WO2018201937A1 - 轮式运动底盘 - Google Patents
轮式运动底盘 Download PDFInfo
- Publication number
- WO2018201937A1 WO2018201937A1 PCT/CN2018/084321 CN2018084321W WO2018201937A1 WO 2018201937 A1 WO2018201937 A1 WO 2018201937A1 CN 2018084321 W CN2018084321 W CN 2018084321W WO 2018201937 A1 WO2018201937 A1 WO 2018201937A1
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- WO
- WIPO (PCT)
- Prior art keywords
- tire
- wheeled
- chassis
- steering
- suspension
- Prior art date
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Images
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Definitions
- the invention provides a wheeled sports chassis, which is particularly suitable for a sports chassis in a robot which can freely move the robot.
- the general vehicle is divided into two major structures: the car body and the wheeled chassis.
- the common wheeled chassis includes multiple parts, namely tires, frames, steering gears, power supplies, brakes and suspensions.
- tires, steering gears and suspensions are the most important part of the vehicle to control the direction of movement and avoid overturning. It is the core of the vehicle.
- the tire and the steering gear are the control core of the car body during cornering.
- the conventional steering gear is a single-link type steering gear as disclosed in Fig.
- the utility model is characterized in that the driving can separately and directly control the tires of the front wheel, for example, in the four-wheeled vehicle, the two steering gears separately control the two front wheels, and when the driving is to turn, the steering wheel is rotated to control the direction of the tire toward the driving direction.
- the front wheel controlled by the steering gear will rotate, and the two rear wheels will rotate in the direction of travel.
- This type of steering gear is sufficient for a car with only four tires, but if it is for the number of rounds.
- the function of the suspension is to stabilize the vehicle, to maintain the stability of the vehicle body, to isolate the wheeled chassis because of obstacles encountered during travel, causing bounce and vibration, and allowing the bounce and vibration relative to the wheeled chassis to be quickly stopped.
- the suspension is mainly composed of a spring with a shock absorber, so the suspension can be regarded as a spring or a shock absorber.
- the general suspension is divided into independent suspension or non-independent suspension.
- the characteristics of the independent suspension are to separate the left and right tires of the wheeled chassis.
- the characteristics of the non-independent suspension system are Control the entire car tires.
- Suspension devices are also divided into active and non-active.
- the active suspension can be controlled by the user through the computer to control the elastic constant and damping coefficient of the suspension to adapt to different road environments, but not active.
- the elastic constant and damping coefficient are fixed and will not automatically change according to the environment, so the adaptability is poor.
- a tire is a kind of circumferential covering metal, wood or rubber.
- the surrounding covering material is called a tire skin.
- the center has a rim device.
- the rim is fixed with a motor device.
- the motor is placed on the tire hub (the motor is placed The center of the tire, surrounded by the tire skin), the periphery of the tire (generally the motor is not in the center of the tire, but adjacent to the tire) and the connecting rod connected to the engine to control the rolling speed of the tire and the steering gear when the vehicle is traveling Signal sent.
- the tires used in general cars are ordinary tires, that is, the tire skin is rubber, and the motor is fixed beside the tire. The difference between the conventional tires is only in the design of the tread and the shape of the steel ring.
- the tire when the tire is fixed on the steering gear, it is not ideally perpendicular to the steering gear or perpendicular to the ground, but has an inclined angle, as shown in Fig. 1(b), in which the wheel center line Z1 of the tire 14 is The angle ⁇ 1 of the horizontal plane vector D1 is called the camber angle, the angle ⁇ 2 between the axial direction Z2 of the steering gear 12 and the horizontal plane normal vector Z1 is called the camber angle, the rolling direction Y1 of the tire 14 of the right front wheel, and the traveling direction D2 of the vehicle.
- the angle ⁇ 3 is called the toe angle, etc., and the angles of the above mentioned angles cause the steering gear to bear a force parallel to the ground direction and directed to the steering gear when the vehicle is traveling. These forces cannot be avoided by the suspension.
- the hoist is a force that cushions the direction perpendicular to the ground. Therefore, the force directed to the steering gear is likely to cause wear of the steering gear and the rim.
- the general civil car uses a multi-link steering gear, a single-link independent suspension, and a peripheral motor disposed on the tire.
- the focus of general civil car design is how to maintain the stability of the car at high speed and how to make the turning radius of the car body small.
- there is a prior art disclosed vehicle chassis device in which the front and rear wheels are multi-link independent suspension, and two steering wheels and a cooperative control system are provided.
- this design makes the turning convenient and the turning angle small, it is required. Multiple steering wheels are required and multiple drivers are required, and the size and space of the device are extremely large. It is also necessary to use multiple directions to control the tire direction to achieve the minimum turning angle.
- the utilization is suitable for recreational vehicles, but not applicable. For general civilian cars.
- the wheeled undercarriage system for vehicles can also be used in robots. Because the general robots are mostly used in the wild, or the rugged terrain of the ground, the wheeled undercarriage system for robots needs better groundability and maneuverability than the wheeled undercarriage system for vehicles, so it will be used for vehicles.
- the wheeled undercarriage system is used on robots, and the technology has a lot of room for improvement.
- Another prior art discloses a method for using a suspension suspension vehicle and a slip knot suspension.
- the disclosed chassis device is suitable for a military vehicle, that is, it is suitable for use in a rugged terrain, and has good adaptability and obstacle resistance.
- the chassis device disclosed in the present invention can not lead the robot to climb the ladder, turn or have any walking direction, and the mobile device to which it is connected is not disclosed as a robot moving device or only a car.
- the body ie not taken into account, affects the impact of changes in the mobile device on the chassis operation.
- the prior art has the disadvantage of lacking a wheeled sports chassis that can stably carry the robot body, and lacks a wheeled sports chassis with a small turning radius, a ladder, and good mobility.
- the present invention provides a wheeled sports chassis that improves the aforementioned disadvantages and a robot that operates using a wheeled sports chassis.
- the invention provides a wheeled sports chassis, the wheeled sports chassis is connected with a mobile device, and comprises: a suspension device disposed under the bottom of the mobile device; a steering device pivotally connected with the suspension device; and a controller, respectively
- the suspension device and the steering gear are electrically connected, and the tire is pivotally connected to the steering device and disposed under the steering gear, and the steering shaft of the steering gear axially coincides with the steering shaft of the tire, thereby the controller passing through the suspension device And steering gear to control the suspension height of the tire steering and suspension.
- the suspension device is selected from the group consisting of an active independent suspension device, a passive independent suspension device, or a mechanical leg independent suspension device.
- the suspension means is adapted to adjust the height of the wheeled chassis relative to the ground.
- the steering gear further comprises a damping device that connects the center of the tire.
- the diverter can change the camber angle, the camber angle, the aforementioned angle, and the back rake angle of the tire.
- the manner in which the controller is electrically connected to the suspension device and the steering device respectively may be wireless.
- the tire is a spherical tire or a drum tire.
- the operation mode when the wheeled sports chassis is in motion is a obstacle obstacle mode, a climbing mode, an up and down stairs mode, and a turning mode.
- the wheeled sports chassis has a 360 degree straight and rotating state when in a rotating mode.
- the mobile device has a body portion, a bottom portion and a wheeled mobile chassis.
- the body portion and the bottom portion are pivotally connected to each other by a pivot shaft, and the wheeled motion chassis is pivotally connected to the bottom portion.
- the wheeled sports chassis provided by the invention not only has a simple structure, but also can control the relative height of the wheeled sports chassis and the ground by the suspension device included therein, so that the wheeled sports chassis can maintain the wheel stably in various terrains and environments.
- the sporty chassis, with the attached tires, allows the wheeled sports chassis to move correctly and quickly to the desired position, and the mobile device can be used for robots or bodies for different purposes.
- the wheeled sports chassis provided by the invention can travel in a obstacle-obstacle mode, a climbing mode, an up-and-down stair mode and a turning mode, and can travel on different terrain conditions, and has good grounding property, so it can be widely used in robots and cars.
- On the chassis unit On the chassis unit.
- Figure 1 (a) is a schematic diagram of a single-link steering gear disclosed in the prior art: 4001 steering shock absorber, 4002 mechanical steering gear, 4003 steering tie rod, 4004 steering knuckle arm, 4005 steering knuckle, 4006 steering wheel, 4007 safety steering shaft, 4008 steering wheel;
- 1(b) is a schematic view showing a tilt angle caused by a non-ideal state when the tire travels in the prior art
- FIG. 2 is a block diagram showing a wheeled sports chassis in accordance with the disclosed technology
- FIG. 3 is an enlarged architectural view showing a wheeled sports chassis in accordance with the disclosed technology
- FIG. 4 is a structural view showing a shock absorbing device attached to a steering gear in a wheeled sports chassis according to the disclosed technology
- Figure 5 is a perspective view showing the wheeled sports chassis viewed from the Z direction in accordance with the disclosed technology
- FIG. 6 is a structural diagram showing a connection relationship of components of a sports chassis according to the disclosed technology
- FIG. 7 is a schematic diagram showing the action of the wheeled sports chassis in the obstacle crossing mode according to the disclosed technology
- Figure 8 is a schematic view showing the action of the wheeled sports chassis in the climbing mode according to the disclosed technology
- Figure 9 is a schematic view showing the wheeled sports chassis in the up and down stairs mode according to the disclosed technology.
- Figure 10 is a top plan view showing the movement of the wheeled chassis when the wheeled sports chassis is in the rotating mode, in accordance with the disclosed technology
- Figure 11 is a schematic illustration of the rotation of the wheeled sports chassis in a rotational mode, the overall wheeled motion chassis movement, in accordance with the teachings of the present invention.
