CN218843898U

CN218843898U - A rotatory quadriversal car structure of vehicle transport for intelligence parking

Info

Publication number: CN218843898U
Application number: CN202222694147.8U
Authority: CN
Inventors: 唐勇; 顾沙林; 梁兰
Original assignee: Parler Intelligent Technology Wuhan Co ltd
Current assignee: Parler Intelligent Technology Wuhan Co ltd
Priority date: 2022-10-12
Filing date: 2022-10-12
Publication date: 2023-04-11
Anticipated expiration: 2032-10-12

Abstract

The utility model discloses a vehicle carrying rotary four-way vehicle structure for intelligent parking, belonging to the technical field of stereo garages, comprising a rotary conveying unit as an installation carrier, wherein the rotary conveying unit comprises a bracket, the bracket is provided with a driving mechanism capable of reciprocating on a conveying track, and the middle of the bracket is also provided with a swing mechanism; the carrying unit is positioned above the rotary conveying unit and connected with the output end of the rotary mechanism and comprises a connecting frame, a transmission device is arranged on the connecting frame, the output end of the transmission device is connected with a carrying platform, the carrying platform can move linearly along the length direction under the driving of the transmission device, and tire clamping devices with adjustable intervals are symmetrically arranged at two ends of the carrying platform. The utility model is used for the rotatory quadriversal car structure of vehicle transport of intelligence parking, the structure is reliable, and the security is good, has improved the access efficiency of vehicle.

Description

A rotatory quadriversal car structure of vehicle transport for intelligence parking

Technical Field

The utility model belongs to the technical field of stereo garage, more specifically relates to a rotatory quadriversal car structure of vehicle transport for intelligence parking.

Background

With the acceleration of the urbanization process, more and more people are rushed into the city, so that the automobiles become necessities of life of people for going out conveniently, and the stereo garage gradually enters the life of people because the city is large in population, the public area is limited, the number of parking spaces is increasingly tense, and the parking difficulty gradually becomes a hot spot problem concerned by people.

The stereo garage is generally matched with a vehicle carrying unit for use, vehicles are conveyed into the stereo garage from a pause area for storage, the vehicle carrying unit mainly achieves the effects of holding, fixing and linear transferring of the vehicles, and the transferring angle of the vehicles cannot be adjusted and turned around, so that the vehicles need to be parked in the pause area in a way that the vehicle bodies and the parking spaces are parallel, although limiting rods are arranged on the parking spaces, the width of the parking spaces is narrower than that of common parking spaces, the parking difficulty is higher, tires or the vehicle bodies are easy to scratch, and the vehicle storing and taking efficiency is lower; meanwhile, the conventional vehicle carrying unit has a thick integral structure, so that a channel which is convenient for the carrying unit to move to the bottom of a vehicle must be arranged below a parking space in a pause area, the structure of the parking space is complex, the production cost is high, and the carrying unit cannot be directly used on a common parking space; in addition, some stereo garages are provided with an independent rotating device to turn around the vehicle, but the stereo garages are complex in structure, low in integration degree and high in cost, the vehicle access time is additionally increased, and inconvenience is also brought to users.

SUMMERY OF THE UTILITY MODEL

To the defect of prior art, the utility model discloses a rotatory quadriversal car structure of vehicle transport for intelligence parking aims at solving the vehicle and parks the degree of difficulty great and rub easily in the pause zone and hinder, turn round inconvenient, vehicle access inefficiency, stereo garage integrate lower, the higher problem of manufacturing cost.

In order to achieve the above object, the utility model provides a rotatory quadriversal car structure of vehicle transport for intelligence parking, including:

the rotary conveying unit is used as an installation carrier and comprises a support, a conveying track which is parallel to each other is arranged below the support, a driving mechanism capable of reciprocating on the conveying track is arranged on the support, and a rotary mechanism is further arranged in the middle of the support;

the carrying unit is positioned above the rotary conveying unit and connected with the output end of the rotary mechanism and comprises a connecting frame, a transmission device is arranged on the connecting frame, the output end of the transmission device is connected with a carrying platform, the carrying platform can reciprocate along the length direction under the driving of the transmission device, and tire clamping devices with adjustable intervals are symmetrically arranged at two ends of the carrying platform.

Furthermore, the driving mechanism comprises a driving wheel assembly and a driven wheel assembly which are respectively and elastically connected with two sides of the support, two sides of the driving wheel assembly and the driven wheel assembly are symmetrically provided with self-propelled wheel assemblies connected with the support, the driving wheel assembly is also provided with an anti-skidding chain wheel, and the conveying track is provided with an anti-skidding roller which is matched with the anti-skidding chain wheel to prevent the driving wheel assembly from skidding.

Furthermore, the transmission device is symmetrically arranged on two sides of the connecting frame and comprises a transmission motor, the transmission motor is connected with the connecting frame in a sliding manner through a connecting seat, a driving gear is arranged on an output shaft of the transmission motor and is meshed with a fixed rack on the connecting frame, a guide piece which is parallel to the length direction of the connecting frame is fixed at the end part of the connecting seat, a rotating gear is connected to the guide piece in a rotating manner, a transmission rack fixed on the connecting frame is meshed at the lower end of the rotating gear, and a driven rack fixed at the bottom of the carrying platform is meshed at the upper end of the rotating gear; when the transmission motor works, the driving gear is driven to rotate and reciprocate along the length direction of the fixed rack, and then the rotating gear drives the driven rack to enable the carrying platform to reciprocate.

Furthermore, the slewing mechanism comprises a driving motor fixed on the support, a driving gear is arranged on an output shaft of the driving motor, the driving gear is meshed with a turntable bearing fixed in the middle of the support, and auxiliary supporting components concentrically arranged with the turntable bearing are symmetrically arranged at two ends of the support.

Furthermore, first guide slot has been seted up along length direction to the guide both sides wall, the guide top has been seted up and has been used for the driven rack removes spacing groove, the second guide slot has been seted up along length direction to transport platform bottom, the equipartition have with first guide slot cooperation is used for on the link the first direction wheelset that guide linear motion led, the equipartition have with second guide slot cooperation is used for on the guide the second direction wheelset that transport platform linear motion led.

Furthermore, elastic supporting units are arranged on two sides of the carrying platform, and an adjusting gap is formed between each elastic supporting unit and the carrying platform; the elastic support unit comprises a support body, support wheels are connected to the middle of the support body in a rotating mode, guide shafts are symmetrically arranged at two ends of the support body and penetrate through the oil-free bush on the carrying platform, support springs are sleeved on the outer sides of the guide shafts, the upper ends of the support springs are attached to the bottom surface of the carrying platform, the lower ends of the support springs are attached to the mounting surface of the support body, and the support springs drive the support body to move downwards.

Furthermore, a supporting platform used for bearing a vehicle chassis is arranged in the middle of the carrying platform, adjusting motors with opposite installation directions are respectively arranged on the supporting platform, line rails are arranged on two sides of the supporting platform, transmission screws are arranged at output ends of the adjusting motors and are connected with the tire clamping device through screw seats, the tire clamping device is further connected with a sliding block on the line rails, and the adjusting motors drive the transmission screws to rotate during operation so as to adjust the distance between the tire clamping devices.

Furthermore, the tire clamping device comprises a supporting plate fixed with a sliding block on the linear rail, a clamping motor is fixed on the supporting plate, a ball screw is arranged at the output end of the clamping motor, the tooth-shaped turning direction on the ball screw is opposite to the turning direction from the middle of the supporting plate, driving plates are symmetrically arranged at two ends of the supporting plate, connecting rods are rotatably connected to two ends of each driving plate, the other ends of the connecting rods are rotatably connected with clamping rods, and the driving plates move in the opposite direction or the opposite direction under the driving of the screw rods so as to drive the clamping rods to rotate to clamp or open the tire.

Furthermore, the bottom of the connecting frame is provided with an arc-shaped guide plate corresponding to the auxiliary supporting assembly, and the bottom of the connecting frame is also provided with a connecting plate used for being fixed with the output end of the swing mechanism.

Furthermore, the bottom of the support is symmetrically provided with guide wheels for guiding the driving mechanism in a linear motion manner, the wheel surfaces of the guide wheels are attached to the side walls of the conveying rails, the two ends of the support are also symmetrically provided with overturn-preventing units, and the overturn-preventing units and the conveying rails form an inverted structure.

