WO2020119388A1

WO2020119388A1 - Inelastic suspension frame structure for automatically guiding vehicle

Info

Publication number: WO2020119388A1
Application number: PCT/CN2019/118996
Authority: WO
Inventors: 慎重兌
Original assignee: 引先自动化科技（苏州）有限公司
Priority date: 2018-12-14
Filing date: 2019-11-15
Publication date: 2020-06-18
Also published as: CN109398011A

Abstract

Disclosed is an inelastic suspension frame structure for automatically guiding a vehicle. The frame structure is connected to driving wheel assemblies (30L, 30R) and a frame portion (20) automatically guiding the lower portion of the vehicle, and comprises: vertical guiding components (40), supporting a pair of driving wheel assemblies (30L, 30R) in such a manner that the pair of driving wheel assemblies (30L, 30R) are able to move in a perpendicular direction relative to the frame portion (20); a rotary shaft (50), rotatably fixed on the frame portion (20); and a first cam component (60A) and a second cam component (60B), which are combined with the rotary shaft (50) in an eccentric manner and rotate with the rotary shaft (50), and peripheral surfaces of the first cam component (60A) and the second cam component (60B) are in contact with upper end face of each of the driving wheel assemblies (30L, 30R), and the eccentric direction of the first cam component (60A) from the center of the rotary shaft (50) and the eccentric direction of the second cam component (60B) from the center of the rotary shaft (50) are in opposite directions. The inelastic suspension frame structure enables a vehicle to keep horizontal on uneven ground and achieve a complete and stable grounding.

Description

Inelastic suspension structure of automatic guided vehicle

This disclosure requires the priority of a Chinese patent application filed with the China Patent Office on December 14, 2018, with application number 201811534315.9. The entire contents of the above applications are incorporated by reference in this disclosure.

Technical field

The present application relates to a suspension structure, which can make an automated guided vehicle (automated guided vehicle) used in factory automation, etc., on uneven ground, and can always achieve the leveling and grounding of the drive shaft, and the above suspension The frame structure does not have upper and lower elasticity. The present application relates to an inelastic suspension structure for automatically guiding vehicles, for example.

Background technique

Automated guided vehicles are used in factory automation systems or warehouse automation systems, etc., to receive loads from the system control unit and transfer the load to a relatively long distance destination in a driverless manner.

In the operation of automatic guided vehicles, it is very important to track the position and driving of the vehicle. To this end, the control structure is designed to receive vehicle information from multiple sensors to perform feedback control.

Nonetheless, there will be various external factors that make it difficult for automatic guided vehicles to operate, one of which is uneven ground. When transforming a conventional ordinary factory into an unmanned automated factory, the above problems may be particularly prone to occur. Moreover, even in the factory that was initially leveled, the flatness of the ground will be reduced after many equipment changes or the aging of the ground, and the above-mentioned problems will occur.

When the automatic guided vehicle runs on uneven ground, there is a problem that a part of the tires are suspended, and when the suspended tire is connected to the drive shaft, there is a problem that the driving direction is deviated. In view of the fact that the maximum speed is utilized at the same time, the situation of running at a minimum distance from other obstacles and passing by, the above problems greatly increase the hidden danger of collision with structures or other vehicles.

The automatic guided vehicle realizes the loading and unloading of items through an automated robot. Therefore, in order to maintain a constant height at all times, unlike ordinary cars, elastic suspensions are not necessary.

[Related technical literature]

[Patent Literature]

(Patent Document 0001) Korean Published Patent No. 10-2013-0041940 (2013.04.25)

(Patent Document 0002) U.S. Patent No. 5344276 (1994.09.06)

Summary of the invention

Technical problems to be solved by this application

The present application provides a suspension for automatically guiding a vehicle, which can realize the grounding of a tire connected to a drive shaft even if it passes through an uneven ground, and has no up-down elasticity or vibration.

In addition, through the following specific contents, experts or researchers in the technical field can clearly grasp and understand the specific purpose of the present application.

Technical solutions

The present application provides an inelastic suspension structure for an automatic guided vehicle, which connects a sash at the lower part of an automatic guided vehicle and a driving wheel assembly, and includes: a vertical guide member to make a pair of the above-mentioned driving wheel assembly Supporting a pair of the drive wheel assembly so as to move in a vertical direction relative to the frame portion; a rotating shaft, which is rotatably fixed to the frame portion; and a first cam member and a second cam member, which are eccentrically It is coupled to the rotation shaft and rotates together with the rotation shaft, and the outer peripheral surfaces of the first cam member and the second cam member contact the upper end surface of each of the drive wheel assemblies, and the first cam member extends from the center of the rotation shaft The direction of eccentricity is opposite to the direction of eccentricity of the second cam member from the center of the rotation shaft.