- Figure 12 is a top plan view showing the movement of the wheeled chassis when the wheeled sports chassis is in the four-wheel drive mode in a rotational mode in accordance with the disclosed technology
- FIG. 13 is a schematic diagram showing the rotation of the wheeled sports chassis in the four-wheel drive mode in the rotation mode, and the overall wheeled chassis movement, in accordance with the disclosed technology.
- FIG. 2 discloses an architectural diagram of the wheeled sports chassis 1.
- the drawings and the description of the specification all adopt a Cartesian coordinate system, which is a conventional vehicle coordinate system.
- the plane formed by the X direction and the Z direction is the paper surface
- the +Y direction is the direction of entering the paper surface
- the orientation of the subsequent drawings is changed according to the description. 2 shows that the wheeled sports chassis 1 is disposed below the mobile device 2.
- the size of the wheeled sports chassis 1 can vary depending on the type of the mobile device 2.
- the mobile device 2 can be a movable device such as a robot or a car.
- the wheeled sports chassis 1 disclosed in the present invention can be applied to the mobile device 2, and can be classified into a robot head.
- the chest, the abdomen, or the car's casing, the wheeled sports chassis 1 may be wrapped in the mobile device 2, and the mobile device 2 is disposed on the wheeled chassis 1 in a cover manner.
- the wheeled sports chassis 1 includes a controller (not shown in FIG. 2), a suspension device 11, a steering gear 12, a sensor 13, and a tire 14.
- the controller is electrically connected to the suspension device 11, the steering gear 12, the sensor 13, and the tire 14, respectively.
- the function is all the components of the main wheeled sports chassis 1, including receiving signals, processing and issuing commands.
- the controller can be fixed in any way in the wheeled chassis 1, for example, in the form of a chip or a receiver.
- the main control end of the wheeled sports chassis 1 does not disclose the position of the controller in Fig. 2 for convenience.
- the suspension device 11 and the steering gear 12 are connected to each other, and the tire 14 is connected to the sensor 13 and the steering gear 12, respectively.
- the suspension device 11 is composed of a plurality of connecting rods, springs and dampers.
- the suspension device 11 has different equivalent elastic coefficients by using materials or structures, and the tire 14 is encountered when traveling. When the road surface is uneven, the tire 14 exerts an external force on the suspension device 11 due to the vibration.
- the suspension device 11 According to Hooke's law, the suspension device 11 generates displacement relative to the ground due to the external force applied thereto. At this time, the suspension device 11 prevents the displacement from being transmitted to the mobile device 2, thereby affecting the stability of the mobile device 2. Therefore, the suspension device 11 adjusts its own elastic coefficient and damping coefficient, so that the displacement is quickly slowed down to disappear, and the displacement is transmitted. It can be reduced or disappeared when it reaches the fuselage, effectively preventing the vibration of the mobile device from being bumped when the robot control system is walking.
- the suspension device 11 is connected to the controller, and outputs a signal to adjust the rigidity of the spring in the suspension device 11 and the damping coefficient of the system (corresponding to the elastic coefficient (K) in Hooke's law) in real time through the calculation of the controller, thereby reducing
- the fuselage vibrates and adjusts the relative height of the wheeled sports chassis 1 to the ground (ie, the suspension height) to properly adjust the center of mass of the mobile device 2 to facilitate stabilization and travel of the mobile device 2.
- the steering device 12 is connected to the suspension device 11, and is generally connected by a pivoting method or a screwing method.
- the steering device 12 is generally configured by a gear or a plurality of connecting rods.
- a gear and a plurality of link configurations are generally included; when the mobile device 2 is a robot, a gear configuration is mostly used to reduce the volume.
- the steering gear 12 is composed of a plurality of links.
- the function of the steering gear 12 is to assist the tire 14 in rotating the rotating shaft in the Z-axis direction to move the body toward the set coordinates.
- the sensor 13 is electrically connected to the controller, and functions to detect the position of the tire 14 and transmit the position signal or the environmental condition to the controller to calculate the steering position of the mobile device 2.
- the sensor 13 can generally be a photosensitive coupling component or an imaging device such as a photodiode or a displacement sensor. In order to reduce the volume, the sensor 13 is electrically connected to the controller in a wireless manner in this embodiment.
- the tire 14 is fixed to the diverter 12, and the diverter 12 can be attached to the hub of the tire 14 by a conventionally known method.
- another specific embodiment can fix the steering gear 12 at the center of the tire 14, that is, the steering gear 12 is used as the steel ring of the tire 14. In this manner, the steering gear 12 is called a hub motor, and the hub is used.
- the hub motor is of a motor-like configuration, i.e., has a rotor and a stator, the rotor is coupled to the tire skin of the tire 14, and the stator is fixed to the center of the tire 14.
- the rotation of the rotor is operated by cutting the stator magnetic field, and the direction of the magnetic field of the stator is controlled by the steering gear 12 to control the traveling direction of the tire 14, thereby reducing the loss of the center of the tire 14 and the steering gear 12.
- tires 14 of different tread patterns may be used for different topography, and the thickness and radius of the tire 14 are not limited.
- the number of tires 14 is not within the limits of the present invention, and it is only necessary to support the body so that the body can stably move.
- the number of tires 14 is six, which is more stable and obstacle-tolerant than four of the known techniques.
- the steering gear 12 is electrically connected to the controller, and the connection may be wireless to facilitate the controller to control the steering gear 12.
- the steering gear 12 and the sensor 13 and the tire 14 are one-to-one.
- the number of tires 14 can be more than the number of steering gears 12 and sensors 13.
- the number of steering gears 12, sensors 13 and tires 14 are the same, that is, the number of steering gears 12 is equivalent to sensor 13 or tire 14.
- This embodiment is referred to as 4-wheel steering, and two tires 14 without the steering gear 12 and sensor 12 are referred to as passive wheels.
- the driven wheel only has the function of dispersing the weight of the moving device 2 and the suspension device 11 and supporting the two components.
- the position of the two passive wheels is not within the limits of the invention.
- Another embodiment of the present invention has four tires 14, four diverters 12, and four sensors 13 in a four-wheel drive mode.
- the tire 14 used in the present invention can be rotated within 360 degrees with a special structure (the rotation axis is the Z axis), the grounding property is good, and the rotation axis is close to the center of the hub, so the rotation radius is small, and the space is not occupied when rotating, and Since the suspension device 11 controls the tire 14 in a one-to-one manner, the steering angle of each tire 14 may be different, and some of the tires 14 may be identical.
- the wheel hub refers to the middle wheel of the wheel, the radial steel bar and the axle assembly, which is a prior art of vehicle engineering, and can be easily known by those skilled in the art, so it is not stated here. .
- the tire 14 has different settings depending on the type of the mobile device 2.
- the carcass of the tire 14 may be a Mecanum wheel, an omnidirectional wheel or a tire 14 made of a general rubber skin, or a drum type tire 14 may be used.
- the ball tire 14 is a rubber tire 14 for general vehicles.
- the types of all the tires 14 disposed in the wheeled sports chassis 1 need not be the same, and may be selected from the types of the tires 14 presented above according to the needs of the user. For example, when used as a robot, in order to save costs, a four-wheel design chassis can be used, the first two wheels use the Mecanum wheel, and the latter two wheels use the general rubber tire 14.
- Fig. 3 shows an architectural view of the wheeled sports chassis 1, which is an enlarged view of Fig. 2, and the controller is not disclosed. Only one tire 14 is presented in the figure. Viewed from the +Y direction, the sensor 13 is made of a motor 141 that is screwed into the center of the tire 14 by a long rod. In addition to monitoring the coordinate position and speed of the tire 14, the sensor 13 also needs to monitor the coordinate positions of the steering gear 12 and the suspension device 11, so that the sensor 13 moving device 2 needs to be exposed outside the tire 14, and the sensor 13 cannot rotate with the tire 14. And the camber and the inner slant relative to the suspension device 11 to ensure accurate positioning. The steering gear 12 is also screwed to the motor 141 in the center of the tire 14 by a long rod.
- the diverter 12 may also not include a long rod, and the long rod only has a function of electrically connecting to the wheeled sports chassis 1. At this time, the diverter 12 is directly fixed in the motor 141, and the motor 141 of this embodiment. Also known as hub motor.
- FIG. 4 is a block diagram showing the damper device 121 attached to the steering wheel 12 of the wheeled sports chassis 1 in accordance with the disclosed technology, and the controller is not disclosed.
- the damper device 121 is coupled to the center of the tire 14.
- the function of the damper device 121 is to prevent the tire 14 from traveling, because the inherent or adjustable camber angle of the tire 14 causes the force of the tire 14 in the Y direction of the diverter 12 (as revealed by the arrows in Fig. 4), that is, buffered.
- Figure 5 discloses a perspective view of the wheeled sports chassis viewed from the Z direction, and Figure 5 shows a top view of the stationary chassis. Viewed from the Z direction, the mobile device 2 will obscure the wheeled sports chassis 1. Since the wheeled motion chassis 1 is generally attached to the plane of the mobile device 2 toward the ground, the wheeled chassis 1 will be covered by the mobile device 2. The parts of the sheltered wheeled sports chassis 1 are indicated by dashed lines. As can be seen in Figure 5, the suspension device 11 includes a center post 111 and a plurality of connecting posts 112.
- the spine and the foot are constructed similarly to the arthropod, the middle column 111 and the plurality of connecting columns 112 are respectively connected to different tires 14, and the controller 10 is also attached to the center column 111, and the controller 10 can be independently issued and independently received.
- the middle column 111 and the plurality of connecting columns 112 are all formed by connecting rods, and the connecting rods are generally tubular objects made of iron or plastic.
