A rotary middle car for carrying a transporter

Abstract

The present invention discloses a rotating middle car for carrying a transporter, belonging to the technical field of stereoscopic parking, and comprising: a frame, serving as an installation carrier; a rotating mechanism, located above the frame and used for carrying and adjusting the conveying angle of the transporter, which includes a driving motor vertically fixed on the frame, a slewing bearing is arranged at the center position of the frame, a driving gear is arranged on the output shaft of the driving motor, and the driving gear meshes with the slewing bearing for rotational movement; a driving mechanism, located in the middle of the frame and elastically connected to the frame, and used for driving the frame to move linearly on the track, which includes driving wheel assemblies and driven wheel assemblies respectively located on both sides of the frame, and walking wheel assemblies are symmetrically arranged on both sides of the driving mechanism; a plurality of supporting wheel assemblies, respectively located at both ends of the frame and concentrically arranged with the slewing bearing. The rotating middle car for carrying a transporter provided by the present invention has a firm structure, more stable operation, can prevent the driving wheels from slipping, and is safer and more reliable.

Description

Technical Field

[0001] The present invention belongs to the technical field of stereo parking, and more specifically, relates to a rotating middle car for carrying a transporter. Background Art

[0002] With the continuous improvement of living standards, cars have become a necessity in people's lives, greatly improving travel efficiency. However, with the continuous increase in the number of cars, the phenomenon of difficult parking in cities has gradually emerged, and stereo garages have gradually entered our lives. Existing stereo garages are mostly high-rise, with multiple cars stored side by side along the vehicle width direction on each floor. An automobile transporter is used to carry the car along the vehicle length direction and transport the car to the designated parking space. The transporter is transported by a middle car, and the middle car reciprocates along the vehicle width direction to transport the transporter to a position aligned with the designated parking space.

[0003] In the prior art, the middle car generally drives the middle car to move linearly on two guide rails by two driving mechanisms located at both ends of the middle car and moving synchronously, and mostly has no rotating function. Due to the lack of a rotating function of the middle car, it can only drive the transporter to move horizontally along the vehicle width direction, and cannot adjust the angle of the transporter. As a result, physical restrictions such as ditches and limit grooves must be set at the parking entrance to ensure that the driver parks the vehicle at an angle aligned with the transporter, which brings great obstacles and inconvenience to the driver driving the vehicle into the parking entrance, thereby affecting the overall operation efficiency of the garage and causing extremely poor user experience. And the rare middle cars with a rotating function have the rotation center set in the middle of the middle car frame, and mostly only have a rotating support arrangement at the rotation center, while the two support rails are distributed at both ends of the middle car frame. Under the action of the weight of the car and the self-weight of the equipment, certain stress deformation will occur in the middle of the frame, and stress deformation will occur at both ends of the rotating platform, thereby forming a height difference between the plane of the rotating platform and the target plane. This height difference brings a steep slope that seriously affects the running stability of the transporter, causing faults such as severe shaking and derailment of the transporter. Moreover, this height difference is related to the actual load and there is no fixed rule to follow. At the same time, the middle car is also guided by the tracks at both ends, and has high requirements for the parallelism of the tracks. It is difficult to install and position the tracks and they are prone to deviation, resulting in jamming during transportation. On the other hand, since the driving mechanism mainly drives the overall movement of the middle car by the friction between the driving wheel and the guide rail, when the driving wheel slips, braking cannot be performed, the position feedback is lost, affecting the motion control accuracy, and it is also easy to collide with the outside, having a certain safety risk; while using two driving mechanisms to move synchronously has high requirements for electrical synchronous control, is difficult, and over time, the synchronism of the two driving mechanisms will change, resulting in inconsistent movement speeds of the two driving mechanisms, causing the overall movement of the middle car to be unstable. Summary of the Invention

[0004] Aiming at the defects of the prior art, the purpose of the present invention is to provide a rotary middle car for carrying a transporter, aiming to solve the problems of excessive height difference between the rotary platform and the target plane caused by structural stress deformation of the middle car and the rotary platform, poor guiding effect of the middle car, unstable operation, easy slipping of the driving wheels, and difficulty in achieving electrical synchronization of the driving motors.

