Split-type vehicle handling system and vehicle handling method

Abstract

The present application discloses a split-type vehicle handling system and a vehicle handling method. The vehicle handling system has an overhead area that runs through in the system length direction. The vehicle handling system includes two frames arranged in sequence along the system length direction. Each frame includes a pair of bases arranged in pairs. The bases of the same pair are arranged on both sides of the overhead area in the system width direction and are fixedly connected to each other through a connecting beam that passes over the overhead area; each base is configured with a traveling mechanism and a clamping arm mechanism, and the clamping arm mechanisms on each base cooperate with each other to support the vehicle located in the overhead area; the bases on the same side of the overhead area in the system width direction are connected by a telescopic mechanism. Under the guidance of the telescopic mechanism, the distance between the two frames in the system length direction can be adjusted and changed. Compared with the prior art, the vehicle handling system does not need to enter from under the vehicle chassis, avoiding the height of the vehicle handling system being limited by the height of the vehicle chassis from the vehicle support surface.

Description

Technical Field

[0001] The present application relates to the field of three-dimensional garages, and particularly to a split-type vehicle handling system and a vehicle handling method. Background Art

[0002] With the rapid development of society, automobiles have become more and more popular. To solve the problem of vehicle parking, various types of garages have emerged. Among them, intelligent garages have developed to use robotic arm AGV cars as vehicle handlers to complete the storage and retrieval of vehicles.

[0003] Currently, robotic arm AGV cars on the market are mainly divided into two forms: 1. Integrated robotic arm AGV cars; 2. Split-type robotic arm AGV cars. However, whether integrated or split-type, when handling vehicles, they all enter and shuttle from below the vehicle chassis, and then handle the vehicle by clamping the vehicle tires.

[0004] At this time, the height of the AGV car is limited by the height of the vehicle chassis from the ground. The size of the AGV car in the height direction is made as small as possible to adapt to different vehicles. At this time, the diameter of the running wheels of the AGV car is also limited by the external dimensions of the car. An AGV car with smaller diameter rollers has higher requirements for the flatness and wear resistance of the ground. Summary of the Invention

[0005] A split-type vehicle handling system and a vehicle handling method provided by the present application are used to solve the technical problem that the height of the AGV car in the prior art is limited by the height of the vehicle chassis from the ground.

[0006] The present application provides a split-type vehicle handling system, which has opposite system length and system width directions, and the vehicle handling system has an overhead area running through in the system length direction. The vehicle handling system includes two frames arranged in sequence along the system length direction. Each frame includes a pair of bases arranged in pairs. The bases of the same pair are arranged on both sides of the overhead area in the system width direction and are fixed to each other by a connecting beam passing over the overhead area.

[0007] Each base is equipped with a traveling mechanism and a clamping arm mechanism. The clamping arm mechanisms on each base cooperate with each other to support the vehicle located in the overhead area.

[0008] The bases on the same side of the overhead area in the system width direction are connected by a telescopic mechanism. Under the guidance of the telescopic mechanism, the distance between the two frames in the system length direction can be adjusted and changed.

[0009] The following also provides several optional ways, but they are not additional limitations to the above overall solution, but only further supplements or optimizations. Without technical or logical contradictions, each optional way can be combined with the above overall solution alone, or multiple optional ways can be combined with each other.

[0010] Optionally, the connecting beam includes:

[0011] A lifting member that extends upward from the base where it is located;

[0012] A spanning member that is connected between the lifting members of the same pair of bases.

[0013] Optionally, the lifting member extends obliquely upward from the base where it is located, and the tops of the lifting members on the two frameworks approach each other.

[0014] Optionally, the two frameworks have a state of approaching each other that are adjacent to each other and a state of stretching away from each other. When changing the state, only one of the two frameworks moves, or both move simultaneously.

[0015] Optionally, the vehicle handling system is configured with:

[0016] A detection unit for detecting the wheel positions of the vehicle;

[0017] A control unit, which is electrically connected to the detection unit, for receiving signals from the detection unit and driving the traveling mechanism to make the clamping arm mechanism match the corresponding wheel positions.

[0018] Optionally, the detection unit is external to the vehicle handling system, and wireless communication is used between the detection unit and the control unit.

[0019] Optionally, the first base and the second base are respectively connected to the telescopic mechanism. The telescopic mechanism includes at least one guiding member. One end of the guiding member is slidably engaged with the first base, and the other end is slidably or fixedly engaged with the second base.

[0020] Optionally, the first base and the second base are respectively provided with guide wheels arranged in rows along the length direction of the system, and both ends of the guiding member are respectively engaged with the guide wheels on the corresponding side bases.

[0021] Optionally, the vehicle handling system further includes at least one of the following limiting mechanisms:

[0022] A first limiting mechanism that acts between the two frameworks to limit the minimum distance between the two frameworks in the approaching state;

[0023] A second limiting mechanism that acts between the two frameworks to limit the maximum distance between the two frameworks in the stretching state.