In addition, experts or researchers in the technical field can clearly grasp and understand the effects of the application through the following specific content or in the process of implementing the application.

BRIEF DESCRIPTION

FIG. 1 is a perspective view illustrating separation of an inelastic suspension structure of an automatic guided vehicle according to an embodiment of the present invention.

FIG. 2 is a rear view showing the suspension structure according to the embodiment illustrated in FIG. 1.

FIG. 3 is a perspective view showing a simplified embodiment shown in FIG. 2.

FIG. 4(a) is a side view showing the left side portion illustrated in the embodiment of FIG. 2, and FIG. 4(b) is a side view showing the right side portion illustrated in the embodiment of FIG.

FIG. 5 is a diagram illustrating a usage state illustrated in the embodiment of FIG. 2.

FIG. 6 is a diagram showing another usage state illustrated in the embodiment of FIG. 2.

7 is a side view showing a cam member used in another embodiment of the present application.

FIG. 8 is a plan view schematically showing an inelastic suspension structure of an automatic guided vehicle according to another embodiment of the present application.

9 is a perspective view schematically showing an inelastic suspension structure of an automatic guided vehicle according to yet another embodiment of the present application.

FIG. 10(a) is a side view showing the left side portion illustrated in the embodiment of FIG. 9, and FIG. 10(b) is a side view showing the right side portion illustrated in the embodiment of FIG.

Reference mark

10: Structure

20: Frame part 21: Through hole

30, 30L, 30R, 301: drive wheel assembly

31: bottom plate 311: support block

32: Steering board321: Steering motor

33: bracket 331: wheels 332: drive motor

34: Rack parts

40: vertical guide parts 41: housing 42: rod

50: rotation axis 51: center 52: shaft support

60A: first cam part 60B:

second cam part

60C, 60D: cam part

61: Bearing 62: Peripheral face 63: Center

80: shaft gear

p1, p2: arrow V: vertical line

detailed description

With reference to the following drawings, the configuration, function, and function of the inelastic suspension structure of the automatic guided vehicle according to the present application will be described. However, in the drawings and the embodiments, the same or similar reference numerals will be used for the same or similar constituent elements.

In addition, in the following description, terms such as “first” and “second” are used in order to easily distinguish the constituent elements of the technical scope in the same range. That is, any one of the components may be named "first component" or "second component".

The drawings are used to show the embodiments to which the present application is applied. Therefore, the technical idea of the present application should not be limited and explained by the drawings. From the perspective of an expert belonging to this technical field, if a part or all of the drawings shown in the drawings are interpreted as shapes, appearances, and sequences that are not necessarily required for the implementation of this application, the drawings are not limited to the claims. Invention.

In addition, it is stated here that, in order to facilitate understanding, some of the drawings omit or simplify some of the constituent elements, and in some of the drawings, the degree of deformation is exaggerated.

Moreover, in order to facilitate the understanding of the directions, the Roman letters I and II in the drawings refer to the left and right wheels of the vehicle, respectively.

FIG. 1 is a diagram illustrating separation of an automatic guided vehicle (hereinafter, referred to as “vehicle”) employing a suspension structure according to an embodiment of the present invention.

A sash 20 is coupled to the lower portion of the structure 10 that forms the outer shape of the vehicle, and four drive wheel assemblies are coupled to the sash 20. In the illustrated embodiment, the two rear

drive wheel assemblies

30L, 30R are adapted to the suspension structure desired by the present application, and the two front drive wheel assemblies 30 are directly fixed to the frame 20. In another embodiment, a freely rotating ordinary wheel can be provided to replace the two drive wheel assemblies in front.

Referring to FIG. 2, the

drive wheel assemblies

30L, 30R have wheels 331, and the

drive wheel assemblies

30L, 30R include: a drive motor section 332 to rotate the wheels 331 in a forward or reverse direction; and a steering motor section 321 to cause the wheels to have a vertical axis Rotate for the center.

The lower surface of the base plate 31 is coupled with a rotatable steering plate 32, and the steering plate 32 can rotate on a horizontal plane relative to the base plate 31 by the operation of the steering motor portion 321. The structure in the related art may be adopted as the structure connected to rotate the steering plate 32 relative to the bottom plate 31 and the structure for rotating the steering plate 32.