[0005] To achieve the above object, the present invention provides a rotary middle car for carrying a transporter, including:

[0006] A frame, which is used to carry and support the rotary table and serve as an installation carrier. There are tracks below the frame, and the tracks are located in the middle and at both ends of the frame respectively;

[0007] A rotating mechanism, which is located above the frame and is used to carry and adjust the conveying angle of the transporter. It includes a driving motor vertically fixed on the frame. There is a slewing bearing at the center position of the frame. A driving gear is provided on the output shaft of the driving motor. The driving gear and the slewing bearing engage to perform a rotating motion. A rotary platform is coaxially and fixedly connected above the slewing bearing;

[0008] A driving mechanism, which is located in the middle of the frame and elastically connected to the frame, and is used to drive the frame to move linearly on the track. It includes a driving wheel assembly and a driven wheel assembly respectively located on both sides of the frame. Walking wheel assemblies are symmetrically arranged on both sides of the driving mechanism;

[0009] Multiple support wheel assemblies, which are respectively located at both ends of the frame and are concentric with the slewing bearing, and are used to support the rotary platform.

[0010] Furthermore, the driving wheel assembly includes a first box body. A servo motor is fixed on one side of the first box body. A driving wheel driven by the servo motor is provided in the middle of the first box body. An anti-slip wheel is provided on the other side of the first box body. The anti-slip wheel is driven by the servo motor to move synchronously with the driving wheel. There is also a limit roller on the track that cooperates with the anti-slip wheel to prevent the driving wheel from slipping; the driven wheel assembly includes a second box body, and a driven wheel is rotatably provided in the second box body.

[0011] Furthermore, mounting plates are symmetrically arranged on both sides of the frame. A limiting groove for installing the first box body and the second box body is opened at the lower end of the mounting plate. The first box body and the second box body are both movably connected to the mounting plate through vertically arranged pin shafts. There are bushings on the mounting plate corresponding to the positions and the same number as the pin shafts. The pin shafts are arranged in the bushings to guide the first box body or the second box body when moving in the vertical direction. A baffle is also fixed between the pin shafts.

[0012] Furthermore, limit bolts are provided on the upper end faces of the first box body and the second box body. Springs are sleeved on the limit bolts. The upper end of the spring abuts against the lower end face of the limit groove, and the lower end of the spring abuts against the mounting surface on the first box body or the second box body. The spring has a tendency to drive the first box body or the second box body to move downward.

[0013] Furthermore, the support wheel assembly includes a first support wheel group and a second support wheel group with the same structure and concentrically arranged with the slewing bearing. The first support wheel group includes a mounting seat for fixing to the frame. A support wheel frame is provided in the middle of the mounting seat. A support wheel is rotatably connected to the support wheel frame. A support screw for supporting the support wheel frame is provided at the bottom of the mounting seat. An adjustment groove for adjusting the mounting height is provided on the side wall of the support wheel frame. An adjustment screw for adjusting the mounting height is provided at the bottom of the mounting seat. The support wheel is in contact with the arc plate provided at the lower part of the rotating platform.

[0014] Furthermore, the track includes a first track located in the middle of the frame and corresponding to the driving wheel assembly and the driven wheel assembly. An anti-slip portion for installing a limit roller is provided on one side of the first track. Second tracks corresponding to the walking wheel assemblies are provided on both sides of the first track. A limit portion is provided along the length direction on the side wall of the second track. An anti-overturning wheel group corresponding to the limit portion is provided on the frame. The anti-overturning wheels on the anti-overturning wheel group are in contact with the lower end face of the limit portion.

[0015] Furthermore, guide wheel groups are symmetrically provided below the frame near the driving wheel assembly and the driven wheel assembly. The guide wheel groups are respectively in contact with both side walls of the first track. The guide wheel group includes a fixed guide wheel on one side of the first track and an adjustable guide wheel on the other side of the first track.

[0016] Furthermore, the walking wheel assembly includes a walking wheel box body fixedly connected to the connection seats provided on both side faces of the two ends of the frame. A rotatable walking wheel is provided inside the walking wheel box body.

[0017] Furthermore, the rotating mechanism further includes a base for fixing the driving motor. A driving bracket is provided on the base. The output shaft of the driving motor is rotatably connected to the bearing on the driving bracket. The driving gear is located in the middle of the driving bracket.

[0018] Generally speaking, compared with the prior art by the above technical solutions conceived by the present invention, the following beneficial effects are achieved:

[0019] 1. The present invention integrates the transverse movement function and the rotation function for adjusting the angle of the transporter, eliminating the need for physical limiters or other mechanical equipment at the garage entrance. As a result, the driver can drive into a flat ground entrance and park the vehicle freely within a sufficient range, greatly reducing the time taken to drive into the garage entrance and significantly improving the user experience.