Generally, through the utility model discloses above technical scheme who conceives compares with prior art, has following beneficial effect:

1. the utility model discloses be equipped with the rotary conveying unit, when it can carry out linear motion on the delivery track, drive transport unit rotary motion, make the device in the stereo garage carry out high integration, simplified stereo garage's structure, can be according to the transport angle of the parking position adjustment car transport unit of vehicle and make things convenient for the tune, need not to set up the gag lever post on the parking stall, the parking degree of difficulty of vehicle is lower, has improved parking efficiency.

2. In addition, the carrying platform and the tire clamping device are thin in overall structure, can directly stretch into the bottom of the vehicle to clamp and carry the vehicle, a special channel does not need to be arranged below the parking place, the vehicle clamping device is applicable to the common parking ground, the parking place structure is simplified, and the production cost of the stereo garage is reduced.

3. In addition, the anti-skidding chain wheel is arranged on the driving wheel assembly, and can be matched with the limiting roller on the conveying track to prevent the driving wheel from skidding, so that the safety of the vehicle in the process of carrying is improved.

4. And the support is provided with an auxiliary supporting assembly concentric with the turntable bearing, so that the stability of the slewing mechanism when the slewing mechanism drives the carrying unit to rotate is improved, and meanwhile, the support is also provided with an anti-overturning unit and a guide wheel, so that the driving mechanism can run more stably.

Drawings

Fig. 1 is a schematic structural diagram of a vehicle-handling rotary four-way vehicle structure for intelligent parking according to the present invention;

fig. 2 is an assembly schematic view of the vehicle-handling rotary four-way vehicle structure for intelligent parking provided by the present invention;

fig. 3 is a top view of the vehicle-handling rotary four-way vehicle structure for intelligent parking provided by the present invention;

fig. 4 is a schematic structural diagram of a rotary conveying unit of a vehicle-carrying rotary four-way vehicle structure for intelligent parking according to the present invention;

FIG. 5 is a schematic structural diagram of a swing mechanism of the present invention for a vehicle handling rotating four-way vehicle structure for intelligent parking;

fig. 6 is a schematic structural diagram of a driving wheel assembly of a vehicle handling rotary four-way vehicle structure for intelligent parking according to the present invention;

fig. 7 is a cross-sectional view of a drive wheel assembly of a vehicle handling rotary four-way vehicle structure for intelligent parking provided by the present invention;

fig. 8 is a motion simulation analysis diagram of the anti-skid chain wheel of the vehicle-handling rotating four-way vehicle structure for intelligent parking provided by the present invention;

fig. 9 is a schematic view of the analysis and opening process of the anti-slip groove of the anti-slip sprocket of the structure of the vehicle-carrying rotary four-way vehicle for intelligent parking according to the present invention;

fig. 10 is a movement trace diagram of an anti-skid sprocket of a vehicle handling rotary four-way vehicle structure for intelligent parking provided by the present invention;

FIG. 11 is a schematic view of the anti-skid sprockets of the vehicle handling rotary four-way vehicle structure for intelligent parking of the present invention preventing idle running or braking;

fig. 12 is a schematic structural diagram of a connecting frame of a vehicle-handling rotary four-way vehicle structure for intelligent parking according to the present invention;

fig. 13 is a schematic structural diagram of a carrying unit for carrying a rotary four-way vehicle structure for a vehicle for intelligent parking according to the present invention;

fig. 14 is a schematic structural diagram of a tire clamping device of a vehicle-handling rotary four-way vehicle structure for intelligent parking according to the present invention;

fig. 15 is a cross-sectional view of the elastic support unit of the vehicle handling rotary four-way vehicle structure for intelligent parking provided by the present invention;

fig. 16 is a schematic structural diagram of an elastic support unit of a vehicle-handling rotary four-way vehicle structure for intelligent parking according to the present invention;

fig. 17 is a cross-sectional view of the transmission of the vehicle handling rotary four-way vehicle structure for intelligent parking provided by the present invention;

FIG. 18 is an enlarged view of a portion of FIG. 17 at A;

fig. 19 is a schematic structural diagram of a transmission device for a vehicle-handling rotary four-way vehicle structure for intelligent parking according to the present invention;

fig. 20 is a schematic structural diagram of a first guide wheel set of the vehicle-handling rotary four-way vehicle structure for intelligent parking according to the present invention;

fig. 21 is a schematic structural view of a self-propelled wheel assembly of a vehicle handling rotary four-way vehicle structure for intelligent parking according to the present invention;

fig. 22 is a schematic structural view of an auxiliary support assembly of the present invention for a vehicle-handling rotary four-way vehicle structure for intelligent parking;

fig. 23 is a schematic structural view of an anti-toppling assembly of the vehicle-handling rotary four-way vehicle structure for intelligent parking according to the present invention;

fig. 24 is a schematic diagram of a first stage of a carrying unit car feeding process of the vehicle carrying rotary four-way car structure for intelligent parking according to the present invention;

FIG. 25 is a partial cross-sectional view taken at D of FIG. 24;

fig. 26 is a schematic diagram of an intermediate stage of the conveying unit of the intelligent parking vehicle conveying rotary four-way vehicle structure provided by the present invention;

FIG. 27 is a partial cross-sectional view at E of FIG. 26;

FIG. 28 is a partial cross-sectional view at F of FIG. 26;

fig. 29 is a schematic diagram of the final stage of the conveying unit car-feeding process of the intelligent parking vehicle conveying rotary four-way car structure of the present invention;

FIG. 30 is a partial cross-sectional view at G of FIG. 29;

FIG. 31 is a partial cross-sectional view at H in FIG. 29;

fig. 32 is a partial cross-sectional view of a clamping bar of the vehicle handling swivel four-way vehicle arrangement for intelligent parking provided by the present invention;

fig. 33 is an installation cross-sectional view of a clamping bar of the vehicle-handling rotary four-way vehicle structure for intelligent parking according to the present invention;

fig. 34 is a schematic view illustrating the force analysis at the moment when the tire clasping device of the vehicle transportation rotating four-way vehicle structure for intelligent parking contacts the tire;

fig. 35 is a schematic view of a force analysis of the tire clamping process of the tire clamping device of the structure of the vehicle transporting rotary four-way vehicle for intelligent parking of the present invention;

fig. 36 is a schematic view of the force analysis when the tire clamping device of the vehicle-carrying rotary four-way vehicle structure for intelligent parking of the present invention completes the clamping operation;

fig. 37 is a schematic view of the force analysis of the ball screw of the vehicle-handling rotary four-way vehicle structure for intelligent parking according to the present invention;

fig. 38 is a schematic view illustrating the force analysis of the driving screw of the structure of the vehicle-handling rotating four-way vehicle for intelligent parking according to the present invention;

fig. 39 is a schematic structural diagram of a second guide wheel set of the vehicle-carrying rotary four-way vehicle structure for intelligent parking.

The structure corresponding to each numerical mark in the drawings is as follows: 1-rotary transport unit, 11-carriage, 12-drive mechanism, 121-drive wheel assembly, 1211-drive wheel housing, 1212-drive wheel, 1213-servomotor, 1214-guide bolt, 1215-compression spring, 122-driven wheel assembly, 123-self-propelled wheel assembly, 1231-fixed plate, 1232-travel wheel housing, 1233-travel wheel, 124-anti-skid sprocket, 1241-anti-skid groove, 13-swing mechanism, 131-drive motor, 132-drive gear, 133-turntable bearing, 14-auxiliary support assembly, 15-guide wheel, 16-anti-tip unit, 161-mount, 162-wheel body, 2-handling unit, 21-link, 211-fixed rack, 212-transmission rack, 213-first guide wheel set, 214-guide plate, 215-connecting plate, 22-transmission device, 221-transmission motor, 222-connecting seat, 223-driving gear, 224-guide piece, 225-rotating gear, 226-first guide groove, 227-limit groove, 228-second guide wheel set, 23-carrying platform, 231-second guide groove, 232-driven rack, 233-oilless bushing, 234-supporting platform, 235-adjusting motor, 236-wire rail, 237-transmission screw, 24-tire clasping device, 241-supporting plate, 242-clasping motor, 2421-ball screw, 243-driving plate, 244-connecting rod, 245-clamping rod, 246-turntable bearing, 247-clamping rod mandrel, 248-needle bearing, 249-pin shaft, 25-elastic supporting unit, 251-frame body, 252-supporting wheel, 253-guiding shaft, 254-supporting spring, 3-conveying track, 31-first conveying track, 32-second conveying track and 33-antiskid roller.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

Referring to fig. 1 to 39, the utility model provides a rotatory quadriversal car structure of vehicle transport for intelligence parking, it is including: the rotary conveying unit 1 is used as a carrier for mounting other components and comprises a support 11, the support 11 is provided with a driving mechanism 12 capable of performing linear motion on a conveying track 3, the number of the conveying tracks 3 is three, the conveying tracks comprise a first conveying track 31 and second conveying tracks 32, the first conveying track 31 is located right below the support 11, the second conveying tracks are located at two ends of the support 11, and a rotary mechanism 13 is further arranged in the middle of the support 11; the carrying unit 2 is used for holding, fixing and carrying the vehicle, is located above the rotary conveying unit 1, and is connected with an output end of the swing mechanism 13, and includes a connecting frame 21, a transmission device 22 is arranged on the connecting frame 21, an output end of the transmission device 22 is connected with a carrying platform 23, the carrying platform 23 can make linear motion along the length direction under the driving of the transmission device 22, two ends of the carrying platform 23 are symmetrically provided with tire holding and clamping devices 24 with adjustable intervals, and each component is described in detail below with reference to the embodiment.