[0024] The present application also provides the following technical solutions:

[0025] A vehicle handling method using the vehicle handling system of any one of the above, the vehicle handling method including:

[0026] Obtaining the wheelbase information of the vehicle;

[0027] Adjust the spacing between the frames in the vehicle handling system according to the wheelbase information, so that the relative positions of the clamping arm mechanisms match the wheelbase information;

[0028] For the vehicle located in the overhead area, when the clamping arm mechanisms are in a state where they match the positions of the vehicle wheels, drive each clamping arm mechanism to clamp and support the corresponding vehicle wheel respectively;

[0029] The vehicle handling system moves as a whole to handle the vehicle.

[0030] A split-type vehicle handling system and vehicle handling method according to the present application. The vehicle is in the overhead area, and then the clamping arm mechanisms on both sides of the vehicle clamp the corresponding wheels and cooperate with each other to support the vehicle located in the overhead area. The vehicle handling system does not need to enter from under the vehicle chassis, avoiding the height of the vehicle handling system being limited by the height of the vehicle chassis from the ground. Description of the Drawings

[0031] Figure 1 It is a schematic structural diagram of a vehicle handling system according to an embodiment provided by the present application;

[0032] Figure 2 It is Figure 1 a schematic structural diagram of the vehicle handling system in

[0033] Figure 3 It is Figure 1 a schematic structural diagram of the vehicle handling system in

[0034] Figure 4 It is Figure 1 a schematic structural diagram of the vehicle handling system in

[0035] Figure 5 It is Figure 1 a schematic structural diagram of the vehicle handling system in

[0036] Figure 6 It is Figure 1 a schematic structural diagram of the first base in

[0037] Figure 7 It is Figure 1 a schematic structural diagram of the second base in

[0038] Figure 8 It is Figure 1 a schematic structural diagram of the traveling mechanism and the clamping arm mechanism in

[0039] Figure 9 It is Figure 8 a schematic structural diagram of the clamping arm mechanism in

[0040] Figure 10 It is Figure 8 a schematic structural diagram of the clamping arm mechanism in

[0041] Figure 11 is Figure 8 a schematic structural diagram of the walking mechanism in

[0042] Figure 12 a flowchart of a vehicle handling method provided by this application

[0043] The reference numerals in the figure are explained as follows:

[0044] 100, vehicle handling system; 101, overhead area;

[0045] 10, frame; 11, base; 111, first base; 112, second base;

[0046] 20, connecting beam; 21, lifting member; 22, spanning member;

[0047] 30, walking mechanism; 31, walking wheel; 33, wheel frame; 34, third driving mechanism; 35, fourth driving mechanism; 36, driving wheel; 37, driven wheel;

[0048] 40, clamping arm mechanism; 41, movable arm; 42, lifting seat; 43, first driving mechanism; 44, second driving mechanism; 45, guiding mechanism; 451, guiding rod; 452, guiding sleeve; 46, lead screw nut mechanism; 461, lead screw; 4611, first lead screw; 4612, second lead screw; 462, synchronizing member; 463, nut member; 464, first synchronizing wheel; 465, second synchronizing wheel; 466, transmission member; 467, transmission wheel; 47, worm and worm gear mechanism; 471, worm; 472, worm gear;

[0049] 50, telescopic mechanism; 51, guiding member; 52, guiding wheel; 53, first limiting mechanism; 54, second limiting mechanism. Detailed implementation manners

[0050] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application.

[0051] It should be noted that when a component is referred to as being "connected" to another component, it can be directly connected to the other component or there may also be an intermediate component. When a component is considered to be "disposed on" another component, it can be directly disposed on the other component or there may be an intermediate component at the same time.

[0052] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the technical field to which this application belongs. The terms used herein in the specification of this application are for the purpose of describing specific embodiments only and are not intended to limit this application. The term "and / or" used herein includes any and all combinations of one or more of the related listed items.

[0053] In one embodiment, as Figures 1 to 5 shown, a split-type vehicle handling system 100 has opposite system length and system width directions, and the vehicle handling system 100 has an overhead area 101 running through in the system length direction. The vehicle handling system 100 moves to the vehicle parking position until the vehicle is within the overhead area 101. At this time, the vehicle handling system 100 does not have to enter from under the vehicle chassis, avoiding the height of the vehicle handling system 100 being limited by the height of the vehicle chassis from the ground.

[0054] Wherein, the system length (i.e., Figure 3 the X direction in Figure 3 ) and the system width (i.e.,

[0055] the Y direction in

[0056] ) and the system length and the system width are perpendicular to each other.

[0057] The vehicle handling system 100 includes two frames 10 arranged in sequence along the system length direction. To ensure the balance and stability of the vehicle handling system 100, each frame 10 includes a pair of pedestals 11 arranged in pairs. The pedestals 11 of the same pair are arranged on both sides of the overhead area 101 in the system width direction and are fixedly connected to each other by a connecting beam 20 passing over the overhead area 101.

[0058] Each pedestal 11 is configured with a traveling mechanism 30 and a clamping arm mechanism 40. The clamping arm mechanisms 40 on each pedestal 11 cooperate with each other to support the vehicle located in the overhead area 101.