- the tire 14 is in close contact with the mobile device 2 when the wheeled sports chassis 1 is stationary, that is, when the switch of the mobile device 2 is closed, the tire 144 is automatically folded by the mobile device 2.
- a diverter 12 and a sensor 13 are attached above the tire 144.
- FIG. 6 is a diagram showing the connection relationship of the components of the wheeled sports chassis 2.
- a control signal sent by the mobile device 2 for example, when the mobile device 2 is a vehicle body, the steering wheel in the vehicle body controls the steering wheel, the hi-hat or the transfer file, and when the mobile device 2 is a robot, the control wave emitted by the robot's head All belong to it.
- the contents of the control signal may include turning, decelerating, lifting, or climbing, and the manner in which the signals are presented is not within the scope of the present invention.
- the controller 10 After receiving the control signal, the controller 10 sends a first device control signal to the suspension device 11 and a second device control signal to the redirector 12.
- the first device control signal is, for example, a command containing coordinate values commanding the position of the suspension device 11 at a next time
- the second device control signal is, for example, a command including an angle vector value or a velocity vector value.
- the sensor 13 also detects the condition of the tire 14 at any time, including the camber angle of the tire 14, the side angle, the relative position of the tire 14 and the moving device 2, the traveling direction of the tire 14, the traveling speed, or the rolling direction of the tire 14. And the controller 10 transmits the first device control signal and the second device control signal sent by the controller 10 to stabilize the vehicle body at any time by adapting the condition of the tire 14.
- the modes that can be adopted during the movement of the wheeled sports chassis 1 are the obstacle mode, the climbing mode, the up and down stairs mode and the turning mode.
- the mobile device 2 sends a control signal including a mode selection message in response to the current environmental condition to wake up the controller to initiate the operation of the mode.
- the following embodiments describe the operation of each mode.
- Fig. 7 is a view showing the action of the wheeled sports chassis 1 in the obstacle crossing mode, and the controller is not disclosed in Fig. 7.
- the mobile device 2 employs a robot.
- the sensor 13 can be placed separately above the suspension device 11. Or when other embodiments use a hub motor, the sensor 13 can be incorporated in the hub motor.
- the number of sensors 13 is the same as the number of tires 14. Since there are six tires 14 in this embodiment, there are six sensors 13, but the embodiment of the present invention adopts four-wheel steering or six. Wheel steering. Referring first to the drawings of the first quadrant and the second quadrant portion of FIG.
- the two figures show that the height of the wheeled sports chassis 1 can be arbitrarily adjusted when the wheeled sports chassis 1 is traveling, or that each tire 14 is dynamically adjusted. Dynamic toe angle to change the relative position between the wheels.
- the wheel control of the two figures is to control the left tire 14, the left sensor and the left steering unit, and the three components on the right side are also controlled.
- the suspension device 11 and the steering device can dynamically adjust the camber angle of the tire 14, and the plurality of steering gears 12 can also self-adjust the coordinate position of the center of mass to make the robot more adaptable when traveling. Referring to the third quadrant and the fourth quadrant of FIG.
- the two figures show that when the robot control system is operated, if the obstacle is encountered on the road or the ground is not flat, the tire 14 and the suspension device 11 are based on the sensor. 13 Received information, automatically take adjustment measures to adapt to the environment, and will not bypass obstacles. For example, when a protrusion is encountered, the tire 14 will generate a displacement relative to the suspension device 11 at a certain time. After the sensor 13 senses the displacement change amount, the signal is transmitted back to the controller. The controller will again calculate the position according to the sensing signals generated at different times, and send the first device control signal and the second device control signal to the suspension device 11 and the steering device 12 to adjust the positions of the two. This process will be repeated until the robot control system successfully passes the obstacle.
- the controller outputs the first device control signal and the second device control signal to adjust the position of the tire 14 and the suspension device 11.
- the mobile device 2 also sends a control signal to the controller at any time, and the controller controls the signal.
- the sensing signal is mixed to adjust the suspension device 11 and the steering gear 12.
- the single steering gear 12 can only control the single tire 14 that is directly in contact with itself in the present embodiment, the single steering gear 12 cannot control the tires 14 that are indirectly connected and indirectly connected via the suspension device 11, so that different tires 14 travel differently. In the event of an obstacle, each of the tires 14 can be individually adjusted to correspond to the relative position or speed of the suspension device 11.
- the six tires 14 may have experienced different conditions, but the controller 10 has a memory function, and the second physical quantity of different tires 14 at different times may be assembled to calculate the first device control signal and the second device. Controlling the signal so that the control device 31 can perform the centroid control of the mobile device 2 and the wheeled sports chassis 1, or according to the collected speed time when the previous tire 14 encounters an obstacle, to avoid the next time or The next tire 14 encounters an obstacle.
- the sensor 13 is added to the housing of the suspension device 11 to enhance the obstacle detection and to reinforce the shortage of the mobile device 2 to detect the obstacle.
- Fig. 8 is a view showing the operation of the wheeled sports chassis 1 in the hill climbing mode.
- the mobile device 21 used in the present embodiment is a robot, and the controller is not disclosed.
- the tilt angle ⁇ of the mobile device 2 is defined as the current central axis and the slope of the mobile device 2 are equal to the slope normal vector.
- the angle of inclination of the moving device 2 is equal to the inclination angle ⁇ of the slope.
- the suspension device 11 in the wheeled chassis 1 also automatically adjusts the relative distance between the tire 14 and the suspension device 11 according to the gradient. After that and maintain this distance.
- the wheeled sports chassis 1 When climbing a stable slope, a fixed relative distance between the tires 14 is maintained, and the tolerance angle of each tire 14 (the sum of the camber and the camber) is maintained at a specific angle during the climbing to maintain The wheeled sports chassis 1 is stable. However, when an obstacle is encountered while climbing, the wheeled chassis 1 performs the steps as disclosed in FIG. 7, but only the procedure of tilting the mobile device 2 by an angle is exceeded.
- Fig. 9 is a view showing a state in which the wheeled sports chassis 1 is in the up and down stairs mode, and the controller is not disclosed.
- the biggest difference between the up and down stairs and the climbing is that when the stairs are up and down, the stairs have a fixed slope as a whole, but in the detail, the slope between each cell changes periodically with the position.
- the wheeled sports chassis 1 needs to be considered in addition to the slope of the stairs when climbing the stairs, and the centroid of the wheeled sports chassis 1 needs to be changed over time.
- the controller (not shown in FIG.
- the tire 14 can also be changed to a conventional type of bionic foot and mechanical leg for the robot.
- the structure of the wheeled exercise device 1 is unchanged, and the manner of motion is as above, only the difference in mechanical construction.
- the bionic foot and the mechanical leg in the up and down stairs mode can mimic the action of humans or animals crawling the stairs, and can complete the action more stably and quickly.
- the bionic foot can be set as a mechanical leg with a joint and can swing back and forth, and the bionic foot drives the wheeled sports chassis 1 to travel, so that the wheeled sports chassis 1 crawls like an insect when traveling.
- the mechanical leg is configured to have the same configuration as the human foot, and the sole portion of the foot may be replaced by a flat plate into the tire 14. If the tire 14 is constructed of a mechanical leg structure, since the suspension device 11 can individually control the left and right feet or a plurality of mechanical feet, the suspension device 11 is independently suspended by the mechanical legs.
- Fig. 10 is a top view showing the movement of the wheeled chassis 1 when the wheeled chassis 1 is in the rotation mode, and the controller is not disclosed.
- the variation mode at least six aspects of implementing the variation mode are disclosed, including at least six types: front-rear movement, left-right translation, alternate crawling, in-situ rotation, oblique direction movement, and small-radius steering, which are similar to insect crawling.
- the six operating modes give the wheeled sports chassis 1 maximum flexibility when it is active.
- the inventors classify the above six motion states into a 360 degree straight line.
- the first actuation signal received by the controller includes the direction of motion and the speed of motion.
- the direction of motion is used to control the rolling direction of the tire 14 (centered on the hub, clockwise or counterclockwise) and the direction of travel of the tire 14 (centering the hub, moving the device 2 clockwise or counterclockwise), and adopting a general habit
- the known tire 14 coordinate system the speed of motion is used to control the rolling speed of the tire 14.
- the tire 14 receives the first output command from the steering device 12 including the direction of motion and the speed of movement, the direction of travel of the tire 14 is turned by ⁇ 90° with respect to the y direction, and the forward and reverse rotation of the tire 14 is used to achieve the movement.
- the linear motion of the device 2 in various orientations detailed below how the controller calculates and drives the rotation of the tire 14.
- the angle at which the fuselage is to be turned is set to ⁇ .
- the current angle of the tire 14 is set to ⁇ , assuming that the forward direction of the fuselage is 0° (the 0 degree angle is defined as the same body), the two angles are positive in the clockwise direction, and r is the “wheel rotation direction” variable. +1 or -1 two values.
- r is the “wheel rotation direction” variable. +1 or -1 two values.
- the wheeled sports chassis 1 adopts a six-wheel turning method. Compared with the conventional four-wheel turning method, the control of two more wheels increases the complexity of the controller control.
- the 360 degree straight line pattern can directly adjust the angle of the six wheels with respect to the +Z axis in a plan view, which is suitable for the rotation requirement of the moving direction of the wheeled sports chassis 1 without moving to the body 2.
- the other aspect is the rotation state. Compared with the 360 degree straight line state, it is used without moving to the fuselage 2.
- the rotation state is suitable for moving to the fuselage 2 to change the traveling of the wheeled sports chassis 1.
- Direction of demand Please refer to FIG. 11, which also does not disclose the controller.
- the controller calculates the adjustment of the direction of the tire 14 and the rotational speed of each tire 14 to effect a turn of the fuselage around a particular center.