The driving mechanism 12 provides power for the whole four-way vehicle structure, is positioned on the conveying track, and comprises a driving wheel assembly 121 and a driven wheel assembly 122 which are respectively and elastically connected with two sides of the supporting plate 241, two sides of the driving wheel assembly 121 and two sides of the driven wheel assembly 122 are also symmetrically provided with self-propelled wheel assemblies 123, the driving wheel assembly 121 is also provided with an anti-skidding chain wheel 124, and the conveying track 3 is provided with an anti-skidding roller 33 which is matched with the anti-skidding chain wheel 124 to prevent the driving wheel assembly 121 from skidding; the driving wheel assembly 121 drives the driven wheel assembly 122 and the self-propelled wheel assembly 123 to synchronously move on the conveying track 3.

The driving wheel assembly 121, the driven wheel assembly 122 and the supporting plate 241 are elastically connected to each other to improve the friction between the driving wheel and the driven wheel and the conveying track 3, specifically, guide bolts 1214 are evenly distributed on two sides of the driving wheel case 1211, a compression spring 1215 is sleeved on the guide bolts 1214, the upper end of the compression spring 1215 is in contact with the bracket 11, the lower end of the compression spring 1215 is in contact with the driving wheel case 1211, the compression spring 1215 has a tendency of driving the driving wheel case 1211 to move downwards, and similarly, the driven wheel assembly 122 and the supporting plate 241 adopt the same connection mode.

In order to reduce the difficulty of electrical control over the synchronization of two or more motors, the driving mechanism 12 is provided with a driving wheel assembly 121 and a driven wheel assembly 122 which are respectively positioned at two sides of the middle of the bracket 11, the driving wheel assembly 121 is used as the only power element when the rotary conveying unit moves linearly, specifically, the driving wheel assembly 121 comprises a driving wheel box 1211, a driving wheel 1212 is arranged in the driving wheel box 1211, and the driving wheel 1212 is driven by a servo motor 1213 fixed on the side wall of the driving wheel box 1211;

the slipping is a phenomenon generally existing when a roller is used as a power element, and when a driving wheel 124 which simultaneously supports the rotary conveying unit is used as the power element, the friction force between the driving wheel 124 and the contact surface of the conveying track 3 is actually used as the power for the linear motion of the rotary conveying unit; specifically, when the torque force generated by the output torque of the servo motor 1213 on the outer circle of the driving wheel 124 is less than or equal to the maximum static friction force between the driving wheel 1212 and the contact surface of the conveying track 3, the torque force and the actual friction force between the driving wheel 124 and the contact surface of the conveying track 3 are acting force and reacting force, the magnitude is equal and the direction is opposite, and the rotary conveying unit is normally driven to operate by the actual friction force; when the torque force generated by the output torque of the servo motor 1213 on the outer circle of the driving wheel 1212 is greater than the maximum static friction force between the driving wheel 1212 and the contact surface of the conveying track 3, the driving wheel 1212 idles due to insufficient friction force, which is called a slip phenomenon; meanwhile, the other situation is that the inertia force is too large when the rotary conveying unit is braked, when the servo motor stops running and the inertia force is larger than the sum of the maximum static friction force between the driving mechanism 12 and the self-propelled wheel assembly 123 and the conveying track 3, the rotary conveying unit cannot be braked in time, and the driving mechanism 12 and the self-propelled wheel assembly 123 slide on the conveying track 3, so that certain potential safety hazard is brought.

In order to avoid slipping of the driving wheel 1212 during operation and further loss of the encoder position of the servo motor 1213, influence on the position control accuracy of the rotary conveying unit during operation, and cause certain potential safety hazards, in order to avoid slipping of the driving wheel 1212, the anti-slip sprocket 124 is located outside the driving wheel case 1211 and connected with the end portion of the output shaft of the servo motor 1213, and the anti-slip sprocket 124 is provided with an anti-slip groove 1241; the anti-slip roller 33 interacts with the anti-slip groove 1241, thereby realizing the anti-slip function; second, driven wheel assembly 122 includes a driven wheel housing and a driven wheel.

Further, in order to prevent the driving wheel 124 from idling and prevent the driving mechanism 12 and the self-propelled wheel assembly 123 from sliding on the conveying track 3, when the driving mechanism 12 slips, the anti-skid chain wheel 124 and the anti-skid roller 33 are used for cooperation to prevent idling or brake, when the driving wheel 1212 idles or slides, the outer circle of the anti-skid chain wheel 124 contacts with the anti-skid roller, so as to generate compensation torque to push the anti-skid chain wheel 124 to rotate and further drive the driving wheel 1212 to rotate or increase braking force to prevent the anti-skid chain wheel 124 from sliding and further prevent the whole rotary conveying unit from sliding, when the driving wheel 1212 normally operates and rotates and rolls along the conveying track 3, the anti-skid grooves 1241 avoid the anti-skid roller 33, and further do not interfere with the anti-skid chain wheel 124 to synchronously roll along the driving wheel 1212; therefore, a mathematical relationship between the size of the opening of the slip grooves 1241 and the slip rollers 33 needs to be determined.

Specifically, in this embodiment, referring to fig. 8, which is a moving process diagram of the anti-slip sprocket 124, a1 is an initial position of the anti-slip sprocket 124, a2 is an intermediate position of the anti-slip sprocket 124, and a3 is an end position of the anti-slip sprocket 124; further, the vertical distance between the center of the antiskid sprocket 124 and the center of the antiskid roller is D, and it can be seen from the figure that the smaller D, the deeper the depth of cut between the antiskid sprocket 124 and the antiskid roller, the better the antiskid effect; however, the anti-skid chain wheel 124 needs to move synchronously with the driving wheel 1212, which is limited by the size of the driving wheel 1212 and the size of the conveying track 3, the outer diameter of the driving wheel is greater than or equal to 105mm, the outer diameter of the driving wheel 1212 is determined to be 150mm according to the load of the four-way vehicle in this embodiment, and the minimum value of D is 105mm according to the structural size requirement in this embodiment; further, as can be seen from the state a2 in fig. 22, in order to ensure that the antiskid sprocket 124 does not interfere with the antiskid rollers when the antiskid sprocket 124 normally runs to the intermediate state, when the maximum value of D1 can be taken as the state a2, the difference value between the distance D2 from the center of the circle of the antiskid sprocket 124 to the center of the antiskid rollers minus the diameter D1 of the antiskid rollers; further, the number of the anti-skid grooves 1241 is determined, since the structure is similar to the sprocket transmission, an odd number is preferably selected with reference to the number of teeth of the sprocket, meanwhile, for convenience of calculation, the angles are equally divided, and the number of the anti-skid grooves 1241 is determined to be 9, namely, the included angle between each two anti-skid grooves 1241 is 40 degrees; further, the straight line distance D3=150 × Π/9 ≈ 52.36mm when the driving wheel 1212 rotates 40 °, and the center distance between the anti-slip rollers is determined to be 52.36mm in order to ensure that the anti-slip grooves 1241 do not interfere with the anti-slip rollers during the normal rolling operation of the driving wheel 1212 and the anti-slip sprocket 124.