The bracket 33 that combines the wheel 331 and the drive motor portion 332 is fixed to the lower portion of the steering plate 32.

Thereby, the

driving wheel assemblies

30L, 30R can rotate the wheels 331 in the forward direction or the reverse direction, and can control the traveling direction of the wheels 331. Such

drive wheel assemblies

30L, 30R can use one of various products that have been commonly used.

The

drive wheel assemblies

30L, 30R located on the left and right behind the frame portion 20 are coupled to the frame portion 20 via the vertical guide member 40.

In the illustrated embodiment, the vertical guide member 40 is a plurality of linear guides (LM guides). In some embodiments, the housing 41 of the linear guide is fixed to the frame portion 20, and the lever portion 42 that extends freely on the housing 41 fixes the bottom plate 31 of the driving wheel assembly.

By arranging a plurality of linear guide rails side by side in one driving wheel assembly, the driving wheel assembly can be stably mounted on the frame portion. Also, it is possible to reliably restrict the drive wheel assembly to move only up and down.

In some embodiments, the vertical guide member may be changed to various mechanisms or devices capable of ensuring free linear movement. In some embodiments, a shock absorber (shock absorber) or the like can also be used together with a linear movement mechanism or the like. The shock absorber has an elasticity smaller than the load of the frame or the structure placed on the frame.

The frame portion 20 is coupled with a rotation shaft 50 rotatably fixed, and the first cam member 60A and the second cam member 60B are fixed to both end portions of the rotation shaft 50 so as to be offset from the axis center of the rotation shaft 50. The first cam member 60A and the second cam member 60B are formed integrally with the rotating shaft 50 and rotate together with the rotating shaft 50.

In some embodiments, the first cam member 60A and the second cam member 60B have the same cross-sectional shape, and the direction of eccentricity with respect to the axis center of the rotating shaft 50 is the opposite direction.

In some embodiments, the eccentric direction refers to a direction vector from the center of the

circular cam members

60A, 60B toward the center of the cross section of the rotating shaft 50. In some embodiments, referring to FIG. 3, the eccentric direction is the direction in which the first cam member 60A is eccentric from the center of the rotating shaft 50 (refer to arrow p1) and the direction in which the second cam member 60B is eccentric from the center of the rotating shaft 50 (refer to arrow p2), and the two are in opposite directions.

In some embodiments, the rotating shaft 50 is constrained by the shaft support portion 52 provided in the frame portion 20 to fix its position, and the first cam member 60A and the second cam member 60B contact the upper end surfaces of the

drive wheel assemblies

30L, 30R, respectively.

As a result, the left and right

drive wheel assemblies

30L and 30R elastically receive the load of the frame 20 and the structure. The front driving wheel assembly is directly fixed to the lower part of the frame, so the frame and the structure are supported by the driving wheel assembly in an inelastic manner.

Referring again to FIGS. 1 and 2, in some embodiments, the support block 311 protrudes above the

drive wheel assemblies

30L, 30R, and the frame portion 20 is formed with a through hole 21 through which the support block 311 passes.

In addition, the rotating shaft 50, the first cam member 60A, and the second cam member 60B are provided on the upper portion of the frame portion 20. The first cam member 60A and the second cam member 60B are provided so as to contact the upper end surface of the support block 311 of the

drive wheel assemblies

30L, 30R exposed through the through holes 21.

The arrangement structure of these constituent elements reduces the height of the vehicle from the ground, and therefore, the center of gravity of the vehicle can be reduced as much as possible, thereby obtaining the effect of ensuring a large carrying space while improving the relevant performance of the vehicle.

As shown in the embodiment of FIGS. 1 to 5, the first cam member 60A and the second cam member 60B have a roulette shape with a circular cross section.

In some embodiments, each cam component and the upper end surface of the drive wheel assembly (the upper end surface of the support block) have the potential for wear due to contact. Therefore, each

cam component

60A, 60B is equipped with a bearing 61 so that the outer peripheral surface 62 can Free spin.

As a result, during the operation described below, the cam member can be rotated more smoothly, which can improve the operation reliability and reduce the risk of wear due to friction with the support block.

3 to 6 relate to the use state of the suspension structure according to the present application.

In FIG. 5(a), FIG. 5(b), and FIG. 6(b), the center of the drawing is a view of the suspension structure viewed from the back, and the left and right sides are respectively viewed from the left side of the drive wheel assembly Figure.