[0059] Before the vehicle handling system 100 handles a vehicle, the two frames 10 move towards or away from each other under the drive of the traveling mechanism 30, thereby adjusting the relative distance between the clamping arm mechanisms 40 mounted on the two frames 10. When the vehicle handling system 100 handles vehicles with different wheelbases, it is not necessary to separately adjust the distance of the clamping arm mechanism 40, which can effectively reduce the external dimensions of the vehicle handling system 100 and can also effectively reduce the size requirements of the vehicle handling system 100 for the passage.

[0060] Among them, the telescopic mechanism 50 can be a single component. The telescopic mechanism 50 can be movably engaged with the two connected frames 10 at the same time (i.e., relative displacement can occur), or can be fixed to one frame 10 and movably engaged with the other frame 10. The telescopic mechanism 50 and at least one frame 10 can have relative movement to adapt to the change in the distance between the two frames 10.

[0061] When the telescopic mechanism 50 is a single component, the telescopic mechanism 50 can also be fixedly connected to the two frames 10. At this time, the telescopic mechanism 50 itself can deform, and through this deformation, it can adapt to the change in the distance between the two frames 10.

[0062] The shape of the telescopic mechanism 50 is not strictly limited. For example, when it is a rod, at least one end of the rod can slide along the corresponding frame 10, or the middle part (the middle position or the position close to the middle) of the rod itself can be bent or deformed to change the length of both ends of the rod. Of course, if the telescopic mechanism 50 is a component, it can be connected to the two frames 10 in the foregoing various ways. When adapting to the change in the distance between the two frames 10, the relative movement between different components in the component can also be utilized.

[0063] For example, the telescopic mechanism 50 is a multi-link mechanism, and at least two rods in the multi-link mechanism can move relative to each other to change the overall span of the multi-link mechanism, that is, to change the length of the telescopic mechanism 50.

[0064] Since the two frames 10 are equipped with the traveling mechanism 30, the telescopic mechanism 50 adopts a passive method, that is, the two frames 10 move actively, and the telescopic mechanism 50 passively adapts to the change in the distance between the two frames 10. The telescopic mechanism 50 can also be configured with power to actively drive the two frames 10 to move relative to each other.

[0065] In another embodiment, in order to enable the connecting beam 20 to avoid the vehicle in the overhead area 101, the connecting beam 20 includes a lifting member 21 and a spanning member 22; the lifting member 21 extends upward from the corresponding base 11; the spanning member 22 is connected between the lifting members 21 of the same pair of bases 11.

[0066] In the same frame 10, the number of the lifting members 21 is two, and the two lifting members 21 are respectively located on the two bases 11, and both ends of the spanning member 22 are respectively connected to the two lifting members 21.

[0067] In another embodiment, the lifting member 21 extends obliquely upward from the base 11 where it is located, and the tops of the lifting members 21 on the two frames 10 approach each other, which can reduce the space occupied by the vehicle handling system 100 when it is stopped.

[0068] In another embodiment, the two frames 10 have a state of approaching each other that are adjacent to each other, and a state of extending away from each other. When changing the state, only one of the two frames 10 walks, or both walk simultaneously.

[0069] When the vehicle handling system 100 is in a standby situation, the two frames 10 have a state of approaching each other that are adjacent to each other; when the vehicle handling system 100 needs to handle a vehicle, the extended state is adjusted according to the wheelbase length of the vehicle, so that the distance between the two frames 10 adapts to the wheelbase length.

[0070] The state of approaching is a state where the two frames 10 are in contact with each other, or a state where the minimum distance between the two frames 10 is under the limitation of the telescopic mechanism 50.

[0071] The extended state is relative to the state of approaching. It can be understood that when the two frames 10 move relative to each other from the state of approaching to increase the distance, they are in the extended state. For example, the limit position of the extended state is the maximum distance between the two frames 10 under the limitation of the telescopic mechanism 50.

[0072] In another embodiment, the vehicle handling system 100 is configured with a detection unit and a control unit. The detection unit is used to detect the wheel positions of the vehicle; the control unit is electrically connected to the detection unit and is used to receive signals from the detection unit and drive the traveling mechanism 30 to make the clamping arm mechanism 40 match the corresponding wheel positions.

[0073] By detecting the wheel positions of the vehicle with the detection unit, sending the detected wheel position signals to the control unit, the control unit receives and processes the wheel position signals, and drives the two frames 10 to move relative to each other according to the processed signals, so that each clamping arm mechanism 40 matches the corresponding wheel positions. Among them, the detection unit can be a laser, a photosensitive device, an optoelectronic switch, etc.

[0074] Furthermore, each frame 10 supplies power to the traveling mechanism 30, the clamping arm mechanism 40, the control unit, and the detection unit respectively through an external power source or a power source carried by itself.

[0075] The traveling mechanism 30 and the clamping arm mechanism 40 on each frame are respectively communicatively connected to the detection unit and the control unit.