Further, referring to the state b1 of fig. 9, when the anti-slip sprocket 124 rolls with the driving wheel 1212 at 0 ° and 40 ° normally, the anti-slip grooves 1241 and the anti-slip rollers are in an engaged state, but a part of the angle in the middle process is still in an interference state, so that the interference angle needs to be found; further, by adopting the reverse pushing method, referring to the state b2 in fig. 9, when the anti-skid chain wheel 124 rotates towards both sides to be tangent to the anti-skid rollers at both sides, the critical state is that the anti-skid chain wheel 124 and the anti-skid rollers do not interfere with each other; at this time, the rotation angle of the anti-skid chain wheel is 20 °, that is, the rotation angle of the single anti-skid groove 1241 is 20 °, and the linear distance of the movement of the anti-skid chain wheel is 20 °

The anti-slip sprocket 124 in this state interferes with the anti-slip roller regardless of the forward movement or the backward movement; furthermore, the angle between the line from the center of the anti-slip groove 1241 to the center of the anti-slip sprocket 124 and the line from the tangent point of the anti-slip sprocket 124 and the anti-slip roller to the center of the anti-slip sprocket 124 is 6 °, and further, to avoid interference, the opening angle of the anti-slip groove 1241 must be greater than or equal to 12 °, and it can be found that the smaller the diameter of the anti-slip roller is, the smaller the opening angle between the anti-slip groove 1241 and the anti-slip roller isThe larger the gap is, the poorer the anti-slip effect is, the larger the diameter of the anti-slip roller is, the higher the requirement on materials suitable for assembling the anti-slip roller is, and the higher the cost is, preferably, in the embodiment, the diameter of the anti-slip roller is 30mm; furthermore, the outer diameter of the antiskid chain wheel is about 186.43mm, and for convenient processing and purchasing, the outer diameter of the antiskid chain wheel is preferably 186mm; further, referring to state b3 of fig. 9, after the outer diameter D1 and the specific dimensions of the anti-slip grooves 1241 of the anti-slip sprocket 124 are determined for this embodiment, the outline of the anti-slip sprocket 124 is simplified;

further, in the present embodiment, the operation process of the anti-slip sprocket 124 is shown in fig. 10, which is a track diagram of the anti-slip sprocket 124 rolling 180 ° with the rotation of the driver. As can be seen, when the driving wheel normally rotates and rolls, the anti-skid chain wheel 124 rolls synchronously with the driving wheel, and each state is not in contact with the anti-skid roller. Fig. 11 is a disassembled state view of the anti-skid sprocket of fig. 10 for every 30 ° of movement. As shown in fig. 11, in each state, if the driving wheel has an instantaneous slip phenomenon, no matter idling or slipping in place, the limiting grooves 1241 on the anti-slip sprocket and the anti-slip rollers will come into contact, and after the contact, the anti-slip rollers provide a compensating torque to the anti-slip sprocket 124, and the compensating torque pushes the anti-slip sprocket 124 to rotate, so as to drive the driving wheel 1212 to rotate or brake to prevent the driving wheel 1212 from sliding and translating.

The transmission device 22 is used as a power mechanism for driving the carrying platform, bears the weight of the vehicle and the carrying platform 23, is provided with two groups of transmission devices 22, is symmetrically arranged at two sides of the connecting frame 21 and comprises a transmission motor 221, the transmission motor 221 is in sliding connection with the connecting frame 21 through a connecting seat 222, specifically, a linear guide rail is arranged on the side wall of the connecting frame 21, and the connecting seat 222 is connected with a slide block of the linear guide rail; further, the connecting base 222 includes a connecting base frame 2221, and an L-shaped connecting plate 2222 is movably connected to a lower end of the connecting base frame 2221; a driving gear 223 is arranged on an output shaft of the transmission motor 221, the driving gear 223 is meshed with a fixed rack 211 on the connecting frame 21, a guide piece 224 which is parallel to the length direction of the connecting frame 21 is fixed at the end part of the connecting seat 222, a rotating gear 225 is rotatably connected to the guide piece 224, a transmission rack 212 fixed on the connecting frame 21 is meshed at the lower end of the rotating gear 225, and a driven rack 232 fixed at the bottom of the carrying platform 23 is meshed at the upper end of the rotating gear 225; when the transmission motor 221 is operated, the driving gear 223 is driven to rotate and reciprocate along the length direction of the fixed rack 211, so that the rotating gear 225 drives the carrying platform 23 to reciprocate.

In order to facilitate guiding when the transmission device 22 drives the carrying platform 23 to perform linear motion, first guide grooves 226 are formed in two side walls of the guide member 224 along the length direction, a limit groove 227 used for limiting the movement of the driven rack 232 is formed above the guide member 224, a second guide groove 231 is formed in the bottom of the carrying platform 23 along the length direction, first guide wheel sets 213 matched with the first guide grooves 226 and used for guiding the linear motion of the guide member 224 are uniformly distributed on the connecting frame 21, and second guide wheel sets 228 matched with the second guide grooves 231 and used for guiding the linear motion of the carrying platform 23 are uniformly distributed on the guide member 224.

Specifically, the first guide wheel set 213 and the second guide wheel set 228 have the same structure, the first guide wheel set 213 includes a first guide wheel seat 2131, first guide wheels 2132 are uniformly distributed on the first guide wheel seat 2131, the first guide wheels 2132 are located in the first guide groove 226 and are arranged in parallel with the side wall of the first guide groove, first side guide wheels 2133 are respectively disposed at two ends of the first guide wheel seat 2131, and the first side guide wheels 2133 are located in the first guide groove 226 and are arranged perpendicular to the side wall of the first guide groove 226. Similarly, the second guiding wheel set 228 includes a second guiding wheel seat 2281, a second guiding wheel 2282, and a second side guiding wheel 2283, the second guiding wheel 2282 is located in the second guiding groove 231 and is parallel to the sidewall of the second guiding groove 231, and the second side guiding wheel 2283 is located in the second guiding groove 231 and is perpendicular to the sidewall of the second guiding groove 231.

Further, the connecting seat 222, the guide 224, the rotating gear 225 and the driving gear 223 are operated in synchronization, and assuming that the operating speed thereof is V, and further, the rotating gear 225 drives the driven rack 232 to move, and since the rotating gear 225 is simultaneously engaged with the fixed rack 211 and the driven rack 232, the relative speed between the rotating gear 225 and the fixed rack 211 is equal to the relative speed between the rotating gear 225 and the driven rack 232. Still further, if the speed of the rotating gear 225 relative to the fixed rack 211 is V, and the relative speed between the driven rack 232 and the rotating gear 225 is also V, the relative speed between the fixed rack 211 and the driven rack 232 is 2V. Because the driven rack 232 is fixed with the carrying platform 23, the carrying platform 23 can move in a bidirectional straight line at a speed of 2V relative to the connecting frame 21 along the length direction, so that the double-range and double-speed movement of the carrying platform 23 is realized. Still further, since the transmission device 22 is fixed outside the vehicle stopping position and is not limited by space, the transmission motor 221 with sufficient power and sufficient size can be selected as required, thereby greatly improving the running speed of the carrier and the efficiency of automobile transportation. In addition, the transmission motor 221 only runs in the transmission device 22, so that the transmission motor is separated from the interference of external factors such as the ground and the like in the working process, thereby providing stable driving force for the carrying unit and avoiding the phenomena of power loss and the like.

Furthermore, because the stroke of the carrying platform 23 is always twice as long as that of the guiding element 224, the guiding element 224 forms an inner guiding mechanism inside the carrying platform 23, thereby ensuring that the carrying platform 23 can stably operate at high speed without external guiding, and further ensuring that the carrying platform 23 can be suspended in the air to operate within a certain range under the driving of the transmission device 22. Therefore, in practical application, the transmission device 22 can be arranged at a position slightly higher than the target plane to eliminate the steep sill, so that the gap-crossing, sill-crossing and slope-crossing capability of the carrying platform 23 is greatly improved, and the real rapid and stable vehicle carrying work is realized.

The swing mechanism 13 is used as a power mechanism for adjusting the angle of the carrying unit, and comprises a driving motor 131 fixed on the support 11, a driving gear 132 is arranged on an output shaft of the driving motor 131, the driving gear 132 is engaged with a turntable bearing 133 fixed in the middle of the support 11, when the driving motor 131 works, the driving gear 132 can be driven to move so as to drive the turntable bearing 133 to rotate, in order to improve the stability of the carrying unit 2 in rotation, auxiliary support components 14 concentrically arranged with the swing support 133 are symmetrically arranged at two ends of the support 11, meanwhile, an arc-shaped guide plate 214 corresponding to the auxiliary support components 14 is arranged at the bottom of the connecting frame 21, and a connecting plate 215 used for fixing the output end of the swing mechanism 13 is further arranged at the bottom of the connecting frame 21.