[0020] 2. Additionally, the present invention is provided with three sets of gear trains to support the operation of the rack, which are respectively arranged in the middle and on both sides of the rack. At the same time, three sets of tracks are correspondingly arranged to support the gear trains, thus greatly reducing the load deformation in the middle of the rack and ensuring that the center of the rotating platform is always at the correct height position. Meanwhile, support wheel assemblies concentric with the slewing bearing are provided on the rack, and the support wheel assemblies are respectively distributed at both ends of the rack and above the corresponding positions of the two side tracks. Therefore, the load displacement of the rack and the support wheel assemblies in this area is very small. Furthermore, when the rotating platform is above the area where the support wheel assemblies are located, the load deformation at both ends of the rotating platform can be greatly reduced, and thus the load deformation at the center and both ends of the rotating platform can be greatly reduced in this area, avoiding a large height difference between the plane of the rotating platform and the target plane. The area covered by the support wheels meets the requirement for supporting the allowable deflection angle of the transporter, enabling the transporter to travel back and forth between the target position and the middle car carrier smoothly.

[0021] 3. In addition, one of the gear trains located in the middle of the rack is selected as the driving wheel of the middle car carrier, and a driving mechanism drives the middle car carrier to move linearly. This not only simplifies the difficulty of electrical synchronous control but also avoids the phenomenon of the rack deflecting due to unilateral force. Additionally, the guide wheel set is also arranged in the middle area of the rack and only acts on a single track in the middle, reducing the adverse effects such as poor guiding effect and jamming caused by the non-parallelism of multiple tracks due to errors in the welding process.

[0022] 4. Moreover, the driving wheel assembly and the driven wheel assembly are elastically connected to the rack through springs, which not only has a shock absorption effect but also can eliminate the manufacturing error of the uneven track surface of the three sets of tracks within a certain range. At the same time, it ensures that the driving wheel is always in contact with the track, avoiding power loss. The driving wheel assembly is equipped with large-elasticity springs, so that the driving wheel assembly is always subjected to a large downward elastic force, increasing the friction between the driving mechanism and the guide rail and reducing the risk of the driving wheel slipping. Additionally, an anti-slip wheel is provided at the output end of the driving wheel assembly. When the driving mechanism is working normally, the anti-slip wheel moves synchronously with the driving wheel. When the driving wheel slips, the anti-slip wheel cooperates with the limit rollers on the guide rail to perform torque compensation or emergency braking, improving the stability and accuracy of the driving and enhancing the safety to a certain extent. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1It is a schematic structural view of a rotary middle car for carrying a transporter provided by the present invention;

[0024] Figure 2 It is a top view of a rotary middle car for carrying a transporter provided by the present invention;

[0025] Figure 3 It is a schematic structural view of a drive wheel assembly of a rotary middle car for carrying a transporter provided by the present invention;

[0026] Figure 4 It is a schematic installation view of a drive wheel assembly of a rotary middle car for carrying a transporter provided by the present invention;

[0027] Figure 5 It is a sectional view when the drive wheel assembly of a rotary middle car for carrying a transporter provided by the present invention is installed;

[0028] Figure 6 It is a schematic structural view of a driven wheel assembly of a rotary middle car for carrying a transporter provided by the present invention;

[0029] Figure 7 It is a schematic structural view of a first support wheel set of a rotary middle car for carrying a transporter provided by the present invention;

[0030] Figure 8 It is a schematic structural view of an anti-overturning wheel set of a rotary middle car for carrying a transporter provided by the present invention;

[0031] Figure 9 It is a schematic installation view of a guide wheel set of a rotary middle car for carrying a transporter provided by the present invention;

[0032] Figure 10 It is a schematic structural view of a walking wheel assembly of a rotary middle car for carrying a transporter provided by the present invention;

[0033] Figure 11 It is a schematic structural view of a rotating mechanism of a rotary middle car for carrying a transporter provided by the present invention;

[0034] Figure 12 It is a view of the deformation trend when the existing middle car structure bears force;

[0035] Figure 13 It is a finite element analysis view of the deformation amounts of each region when the existing middle car structure bears force;

[0036] Figure 14 It is a view of the deformation trend when the rotary middle car for carrying a transporter provided by the present invention bears force;

[0037] Figure 15It is the finite element analysis view of the deformation of each area when the rotating middle car for carrying the transporter is under force

[0038] Figure 16 It is the finite element analysis view of the force on each area when the rotating platform of the rotating middle car for carrying the transporter is under force and supported by the supporting wheel assembly

[0039] Figure 17 It is the finite element analysis view of the deformation of each area when the rotating platform of the rotating middle car for carrying the transporter is under force and supported by the supporting wheel assembly

[0040] Figure 18 It is the finite element analysis view of the force on each area when the frame of the rotating middle car for carrying the transporter is under force and loaded by the supporting wheel assembly

[0041] Figure 19 It is the finite element analysis view of the deformation of each area when the frame of the rotating middle car for carrying the transporter is under force and loaded by the supporting wheel assembly

