司 校准自动引导车辆中的轮的位置的方法和自动引导车辆

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