The auxiliary supporting components 14 are provided with two groups, in this embodiment, rollers are used as main supporting structures, and include a base 141 for fixing with the bracket 1, a wheel carrier 142 is provided in the middle of the base 141, the wheel carrier 142 is rotatably connected with the roller 143, a supporting screw 144 for the wheel carrier 142 is provided at the bottom of the base 141, so as to adjust the installation height of the wheel carrier 142 conveniently, so as to ensure that the roller 143 is tightly attached to the arc-shaped guide plate 214, and an adjusting hole 1421 is provided on the side wall of the wheel carrier 142; in order to adjust the installation height of the base 141, an adjusting screw 145 is provided at the bottom of the base 141.

Furthermore, as the auxiliary support assemblies 14 are loaded and pressed, friction force is generated between the auxiliary support assemblies and the arc-shaped guide plate 214, the friction force generates resistance torque which hinders the operation of the slewing mechanism 13, and in order to determine the required power and the type of the driving motor 131, further stress analysis needs to be performed on the structure, so that the respective stress states of the slewing bearing 133 and the two groups of auxiliary support assemblies 14 are obtained; specifically, finite element analysis is performed on the bracket 11 and the connecting frame 21 in this embodiment, where the position of the auxiliary supporting component 14 away from the turntable bearing 133 is set to be a, the position of the other auxiliary supporting component is set to be B, and the position of the turntable bearing 133 is set to be C, in this embodiment, the maximum load borne by the connecting frame 21 is 6T, and the self weight of the connecting frame 21 is 2T; furthermore, during finite element analysis of the connecting frame 21, a point C is taken as a fixed point, a load 6T vertical to a loaded surface of the connecting frame and the gravity borne by the connecting frame are set as loads, meanwhile, two points A, B are provided with supporting forces Fa and Fb, fc can be obtained through stress balance calculation, and further, the finite element calculation can obtain the deformation of three points A, B, C on the corresponding connecting frame 21 under the set numerical values of Fa and Fb; when the support 11 is subjected to finite analysis, the driving mechanism 12 and the self-propelled wheel assemblies 123 on two sides are taken as fixed points, load external forces of the values Fa, fb and Fc are respectively applied to the A, B, C, and the self gravity of the support 11 is applied as a load, and further, as shown in fig. 27, the deformation of the A, B, C on the corresponding support 11 under the load action can be obtained through finite element calculation; further, adjusting the values of Fa, fb and Fc until the deformation displacement of the two points A, B on the connecting frame 21 and the bracket 11 relative to the point C is almost the same, so as to obtain the theoretical actual values of Fa, fb and Fc; furthermore, in this embodiment, fa ≈ 1.3KN, fb ≈ 3.6KN, and fc ≈ 3.1KN, and then the power required by the driving motor 131 can be calculated and obtained according to the rotational inertia of the connecting frame 21 and the required operation speed of the swing mechanism 13, so as to determine the type selection of the driving motor 131, and further, it can be obtained through the above analysis that Fb corresponding to the auxiliary supporting component close to the turntable bearing 133 is large, which is a main stress element, which is a resistance moment generated by the auxiliary supporting component to reduce the friction force between the roller 143 and the arc-shaped guide plate 214, and reduce the power and the volume required by the driving motor 131, and the roller of the auxiliary supporting component close to the turntable bearing 133 adopts a steel wheel with a smaller friction coefficient, fa corresponding to the auxiliary supporting component far from the turntable bearing 133 is small, which is a secondary stress element, and which adopts a polyurethane wheel to reduce the operation noise of the apparatus.

Elastic supporting units 25 are arranged on two sides of the carrying platform 23, and an adjusting gap is formed between each elastic supporting unit 25 and the carrying platform 23; the elastic supporting unit 25 comprises a frame body 251, supporting wheels 252 are rotatably connected to the middle of the frame body 251, guide shafts 253 are symmetrically arranged at two ends of the frame body 251, the guide shafts 253 penetrate through the oil-free bushes 233 on the carrying platform 23, supporting springs 254 are sleeved on the outer sides of the guide shafts 253, the upper ends of the supporting springs 254 are attached to the bottom surface of the carrying platform 23, the lower ends of the supporting springs 254 are attached to the mounting surface of the frame body 251, and the supporting springs 254 tend to drive the frame body 251 to move downwards.

Specifically, fig. 24 to 31 show the processes and states in the respective processes of the conveyance unit 2. Specifically, as shown in fig. 24, the transmission device 22 is disposed at a position slightly higher than the target plane, so as to avoid a steep sill between the equipment and the target ground or the warehouse rack, further, as shown in fig. 25, it is a partial cross-sectional view of the position in fig. 24, as can be seen from the figure, in this state, the elastic support unit 25 disposed in the region of the position D is suspended from the ground, the frame 251 moves downward to the maximum adjustment gap under the action of the support spring 254, the upper end of the guide shaft 253 contacts with the lower end of the carrying platform 23, the support spring 254 reaches the maximum deformation length, and the elastic support unit 25 is in a suspended state and does not provide a supporting force for the carrying platform 23. When the carrying platform 23 is initially moved to the area close to the transmission device 22, the guide piece 43 completely supports and guides the carrying platform 23, the carrying platform 23 and the ground are in a suspended state to run, and then the gap between the connecting frame 21 and the ground is crossed, so that the road condition and the gap in the area do not affect the running of the equipment.

Further, the carrying platform 23 continues to move forward to about half of the total travel, as shown in fig. 26, since the illustrated region of the E position is gradually away from the connecting frame 21 and the travel of the guide 43 is only half of that of the carrying platform 23, the supporting effect of the guide 43 on the carrying platform 23 at the E position is reduced. Further, fig. 27 is a partial cross-sectional view of a portion E in fig. 26, and as can be seen from fig. 27, in this state, since the carrying platform 23 is deformed by a load stress or due to a change in road surface conditions, the supporting wheel 252 of the elastic supporting unit disposed at the portion E contacts with the ground, the supporting spring 254 is compressed by a force, the frame body 251 and the guiding shaft 253 move upward, the adjustment gap is reduced, and an auxiliary supporting force is provided for the carrying platform 23 in this area, and the supporting force is a spring force generated by deformation of the supporting spring 254. Further, fig. 28 is a partial sectional view of the portion F in fig. 26, and it can be seen from fig. 28 that the region of the portion F just crosses the gap between the connecting frame 21 and the ground, in which region the carrying platform 23 is still supported and guided by the guide 43, and the elastic supporting unit is suspended, and the gap is adjusted to the maximum under the action of the supporting spring 254, but still has a gap with the ground.

Further, the carrying platform 23 is moved to the target position, i.e., the required maximum stroke, as shown in fig. 29, and in this state, the guide 43 has almost no supporting function for the carrying platform 23 in the region of the G portion in the drawing, and has a weak supporting function for the carrying platform 23 in the region of the H portion in the drawing. Specifically, fig. 30 is a partial sectional view of a portion G in fig. 29, and as can be seen from fig. 30, in this state, because the carrying platform 23 is deformed by a load stress or because the road surface condition changes, the supporting spring 254 is increased in force and continues to be compressed, the frame 251 and the guide shaft 253 move upward, the limiting end surface on the frame 251 contacts with the lower end surface of the carrying platform 23, the adjustment gap is reduced to 0, and the elastic supporting unit 25 arranged in the region where the portion G is located provides all supporting force for the carrying platform 23 in the region. Further, fig. 31 is a partial sectional view of a portion H in fig. 29, and as can be seen from fig. 31, the elastic support unit disposed in the region of the portion H contacts with the ground to provide an auxiliary support force to the carrying platform 23, and the support force is a spring force generated by the deformation of the support spring 254. Still further, fig. 31 shows a state of adaptive adjustment of the elastic supporting units 25 on a rugged road, so as to reduce impact influence of road conditions on the supporting wheels to a certain extent, ensure that each elastic supporting unit can provide auxiliary support for the carrying platform 23 in a certain range, and further improve the running stability of the carrier.

In order to support the automobile main body conveniently during automobile transportation, a supporting platform 234 for bearing a vehicle chassis is arranged in the middle of the transporting platform 23, adjusting motors 235 in opposite installation directions are respectively arranged on the supporting platform 234, wire rails 236 are arranged on two sides of the supporting platform 234, transmission lead screws 237 are arranged at output ends of the adjusting motors 235, the transmission lead screws 237 are connected with the tire clasping devices 24 through lead screw seats, the tire clasping devices 24 are further connected with sliders on the wire rails 236, and the adjusting motors 235 drive the transmission lead screws 236 to rotate during operation so as to adjust the distance between the tire clasping devices 24.