[0042] Figure 20 It is the finite element analysis view of the deformation of each area when the rotating platform of the rotating middle car for carrying the transporter is under force without the support of the supporting wheel assembly

[0043] Figure 21 It is the finite element analysis view of the deformation of each area when the frame of the rotating middle car for carrying the transporter is under force with the supporting wheel assembly unloaded

[0044] Figure 22 It is the motion simulation analysis diagram of the anti-skid wheel of the rotating middle car for carrying the transporter

[0045] Figure 23 It is the simulation analysis and schematic diagram of the process of opening the anti-skid groove of the rotating middle car for carrying the transporter

[0046] Figure 24 It is the motion trajectory diagram of the anti-skid wheel of the rotating middle car for carrying the transporter

[0047] Figure 25 It is the schematic diagram of the anti-skid wheel of the rotating middle car for carrying the transporter to prevent idling or braking

[0048] Figure 26 It is the cross-sectional view along the central section of the spring of the rotating middle car for carrying the transporter when the spring is at the maximum elongation

[0049] Figure 27 It is a partial cross-sectional view along the pin shaft central section when the spring of the rotating middle car for carrying the transporter provided by the present invention is at the maximum elongation.

[0050] Figure 28 It is a cross-sectional view along the spring central section when the spring of the rotating middle car for carrying the transporter provided by the present invention is at the maximum compression.

[0051] Figure 29 It is a partial cross-sectional view along the pin shaft central section when the spring of the rotating middle car for carrying the transporter provided by the present invention is at the maximum compression.

[0052] The structures corresponding to the respective numerical markings in the drawings are as follows: 1 - frame, 11 - mounting plate, 111 - limiting groove, 12 - bushing, 13 - guide wheel set, 131 - fixed guide wheel, 132 - adjustable guide wheel, 14 - connecting seat, 2 - track, 21 - first track, 211 - anti-slip portion, 22 - second track, 221 - limiting portion, 3 - rotating mechanism, 31 - driving motor, 32 - slewing bearing, 33 - driving gear, 34 - rotating platform, 341 - arc plate, 35 - base, 36 - driving bracket, 4 - driving mechanism, 41 - driving wheel assembly, 411 - first box body, 412 - servo motor, 413 - driving wheel, 414 - anti-slip wheel, 4141 - anti-slip groove, 42 - driven wheel assembly, 421 - second box body, 422 - driven wheel, 43 - pin shaft, 44 - baffle plate, 45 - limiting bolt, 46 - spring, 5 - walking wheel assembly, 51 - walking wheel box body, 52 - walking wheel, 6 - supporting wheel assembly, 61 - first supporting wheel set, 611 - mounting seat, 612 - supporting wheel frame, 6121 - adjusting groove, 613 - supporting wheel, 614 - supporting screw, 615 - adjusting screw, 62 - second supporting wheel set, 7 - anti-overturning wheel set, 71 - mounting frame, 72 - anti-overturning wheel. Detailed implementation manners

[0053] In order to make the objectives, technical solutions and advantages of the present invention clearer and more understandable, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0054] Refer to Figures 1 to 29, A rotary middle car for carrying a transporter provided by the present invention includes a frame 1, and the frame 1 is used to carry the transporter and serve as a carrier for installing other components; since the middle car needs to perform linear motion and rotational motion when driving the transporter, a rotating mechanism 3 is provided above the frame 1, which is used to carry and adjust the conveying angle of the transporter, and it includes a driving motor 31 vertically fixed on the frame 1, a slewing bearing 32 is provided at the center position of the frame 1, a driving gear 33 is provided on the output shaft of the driving motor 31, and the driving gear 33 and the slewing bearing 32 engage in rotational motion, and a rotating platform 34 is coaxially and fixedly connected above the slewing bearing 32; in order to avoid stress deformation of the middle part of the frame 1 due to force, a driving mechanism 4 is provided in the middle of the frame 1 and elastically connected to the frame 1, and the driving mechanism 4 is used to drive the frame 1 to perform linear motion and support the middle part of the frame 1, and it includes driving wheel assemblies 41 and driven wheel assemblies 42 respectively located on both sides of the frame 1, and walking wheel assemblies 5 are symmetrically arranged on both sides of the driving mechanism 4, which are used to support the linear motion of the whole frame 1; a track 2 is also provided below the frame 1, and the track 2 is located in the middle and at both ends of the frame respectively, corresponding to the driving mechanism 4 and the walking wheel assemblies 5 respectively; in order to avoid large stress deformation at both ends of the rotating platform 34 when carrying, a plurality of support wheel assemblies 6 are concentrically arranged at both ends of the frame 1 and the slewing bearing 32, which are used to support the rotating platform 34. The following will describe each component in detail with specific embodiments.