[0076] The detection unit can be installed on each frame 10, that is, it can move with the vehicle handling system 100, or it can be external to the vehicle handling system 100. Generally, it can be installed on the vehicle movement path. When the vehicle passes by, it detects the wheel position of the vehicle. The detection unit can be configured with corresponding processing functions to convert the relative position of the front and rear wheels into wheelbase information and then send it to the control unit, or directly send the relative position of the front and rear wheels to the control unit, and the control unit performs processing and conversion.

[0077] In one embodiment, the detection unit is installed on one side of each frame 10 facing the overhead area 101. When the vehicle enters the overhead area 101, the detection unit can obtain the wheel position signal.

[0078] Wired or wireless communication can be adopted between the detection unit and the control unit.

[0079] During wireless communication, the detection unit has a wireless transmission module, and the control unit has a wireless reception module. The wireless transmission module transmits the detected signal, and the wireless reception module can receive this signal.

[0080] In another embodiment, the detection unit is external to the vehicle handling system 100, and wireless communication is adopted between the detection unit and the control unit.

[0081] For example, the detection unit can also be installed at the garage entrance. When the vehicle enters the garage entrance, the detection unit can obtain the wheel position signal.

[0082] In another embodiment, as Figure 6 and Figure 7 shown, the first base 111 and the second base 112 are respectively connected to the telescopic mechanism 50. The telescopic mechanism 50 at least includes a guide member 51. One end of the guide member 51 is slidably engaged with the first base 111, and the other end is slidably or fixedly engaged with the second base 112.

[0083] The first base 111 and / or the second base 112 are provided with sliding grooves that cooperate with the guide member 51 to limit their movement tendencies. For example, the guide member 51 can be inserted into the sliding groove and can move along the sliding groove. Similarly, the guide member 51 can also be provided with a sliding groove by itself, and each base is provided with a guide member that cooperates with the sliding groove.

[0084] In this embodiment, both ends of the guide member 51 are slidably engaged with the first base 111 and the second base 112 respectively. When the space occupied by the first base 111 and the second base 112 is certain, the maximum distance between the two frames 10 can be increased as much as possible.

[0085] In another embodiment, guide wheels 52 are respectively arranged in rows along the system length direction on the first base 111 and the second base 112, and the guide member 51 is respectively engaged with the guide wheels 52 on the corresponding side base 11.

[0086] Each guide wheel 52 is rotatably connected to the corresponding side base 11, and the rotation axes of the guide wheels 52 on the same base 11 are arranged in parallel.

[0087] The guide wheel 52 can be completely a passive wheel, or power is configured for at least one guide wheel 52 as needed. For example, a gear-rack meshing or other method is used to drive the guide member 51 to move, so as to change the distance between the two frames 10.

[0088] In order to limit the relative movement tendency and the smoothness of the relative movement between the guide member 51 and the row of guide wheels 52, a support groove extending along the system length can be formed in the guide member 51 (for example, the cross section of the guide member 51 is C-shaped). The support groove has opposite upper and lower side walls along the system height direction. The guide wheels 52 in the same row can all be in contact with a certain side wall (such as the upper side wall), or the guide wheels 52 in the same row can be divided into two parts. The tops of some of the guide wheels 52 are in contact with the upper side wall, and there is a gap between the bottoms and the lower side wall; the bottoms of the other part of the guide wheels 52 are in contact with the lower side wall, and there is a gap between the tops and the upper side wall.

[0089] In this embodiment, the number of guide wheels 52 on the same base 11 is 2 to 10, such as 3, 4, or 5. Of course, in other embodiments, the number of guide wheels 52 on the same base 11 can also be more, and the number of guide wheels 52 can be adjusted according to the length of the chute.

[0090] In another embodiment, the vehicle handling system 100 further includes at least one of the following limiting mechanisms:

[0091] The first limiting mechanism 53 acts between the two frames 10 to limit the minimum distance between the two frames 10 in the closed state;

[0092] The second limiting mechanism 54 acts between the two frames 10 to limit the maximum distance between the two frames 10 in the extended state.

[0093] The first limiting mechanism 53 is arranged at both ends of the guide member 51, and a limiting step cooperating with the first limiting mechanism 53 is arranged in the chute to prevent the guide member 51 from disengaging from the chute.

[0094] The second limiting mechanism 54 is arranged in the chute. In this embodiment, the second limiting mechanism 54 is a stop rod installed on the base 11, and the stop rod can abut against the guide member 51. Of course, in other embodiments, the second limiting mechanism 54 can be the bottom wall of the chute.

[0095] In one embodiment, as Figures 8 to 10 shown, the clamping arm mechanism 40 includes:

[0096] A lifting seat 42 slidably mounted relative to the base 11;

[0097] A first driving mechanism 43 installed on the base 11 to drive the lifting seat 42 to move;

[0098] A pair of movable arms 41 that cooperate with each other to clamp the wheel, and each movable arm 41 is rotatably installed on the lifting seat 42;

[0099] Each movable arm 41 is independently configured with a second driving mechanism 44. The second driving mechanism 44 is installed on the lifting seat 42 and drives the corresponding movable arm 41 to rotate through a worm and worm gear mechanism 47.