Specifically, the tire clasping device 24 is an important component of automobile transportation, and needs to overcome the gravity of the whole automobile to complete lifting of the automobile, in this embodiment, the tire clasping device 24 includes a support plate 241 fixed to a slide block of the linear rail 236, a clasping motor 242 is fixed to the support plate 241, a ball screw 2421 is provided at an output end of the clasping motor 242, a tooth-shaped rotation direction on the ball screw is divided into opposite rotation directions from the middle of the support plate 241, drive plates 243 are symmetrically provided at two ends of the support plate 241, two ends of the drive plate 243 are rotatably connected with a connecting rod 244, the other end of the connecting rod 244 is rotatably connected with a clamping rod 245, and the drive plates 243 are driven by the ball screw to move towards or away from each other so as to drive the clamping rod 245 to rotationally clasp or open. The driving plate 243 converts the pushing force into the rotating force of the clamping rod 245 through the connecting rod 244, so that a lever mechanism is formed, and therefore the driving plate 243 can enable the clamping rod 245 to carry out the clamping action through a small stroke.

Specifically, since the tire clamping device 24 needs to overcome the gravity of the whole vehicle to complete the lifting of the vehicle, the clamping rod 245 always bears a great downward pressure during the whole process from the time when the clamping rod 245 contacts the tire of the vehicle to the time when the vehicle is carried and the vehicle is put down, and the pressure generates a great overturning moment on the rotating shaft of the clamping rod 245. In order to bear and balance the overturning moment and enable the opening or clamping process of the clamping rod 245 to be smoother, the clamping rod 245 and the supporting plate 241 are rotatably connected through a turntable bearing 246, a clamping rod mandrel 247 penetrates through the turntable bearing 246, the bottom of the clamping rod mandrel 247 is fixed with the supporting plate 241, a needle bearing 248 is sleeved at the upper end of the clamping rod mandrel 247, and the needle bearing 248 and the clamping rod 245 are fixed. Meanwhile, during the vehicle clamping action, the clamping bars 245 are also subjected to a pressure along the length of the carrying platform 23, which is balanced by the way that the driving plate 243 converts the pushing force into a rotating force of the clamping bars 245 through the connecting rods 244. In order to maintain the stability of structural strength and the smoothness of component operation in the process of converting the thrust into the rotating force, the driving plate 243 and the clamping rod 245 are both provided with a pin shaft 249, the pin shaft 249 is sleeved with a shaft sleeve, and the end part of the connecting rod 244 is sleeved on the shaft sleeve.

Specifically, fig. 32 to 38 show views of each state and stress conditions in each state during the operation of the tire clasping device 24. The width direction of the carrying platform 23 is defined as X direction, the length direction is defined as Y direction, and the thickness direction is defined as Z direction. The clamping bar 245 starts in the initial position, parallel to the ball screw. When a clamping action is required, the clamp motor 242 drives the ball screw to rotate, so that the driving plate 243 moves back to back, and then the two-side connecting rods 244 are driven to rotate, and then the two-side clamping rods 245 are driven to rotate. The process mechanism moves in an unloaded state before the clamping bar 245 contacts the tire of the vehicle. The clamp motor 242 need provide little torque output during this process.

Further, the mechanism starts to bear the load after the clamping bar 245 contacts the tire, as shown in fig. 32, 34 and 35. As can be seen from the force analysis diagram of each component on the figure, the clamping bar 245 is subjected to the automobile tire pressure F245 in the YZ plane, and further F245 can be divided into a component F245Z along the Z direction and a component F245Y along the Y direction, and assuming that the gravity borne by one automobile tire is G, as can be seen from the force balance, F245Z = G/2, and f24ny = (G/2) tan α. In which F245z is supported by the stiffness of the clamping bar 245 itself, and generates a great overturning moment on the rotation axis O in the XZ plane, as shown in fig. 32. The event the utility model discloses choose for use simultaneously possess very big axial and radial bearing capacity's revolving stage bearing 246 as rotatory main tributary supporting element to cooperation clamping bar dabber 247 and bearing 248 assist the antidumping ability that promotes axle center O department, and then guarantee that the produced moment of overturning of F245z is whole balanced by axle center department connecting piece. Still further, F245y also generates a rotational moment M245y in the XY plane with respect to the rotational axis O. As shown in fig. 34 to 35, F245y can be divided into a centripetal force (centrifugal) directed toward the axis 0, F245yn and a tangential force F245yt perpendicular thereto, the moment arm of F245yt to the axis O is L, and F245yn = (G/2) tan α · sin β and F245yt = (G/2) tan α · cos β are substituted. Where F245yn is balanced by the radial load capacity of turntable bearing 224 and needle bearing 226. The moment generated by the F245yt to the shaft center O is borne by the lower transmission structure. The utility model provides a subordinate's transmission structure is connecting rod 244. In this process, the stress on the connecting rod 244 is shown in fig. 34 to 35, the resultant force is F244 in the connecting line direction of the two stress points of the connecting rod, F244 can be divided into a centripetal force F244n pointing to the axis O and a tangential force F244t perpendicular to the centripetal force F244n, the moment arm of F244t to the axis O is R, and the moment balance indicates: f245yt · L = F244t · R, further, F244t = (G/2) tan α · cos β · L/R, and still further, F244= (G/2) tan α · cos β · L/R/cos γ. Still further, F244 may be divided into components F244X and F244Y extending in the X direction and the Y direction, where F244X = (G/2) tan α · cos β · L/R/cos γ · cos θ, and F244Y = (G/2) tan α · cos β · L/R/cos γ · sin θ. Still further, F244x is balanced by the side load ability of linear rail 236, so the utility model discloses the linear rail 236 chooses for use and possesses load such as four directions and the extremely strong roller linear guide of load ability to provide support and direction to the linear motion of drive plate 243, and F244y is then balanced by ball 2421's thrust. From this, the thrust F1 of the ball screw 2421 is not less than F244y = (G/2) tan α · cos β · L/R/cos γ · sin θ.

Specifically, it is shown by fig. 34 to 35 and the derivation above. In the present invention, the thrust F1 required by the ball screw 2421 varies with the load G of the vehicle tire, the arm L, R, and the angles α, β, γ, and θ. Wherein G is 1/4,L of the automobile weight is the distance between two front wheels or two rear wheels of the automobile, which is an external condition. R is the design size is quantitative. As shown in fig. 34 to 35, as the tire clamping process proceeds, α, β, γ, and θ all gradually decrease, tan α and sin θ decrease, and cos β and cos γ increase. Further, as shown in fig. 34 to fig. 35, it can be seen that the variation of the β angle and the cos β value is very small and negligible, and as shown by F1 ≧ F244y = (G/2) tan α · cos β · L/R/cos γ · sin θ and the diagram, the thrust F1 required by the second lead screw 232 decreases in geometric progression as the tire clamping process proceeds, and the maximum thrust required is only at the moment when the clamping rod just contacts the tire. The whole tire clamping process is designed to be 2-3 seconds, wherein the load operation time is only 1.25 seconds in total, so that the instantaneous high thrust F1 can be bridged by the instantaneous strong overload torque of the servo motor. And compare the utility model discloses other common schemes except that, like gear drive, rack and pinion transmission, worm gear transmission etc. because there is not middle level driving medium connecting rod 244 in the structure, same external condition and design size are the same, G, L, R is under the same condition promptly, for maintaining system balance, begin to the end from pressing from both sides the child, the required thrust that provides of gear, rack or worm equals all the time the utility model discloses well connecting rod 244 is to tangential force F244t that axle center O provided. Comparing F244t = (G/2) tan α · cos β · L/R and F244y = (G/2) tan α · cos β · L/R/cos γ · sin θ, and the instant state where the clamping bar 232 contacts the tire shown in fig. 34, it can be seen that F244y is slightly smaller than F244t at this instant, and during the subsequent operation, as shown in fig. 35, as γ and θ decrease, F244y gradually decreases to be much smaller than F244t. Further, the utility model discloses can choose for use the less volume of embracing of miniwatt to press from both sides motor 242 and the lighter bearing structure of smaller and more exquisite. Thereby greatly reducing the overall size of the tire clamping device.

Still further, when the clamping bar 245 rotates 90 ° to reach the maximum stroke, the clamping operation is completed, as shown in fig. 36. In conjunction with the above discussion, when the angle θ is 0 °, F244= F244x, the force direction of the link 244 is perpendicular to the Y direction, i.e., the downward load force of the vehicle cannot act on the linear motion direction of the driving plate 243 along the Y direction, i.e., the dead point of the action is reached. Meanwhile, the angle γ is a reverse angle, that is, in the case that there is an error in the actual machining geometry and the actual position of the connecting rod 244 is not completely perpendicular to the Y direction, the vehicle load force pushes the driving plate 243 away from the vehicle, so that the driving plate 243 contacts the supporting plate 241 and is mechanically locked. Further, through the design, even if the motor fails or has power failure suddenly or other accidents, the clamping rod 245 still locks, the vehicle cannot fall off, and the safety of the equipment is greatly improved.