[0055] Specifically, through the analysis of the prior art, it can be known that since the entire rotating platform 34 is stressed but only the middle part is supported, large stress deformation will occur at both ends of the rotating platform 34 after being stressed; and the frame 1 supports the rotating platform 34 through the slewing bearing 32, only the middle part where the slewing bearing 32 is located on the frame 1 is stressed, and the support of the frame 1 is only at both ends, and large stress deformation will occur in the middle of the frame 1; as Figure 12 shown, it is the deformation trend of the existing structure; Figure 13 shown is the displacement of each area of the existing structure under a load of 6T required in this embodiment. It can be seen from the figure that the displacement of the rotating platform 34 along with the deformation of the middle part of the frame 1 is about 5.8 mm, and the combined displacement at both ends of the rotating platform is about 9.5 mm. This displacement has seriously affected the reciprocating operation of the transporter above the rotating platform 34 between the ground or the storage rack and the rotating platform 34, resulting in faults such as severe jitter and derailment of the transporter.

[0056] Further, a driving mechanism 4 is provided in the middle of the frame 1 of the present invention, and walking wheel assemblies 5 are symmetrically provided on both sides of the driving mechanism 4. The driving mechanism 4 and the walking wheel assemblies 5 simultaneously support the linear motion of the frame 1; furthermore, the track 2 includes a first track 21 located in the middle of the frame 1 and corresponding to the driving mechanism 4, serving as a support surface for the movement of the driving mechanism 4, and second tracks 22 corresponding to the walking wheel assemblies 5 are provided on both sides of the first track 21, serving as support surfaces for the movement of the walking wheel assemblies 5; the arrangement of the three groups of supports not only ensures the stability of the support for the frame 1, but also avoids stress deformation in the middle of the frame 1; furthermore, support wheel assemblies 6 are concentrically arranged at both ends of the frame 1 and the slewing support 32, for supporting the rotating platform 34, and stress deformation at both ends of the rotating platform 34 is avoided within the coverage of the support wheel assemblies 6; specifically, refer to Figure 14 is the deformation trend of the structure of the present invention under load, Figure 15 is the displacement of each area under a 6T load required in this embodiment. It can be seen from the figure that the displacement of the rotating platform 34 along with the deformation of the middle part of the frame 1 is only 0.36 mm, and the combined displacement at both ends of the rotating platform is about 0.18 mm. The deformation displacement is extremely small, thus ensuring that the rotating platform 34 is always in the correct position in the height direction within the area where the transporter needs to enter and exit for operation.

[0057] Furthermore, the support wheel assembly 6 includes a first support wheel group 61 and a second support wheel group 62 with the same structure and concentrically arranged with the slewing support 32. The support wheel assembly 6 is in contact with an arc plate 341 provided at the lower part of the rotating platform 34; the second support wheel group 62 is located at both ends of the frame 1, and the first support wheel group 61 is located inside the second support wheel group 62 and above the walking wheel assembly 5. Since the first support wheel group 61 and the second support wheel group 62 have the same structure, only the first support wheel group 61 will be described. The first support wheel group 61 includes a mounting seat 611 for fixing to the frame 1. A support wheel frame 612 is provided in the middle of the mounting seat 611. A support wheel 613 is rotatably connected to the support wheel frame 612. A support screw 614 for the support wheel frame 612 is provided at the bottom of the mounting seat 611. In order to facilitate adjusting the mounting height of the support wheel frame 612 to ensure that the support wheel 613 is in close contact with the arc plate 341, an adjustment groove 6121 is provided on the side wall of the support wheel frame 612; in order to facilitate adjusting the mounting height of the mounting seat 611, an adjustment screw 615 is provided at the bottom of the mounting seat 611.