- Fig. 11 is a schematic view showing the movement of the wheeled sports chassis 1 in the rotation mode and the movement of the integral wheeled sports chassis 1. It can be seen from FIG.
- the robot control system can be regarded as a rectangle with a width of d 1 (body). Rotate around the center of rotation. Since the center of rotation of each wheel is the same during the turning process (the robot control system is regarded as a mass point), the turning angular velocity ⁇ of each tire 14 is the same.
- the turning angular velocity can be obtained from Equation 4. :
- Equation 4 the walking speed of the tire 142 can be derived from Equation 4, which is expressed in Equation 5:
- the walking speed of the tire 145 can be derived from Equation 4 and expressed in Equation 6:
- the radius of rotation of the tire 142 and the tire 145 as it rotates relative to the center of rotation C can be obtained. Since before and after the wheelbase 144,145,146 left and right tire wheel base 141, front and rear tires are the same, the left side of the tire rotation radius 141,2,3 is the same, which is outside the R At the end , the radius of rotation of the right tires 144, 5, 6 is the same, which is the inner end of the R.
- the front and rear wheelbases of the tire 141 and the tire 142 are set to d 2 , and according to the Pythagorean theorem, the turning radius of the tire 142 can be derived, which is disclosed in Equation 7:
- Equation 8 the turning radius of tire 145 is disclosed in Equation 8.
- the walking speed of the tire 145 can be derived via Equations 6 and 8, as shown in Equation 10:
- the turning angle is The turning angle of the tire 145 is Therefore, when the rotating state is performed, the wheeled sports chassis 1 adopts a six-wheel turning method.
- the controller (not shown in FIG. 2 and FIG. 11) first outputs a 360 degree straight line state and a rotation state signal to six wheels. . Assuming that the tire 14 receives a 360-degree straight-line signal, the six wheels will be deflected by the same angle, and the output includes the rotation angle and the motion speed to the controller. The controller then uses (Formula 3) to calculate according to the current situation.
- the angle ⁇ to be rotated by the fuselage is included in the second operational command to be transmitted to the mobile device 2 to reach the target angle of the operator. And at different times, there are different angles that the body wants to turn.
- the tires 141, 143, 144 and 146 are first deflected by a specific angle, the tires 142 and 145 do not change the current position, and the travel speed including the tires 142 and 145 is returned, each The distance between the tires 14 and the second physical quantity of the rotational speed of the robot control system are given to the controller, and the controller estimates the turning angles, walking speeds, and a turning center C of the tires 142 and 145 according to (Formula 4) to (Formula 10). After that, the second physical quantity (not shown) is returned to rotate the body of the robot control system to meet the needs of the operator, and different rotation angles are required at different times.
- Fig. 12 is a top view showing the movement of the wheeled chassis 1 when the wheeled chassis 1 is in the rotation mode, and the controller is not disclosed.
- At least six modes for implementing the variation mode are disclosed in FIG. 12, including at least six types: front-rear movement, left-right translation, alternate crawling, in-situ rotation, oblique direction movement, and small-radius steering, which are similar to insect crawling.
- the six operating modes give the wheeled sports chassis 1 maximum flexibility when it is active.
- the inventors classify the above six motion states into a 360 degree straight line.
- the first actuation signal received by the controller includes the direction of motion and the speed of motion.
- the direction of motion is used to control the rolling direction of the tire 14 (centered on the hub, clockwise or counterclockwise) and the direction of travel of the tire 14 (centering the hub, moving the device 2 clockwise or counterclockwise), and adopting a general habit
- the known tire 14 coordinate system the speed of motion is used to control the rolling speed of the tire 14.
- the tire 14 receives the first output command from the steering device 12 including the direction of motion and the speed of movement, the direction of travel of the tire 14 is turned by ⁇ 90° with respect to the y direction, and the forward and reverse rotation of the tire 14 is used to achieve the movement.
- the linear motion of the device 2 in various orientations detailed below how the controller calculates and drives the rotation of the tire 14.
- the angle at which the fuselage is to be turned is set to ⁇ .
- the current angle of the tire 14 is set to ⁇ , assuming that the forward direction of the fuselage is 0° (the 0 degree angle is defined as the same body), the two angles are positive in the clockwise direction, and r is the “wheel rotation direction” variable. +1 or -1 two values.
- r is the “wheel rotation direction” variable. +1 or -1 two values.
- the angle at which the fuselage is desired to be rotated is adjusted according to the current direction of advancement of the tire 14.
- the other aspect is the rotation state. Compared with the 360 degree straight line state, it is used without moving to the fuselage 2.
- the rotation state is suitable for moving to the fuselage 2 to change the traveling of the wheeled sports chassis 1.
- Direction of demand Please refer to FIG. 13, which also does not disclose the controller.
- the controller calculates the adjustment of the direction of the tire 14 and the rotational speed of each tire 14 to effect a turn of the fuselage around a particular center. The following details how the controller calculates and drives the wheel rotation. It can be seen from Fig.
- the currently set rotation center C is at the intersection of the four tire diagonals of the robot control system (the 141/146 axle connecting line and the 143/144 axle connecting straight intersection point), so during the turning process, From the top down, the overall robot control system turning process can be seen as a rectangle (body) rotating around the center of rotation. Since the center of rotation of each wheel is the same during the turning process (the robot control system is regarded as a mass point), the turning angular velocity ⁇ of each tire 14 is the same.
- the tire 141 is spaced from the axle center of the tire 144 by d 1 (ie, the fuselage width), and the tire 141 is The axle center of the tire 143 is d 2 (ie, the length of the fuselage).
- d 1 ie, the fuselage width
- d 2 ie, the length of the fuselage
- the radius of rotation of the tires 141/143 and the tires 142/146 as they rotate relative to the center of rotation C can be obtained. Since the wheelbases of the left and right tires 141, 143 are the same as the wheelbases of the right and left tires 144, 146, the radius of rotation of the left tires 141, 143 is the same, which is r 2 , the right tire 144, The radius of rotation of 146 is the same, which is r 3 .
- the turning radius r 2 of the tires 141, 143 can be derived, which can be derived from Equation 12:
- the turning radius r 3 of the tire 142/146 can be derived from Equation 13:
- the steering angle of the tires 141/143 is w 1 , which can be derived from the formula 16:
- the steering angle of the tires 144/146 is w 2 , which can be derived from Equation 17:
- the controller (not shown in FIG. 2 and FIG. 13) first outputs a 360 degree straight line state and a rotation state signal to the four wheels. . Assuming that the tire 14 receives a 360-degree straight-line signal, the four wheels will be deflected by the same angle, and the output includes the rotation angle and the motion speed to the controller, and the controller calculates the equation according to the current situation.
- the angle ⁇ to be rotated by the fuselage is included in the second operational command to be transmitted to the mobile device 2 to reach the target angle of the operator. And at different times, there are different angles that the body wants to turn.
- the tires 141, 143, 144, and 146 are first deflected by a specific angle, and the traveling speed including the tires 141, 143, 144, and 146 is returned, and between the tires 14
- the distance and the second physical quantity of the turning angular velocity of the robot control system are given to the controller, and the controller estimates the turning angle, the walking speed and the turning center C of the tires 141, 143, 144 and 146 according to (Formula 11) to (Expression 17).
- the second physical quantity (not shown) is returned to rotate the body of the robot control system to meet the needs of the operator, and different rotation angles are required at different times.
- the present invention provides a wheeled sports chassis 1 which is not only simple in construction, but also can control the relative height of the wheeled sports chassis and the ground by the suspension device 11 included therein, so that the wheeled sports chassis 1 can be used in various types. Stable maintenance of the wheeled sports chassis in the terrain and environment, the attached tire 14 allows the wheeled sports chassis to move correctly and quickly to the desired position, and the mobile device 2 can be different for the robot or the vehicle body. the goal of.
- the wheeled sports chassis 1 disclosed in the present invention can travel over the obstacle mode, the climbing mode, the up and down stairs mode and the turning mode, and can travel on different terrain conditions, and has good grounding property, so it can be widely used. On the chassis of the robot and the car.