Specifically, as shown in fig. 37, the stress state of each component during the clamping operation of the tire clamping device 24 is shown when the tire clamping device is in a load operation. Assuming that the mass of the tire clamping device 24 is m and the rolling friction coefficient of the wire rail 236 is μ, as can be seen from the above, the thrust force of the single link 244 acting on the clamping drive plate 221 under the effect of the tire load is F244, the component force of the F244 in the X direction is F244X, and the component force of the F244 in the Y direction is F244Y. Further, in the X direction, the positive pressure applied to the single wire rail is 2 · F244X, in the Z direction, the positive pressure applied to the single wire rail is the automobile tire load G plus half of the self weight of the tire clasping device 24 mg/2, and further, in the clamping process, the frictional resistance generated on the single wire rail is μ (2 · F244X + G + mg/2), and further, the total frictional resistance F243=2 · μ (2 · F244X + G + mg/2) = μ [4 · (G/2 tan α cos β) · L/R/cos γ · cos θ +2g mg ] applied to the driving plate 243, and further, the resultant force applied to the driving plate in the Y direction may be equivalent to F243, and the F243=4 · F244Y + F, and the equivalent resultant force F is located on the X-direction geometric centerline of the conveying platform 23 in the width direction. The drive plate is also subjected to a thrust F2421 of the ball screw 2421, and F2421= F243, brought in to maintain balance of the drive plate 243 in the Y direction, F2421= F243=4 · (G/2 tan α cos β) · L/R/cos γ · sin θ + μ [4 · (G/2 tan α cos β) · L/R/cos γ · cos θ +2g + mg ]. Can calculate out the numerical value of F2421 under various load condition and each motion state according to above formula, ball 2421's load numerical value promptly, can select to satisfy according to "mechanical design manual" and the relevant lectotype standard of calculating of firm product manual the utility model discloses the demand just can ensure the utility model discloses the model that the specification and dimension is minimum of operation safety and stability, and then has confirmed ball 2421's lectotype and furthest has reduced ball 2421's overall dimension.

Further, as shown in fig. 38, after the clamping operation is completed, the two sets of tire clamping devices 24 are moved synchronously to adjust the stress state of each component during the vehicle position. As can be seen from the above, after the tire clamping operation is completed, the automobile tire load only has a force F244 in a direction perpendicular to the Y direction on the link 244. Further, in this state, the positive pressure applied to the single linear rail in the X direction is 2 · F244, the positive pressure applied to the single linear rail in the Z direction is the automobile tire load G plus half mg/2 of the self weight of the clamping assembly 2, further, the frictional resistance generated on the single linear rail is μ (2 · F244+ G + mg/2), further, the resultant frictional resistance applied to the tire clasping device 24 during the load moving process is F24, F24=2 · μ (2 · F244+ G + mg/2), and the F24 is located on the X-direction geometric centerline of the tire clasping device 24, that is, the center line in the width direction of the carrying platform 23. Still further, the tire clasping device 24 is further subjected to a thrust F237 of the transmission screw 237, so that the tire clasping device 24 can be balanced in the Y direction, F237= F24, and F237= F24= μ [4 ° (G/2 tan α cos β) · L/R/cos γ +2g + mg ].

Still further, can calculate out the numerical value of F237 under various load condition and each motion state according to above formula, drive screw 237's load numerical value promptly can select according to relevant lectotype manual and satisfy the utility model discloses demand load just can ensure the utility model discloses the minimum model of operation safety and stability's specification and size. More special, because the numerical value of linear rail 236's rolling friction coefficient mu is minimum, is no longer than 0.005, and transmission screw 237's load demand F237 numerical value is minimum, and is further, only consider under the condition of load demand, select minimum diameter's roller screw and can satisfy the utility model discloses a demand, nevertheless transmission screw 237 two fixed end span is bigger than normal, and the roller screw critical speed nc of undersize diameter will be difficult to satisfy the utility model discloses demand to speed. Calculating the formula' nc =10^7 · f · d2/lc by using the critical rotating speed ² The larger the d2 is, the larger the lc is, the larger the nc is, the larger the lc is, the larger the d2 is the bottom diameter of the driving screw 237, the lc is the distance from the screw nut seat to the far fixed end of the driving screw 237 when the tire clamping device 24 moves to the limit position, and the nmax is the utility model discloses the use processMiddle, the highest rotational speed of the drive screw 237. Further, in order to obtain a larger "nmax" and a smaller "d2" according to the present invention, a smaller "lc" is provided in the geometric design of the structure, as shown in fig. 23. Specifically, a nut mounting position is arranged in the middle of the supporting plate 241, and a screw nut seat connecting the tire clamping device 24 and the transmission screw 237 is fixedly arranged in the nut mounting position in a penetrating manner, so that the tire clamping device 24 has smaller 'lc' at the extreme limit of movement at the two ends, and further, the selection of the transmission screw 237 meeting the load requirement F237 and the maximum rotation speed requirement 'nmax' is determined, and the overall size of the transmission screw 237 is reduced to the maximum extent. Because the value of the F237 is extremely small, the power requirement for the clasping motor 242 is greatly reduced, and the volume of the clasping motor 242 and the requirement for the corresponding installation space are further greatly reduced.

Further, for a more compact spatial layout, the drive screw 237 and the ball screw 2421 are parallel to each other along the longitudinal direction of the conveying table 23 and are located on both sides of the center line of the conveying table 23 in the width direction. Further, as shown in fig. 37 and 38, F237 and F2421 have the same size and are opposite in direction and balanced in the Y direction, but the two forces form a set of couple on the drive plate 243, the couple arm length thereof is the distance M between the center line of the ball screw 2421 and the X-direction geometric center line, further, the couple moment generated by clamping the drive plate 243 by the couple pair is M2421, M2421= F2421 · M, further, the above-mentioned F237 and F24 also form a set of couple, the couple arm length is the distance n between the center line of the transmission screw 237 and the X-direction geometric center line, the couple moment generated by the couple on the tire clasping device 24 is M237, and M237= F237 · n. Both M2421 and M237 are balanced by the torque resistance capability of the linear rail 236. Further still, since the pitch adjustment action and the vehicle gripping action of the tire clasping device are not performed simultaneously during vehicle handling, the linear motion of the drive plate 243 and the tire clasping device 24 are supported and guided by the same set of rails 236 for a more compact spatial layout.

With the above description and derivation, the X-direction pressure applied to the wire rail 236 during the clamping action is 2 · F244X =2 · (G/2) tan α · cos β · L/R/cos γ · cos θ, and the applied torque M2421= F2421 · M = {4 · (G/2 tan α cos β) · L/R/cos γ · sin θ + μ [4 · (G/2 tan α cos β) · L/R/cos γ · cos θ +2g + mg ] } · M; in the process of synchronously moving and adjusting the position of the vehicle by the two groups of clamping assemblies 2, the borne X-direction pressure is 2. F244=2 · (G/2 tan alpha cos beta). L/R/cos gamma, and the borne torque M237= F237. N = μ [4 · (G/2 tan alpha cos beta). L/R/cos gamma +2G + mg ]. N; the Z-direction positive pressure applied in the whole process of carrying the automobile is G + mg/2. Further, can calculate load demand and the moment of torsion demand of line rail 236 under various load condition and each motion state according to above-mentioned formula, it is further again, according to firm product manual, can confirm to satisfy the utility model discloses what the demand was just can ensure the utility model discloses operation safety and stability's the minimum model of specification and dimension of line rail 236, and then confirmed line rail 236's lectotype.