Refer to FIGS. 4 and 5 that schematically show the

drive wheel assemblies

30L, 30R and the

cam members

60A, 60B. FIGS. 4 and 5 show the left and right drive wheel assemblies 30L due to vehicles passing through uneven factory floors. , The height deviation of 30R causes the rotating shaft 50 and the

cam members

60A and 60B to rotate.

In some embodiments, the ascent or descent of any one drive wheel assembly is linked to the descent or ascent of another drive wheel assembly, and the alternating up and down operation of the left and right drive wheel assemblies is through integral rotation in the forward or reverse direction This is achieved by rotating the shaft and various cam components.

As a result, the two drive wheel assemblies uniformly support the vehicle load, while achieving complete and stable grounding on the ground where there is a height difference. At this time, the vehicle remains level.

In FIGS. 4(a), 4(b), and 5(a), the left and right drive wheel assemblies are placed on a flat ground, so they are actually in a horizontal state.

In FIGS. 4(a) and 4(b), in some embodiments, the center 51 of the rotating shaft 50 is located on a vertical line V passing through the center of the shaft of the wheel 331 provided in the drive wheel assembly. In some embodiments, the center 63 of each

cam member

60A, 60B is separated from the vertical line V by a horizontal distance d. However, in the driving wheel assembly 30L shown on the left side of FIG. 4(a), the first cam member 60A is biased to the right side of the drawing, and in the driving wheel assembly 30R shown on the right side of FIG. 4(b) Since the second cam member 60B is biased toward the left side of the drawing, the horizontal distance of the eccentricity in the left and right drive wheel assemblies is the same d, but the direction of the eccentricity is opposite.

5(b) and 6(a) conceptually illustrate the operation of the suspension structure that occurs at the moment of entering uneven ground. When the right driving wheel assembly 30R enters the concave ground, the right driving wheel assembly 30R moves against the lowered ground due to its own weight. From the perspective of the frame portion, the right drive wheel assembly 30R is in a state of being lowered from the original level.

At this time, the load of the vehicle is concentrated on the left drive wheel assembly 30L, which is indicated by a block arrow in the drawing. Since the first cam member 60A is eccentrically fixed to the rotating shaft 50, the first cam member 60A rotates counterclockwise (see FIG. 6(a)).

As a result, as shown in FIG. 6(b), the first cam member 60A rotates at an angle A in the counterclockwise direction and is supported by the support block of the left drive wheel assembly 30L at a new point, and the second cam member 60B also follows Rotate the angle A counterclockwise and be supported by the support block of the right drive wheel assembly 30R.

In this process, the ground clearance of the vehicle on the left ground plane is reduced by 1/2 of the difference between the left and right ground heights. From a different viewpoint, when the frame portion is used as a reference, the left driving wheel assembly 30L rises, and the right driving wheel assembly 30R descends.

As a result, the left and right

drive wheel assemblies

30L, 30R are completely grounded on the ground with different heights, and the load of the vehicle is uniformly supported by the left and right drive wheel assemblies through the

respective cam members

60A, 60B. And, despite the deviation on the ground, the vehicle including the rotating shaft 50 can be kept level.

Fig. 5(b) is illustrated for easy understanding of the operation relationship of the suspension structure according to the present application, but it should be noted that during actual operation, the cam member and the operation block continuously operate without separating.

When the height difference occurs between the two drive wheel assemblies to which the suspension structure is applied, the operation of the above-mentioned rotating shaft and cam member occurs, so it is also applicable to the case where the drive wheel assembly on either side rises higher than the other side.

Fig. 7 shows

oval cam members

60C, 60D suitable for a suspension structure according to another embodiment. The other structures omitted from the drawing are the same as the constituent elements of the above-mentioned embodiment.

7(a) is a view showing that the short shaft portion of the cam member 60C is in contact with the support block 311 of the driving wheel assembly, and FIG. 7(b) is a further embodiment showing the long shaft portion of the cam member 60D and the driving wheel assembly. The support block 311 contacts the figure.

By adopting

elliptical cam parts

60C and 60D, when the drive wheel assembly on either side is raised and lowered, the rotating shaft can be made to react more sensitively or bluntly.

In some embodiments, as shown in FIG. 7(b), when the elliptical cam member 60C is configured such that its long axis part supports the drive wheel assembly, the support position is changed at a portion with a large curvature, so that the two drive wheel assemblies The height difference makes a more sensitive response.