[0100] The two movable arms 41 are generally rod-shaped and have corresponding strength. In the initial state, the extending directions of the two movable arms 41 relative to their own rotation axes are opposite, that is, they are generally collinear. During operation, the second driving mechanism 44 drives the two movable arms 41 to rotate around their own axes until the two movable arms 41 clamp the vehicle wheel. At this time, the two movable arms 41 generally support the bottom of the wheel side by side.

[0101] After the two movable arms 41 complete the clamping, the first driving mechanism 43 drives the lifting seat 42 together with the movable arms 41 to lift, and the height of the two movable arms 41 from the ground can be increased by 40 mm or more, so that the vehicle is completely separated from the ground and a large space is maintained; it is ensured that when the vehicle handling system 100 handles the vehicle and encounters uneven ground or potholes, the movable arms 41 and the vehicle wheels will not touch the ground, effectively protecting the safety of the equipment and the vehicle.

[0102] The ground is the supporting surface for supporting the vehicle handling system 100, which should be understood in a broad sense, that is, any scenario that can provide a supporting surface for the vehicle handling system 100 to travel can be understood as the ground, such as a floor slab or other supporting structures.

[0103] The setting of the worm and worm gear mechanism 47 can not only transmit the power of the second driving mechanism 44 to the two movable arms 41, but also enable each movable arm 41 to achieve self-locking when running to a predetermined position, without the need to additionally set a locking mechanism for each movable arm 41, or avoid using the second driving mechanism 44 to brake and lock.

[0104] The first driving mechanism 43 is mainly used to drive the lifting seat 42 to perform linear reciprocating motion along the height direction of the system. In order to realize its basic function, a motor, a cylinder, a hydraulic cylinder or even a manual driving component can be selected from the existing technology. When the motion mode directly output by the first driving mechanism 43 is inconsistent with the motion mode of the lifting seat 42, appropriate transmission components can be used to redirect and transmit the motion mode.

[0105] The second driving mechanism 44 is mainly used to drive the movable arm 41 to rotate. In order to realize its basic function, a motor, a cylinder, a hydraulic cylinder or even a manual driving component can be selected from the existing technology. When the movement mode directly output by the second driving mechanism 44 is inconsistent with the movement mode of the movable arm 41, the movement form can be diverted and transmitted by using appropriate transmission components.

[0106] In another embodiment, the movable arm 41 is rotatably mounted at the bottom of the lifting base 42, and the rotation axis of the movable arm 41 extends along the height direction of the system, so as to reduce the height of the movable arm 41 when it is not raised (or regarded as the initial state) as much as possible to adapt to wheels of different sizes.

[0107] In another embodiment, in the worm gear mechanism 47 , the worm 471 is directly linked to the second driving mechanism 44 , the worm wheel 472 is fixed to the rotating shaft of the movable arm 41 , the worm wheel 472 is meshed with the worm 471 , and the worm wheel 472 is coaxially arranged with the rotating shaft of the movable arm 41 .

[0108] In one embodiment, if Figure 8 and Figure 11 As shown, the walking mechanism 30 includes:

[0109] A wheel frame 33 is rotatably mounted on the base 11, and the rotation axis of the wheel frame extends along the height direction of the system;

[0110] A third driving mechanism 34 mounted on the base 11 and driving the wheel frame 33 to rotate;

[0111] Rotate the travel wheel 31 mounted at the bottom of the wheel frame 33;

[0112] A fourth driving mechanism 35 mounted on the wheel frame 33 drives the traveling wheel 31 .

[0113] The travel wheel 31 is driven by the fourth driving mechanism 35 to rotate, driving the vehicle transport system 100 to move; the travel wheel 31 is driven by the third driving mechanism 34 to rotate 360 ​​degrees.

[0114] With the mutual cooperation of the walking mechanisms 30, the vehicle handling system 100 can not only move longitudinally in the front-rear direction and laterally in the left-right direction, but can even rotate 360° in place; this improves the operating efficiency during the handling process of the vehicle handling system 100, reduces the width requirement of the walking passage for the vehicle handling system 100, and increases the area ratio of the parking spaces in the parking lot / garage.

[0115] Among them, the third driving mechanism 34 is a steering motor, and the fourth driving mechanism 35 is a walking motor.

[0116] The walking wheels 31 are rubber wheels in this embodiment. Of course, in other embodiments, the walking wheels 31 can also be crawler wheels or rigid wheels, etc.

[0117] Further, a driving wheel 36 is provided at the output end of the third driving mechanism 34, and a driven wheel 37 meshing with the driving wheel 36 is provided on the wheel frame 33. The driven wheel 37 can rotate around the axis of rotation of the wheel frame.

[0118] In another embodiment, each base 11 is respectively provided with two lifting seats 42. Along the length direction of the system, the two lifting seats 42 are respectively arranged on both sides of the axis of rotation of the wheel frame.