In order to improve the stability of the driving mechanism 12 during operation, guide wheels 15 for guiding the movement of the driving mechanism 12 are symmetrically arranged at the bottom of the bracket 11, and specifically, further, the conveying track 3 includes a first conveying track 31 located in the middle of the bracket 11 and corresponding to the driving mechanism 4, and used as a supporting surface for the movement of the driving mechanism 12, and second conveying tracks 22 corresponding to the driven wheel assemblies 122 are respectively arranged at two sides of the first conveying track 31 and used as supporting surfaces for the movement of the driven wheel assemblies 122; the arrangement of the three groups of track supports not only ensures the stability of the support of the bracket 11, but also avoids the stress deformation of the middle part of the bracket 11; the guide wheels 15 are distributed on two sides of the first conveying track 31, the guide wheels 15 are divided into two groups, one group is fixedly arranged, and the installation distance between the other group and the first conveying track 31 is adjustable, so that two groups of wheel surfaces are in contact with the side wall of the first conveying track; in order to avoid the occurrence of side turning or overturning of the rotary conveying unit during movement and improve the overall safety performance of the four-way vehicle structure, the overturn-preventing units 16 are symmetrically arranged at two ends of the support 11, the overturn-preventing units 16 are fixed on the conveying tracks and form an inverted structure, specifically, the overturn-preventing units 16 comprise mounting seats 161 and wheel bodies 162, the mounting seats 161 are fixed on the second conveying tracks 32 in an L-shaped manner, and the wheel bodies 162 are clamped in the clamping grooves in the side walls of the second conveying tracks 32 to form the inverted structure.

Use the utility model discloses a during the rotatory quadriversal car structure of vehicle transport for intelligence parking, the rotatory conveying unit 1 moves vehicle parking position along the delivery track, rotation mechanism 13 adjusts the transport angle of carrying unit 2, transmission 22 drives transport platform 23 and stretches into the car bottom, it embraces the clamping and decides to the tire to adjust after the interval between tire armful clamp device 24, make vehicle and ground break away from the contact, transmission 22 drives transport platform 23 and resets, rotation mechanism 13 resets, rotation conveying unit 1 drives the vehicle motion and is close to appointed parking position, transport platform 23 drives the vehicle motion to appointed parking position top, tire armful clamp device 24 loosens, each mechanism resets after accomplishing the automobile handling process.

It will be understood by those skilled in the art that the foregoing is merely a preferred embodiment of the present invention, and is not intended to limit the invention to the particular forms disclosed, but on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the invention as defined by the appended claims.

Claims

1. The utility model provides a rotatory quadriversal car structure of vehicle transport for intelligence parking which characterized in that, including:

the rotary conveying unit (1) is used as an installation carrier and comprises a support (11), a conveying track (3) which is parallel to each other is arranged below the support (11), a driving mechanism (12) which can reciprocate on the conveying track (3) is arranged on the support (11), and a rotating mechanism (13) is further arranged in the middle of the support (11);

the carrying unit (2) is located above the rotary conveying unit (1) and connected with the output end of the rotary mechanism (13), the carrying unit comprises a connecting frame (21), a transmission device (22) is arranged on the connecting frame (21), the output end of the transmission device (22) is connected with a carrying platform (23), the carrying platform (23) is driven by the transmission device (22) to reciprocate along the length direction, and the two ends of the carrying platform (23) are symmetrically provided with a tire clamping device (24) with adjustable intervals.

2. The vehicle handling swiveling four-way vehicle structure for intelligent parking according to claim 1, wherein: the driving mechanism (12) comprises a driving wheel assembly (121) and a driven wheel assembly (122) which are respectively and elastically connected with the two sides of the support (11), wherein self-propelled wheel assemblies (123) connected with the support (11) are symmetrically arranged on the two sides of the driving wheel assembly (121) and the driven wheel assembly (122), anti-skidding chain wheels (124) are further arranged on the driving wheel assembly (121), and anti-skidding roller rollers matched with the anti-skidding chain wheels (124) to prevent the driving wheel assembly (121) from skidding are arranged on the conveying track (3).

3. The vehicle-handling rotary four-way vehicle structure for intelligent parking of claim 1, wherein: the transmission device (22) is symmetrically arranged on two sides of the connecting frame (21) and comprises a transmission motor (221), the transmission motor (221) is connected with the connecting frame (21) in a sliding mode through a connecting seat (222), a driving gear (223) is arranged on an output shaft of the transmission motor (221), the driving gear (223) is meshed with a fixed rack (211) on the connecting frame (21), a guide piece (224) which is arranged in parallel to the length direction of the connecting frame (21) is fixed to the end portion of the connecting seat (222), a rotating gear (225) is rotatably connected to the guide piece (224), a transmission rack (212) fixed to the connecting frame (21) is meshed with the lower end of the rotating gear (225), and a driven rack (232) fixed to the bottom of the carrying platform (23) is meshed with the upper end of the rotating gear (225); when the transmission motor (221) works, the driving gear (223) is driven to rotate and reciprocate along the length direction of the fixed rack (211), and then the rotating gear (225) drives the driven rack (232) to enable the carrying platform (23) to reciprocate.

4. The vehicle-handling rotary four-way vehicle structure for intelligent parking of claim 1, wherein: rotation mechanism (13) are including fixing driving motor (131) on support (11), be equipped with drive gear (132) on the output shaft of driving motor (131), drive gear (132) with fix carousel bearing (133) meshing in the middle of support (11), support (11) both ends symmetry be equipped with the concentric auxiliary stay subassembly (14) that set up in carousel bearing (133).

5. The vehicle handling swiveling four-way vehicle structure for intelligent parking according to claim 3, wherein: first guide slot (226) have been seted up along length direction to guide (224) both sides wall, be used for guide (224) top be seted up be used for driven rack (232) remove spacing groove (227), second guide slot (231) have been seted up along length direction to transport platform (23) bottom, the equipartition on link (21) with first guide slot (226) cooperation is used for first direction wheelset (213) that guide (224) linear motion leads, the equipartition on guide (224) with second guide slot (231) cooperation is used for second direction wheelset (228) that transport platform (23) linear motion leads.

6. The vehicle handling swiveling four-way vehicle structure for intelligent parking according to claim 1, wherein: elastic supporting units (25) are arranged on two sides of the carrying platform (23), and an adjusting gap is formed between each elastic supporting unit (25) and the carrying platform (23); elastic support unit (25) including support body (251), support body (251) intermediate rotation is connected with supporting wheel (252), support body (251) both ends symmetry is equipped with guiding axle (253), guiding axle (253) are worn to establish in oilless bush (233) on transport platform (23), guiding axle (253) outside cover is equipped with supporting spring (254), the laminating of supporting spring (254) upper end transport platform (23) bottom surface, the laminating of supporting spring (254) lower extreme the installation face of support body (251), supporting spring (254) have the drive the trend of support body (251) downstream.

7. The vehicle-handling rotary four-way vehicle structure for intelligent parking of claim 1, wherein: the middle of the carrying platform (23) is provided with a supporting platform (234) used for bearing a vehicle chassis, the supporting platform (234) is respectively provided with adjusting motors (235) with opposite mounting directions, two sides of the supporting platform (234) are provided with wire rails (236), output ends of the adjusting motors (235) are respectively provided with transmission lead screws (237), the transmission lead screws (237) are connected with the tire clasping devices (24) through lead screw seats, the tire clasping devices (24) are further connected with sliders on the wire rails (236), and the adjusting motors (235) drive the transmission lead screws (237) to rotate when working so as to adjust the distance between the tire clasping devices (24).

8. The vehicle handling swiveling four-way vehicle structure for intelligent parking according to claim 7, wherein: the tire clamping device (24) comprises a supporting plate (241) fixed with a sliding block on the linear rail (236), a clamping motor (242) is fixed on the supporting plate (241), a ball screw is arranged at the output end of the clamping motor (242), the tooth-shaped turning direction on the ball screw is opposite to the turning direction from the middle of the supporting plate (241), driving plates (243) are symmetrically arranged at two ends of the supporting plate (241), two ends of each driving plate (243) are rotatably connected with a connecting rod (244), the other end of each connecting rod (244) is rotatably connected with a clamping rod (245), and the driving plates (243) are driven by the screw screws to move in opposite directions or in opposite directions to drive the clamping rods (245) to rotate, clamp or open the clamping rod (245).

9. The vehicle-handling rotary four-way vehicle structure for intelligent parking of claim 4, wherein: the bottom of the connecting frame (21) is provided with an arc-shaped guide plate (214) corresponding to the auxiliary supporting assembly (14), and the bottom of the connecting frame (21) is also provided with a connecting plate (215) used for fixing the output end of the rotating mechanism (13).

10. The vehicle-handling rotary four-way vehicle structure for intelligent parking of claim 1, wherein: the bottom of the support (11) is symmetrically provided with guide wheels (15) used for guiding the driving mechanism (12) in a linear motion manner, the wheel surfaces of the guide wheels (15) are attached to the side wall of the conveying track, the two ends of the support (11) are further symmetrically provided with overturn preventing units (16), and the overturn preventing units (16) and the conveying track form an inverted buckle structure.