[0058] Furthermore, since the support wheel assembly 6 is under load pressure, a frictional force will be generated between it and the arc plate 341. This frictional force generates a resistance moment that hinders the operation of the rotating mechanism 3. To determine the required power and select the type of the driving motor 31, further force analysis of the structure is needed to know the force states of the slewing bearing 32, the first support wheel group 61, and the second support wheel group 62 respectively. Specifically, finite element analyses are performed on the frame 1 and the rotating platform 34 in this embodiment, as Figures 16 to 17 The finite element analysis of the rotating platform 34 is Figures 18 to 19 The force analysis of the frame 1. Specifically, as shown in the figure, the position where the second support wheel group 62 is located is set as A, the position where the first support wheel group 61 is located is set as B, and the position where the middle slewing bearing 32 is located is set as C. In this embodiment, the maximum load on the rotating platform 34 is 6T, and the self-weight of the rotating platform 34 is 2T. Further, when performing the finite element analysis of the rotating platform 34, as Figure 16 shown, point C is taken as the fixed point, a load of 6T perpendicular to its loading surface and its own gravity are set as the loads. At the same time, support forces Fa and Fb are set at points A and B. At the same time, Fc can be obtained by force balance calculation. Further, as Figure 17 shown, the finite element calculation shows the deformation amounts of points A, B, and C on the rotating platform 34 corresponding to the set values of Fa and Fb. Further still, as Figure 18 shown, when performing the finite analysis of the frame 1, the driving mechanism 4 and the walking wheel assemblies 5 on both sides are taken as the fixed points, and the load external forces of the above Fa, Fb, and Fc values are applied at points A, B, and C respectively, and the self-weight of the frame 1 is applied as the load. Further, as Figure 19 shown, the finite element calculation shows the deformation amounts of points A, B, and C on the frame 1 corresponding to the above loads. Further still, adjust the values of Fa, Fb, and Fc until the deformation displacement amounts of points A and B on the rotating platform 34 and the frame 1 relative to point C are almost the same, and the theoretical actual values of Fa, Fb, and Fc can be obtained. Further, from Figures 16 to 19 it can be known that in this embodiment, Fa≈1.3KN, Fb≈3.6KN, Fc≈3.1KN. Furthermore, based on the moment of inertia of the rotating platform 34 and the required operating speed of the rotating mechanism 3, the required power of the driving motor 31 can be calculated, thereby determining the type selection of the driving motor 31. Furthermore, from the above analysis, it can be seen that Fb corresponding to the first support wheel group 61 is very large, which is the main force-bearing component. To reduce the frictional force between the support wheel 613 and the arc plate 341, thereby reducing the resistance moment generated by it and reducing the required power and volume of the driving motor 31, the support wheel 613 uses a steel wheel with a smaller coefficient of friction. Fa corresponding to the second support wheel group 62 is very small. As a secondary force-bearing component, to reduce the operating noise of the equipment, its support wheel uses a polyurethane wheel.

[0059] Furthermore, when the rotary platform 34 rotates to an angle outside the coverage area of the support wheel assembly 6, the rotary platform 34 is only supported by the slewing bearing 32 in the middle, that is, the support at point C. The stress deformation at points A and B at both ends increases, and the frame 1 is also only subjected to the load at the slewing bearing 32 in the middle, that is, point C, and the displacement at point C increases. Specifically, as Figures 20 to 21 shown, this is the finite element analysis of the displacement deformation of each point of the rotary platform 34 and the frame 1 during the process of the rotary platform 34 outside the coverage area of the support wheel assembly 6 in this embodiment. It can be seen from the figure that during this process, the sum of the displacements of point A is the relative displacement of point A to point C plus the displacement of point C, which is 3.5 mm. Similarly, the sum of the displacements of point B is 2.5 mm. Further, since the transporter does not operate within this angular range, this displacement does not affect the operation of the transporter. However, when the rotary platform 34 rotates close to 180° and enters the coverage area of the support wheel assembly 6 again, there will be a height difference during the rotation process. Furthermore, in order to reduce the equipment jitter caused by this height difference and make the rotational movement of the rotary platform 34 smoother, guide slopes are provided on both sides of the arc plate 341, so that the rotary platform 34 can smoothly cross the height difference caused by this deformation during the process of turning into and out of the coverage area of the support wheel assembly 6.

[0060] Furthermore, in order to reduce the control difficulty of the electrical system for the synchronization of dual motors or multiple motors, the drive mechanism 4 is set as a drive wheel assembly 41 and a driven wheel assembly 42 respectively located on both sides of the middle of the frame 1. The drive wheel assembly 41 is the only power element during the linear motion of the middle car. Specifically, the drive wheel assembly 41 includes a first box body 411. A servo motor 412 is fixed on one side of the first box body 411. A drive wheel 413 driven by the servo motor 412 is provided in the middle of the first box body 411. In order to prevent the drive wheel 413 from slipping during operation, which may cause the loss of the encoder position of the servo motor 412, affect the position control accuracy during the operation of the middle car, and pose a certain safety hazard, therefore, an anti-slip wheel 414 is provided on the other side of the first box body 411. The anti-slip wheel 414 is driven by the servo motor 412 to move synchronously with the drive wheel 413. Further, an anti-slip portion 211 for installing a limit roller is provided on one side of the first track 21. The limit roller interacts with the limit notch on the anti-slip wheel 414 to achieve the anti-slip function. The driven wheel assembly 42 is used as a driven element and includes a second box body 421. A driven wheel 422 is rotatably provided in the second box body 421.