In some embodiments, as shown in FIG. 7(a), when the elliptical cam member 60D is arranged such that its short-axis portion supports the drive wheel assembly, the sensitivity can be reduced compared to the circular cam member.

FIG. 8 shows another example to which the suspension structure is applied. In FIG. 8, the arrow at the upper end indicates the forward direction.

The driving wheel assemblies 301 to which the suspension structure is applied are arranged side by side in the front-rear direction, so that the suspension structure can be applied to the front wheels and the rear wheels (refer to FIGS. 8(a) and 8(b)).

Alternatively, the suspension structure can be applied to the left and right drive wheel assemblies 301 at the front, and can also be selectively applied to the left and right front wheels or the left and right rear wheels (see FIGS. 8(c) and 8(d)).

9 and 10 relate to an inelastic suspension structure of an automatic guided vehicle according to yet another embodiment of the present application.

The suspension structure of the illustrated embodiment includes a frame portion 20 and

drive wheel assemblies

30L, 30R, and the above-mentioned suspension structure further includes: a vertical guide member 40 that restricts the

drive wheel assemblies

30L, 30R to move only in the vertical direction; And the rotating shaft 50 is attached to the frame 20. The inelastic suspension structure of the automatic guided vehicle includes: a pinion 80 which is provided at both ends of the rotating shaft 50; and a rack member 34 which is combined and connected to the

drive wheel assemblies

30L, 30R With shaft gear 80. These constituent elements include the technical features of the above-mentioned embodiments to the extent that they do not conflict with the contents described below.

The rotating shaft 50 rotatably mounted on the upper portion of the frame portion 20 can freely rotate. A shaft gear 80 is coupled to both ends of the rotating shaft 50, and the shaft gear 80 is formed integrally with the rotating shaft 50 and rotates.

The rack member 34 is a structure that stands vertically on top of the

drive wheel assemblies

30L, 30R, and one side of the structure has a rack that is coupled to the pinion gear.

The coupling directions of the rack members of the shaft gears 80 connected to the left and right of the rotating shaft are opposite directions in the left and right shaft gears 80. In other words, the coupling direction of each rack member 34 and each shaft gear 80 is symmetrical with respect to the axis center of the rotating shaft 50.

In some embodiments, on the left drive wheel assembly 30L, the rack member 34 is connected in front of the left axle gear 80; on the right drive wheel assembly 30R, the rack member 34 is on the right axle gear 80 Connect at the rear.

In this way, the connection direction of the rack members 34 of the left and right shaft gears 80 is the opposite direction. Therefore, when any one of the driving wheel assemblies 30L rises to rotate the shaft gear and the rotating shaft, the remaining driving wheel assemblies will pass through the shaft gear 80 It rotates and descends together with the rack member 34.

That is, as in the above-described embodiment, the pair of

driving wheel assemblies

30L, 30R connected by the rotating shaft 50 and the two shaft gears 80 achieve coordination in such a way that when any one driving wheel assembly rises, the other driving wheel assembly descends .

The coordinated up and down movement of these left and right

drive wheel assemblies

30L, 30R is the same as the suspension structure of the above embodiment, therefore, even if the two drive wheel assemblies enter uneven ground, the operation shown in FIGS. 5 and 6 can be achieved .

In addition, when the

drive wheel assemblies

30L and 30R receive a load including a frame portion through the connection of the shaft gear 80 and the rack member 34, the elastic element is eliminated. That is, it has an inelastic suspension structure.

The gear combination of the shaft gear 80 and the rack member 34 is to prevent the rotation of the shaft gear according to the ascent or descent of any one drive wheel assembly and the descent or ascent of the other drive wheel assembly according to the rotation of the shaft gear without slipping. Thereby, the advantage of realizing the movement of the suspension very accurately can be obtained.

While the vehicle passes over uneven ground, the suspension structure according to the embodiment of the present invention can make the wheels of the drive wheel assembly completely contact the ground. Moreover, by changing the height of the drive wheel assembly, the vehicle can be kept level even during contact with uneven ground. This driving wheel assembly does not move up and down elastically, but has an inelastic structure through the cam member. Therefore, during the loading and unloading of the vehicle, the height of the vehicle hardly changes. As a result, the intervention of complex control elements (used to track and modify the positional relationship that changes according to the height of the vehicle during the loading and unloading of items) can be reduced, and the control efficiency of the automation system can be greatly improved.

In some embodiments, the first cam member and the second cam member may have a disc shape with a circular cross-section, and the outer peripheral surface part contacting the upper end of the driving wheel assembly may be supported by bearings.