[0119] In another embodiment, in order to make the lifting seat 42 lift in a fixed direction, a guiding mechanism 45 is provided between the base 11 and the lifting seat 42. The guiding mechanism 45 includes:

[0120] A guiding rod 451 arranged along the height direction of the system. The guiding rod 451 is fixed to one of the base 11 and the lifting seat 42;

[0121] A guiding sleeve 452 slidably fitted to the guiding rod 451. The guiding sleeve 452 is fixed to the other of the base 11 and the lifting seat 42.

[0122] In this embodiment, the guiding rod 451 is fixed to the base 11, the guiding sleeve 452 is fixed to the lifting seat 42, and the guiding sleeve 452 is sleeved on the outer side wall of the guiding rod 451.

[0123] In order to make the movement of the lifting seat 42 stable, the number of guiding rods 451 is two, and the two guiding rods 451 are arranged side by side on the base 11; correspondingly, the number of guiding sleeves 452 is two, and the two guiding sleeves 452 are respectively fixed to the lifting seat 42 and are respectively sleeved on the outer side walls of the corresponding guiding rods 451.

[0124] In another embodiment, the first driving mechanism 43 is linked with the lifting seat 42 through a lead screw nut mechanism 46. The lead screw nut mechanism 46 includes:

[0125] A pair of lead screws 461 installed on the base 11;

[0126] A synchronizing member 462 that links between a pair of lead screws 461 and a third driving mechanism 34; a nut member 463 that is fixed to each lifting seat 42 and engages with a corresponding one of the lead screws 461.

[0127] The rotation of the lead screw 461 can be converted into the power for the lifting direction of the lifting seat 42 and drive the clamping arm mechanism 40 to lift.

[0128] The two lead screws 461 are respectively a first lead screw 4611 and a second lead screw 4612. The first driving mechanism 43 drives the first lead screw 4611 to rotate, and the first lead screw 4611 drives the second lead screw 4612 to rotate through the synchronizing member 462, so that the two lifting seats 42 can lift synchronously.

[0129] Furthermore, a first synchronous pulley 464 is installed on the first lead screw 4611, and the first synchronous pulley 464 is coaxially arranged with the first lead screw 4611; a second synchronous pulley 465 is installed on the second lead screw 461, and the second synchronous pulley 465 is coaxially arranged with the second lead screw 461. Along the height direction of the system, the heights of the first synchronous pulley 464 and the second synchronous pulley 465 are substantially the same, and the synchronizing member 462 bypasses each synchronous pulley, so that the first lead screw 4611 drives the second lead screw 461 to rotate while rotating.

[0130] In this embodiment, the synchronizing member 462 is a transmission chain, and both the first synchronous pulley 464 and the second synchronous pulley 465 are sprockets. Of course, in other embodiments, the synchronizing member 462 can also be a timing belt or the like.

[0131] Furthermore, a transmission wheel 467 is installed on the first lead screw 4611, and the transmission wheel 467 is coaxially arranged with the first lead screw 461. The first driving mechanism 43 drives the transmission wheel 467 to rotate through a transmission member 466.

[0132] In another embodiment, in each frame 10, the contact part between the traveling mechanism 30 and the ground forms a support area. The center of force when the frame 10 supports the vehicle points to the support area along the direction of gravity. At this time, the telescopic mechanism 50 only plays a connecting role and does not bear torque.

[0133] In each frame 10, there may be multiple sets of traveling mechanisms 30, generally at least two sets and distributed on both sides of the overhead area. Therefore, the contact parts between the traveling mechanism 30 and the ground are arranged at intervals, and the multiple contact parts enclose a so-called support area.

[0134] For each location, it can be an area with a certain area, or a line segment (for example, the traveling wheel is a rigid wheel), or even a certain point (for example, the traveling wheel is a rigid sphere);

[0135] As a whole, the area enclosed by the multiple contact parts can be an area with a certain area, or a line segment.

[0136] For example, two sets of traveling mechanisms 30 of the same frame 10 are distributed on both sides of the vehicle when the vehicle handling system 100 handles the vehicle.

[0137] Each set of traveling mechanism 30 adopts a single-wheel or double-wheel structure arranged side by side. At this time, if the tire deformation is ignored, it can be regarded that in the same frame 10, the contact parts of the traveling mechanism 30 with the ground are collinear. In each frame 10, the line segment connecting the two farthest contact parts is used as the support area, and the projection of the force center along the gravity direction is located on the support area.

[0138] Combined with Figure 8 , the force center points to the support area along the direction Q, and the corresponding point M of the support area is in this perspective.

[0139] Since the traveling wheels 31 may deform according to the weight of the frame 10 and the vehicle body, thus changing the area of the contact part, but it does not affect the determination of the support area.