[0061] Specifically, slipping is a common phenomenon when the wheel body is used as a power element. When the driving wheel 413 that supports the centering car is used as the power element, in fact, the friction force between the driving wheel 431 and the contact surface of the first track 21 is relied on as the power for the linear movement of the centering car. Specifically, when the torque force generated by the output torque of the servo motor 412 on the outer circle of the driving wheel 431 is less than or equal to the maximum static friction force between the driving wheel 431 and the contact surface of the first track 21, the torque force and the actual friction force between the driving wheel 431 and the contact surface of the first track 21 are mutual action and reaction forces, equal in magnitude and opposite in direction. Thus, the centering car is normally driven by the actual friction force. When the torque force generated by the output torque of the servo motor 412 on the outer circle of the driving wheel 431 is greater than the maximum static friction force between the driving wheel 431 and the contact surface of the first track 21, due to insufficient friction, the driving wheel 431 idles, and this phenomenon is called the slipping phenomenon. At the same time, another situation is that when the centering car brakes, the inertial force is too large. When the servo motor 412 stops running and the inertial force is greater than the sum of the maximum static friction forces between the driving mechanism 4 and the walking wheel assembly 5 and the track 2, the centering car cannot be braked in time, and the driving mechanism 4 and the walking wheel assembly 5 slide on the track 2, which brings certain potential safety hazards.

[0062] Furthermore, to prevent the above-mentioned idling of the driving wheel 431 and the sliding of the driving mechanism 4 and the walking wheel assembly 5 on the track 2, when the driving mechanism 4 slips, the anti-slip wheel 414 and the anti-slip portion 211 cooperate to prevent idling or brake. Specifically, anti-slip grooves 4141 are provided circumferentially on the side wall of the anti-slip wheel 414, and limiting rollers are evenly distributed on the anti-slip portion 211. When the driving wheel 413 idles or slides, the outer circle of the anti-slip wheel 414 contacts the limiting rollers, generating a compensating torque to push the anti-slip wheel 414 to rotate, thereby driving the driving wheel 413 to rotate or increasing the braking force to prevent the anti-slip wheel 414 from sliding, thereby preventing the overall sliding of the centering car. When the driving wheel 413 runs normally and rotates and rolls along the first track 21, the anti-slip grooves 4141 avoid the limiting rollers, and thus do not interfere with the synchronous rolling of the anti-slip wheel 414 with the driving wheel 413. Therefore, it is necessary to determine the mathematical relationship between the opening size of the anti-slip grooves 4141 and the limiting rollers.

[0063] Specifically, in this embodiment, refer to Figure 22This is the movement process diagram of the anti-slip wheel 414. a1 is the initial position of the movement of the anti-slip wheel 414, a2 is the intermediate position of the movement of the anti-slip wheel 414, and a3 is the end position of the movement of the anti-slip wheel 414. Further, the vertical distance between the center of the anti-slip wheel 414 and the center of the limit roller is D. It can be seen from the figure that the smaller D is, the deeper the cutting depth between the anti-slip wheel 414 and the limit roller, and the better the anti-slip effect. However, the anti-slip wheel 414 needs to move synchronously with the drive wheel 413, and it is restricted by the size of the drive wheel 413 and the size of the track 2. The outer diameter of the drive wheel is greater than or equal to 105 mm. According to the load of the transporter in this embodiment, the outer diameter of the drive wheel 413 is determined to be 150 mm. According to the structural size requirements of this embodiment, the minimum value that D can take is 105 mm. Further, from Figure 22 the a2 state, it can be seen that to ensure that the anti-slip wheel 414 does not interfere with the limit roller when it runs to the intermediate state normally, the maximum value that D1 can take is the difference between the distance D2 from the center of the anti-slip wheel 414 to the center of the limit roller in the a2 state minus the diameter d1 of the limit roller. Further, determine the number of anti-slip grooves 4141. Since this structure is similar to the sprocket drive, referring to the number of sprocket teeth should be an odd number. At the same time, for the convenience of calculation, the angle is evenly divided, and the number of anti-slip grooves 4141 is determined to be 9, that is, the included angle between each anti-slip groove 4141 is 40°. Further, when the drive wheel 413 rotates 40°, the straight-line distance it travels on the track is mm. To ensure that the anti-slip groove 4141 does not interfere with the limit roller during the normal rolling operation of the drive wheel 413 and the anti-slip wheel 414, the center distance between the limit rollers is also determined to be 52.36 mm.