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Abstract
一种轮式运动底盘(1),与移动装置(2)连接,包括:悬挂装置(11),设置于移动装置(2)的底部下方;转向器(12),与悬挂装置(11)枢接;控制器(10),分别与悬挂装置(11)及转向器(12)电性连接;以及轮胎(14),设置在转向器(12)下方且与转向器(12)枢接,转向器(12)的转向轴与轮胎(14)的转向轴一致;藉此,控制器(10)透过悬挂装置(11)及转向器(12)来控制轮胎(14)转向及悬挂装置(11)的悬挂高度。该轮式运动底盘不仅构造简易,还能在多种地形及环境下稳固的维持轮式运动底盘,其所附的轮胎更可以让轮式运动底盘正确且快速的移动到所欲移动的位置,配合移动装置为机器人或是车体可以进行不同的目的。
Description
本发明为提供一种轮式运动底盘,特别适用于机器人中,可使机器人自由活动的一种运动底盘。
随着科技日新月异,车辆工程的技术也随之进步。一般车辆分为车体和轮式底盘两大架构,常见的轮式底盘包括了多个部分,即轮胎、车架、转向器、动力供给器、煞车器及悬吊器。其中轮胎、转向器及悬吊器是车辆控制运动方向及避免翻覆最重要的部分,可谓车辆的核心。一般车辆在行进时,会遇到转弯及跨越障碍物等问题,故,如何使车辆行进间能够稳定并且能够顺利转弯是车辆工程中的一大课题。就转弯而言,轮胎及转向器是转弯时车体的控制核心,一般习知的转向器是使用如图1(a)所揭露的单连杆式的转向器,单连杆式转向器的特点为,驾驶能单独、直接的控制前轮的轮胎,例如四轮的汽车中,两转向器单独的控制两前轮,当驾驶欲转弯时,即会转动方向盘控制轮胎朝向驾驶欲朝向的方向,受转向器控制的前轮即会转动,两后轮则顺势、连带的朝行进方向转动,此类转向器对于一般仅有四个轮胎的小轿车而言已足够,但若是对于轮数较多的特种车辆,如六轮的战车、吉普车、大型车或是多轮具履带式的战车,单连杆式的转向器则不适用于此。
另外,悬吊器的功能是稳定车辆用,保持车体的稳定、隔绝轮式底盘因为行进间遇到障碍物,所造成弹跳与震动,并且让相对于轮式底盘弹跳与震动能够快速停止。悬吊器主要是具有弹性的弹簧配上减震筒所构成,故可将悬吊器视为一个弹簧或是减震器。在民用汽车中,一般悬吊器是分为独立式悬吊或是非独立式悬吊,独立式悬吊的特点为将轮式底盘左右半部轮胎分开控制,非独立式悬吊系统的特点为将全车轮胎统一控制。悬吊器亦分为主动式及非主动式,两者的差异为主动式悬吊器可以经由计算机,经用户控制悬吊器的弹力常数与阻尼系数,以适应不同的路面环境,但非主动式弹力常数与阻尼系数是固定的,不会依照环境自动的改变,故适地性较差。
轮胎是一种圆周覆盖金属、木头或是橡胶,圆周的覆盖材料称之为轮胎皮,中心具有一轮圈的装置,轮圈固设电机装置,一般将电机设在轮胎的轮 毂(电机置于轮胎的中央,被轮胎皮环绕)、轮胎的周边(泛指电机非于轮胎的中央,但邻近轮胎)和与发动机连接的连杆上,以控制车辆行进时,轮胎的滚动速度及转向器所发出的讯号。一般轿车使用的轮胎是普通型轮胎,即轮胎皮是橡胶,电机固设在轮胎的旁边,习知轮胎之间的差异仅在胎纹的设计与钢圈的形状不同。但一般轮胎固设在转向器时,并非如理想式的垂直于转向器或垂直于地面,而是会有倾斜的角度,如图1(b)所示,其中轮胎14的车轮中心线Z1与水平面法矢量D1的夹角θ1称为外倾角、转向器12的轴向Z2与水平面法矢量Z1的夹角θ2称为内倾角、右前轮的轮胎14滚动方向Y1与车子的行进方向D2的夹角θ3称为前束角等等,上述这些倾斜的角度会造成车辆行进时,转向器承受一平行于地面方向,且指向转向器的力,这些力并无法由悬吊器避免,因悬吊器是缓冲垂直于地面方向的力。故指向转向器的力容易造成转向器及轮圈磨损。
一般民用轿车的是采用多连杆式转向器、单连杆性独立式悬挂、以及设置在轮胎的周边电机。一般民用轿车设计的重点在如何维持车辆在高速行进时车体的稳定度及如何让车体的转弯半径小。例如有先前技术揭露一种可调式的车辆底盘装置,其前后轮皆采用多连杆性独立式悬挂,设置两个方向盘及协同控制系统,虽然此设计可使转弯方便且转弯角度小,但是需要设置多个方向盘及需要多个驾驶员,且装置所占体积与空间极大,亦须采用多个方向驾驶员协力控制轮胎方向已达成最小转弯角度,其利用在娱乐性车辆适合,但不适用于一般民用轿车上。
另外,用于车辆的轮式底盘系统亦可适用在机器人中。由于一般机器人多使用在野外,或是地面崎岖的环境,故用于机器人轮式底盘系统较用于车辆的轮式底盘系统需有更佳适地性及机动性,故将目前用于车辆的轮式底盘系统运用在机器人上,技术有很大的改进空间。另一先前技术揭示一种具有活结悬吊的车辆及活结悬吊的使用方法,其所揭露的底盘装置是适用于军用车辆即适用在地形崎岖的环境,具有好的适地性、越障能力及活动性佳的轮胎,但是本发明所揭露的底盘装置并不能带领机器人爬梯、转向或是具有任意的行走方向,且其所连接到的移动装置并未揭露是机器人移动装置或是仅有车体,即未连带考虑到移动装置的改变对于底盘操作的影响。
综上所述,现有技术的缺点为缺乏一种能稳定承载机器人机身的轮式运动底盘,且缺乏转弯半径小、能爬梯且活动性佳的轮式运动底盘。
发明内容
根据背景技术的缺点,本发明提供一种改良前述缺点的轮式运动底盘及使用轮式运动底盘运转的的机器人。
本发明提供一种轮式运动底盘,轮式运动底盘与移动装置连接,其特征在于,包括:悬挂装置,设置于移动装置的底部下方;转向器,与悬挂装置枢接;控制器,分别与悬挂装置及转向器电性连接,以及轮胎,与转向器枢接且设置在转向器之下,转向器的转向轴轴向与轮胎的转向轴轴向重合,藉此,控制器透过悬挂装置及转向器来控制轮胎转向及悬挂装置的悬挂高度。
优选地,悬挂装置是选自主动式独立悬挂装置、被动式独立悬挂装置或是机械腿独立悬挂装置。
优选地,悬挂装置用以调节轮式运动底盘相对于地面的高度。
优选地,其中转向器更包含了减震装置,减震装置连接轮胎的中心。
优选地,转向器可改变轮胎的外倾角、内倾角、前述角及后倾角。
优选地,控制器分别与悬挂装置及转向器电性连接的方式可以是无线的方式。
优选地,轮胎为球型轮胎或是鼓型轮胎。
优选地,轮式运动底盘运动时的操作模式为越障模式、爬坡模式、上下楼梯模式及转弯模式。
优选地,轮式运动底盘进行旋转模式时,具有360度直行态样和旋转态样。
优选地,移动装置具有本体部、底部及轮式运动底盘,本体部及底部藉由枢接轴彼此枢接,轮式运动底盘与底部枢接。
本发明所提供的轮式运动底盘不仅构造简易,还能藉由其包含的悬挂装置控制轮式运动底盘与地面的相对高度,使轮式运动底盘能在多种地形及环境下稳固的维持轮式运动底盘,其所附的轮胎更可以让轮式运动底盘正确且快速的移动到所欲移动的位置,配合移动装置为机器人或是车体可以进行不同的目的。
本发明所提供的轮式运动底盘能行驶越障模式、爬坡模式、上下楼梯模式及转弯模式,可进行在不同地形条件上的行进,适地性佳,故本可以广泛运用在机器人及车子的底盘装置上。
图1(a)是现有技术中所揭露的单连杆式转向器示意图:4001转向减震器、4002机械转向器、4003转向横拉杆、4004转向节臂、4005转向节、4006转向轮、4007安全转向轴、4008转向盘;
图1(b)是现有技术中轮胎行进时,因非理想状态造成的倾斜角度示意图;
图2是根据本发明所揭露的技术,表示轮式运动底盘的架构图;
图3是根据本发明所揭露的技术,表示轮式运动底盘的放大架构图;
图4是根据本发明所揭露的技术,表示轮式运动底盘中转向器附有的减震装置架构图;
图5是根据本发明所揭露的技术,表示轮式运动底盘由Z方向观之的透视图;
图6是根据本发明所揭露的技术,表示运动底盘各组件的连接关系架构图;
图7是根据本发明所揭露的技术,表示轮式运动底盘进行越障模式时动作的示意图;
图8是根据本发明所揭露的技术,表示轮式运动底盘进行爬坡模式时动作的示意图;
图9是根据本发明所揭露的技术,表示轮式运动底盘进行上下楼梯模式时的示意图;
图10是根据本发明所揭露的技术,表示轮式运动底盘进行转动模式时轮式运动底盘运动的上视图;以及
图11是根据本发明所揭露的技术,表示轮式运动底盘进行转动模式之旋转态样,整体轮式运动底盘运动的示意图。
图12是根据本发明所揭露的技术,表示轮式运动底盘在4轮驱动模式进行转动模式时轮式运动底盘运动的上视图;以及
图13是根据本发明所揭露的技术,表示轮式运动底盘在4轮驱动模式进行转动模式之旋转态样,整体轮式运动底盘运动的示意图。
为了使本发明的目的、技术特征及优点,能更为相关技术领域人员所了解,并得以实施本发明,在此配合所附的图式、具体阐明本发明的技术特征与实施方式,并列举较佳实施例进步说明。以下文中所对照的图式,为表达 与本发明特征有关的示意,并未亦不需要依据实际情形完整绘制。而关于本案实施方式的说明中涉及本领域技术人员所熟知的技术内容,亦不再加以陈述。