[0140] Another example is that the number of traveling mechanisms 30 of the same frame 10 is more than two sets, or all the traveling wheels 31 in the same traveling mechanism 30 are not coaxially arranged. At this time, the contact parts of the traveling mechanism 30 with the ground are more than three points and enclose a support area with a certain area, and the projection of the force center along the gravity direction is located in the support area. In a preferred embodiment, two sets of traveling mechanisms 30 of the same frame 10 are distributed on both sides of the vehicle when the vehicle handling system 100 handles the vehicle. Each set of traveling mechanism 30 adopts a single-wheel or double-wheel structure arranged side by side. When the vehicle handling system 100 moves forward or backward, all the traveling wheels 31 in the same frame 10 are coaxially arranged.

[0141] In another embodiment, the same pair of movable arms 41 are arranged side by side and at intervals in the working state of supporting the vehicle. Along the gravity direction, the axis of the traveling wheels of each frame 10 is located in the middle of the same pair of movable arms 41 that clamp the same wheel.

[0142] Since the same pair of movable arms 41 generally symmetrically clamp the two sides of the lower half of the same wheel, therefore, in the perspective along the gravity direction, the middle position of the same pair of movable arms 41 basically corresponds to the force center of the frame where they are located. Such a structural arrangement can make the projection of the force center of the frame where they are located correspond to the axis of the traveling wheels.

[0143] When the vehicle handling system 100 faces vehicles with different wheelbases during use, the projection of the force center of the vehicle handling system 100 falls into the position of the support area; at the same time, the structural arrangement of the vehicle handling system 100 is made more compact, effectively controlling the external dimensions of the vehicle handling system 100.

[0144] In another embodiment, in order to reduce the influence of the center of gravity of the frame 10 on the force center when the frame 10 supports the vehicle, the center of gravity of each frame 10 points to the support area along the direction of gravity.

[0145] In another embodiment, the connecting beam 20 is swingably or slidably mounted relative to the frame 10 where it is located, wherein the swing axis is parallel to the width direction of the system, and the sliding direction is parallel to the length direction of the system width.

[0146] By adjusting the connecting beam 20 and changing the relative position between the connecting beam 20 and the frame 10, the center of gravity position of the base 11 can be adjusted, or the vehicle handling system 100 can be adapted to vehicles of different heights.

[0147] Adjusting the center of gravity position of the base 11 can further ensure that, for each frame 10 itself, the center of gravity position is directly above the support area whether in the no-load state or when handling a vehicle, reducing the tendency of self-overturning and avoiding applying torque to the telescopic mechanism 50. In this way, the telescopic mechanism 50 can be simplified as much as possible and the strength requirement of the telescopic mechanism 50 can be reduced.

[0148] The change in the center of gravity position of the base 11 can be detected by a sensing device (for example, a gyroscope can be used); when the frame 10 changes its attitude (overturns), the sensing device sends a signal of the change in the center of gravity position to the control unit. The control unit receives and processes the signal of the change in the center of gravity position, and drives the connecting beam 20 to change its position on the frame 10 according to the processed signal, so as to change the attitude of the connecting beam on the frame and compensate for the change trend of the frame attitude, so as to ensure that the center of gravity position of each frame 10 is directly above the support area.

[0149] In another embodiment, in order to further make the vehicle handling system 100 adapt to vehicles of different heights, the connecting beam 20 is height-adjustable relative to the frame 10 where it is located.

[0150] In one of the embodiments, as Figure 12 shown, there is also provided a vehicle handling method. Using the vehicle handling system of the above embodiments, the vehicle handling method includes:

[0151] Obtaining the wheelbase information of the vehicle;

[0152] Adjusting the spacing between the frames in the vehicle handling system according to the wheelbase information so that the relative positions of the clamping arm mechanisms match the wheelbase information;

[0153] For a vehicle located in the overhead area, in a state where the clamping arm mechanisms match the positions of the vehicle wheels, driving the clamping arm mechanisms to respectively clamp and support the corresponding vehicle wheels;

[0154] The vehicle handling system moves as a whole to handle the vehicle.

[0155] When obtaining the wheelbase information of the vehicle, it can be obtained by using the detection unit preset on the vehicle movement path; it can also be during the process of the vehicle entering the overhead area, by using the detection units arranged on each frame of the vehicle handling system.

[0156] Before handling the vehicle, each clamping arm mechanism should be matched with the wheel position. The control unit needs to adjust the distance between the two frames accordingly according to the wheelbase information. Since the wheelbase information can be obtained before the vehicle enters the overhead area, the distance between the frames can be adjusted in advance or after the vehicle enters the overhead area.

[0157] The adjustment method of the distance between the frames can be the movement of a single frame or the linkage of two frames. For example, the control unit sends a driving signal to the traveling mechanism of the frame. While the traveling mechanism is working, the control unit also compares in real time whether the distance between the frames matches the wheelbase information according to its movement amount. Of course, a distance measuring unit can also be additionally set to collect the distance between the frames in real time and send it to the control unit.

[0158] The distance between the frames can be adjusted according to the wheelbase information. However, during actual handling, each clamping arm mechanism should be matched with the actual position of the wheels. Therefore, it is also necessary to adjust the relative position of the entire vehicle handling system and the vehicle, that is, to further confirm the relative position of the vehicle in the overhead area. This can utilize existing technologies, such as using built-in or external sensing elements in the frame to obtain the relative position of the vehicle. After the relative position of the vehicle is confirmed, each clamping arm mechanism and the wheel position are in a matching state. If the distance between the frames is adjusted while the vehicle enters the overhead area, the actual position of each clamping arm mechanism and the wheels can be matched while adjusting.