In some embodiments, the first cam member and the second cam member may have a roulette shape with an elliptical cross-section.

In some embodiments, the support block protrudes above the drive wheel assembly, the frame portion is formed with a through hole for the support block to pass through, the rotation shaft, the first cam member and the second cam member may be formed in The upper portion of the frame portion is supported by the upper end surface of the support block protruding above the upper surface of the frame portion.

In some embodiments, the vertical guide member may be a plurality of linear guides (LM guides), the housing of the linear guide is fixed to the frame portion, and the rod portion that extends freely in the housing is fixed to the driving wheel assembly.

In some embodiments, the present application provides an inelastic suspension structure for an automatic guided vehicle, which connects the frame portion of the lower portion of the automatic guided vehicle and a driving wheel assembly, and includes: a vertical guide member, which enables a pair of The drive wheel assembly supports a pair of the drive wheel assemblies so as to move in a vertical direction relative to the frame portion; a rotating shaft, which is rotatably fixed to the frame portion; and a shaft gear, which is coupled to both end portions of the rotating shaft, And rotates integrally with the rotating shaft; and a rack member, which is combined with each of the driving wheel assemblies, moves up and down integrally with the driving wheel assembly, and is combined with the shaft gear gear, and the rack member of each of the driving wheel assemblies The coupling direction with each of the above-mentioned shaft gears is symmetrical with respect to the axis center of the above-mentioned rotating shaft, whereby the up and down of the two above-mentioned driving wheel assemblies operate relatively.

According to the embodiments of the present invention, even if the ground is uneven, the driving wheels of the automatic guided vehicle can completely contact the ground, so that the expected driving of the automatic guided vehicle can be achieved. The vehicle can be kept level, so tilting can be minimized and the load can be prevented from falling off. In addition, the drive wheel assembly supporting the vehicle operates in an inelastic manner, so that the height of the vehicle does not change when loading and unloading the load, so that the article loading and unloading robot can be effectively operated.

Claims

An inelastic suspension structure of an automatic guided vehicle, which connects the frame portion of the lower part of the automatic guided vehicle and a driving wheel assembly, includes:

A vertical guide member that supports a pair of the drive wheel assemblies in a vertical direction relative to the frame portion;

A rotating shaft, which is rotatably fixed to the frame portion; and

The first cam member and the second cam member are eccentrically coupled to the rotation shaft and rotate together with the rotation shaft, and the outer peripheral surfaces of the first cam member and the second cam member contact each of the The upper end face of the drive wheel assembly,

The direction in which the first cam member is eccentric from the center of the rotating shaft and the direction in which the second cam member is eccentric from the center of the rotating shaft are opposite directions.
According to the inelastic suspension structure of an automatic guided vehicle according to claim 1, the first cam member and the second cam member have a roulette shape with a circular cross section,

The outer peripheral surface contacting the upper end of the driving wheel assembly is supported by bearings.
According to the inelastic suspension structure of the automatic guided vehicle according to claim 1, the first cam member and the second cam member have a roulette shape having an elliptical cross section.
According to the inelastic suspension structure of an automatic guided vehicle according to claim 1, a support block protrudes above the drive wheel assembly,

The frame portion is formed with a through hole through which the support block passes,

The rotating shaft, the first cam member, and the second cam member are formed on the upper portion of the frame portion, and support the upper end surface of the support block that protrudes above the upper surface of the frame portion.
The inelastic suspension structure of an automatic guided vehicle according to claim 1, wherein the vertical guide member is a plurality of linear guide rails, an outer shell of the linear guide rail is fixed to the frame portion, and can extend freely in the outer shell The rod part is fixed to the driving wheel assembly.
An inelastic suspension structure of an automatic guided vehicle, which connects the frame portion of the lower part of the automatic guided vehicle and a driving wheel assembly, includes:

A vertical guide member that supports a pair of the drive wheel assemblies in a vertical direction relative to the frame portion;

A rotating shaft, which is rotatably fixed to the frame portion;

A shaft gear, which is coupled to both ends of the rotating shaft and rotates integrally with the rotating shaft; and

A rack member, which is coupled to each of the driving wheel assemblies, is integrally raised and lowered with the driving wheel assembly, and is combined with the pinion gear,

The coupling direction of the rack member of each of the driving wheel assemblies and each of the shaft gears is symmetrical with respect to the axis center of the rotating shaft, whereby the two driving wheel assemblies are lifted in an opposite manner Realize operation.