首先请看图2,图2揭露轮式运动底盘1的架构图。在本发明中的具体实施方式中,说明书附图及说明书皆采用卡氏坐标系统,是采用习知的车辆坐标系。如图2中所揭露,X方向与Z方向所构成的平面为纸面,+Y方向为进入纸面的方向,后续说明书附图的指向根据描述加以变动。图2揭示轮式运动底盘1设置于移动装置2下方。轮式运动底盘1的体积大小可以根据移动装置2的种类不同而变化。在本发明的实施例中,移动装置2可以是可移动装置例如机器人或是车子,因此,本发明所揭露的轮式运动底盘1可适用于移动装置2的种类可分为机器人的头部、胸部、腹部或是车子的车壳,轮式运动底盘1可以是被包覆于移动装置2中,移动装置2以罩盖的方式设置于轮式运动底盘1上是一实施方式。轮式运动底盘1包括控制器(图2中未示)、悬挂装置11、转向器12、传感器13及轮胎14,控制器分别电性连接悬挂装置11、转向器12、传感器13及轮胎14,功能为主控轮式运动底盘1的所有部件,包括接收讯号、处理及发出指令,控制器可以任何在方式固设在轮式运动底盘1的任何地方,例如可以芯片形式或是接收器形式当成轮式运动底盘1的主控端,为方便起见,图2中并未揭示控制器的位置。悬挂装置11与转向器12相互连接,轮胎14分别与传感器13及转向器12相互连接。本发明的具体实施方式中,悬挂装置11是由多根连接杆、弹簧及阻尼器所组成的,悬挂装置11利用材料或结构的不同而具有不同的等效弹性系数,当轮胎14行进间遇到路面不平整时,轮胎14会因震动而对悬挂装置11施加一外力,根据虎克定律,悬挂装置11会因为此施加的外力产生相对于地面的位移。此时悬挂装置11为避免此位移传到移动装置2上,进而影响移动装置2稳定,故悬挂装置11会调整本身的弹性系数及阻尼系数,使此位移快速的减缓至消失,连带让位移传至机身时能减少或消失,有效隔绝机器人控制系统在行走时,路面不平整移动装置所遇到震动。悬挂装置11与控制器连接,经由控制器的运算,输出讯号以实时调整悬挂装置11中弹簧的刚性和系统的阻尼系数(相当于虎克定律中的弹性系数(K)),藉此以减低机身震动,及调整轮式运动底盘1与地面的相对高度(即悬挂高度),以适当的调节移动装置2的质心,便于移动装置2的稳定和行进。
转向器12是连接于悬挂装置11上,一般采用枢接方式,亦可采用螺合方式,转向器12习知的是由齿轮或多根连杆枢接的构造所构成,若移动装置2为车辆时,一般包含了齿轮和多根连杆构造;当移动装置2为机器人时,为减少体积,多半使用齿轮构造。在本实施方式中转向器12为多根连杆所构成。转向器12的作用是协助轮胎14进行转动轴为Z轴方向的转动,以使机身朝向设定的坐标移动。传感器13与控制器电性的连接,功能为侦测轮胎14所在位置用,并将位置讯号或是环境状况传给控制器以运算移动装置2转向位置用。传感器13一般可为感光耦合组件、或是光二极管等影像装置或是位移传感器所构成。为减少体积,传感器13在本实施方式中是采用无线方式与控制器电性连接。轮胎14是固设在转向器12上,转向器12可用一般习知的作法,与轮的连接部连接在在轮胎14的轮毂旁。但另一个具体的实施方式可将转向器12固设在轮胎14的圆心,意即转向器12当成轮胎14的钢圈使用,此种固设方式,转向器12称之为轮毂电机,使用轮毂电机可大幅节省整个机械的体积,使轮胎14更贴近轮式运动底盘1,轮胎14行进时的侧偏角或外倾角的影响可以大幅降低。在本发明的实施例中,轮毂电机是采用类似马达的构造,即有转子和定子,转子连接轮胎14的轮胎皮,定子固定在轮胎14中心。与习知的马达原理相同,转子的转动是利用切割定子磁场的方式运转,且转向器12控制定子的的磁场方向即可控制轮胎14的行进方向,故减少轮胎14中心与转向器12的耗损。另外,可因不同地形而使用不同胎纹的轮胎14,轮胎14的厚薄及半径亦不限定。轮胎14数量不在本发明限制内,仅要能支撑机身,使机身能稳定运动即可。优选的,轮胎14的数量6个,相较于已知技术的四个,更具有稳定性及越障能力。转向器12与控制器是电性连接,连接的方式可以是无线的,以方便控制器控制转向器12。
本发明中,转向器12与传感器13与轮胎14是一对一的控制。但是轮胎14的数量可以多于转向器12与传感器13的数量。为达到最佳的控制性能,转向器12、传感器13与轮胎14的数量相同,亦即转向器12的数量等同于传感器13或是轮胎14。例如本发明的一个实施方式中,轮胎14为6个,转向器12的数量为6个,传感器13的数量亦为6个。在本发明的另一具体实施例中,轮胎14为6个,但转向器12的数量为4个,传感器13的数量亦为4个,亦即有两个轮胎14并未附上转向器与传感器。此具体实施方式被称之为4轮转向,两个未附有转向器12与传感器12的轮胎14称之为被动轮。被 动轮仅具有分散移动装置2与悬挂装置11的重量和支撑此两部件的功能。两个被动轮的位置不在本发明的限制中。本发明的另一个实施方式是轮胎14数量为4个,转向器12的数量为4个,传感器13的数量亦为4个,即4轮驱动模式。本发明所使用的轮胎14配合特殊构造可进行360度内的转动(转动轴为Z轴),适地性佳,且旋转轴心接近轮毂中心,故旋转半径小,旋转时不占空间,且因悬挂装置11是利用一对一的方式控制轮胎14,所以每个轮胎14的转向角度可以不同,亦可能部分轮胎14相同。在此要说明的是,轮毂是指车轮中间钢圈、辐射状钢条及轮轴总成,其为车辆工程的现有技术,为本领域技术人员可以轻易得知的技术,故不在此多加陈述。轮胎14是依据移动装置2的类型而有不同的设置,例如轮胎14的胎体可以是麦克纳姆轮、全向轮或是一般的橡胶皮制成的轮胎14,也可以使用鼓型轮胎14、球型轮胎14或是一般车用的橡胶制轮胎14。轮式运动底盘1所配置的所有轮胎14种类并不需要都相同,可以依照使用者需求,选自上述所呈现的轮胎14的种类作搭配。例如为当作机器人使用时,为了节省成本,可以将4轮设计的底盘,前面两轮使用麦克纳姆轮,后面两轮使用一般橡胶制的轮胎14。
图3表示轮式运动底盘1的架构图,为图2的放大图,图中亦未揭示控制器。图中仅呈现一个轮胎14。由+Y方向观之,传感器13制藉由长杆螺合在轮胎14圆心中的电机141。传感器13除了监控轮胎14的坐标位置及速度外,亦需要监控转向器12及悬挂装置11的坐标位置,故需要将传感器13移动装置2露出于轮胎14外,且传感器13不能随着轮胎14转动及相对于悬挂装置11外倾与内斜,以确保定位时的准确。转向器12亦藉由长杆螺设在轮胎14圆心中的电机141。在另一实施方式中,转向器12亦可不包含长杆,长杆仅有与轮式运动底盘1电连接的功能,此时转向器12直接固设在电机141中,此实施例的电机141亦称为轮毂电机。
图4揭示是根据本发明所揭露的技术,表示轮式运动底盘1中转向器12附有的减震装置121的架构图,图中亦未揭示控制器。减震装置121连接轮胎14的中心。减震装置121的功用为防止轮胎14在行进间,因为轮胎14固有或可调式的外倾角造成轮胎14对于转向器12的Y方向的力(如图4中的箭头揭示),即有缓冲的功能。
图5揭示轮式运动底盘由Z方向观之的透视图,图5显示其为静止状态时的俯视图。由Z方向观之,移动装置2会遮住轮式运动底盘1。因轮式运 动底盘1一般都附属在移动装置2朝地面的平面上,故皆会被轮式运动底盘1皆会被移动装置2遮住。被遮蔽住的轮式运动底盘1的零件以虚线标示。由图5中可以看出,悬挂装置11包含了中柱111与多根连接柱112。构造类似于节肢动物的脊柱和足部,中柱111及多根连接柱112分别与不同的轮胎14连接,控制器10亦附在中柱111上,控制器10可独立的发出及独立的接收多个轮胎14的控制讯号或是感测讯号。中柱111与多个连接柱112都是连接杆所构成,连接杆一般是铁制或是塑料制的管状物体。轮胎14在轮式运动底盘1静止时是紧贴于移动装置2的,亦即当移动装置2的开关被关闭时,轮胎144会自动收合于移动装置2旁。轮胎144的上方附有转向器12与传感器13。
图6揭示轮式运动底盘2各组件的连接关系架构图。移动装置2会发出的一控制信号,例如由移动装置2是车体时,车体中的驾驶操控方向盘、踩煞车或是转文件,移动装置2是机器人时,机器人的头部发出的控制电波皆属之。控制信号的内容可包括转弯、减速、升降或是爬坡,信号的呈现方式不在本发明所保护的范围内。控制器10接收控制信号后,会发出第一装置控制讯号给悬挂装置11,发出第二装置控制讯号给转向器12。第一装置控制讯号例如是包含坐标值的命令,命令悬挂装置11下一时间的位置,第二装置控制讯号例如是包含角度矢量值或是速度矢量值的命令。第一装置控制讯号与第二装置控制讯号分别经过悬挂装置11及转向器12处理后,分别输出第一输出命令与第二输出命令给轮胎14。第一输出命令例如是调整轮胎14的外倾角,第二输出命令例如是调整轮胎14的侧偏角或是轮胎14的滚动速度,以符合控制讯号所需。另外,传感器13亦随时侦测轮胎14的状况,包括了轮胎14的外倾角、侧偏角,轮胎14与移动装置2的相对位置、轮胎14的行进方向、行进速度或是轮胎14的滚动方向等传给控制器10,藉控制器10发出的第一装置控制讯号与第二装置控制讯号,以随时的自适应轮胎14的状况,稳定车身。
本轮式运动底盘1运动时可采取的模式为越障模式、爬坡模式、上下楼梯模式及转弯模式等四种模式。移动装置2会依照当时的环境状况,发出包含模式选择讯息的控制讯号以唤醒控制器启动该模式的运算。以下实施方式叙述了各个模式的作动。