[0159] After that, the control unit drives the movable arms in each clamping arm mechanism to rotate. The movable arms belonging to the same pair are in a side-by-side spaced state and are exactly on both sides of the corresponding wheel bottom. Then the control unit drives each pair of movable arms to rise synchronously to lift the vehicle off the ground. According to needs, the clearance height between the bottom of the wheels and the ground can be raised to 20 mm or more.

[0160] According to the preset handling destination, the control unit then drives the traveling mechanism to drive the entire vehicle handling system to move forward, that is, to realize the handling of the vehicle.

[0161] Through structural improvement, the vehicle handling system 100 of the present application does not need to enter from under the vehicle chassis, avoiding the height of the vehicle handling system 100 being limited by the height of the vehicle chassis from the vehicle support surface.

[0162] The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as the scope described in this specification. When the technical features in different embodiments are embodied in the same drawing, the drawing can be regarded as also disclosing the combined examples of the various embodiments involved.

[0163] The above embodiments only express several implementation manners of the present application, and the description thereof is relatively specific and detailed, but it should not be understood as a limitation to the scope of the patent application. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present application, several modifications and improvements can still be made, and these all belong to the protection scope of the present application.

Claims

1. A split-type vehicle handling system having opposite system length and system width directions, and the vehicle handling system having an overhead area extending through in the system length direction, characterized in that, The vehicle handling system includes two frames arranged in sequence along the length direction of the system. Each frame includes a pair of bases arranged in pairs. The bases of the same pair are arranged on both sides of the overhead area along the width direction of the system and are fixedly connected to each other through a connecting beam passing over the overhead area. Each base is equipped with a traveling mechanism and a clamping arm mechanism. The clamping arm mechanisms on each base cooperate with each other to support the vehicle located in the overhead area. The bases on the same side of the overhead area in the width direction of the system are connected by a telescopic mechanism. Under the guidance of the telescopic mechanism, the distance between the two frames along the length direction of the system can be adjusted and changed. The traveling mechanism includes traveling wheels and corresponding driving structures. Each clamping arm mechanism includes a pair of movable arms that cooperate with each other to clamp the vehicle wheels. The same pair of movable arms are arranged side by side and at intervals in the working state of supporting the vehicle. Along the direction of gravity, the axis of the traveling wheels of each frame is located in the middle of the same pair of movable arms that clamp the same vehicle wheel. The first base and the second base are respectively connected to the telescopic mechanism. The telescopic mechanism at least includes a guiding member. One end of the guiding member is slidably matched with the first base, and the other end is slidably or fixedly matched with the second base. The first base and the second base are respectively equipped with guiding wheels arranged in rows along the length direction of the system. The two ends of the guiding member are respectively matched with the guiding wheels on the corresponding side bases. In each frame, the contact part of the traveling mechanism with the ground forms a support area, and the center of force when the frame supports the vehicle points to the support area along the direction of gravity. The connecting beam includes: A lifting member extending upward from the base where it is located; A spanning member connecting the lifting members of the same pair of bases.

2. The split-type vehicle handling system according to claim 1, characterized in that, The lifting member extends obliquely upward from the base where it is located, and the tops of the lifting members on the two frames approach each other.

3. The split-type vehicle handling system according to claim 1, characterized in that, The two frames have a state of approaching each other and a state of stretching away from each other. When changing the state, only one of the two frames travels, or both travel simultaneously.

4. The split-type vehicle handling system according to claim 1, characterized in that, The vehicle handling system is configured with: A detection unit for detecting the position of the vehicle wheels; A control unit electrically connected to the detection unit, for receiving signals from the detection unit and driving the traveling mechanism to make the clamping arm mechanism match the corresponding wheel position.

5. The split-type vehicle handling system according to claim 4, characterized in that, The detection unit is external to the vehicle handling system, and wireless communication is used between the detection unit and the control unit.

6. The split-type vehicle handling system according to claim 1, characterized in that, The vehicle handling system further includes at least one of the following limiting mechanisms: The first limiting mechanism acts between the two frames to limit the minimum distance between the two frames in the approaching state; The second limiting mechanism acts between the two frames to limit the maximum distance between the two frames in the stretching state.

7. A vehicle handling method, using the split-type vehicle handling system according to any one of claims 1 to 6, the vehicle handling method includes: Obtaining the wheelbase information of the vehicle; Adjusting the distance between the frames in the vehicle handling system according to the wheelbase information so that the relative positions of the clamping arm mechanisms match the wheelbase information; For the vehicle located in the overhead area, in the state where each clamping arm mechanism matches the wheel position, driving each clamping arm mechanism to respectively clamp and support the corresponding vehicle wheels; The vehicle handling system moves as a whole to handle the vehicle.

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