图7表示轮式运动底盘1进行越障模式时动作的示意图,图7中未揭示 控制器。于本实施方式中,移动装置2采用的是机器人。此时,传感器13可个别置放于悬挂装置11上方。或是于其他实施方式使用轮毂电机时,传感器13可装置在轮毂电机中。就数量上而言,传感器13的数量与轮胎14的数量相同,因本实施方式中有6个轮胎14,故传感器13有6个,但本发明的实施例采用可采4轮转向或是6轮转向。请先参照图7的第一象限及第二象限部分的图,此两图示意轮式运动底盘1行进时,可任意调整轮式运动底盘1的高度,或是动态的调整每一个轮胎14的动态的前束角,以让车轮间的相对位置改变。此两图的车轮控制是将左侧的轮胎14、左侧的传感器及左侧的转向器统一控制,右侧的这三个部件亦统一控制。另外,悬挂装置11及转向器可动态的调整轮胎14的内倾角,多个转向器12亦可以自我调整其质心的坐标位置,以使机器人行进时适地性更加。后续请参照图7的第三象限及第四象限部分的图,此两图示意当机器人控制系统运作时,若是路上遇到障碍物或是地面不平坦时,轮胎14和悬挂装置11会根据传感器13接收到的资料,自动的采取调整手段以适应环境,并不会绕过障碍物。例如遇到突起物时,轮胎14会在某个特定时间产生相对于悬挂装置11的位移,传感器13感测到此位移改变量后,将讯号回传给控制器。控制器会再次根据不同时间产生的感测讯号运算出位置,并发出第一装置控制讯号与第二装置控制讯号予悬挂装置11及转向器12,以调整两者位置。此过程会重复回授,直至机器人控制系统顺利通过障碍物为止。此外,控制器一方面输出第一装置控制讯号和第二装置控制讯号调控轮胎14与悬挂装置11的位置外,移动装置2亦会随时发出一个控制讯号给控制器,藉由控制器将控制讯号与感测讯号混合运算以调整悬挂装置11及转向器12。另外,由于本实施方式中,单个转向器12仅能控制本身直接接触的单个轮胎14,单个转向器12不能控制经由悬挂装置11间接连接、间接连接的轮胎14,故不同的轮胎14行经不同的障碍物时,每一个轮胎14可各别的调整其所对应于悬挂装置11的相对位置或是速度。不同时间下,六个轮胎14可能经历过不同的状况,但是控制器10具有记忆的功能,可以将不同时间下、不同轮胎14的第二物理量集合而运算出第一装置控制讯号和第二装置控制讯号,使控制装置31能进行移动装置2与轮式运动底盘1的质心调控,或是根据前一个轮胎14遇到障碍物时,所收集的速度时间记录处理,以避免下一个时间或是下一个轮胎14遇到障碍物。为避免产生视线死角,另外,悬挂装置11的壳体中增加传感器13是用以增强障碍物 侦测,补强移动装置2侦测障碍物的不足。
图8表示轮式运动底盘1进行爬坡模式时动作的示意图,本实施方式使用的移动装置21为机器人,图中亦未揭示控制器。当轮式运动底盘1爬坡时,为保持移动装置2的稳定,移动装置2往前倾,一般移动装置2的倾斜角度α定义为移动装置2目前中心轴与斜坡会相等于斜坡法矢量的夹角,此移动装置2的倾斜角度会等于斜坡的倾斜角β,在爬坡时,轮式运动底盘1中的悬挂装置11亦会根据坡度的不同自动调整轮胎14与悬挂装置11的相对距离后并维持此距离。在爬稳定的坡时,行进间轮胎14之间会维持固定的相对距离,每一个轮胎14的包容角(内倾角与外倾角的和)在爬坡时会维持在一个特定的角度,以维持轮式运动底盘1的稳定。但在爬坡时遇到障碍物,轮式运动底盘1会进行如图7所揭露的步骤,但仅多出将移动装置2倾斜一角度的手续。
图9表示轮式运动底盘1进行上下楼梯模式时的示意图,图中亦未揭示控制器。上下楼梯与爬坡时的最大差异为,上下楼梯时,楼梯整体上有虽然固定的坡度,但细部来看每一个小区间坡度是随着位置呈现周期性改变。为了应付此项地形限制,轮式运动底盘1在爬楼梯时除了要考虑到楼梯的坡度外,轮式运动底盘1的质心随着时间改变亦须要考虑。上下楼梯时,控制器(图9中未示)会配合各区段的坡度不同会输出包含角度的第一装置控制讯号与第二装置控制讯号,使悬挂装置11运作时本身亦会有摆荡角度,各轮胎14会随着悬挂装置11的摆荡而交替向前,亦即行进时,各个轮胎14的后倾角会随着时间及位置不同,此可以动态的让轮式运动底盘1稳定,是不同于爬坡模式的地方。而同于爬坡模式地方为,为保持移动装置2的稳定,移动装置2往前倾,当轮式运动底盘1上下楼梯时,为保持移动装置2的稳定,移动装置2往前倾,前倾的角度定义如同图8及图8的具体实施方式。
在进行爬坡模式与上下楼梯模式时,轮胎14亦可变更成习知的、用于机器人的仿生足与机械腿的型式。当轮胎14以仿生足与机械腿实现时,轮式运动装置1的架构不变,运动方式亦如上,仅是机械构造上的差异。仿生足与机械腿在上下楼梯模式可模仿人类或是动物爬行楼梯时的动作,更能稳定且快速地完成动作。仿生足可设置成带关节并可前后摆动的机械腿,仿生足带动轮式运动底盘1行进,使轮式运动底盘1行进时类似昆虫爬行。机械腿则是设置成与人类足部相同的构造,其脚掌部分由平板替换成轮胎14亦可。若 是轮胎14以机械腿结构构成时,因悬挂装置11可单独的操控左右脚或是多个机械脚,悬挂装置11即为机械腿独立悬挂。
图10显示轮式运动底盘1进行转动模式时,轮式运动底盘1运动的上视图,图中亦未揭示控制器。在图10中揭露了至少六种实施变动模式时的态样,至少包括:前后移动、左右平移、交替爬行、原地旋转、斜方向运动和小半径转向六种,这些运动状态类似昆虫爬行时的动作态样,此六种运行模式可给予轮式运动底盘1活动时最大的灵活性。发明人将上述六种运动状态归类为360度直行态样。
在360度直行态样下,控制器(图10中未示)接收的第一致动讯号包括运动方向和运动速度。运动方向用以控制轮胎14滚动方向(以轮毂为中心,顺时针或逆时针)以及轮胎14的行进方向(以轮毂为中心,顺时针或逆时针移动装置2为轴心),及采用一般习知的轮胎14坐标系,运动速度用以控制轮胎14滚动速度。当轮胎14接收到转向器12发出的包含运动方向和运动速度第一输出命令后,轮胎14行进方向会相对于y方向转向±90°,同时配上轮胎14的正反转,即可实现移动装置2在各个方位上的直线运动,以下详述控制器如何运算并驱动轮胎14旋转。假设机身行进正前方向为0°,机身所欲转的角度设定为θ。轮胎14目前的角度设定为α,假设机身行进正前方向为0°(0度角定义同机身),两角度顺时针方向皆为正方向,r为「轮子旋转方向」变数,为+1或是-1两个值。当前进方向为0至90度时或者270至360度之间时,r取1,轮子正转。当前进方向为90-270度时,r取-1轮子倒转。则机身行进方向和轮胎14前进方向的关系如式3:
θ=α+(90r+90) (式3)。
即机身所欲转的角度是根据轮胎14当前的前进方向调整。故进行360度直行态样时,轮式运动底盘1是采用了六轮转弯法,此相较于一般习知的四轮转弯法,多了两个轮子的控制增加了控制器控制的复杂度。360度直行态样可以直接调整俯视时六个轮子相对于+Z轴的夹角,此适用于不用动到机身2以改变轮式运动底盘1的行进方向的转动需求。
转动模式时另一态样为旋转态样,相对于360度直行态样是运用在不用动到机身2,旋转态样是适用于需动到机身2以改变轮式运动底盘1的行进方向的需求。请参考图11,图11亦未揭示控制器。在旋转态样下,控制器会计算出调整轮胎14方向和每个轮胎14的转速,以实现机身围绕一特定的 中心进行转弯,以下详述控制器如何运算并驱动车轮旋转。图11为轮式运动底盘1进行转动模式之旋转态样,整体轮式运动底盘1运动的示意图。由图11可得,目前设定的旋转中心C在机器人控制系统两中心轮胎14(及轮胎142及轮胎145)轮轴轴心所连成之直线的延伸在线,所以在转弯过程中,机器人控制系统两中心轮胎14的相对于机身方向不会改变,会一直与机身保持平行状态,此时由俯视看来,整体机器人控制系统转弯过程可视为一宽度为d
1的长方形(机身)绕着旋转中心旋转。由于在转弯过程中各个轮子的转动中心相同(将机器人控制系统视为一个质点),因而每个轮胎14的转弯角速度ω相同。假设轮胎142与轮胎144的轮轴轴心相距为d
1(即机身宽度),转弯过程中,轮胎142行走速度为V
1,轮胎145的行走速度为V
2,则转弯角速度可由式4求得:
此时轮胎142的行走速度可由式4推得,表示于式5:
轮胎145的行走速度可由式4推得,表示于式6:
根据此旋转半径,可得到轮胎142及轮胎145相对于旋转中心C旋转时之旋转半径。因为左侧轮胎141、142、143前后的轴距与右侧轮胎144、145、146前后的轴距是相同的,所以左侧轮胎141、2、3的旋转半径是相同的,其为R
外端,右侧轮胎144、5、6的旋转半径是相同的,其为R
内端。设定轮胎141与轮胎142的前后轴距为d
2,根据勾股定理,可推得轮胎142的转弯半径,揭示于式7:
同样的,轮胎145的转弯半径揭示于式8:
由于角速度相同,对应的轮胎142的行走速度可经由式5及式7推得,显示于式9:
同样的,轮胎145的行走速度可经由式6及式8推得,显示于式10:
请一并参考图2及图11,实际进行转弯模式的旋转态样时,控制器(图2及图11皆未显示)首先会输出一个360度直行态样和旋转态样讯号给六个车轮。假设轮胎14收到360度直行态样讯号时,六个车轮会都偏转相同的角度,并输出包括旋转角度及运动速度给控制器,控制器再根据当前的状况,使用(式3)推算出机身所欲转的角度θ,并包含在第二操作指令中以传递给移动装置2,以达到操作者的目标角度。且不同时间亦有不同的机身所欲转的角度。另外,当轮胎14收到旋转态样讯号时,轮胎141、143、144及146会先偏转一特定角度,轮胎142及145不改变当前位置,并回传包括轮胎142及145的行走速度、各轮胎14之间的距离及机器人控制系统转弯角速度的第二物理量给控制器,控制器再依照(式4)至(式10)估算出轮胎142及145的转弯角度、行走速度及一转弯中心C后,回传第二物理量(图未示),以旋转机器人控制系统的机身,达到操纵者所需,且不同时间亦有不同的所需旋转角度。
以下说明4轮驱动模式的操控实现方式。
图12显示轮式运动底盘1进行转动模式时,轮式运动底盘1运动的上视图,图中亦未揭示控制器。在图12中揭露了至少六种实施变动模式时的态样,至少包括:前后移动、左右平移、交替爬行、原地旋转、斜方向运动和小半 径转向六种,这些运动状态类似昆虫爬行时的动作态样,此六种运行模式可给予轮式运动底盘1活动时最大的灵活性。发明人将上述六种运动状态归类为360度直行态样。
在360度直行态样下,控制器(图12中未示)接收的第一致动讯号包括运动方向和运动速度。运动方向用以控制轮胎14滚动方向(以轮毂为中心,顺时针或逆时针)以及轮胎14的行进方向(以轮毂为中心,顺时针或逆时针移动装置2为轴心),及采用一般习知的轮胎14坐标系,运动速度用以控制轮胎14滚动速度。当轮胎14接收到转向器12发出的包含运动方向和运动速度第一输出命令后,轮胎14行进方向会相对于y方向转向±90°,同时配上轮胎14的正反转,即可实现移动装置2在各个方位上的直线运动,以下详述控制器如何运算并驱动轮胎14旋转。假设机身行进正前方向为0°,机身所欲转的角度设定为θ。轮胎14目前的角度设定为α,假设机身行进正前方向为0°(0度角定义同机身),两角度顺时针方向皆为正方向,r为「轮子旋转方向」变数,为+1或是-1两个值。当前进方向为0至90度时或者270至360度之间时,r取1,轮子正转。当前进方向为90-270度时,r取-1轮子倒转。则机身行进方向和轮胎14前进方向的关系如式3:
θ=α+(90r+90)(式3)。
即机身所欲转的角度是根据轮胎14当前的前进方向调整。
转动模式时另一态样为旋转态样,相对于360度直行态样是运用在不用动到机身2,旋转态样是适用于需动到机身2以改变轮式运动底盘1的行进方向的需求。请参考图13,图13亦未揭示控制器。在旋转态样下,控制器会计算出调整轮胎14方向和每个轮胎14的转速,以实现机身围绕一特定的中心进行转弯,以下详述控制器如何运算并驱动车轮旋转。由图13可得,目前设定的旋转中心C在机器人控制系统四个轮胎对角线交叉点上(141/146轮轴连接直线与143/144轮轴连接直线交叉点),所以在转弯过程中,由俯视看,整体机器人控制系统转弯过程可视为长方形(机身)绕着旋转中心旋转。由于在转弯过程中各个轮子的转动中心相同(将机器人控制系统视为一个质点),因而每个轮胎14的转弯角速度ω相同。
以下解算举例假设底盘中心点C线速度角速度均不为0,且角速度大于0状态下解算:假设轮胎141与轮胎144的轮轴轴心相距为d
1(即机身宽度), 轮胎141与轮胎143的轮轴轴心相距为d
2(即机身长度),转弯过程中,中心点C线速度为v,角速度为w,则质点转弯半径r由式11求得:
由此旋转半径,可得到轮胎141/143及轮胎142/146相对于旋转中心C旋转时之旋转半径。因为左侧轮胎141、143前后的轴距与右侧轮胎144、146前后的轴距是相同的,所以左侧轮胎141、143的旋转半径是相同的,其为r
2,右侧轮胎144、146的旋转半径是相同的,其为r
3。
根据勾股定理,可推得轮胎141、143的转弯半径r
2,可由式12推得:
轮胎142/146的转弯半径r
3可由式13推得:
因为四个轮胎围绕一个质点运动,所有四个轮胎的角速度都一样为w,因轮胎141/143同在左侧,轮胎141/143的转速跟转向角度大小都是相同的,轮胎141、143的转速v
1可由式14推得:
v
1=r
2*w (式14)
同理,轮胎144、146的转速v
2,可由式15推得:
v
2=r
3*w (式15)
轮胎141/143的转向角度为w
1,可由式16推得:
轮胎144/146的转向角度为w
2,可由式17推得:
参照式14/15/16/17对四个轮胎进行转速和转向设置,实现对底盘的控制。
请一并参考图2及图13,实际进行转弯模式的旋转态样时,控制器(图2及图13皆未显示)首先会输出一个360度直行态样和旋转态样讯号给四个 车轮。假设轮胎14收到360度直行态样讯号时,四个车轮会都偏转相同的角度,并输出包括旋转角度及运动速度给控制器,控制器再根据当前的状况,使用(式3)推算出机身所欲转的角度θ,并包含在第二操作指令中以传递给移动装置2,以达到操作者的目标角度。且不同时间亦有不同的机身所欲转的角度。另外,当轮胎14收到旋转态样讯号时,轮胎141、143、144及146会先偏转一特定角度,并回传包括轮胎141、143、144及146的行走速度、各轮胎14之间的距离及机器人控制系统转弯角速度的第二物理量给控制器,控制器再依照(式11)至(式17)估算出轮胎141、143、144及146的转弯角度、行走速度及一转弯中心C后,回传第二物理量(图未示),以旋转机器人控制系统的机身,达到操纵者所需,且不同时间亦有不同的所需旋转角度。
综上所述,本发明提供一种轮式运动底盘1,不仅构造简易,能藉由其包含的悬挂装置11控制轮式运动底盘与地面的相对高度,使轮式运动底盘1能在多种地形及环境下稳固的维持轮式运动底盘,其所附的轮胎14更可以让轮式运动底盘正确且快速的移动到所欲移动的位置,配合移动装置2为机器人或是车体可以进行不同的目的。另外,本发明所接露的轮式运动底盘1可行驶越障模式、爬坡模式、上下楼梯模式及转弯模式,可进行在不同地形条件上的行进,适地性佳,故本可以广泛运用在机器人及车子的底盘装置上。
以上仅为本发明之较佳实施例,并非用以限定本发明之权利范围;同时以上的描述,对于相关技术领域之专门人士应可明了及实施,因此其他未脱离本发明所揭示之精神下所完成的等效改变或修饰,均应包含在申请专利范围中。
Claims (10)
- 一种轮式运动底盘,所述轮式运动底盘与可移动装置连接,其特征在于,包括:悬挂装置,设置于所述可移动装置的底部下方;转向器,与所述悬挂装置枢接;控制器,分别与所述悬挂装置及所述转向器电性连接;以及轮胎,与所述转向器枢接且设置在所述转向器之下,所述转向器的转向轴与所述轮胎的转向轴一致,藉此,所述控制器透过所述悬挂装置及所述转向器来控制所述轮胎转向及所述悬挂装置的悬挂高度。
- 如权利要求1所述的轮式运动底盘,其特征在于,所述悬挂装置是选自于主动式独立悬挂装置、被动式独立悬挂装置或是机械腿独立悬挂装置。
- 如权利要求1所述的轮式运动底盘,其特征在于,所述悬挂装置用以调节所述轮式运动底盘相对于地面的高度。
- 如权利要求1所述的轮式运动底盘,其特征在于,所述转向器更包含了减震装置,所述减震装置连接所述轮胎的中心。
- 如权利要求1所述的轮式运动底盘,其特征在于,所述转向器可改变所述轮胎的外倾角、内倾角、前述角及后倾角。
- 如权利要求1所述的轮式运动底盘,其特征在于,所述控制器分别与所述悬挂装置及所述转向器电性连接的方式可以是无线的方式。
- 如权利要求1所述的轮式运动底盘,其特征在于,所述轮胎数量为大于2的偶数,且所述轮胎是球型轮胎或是鼓型轮胎。
- 如权利要求1所述的轮式运动底盘,其特征在于,所述轮式运动底盘运动时的操作模式为越障模式、爬坡模式、上下楼梯模式及转弯模式。
- 如权利要求8所述的轮式运动底盘,其特征在于,所述轮式运动底盘进行旋转模式时,具有360度直行态样和旋转态样。
- 一种机器人,是使用如权利要求1~9所述的轮式运动底盘,所述机器人具有本体部、底部及所述轮式运动底盘,所述本体部及所述底部藉由枢接轴彼此枢接,及所述轮式运动底盘与所述底部枢接。
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US20200276877A1 (en) | 2020-09-03 |
EP3620352A1 (en) | 2020-03-11 |
US11260717B2 (en) | 2022-03-01 |
CN107160963A (zh) | 2017-09-15 |
EP3620352A4 (en) | 2021-03-10 |
CN107160963B (zh) | 2020-08-21 |
SG11201811623RA (en) | 2019-01-30 |
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