[0064] Furthermore, referring to Figure 23 the b1 state, it can be seen that when the anti-slip wheel 414 rotates and rolls normally by 0° and 40° with the drive wheel 413, the anti-slip groove 4141 and the limit roller are in a matching state, but there are still some angles in the intermediate process in an interfering state. Therefore, it is necessary to find out the interfering angles. Furthermore, the reverse deduction method is adopted. Referring to Figure 23 the b2 state, when the anti-slip wheel 414 rotates to the two sides and is tangent to the two limit rollers respectively, it is the critical state where the anti-slip wheel 414 does not interfere with the limit roller. At this time, the angle of rotation of the anti-slip wheel is 20°, that is, the angle of rotation of a single anti-slip groove 4141 is 20°, and the straight-line distance of the movement of the anti-slip wheel , in this state, the anti-slip wheel 414 will interfere with the limit roller whether it moves forward or backward; further, at this time, the angle between the line connecting the center of the anti-slip groove 4141 to the center of the anti-slip wheel 414 and the line connecting the tangent point of the anti-slip wheel 414 and the limit roller to the center of the anti-slip wheel 414 is 6°. Further, to avoid interference, the opening angle range of the anti-slip groove 4141 must be greater than or equal to 12°. At this time, it can be found that the smaller the diameter of the limit roller, the larger the gap between the anti-slip groove 4141 and the limit roller, and the worse the anti-slip effect. The larger the diameter of the limit roller, the higher the material requirements for assembling the limit roller, and the higher the cost. Preferably, in this embodiment, the diameter of the limit roller is 30 mm; further, the outer diameter of the anti-slip wheel can be obtained to be approximately 186.43 mm. For the convenience of processing and procurement, the outer diameter of the anti-slip wheel is preferably 186 mm; further, referring to Figure 23 The b3 state of Figure 23 is the schematic diagram of the outer shape of the anti-slip wheel 414 after determining the outer diameter D1 of the anti-slip wheel 414 and the specific dimensions of the anti-slip groove 4141 in this embodiment.

[0065] Further, in this embodiment, the normal working process of the anti-slip wheel 414 is as Figure 24 shown, which is the trajectory diagram of the anti-slip wheel 414 rotating and rolling 180° following the driving wheel 413. It can be seen from the figure that when the driving wheel 413 is rotating and rolling normally, the anti-slip wheel 414 rolls synchronously with the driving wheel 413, and each state does not contact the limit roller. Figure 25 For Figure 24 the split state diagram of the anti-slip wheel 414 moving 30° each in Figure 24 . From Figure 25 it can be found that in each state, if the driving wheel 413 has an instantaneous slipping phenomenon, whether it idles in place or slides, the limit card slot of the anti-slip wheel 414 and the limit roller will come into contact, and the limit roller will provide a compensation torque to the anti-slip wheel 414. The anti-slip wheel 414 is pushed to rotate by the compensation torque, and then drives the driving wheel 413 to rotate and roll or brakes to prevent the driving wheel 413 from sliding and translating.

[0066] Furthermore, since the track 2 includes a first track 21 corresponding to the driving mechanism 4 and two second tracks 22 corresponding to the running wheel assemblies 5 on both sides, and the three sets of tracks are independently arranged and connected to the base surface by welding or assembly technology, the parallelism error between the three sets of tracks is difficult to ensure; from the above, it can be seen that the driving force of the middle sports car comes from the friction between the first track 21 and the driving wheel assembly 41. Once on a certain track section, the second tracks 22 on both sides are higher than the first track 21 in the middle, the driving wheel assembly 41 will break away from the track surface of the first track 21, thereby resulting in a loss of driving force; further, in order to avoid power loss during the operation of the middle sports car, and also to better fit the driving mechanism 4 and the running wheel assembly 5 with their respective corresponding tracks, and to provide stable support for the frame 1, a floating elastic setting is adopted for both the driving wheel assembly 41 and the driven wheel assembly 42;

[0067] Specifically, mounting plates 11 are symmetrically provided on both sides of the frame 1, and a limiting groove 111 for installing the first box body 411 and the second box body 421 is opened at the lower end of the mounting plate 11. The first box body 411 and the second box body 421 are slidably connected to the mounting plate 11 through a vertically arranged pin shaft 43. The mounting plate 11 is provided with a shaft sleeve 12 corresponding to the position of the pin shaft 43 and the same number as the shaft sleeve 12. The pin shaft 43 is inserted into the shaft sleeve 12 to guide the first box body 411 or the second box body 421 when it moves in the vertical direction, and transmits the power of the driving wheel assembly 41 to the frame 1. The free floating setting ensures The power transmission process is ensured to be unaffected by the ups and downs of the track 2 or the deformation of the frame 1, thereby ensuring the stability of the power transmission; a baffle 44 is also fixed between the pin shafts 43 to limit the free floating; further, a limiting bolt 45 is provided on the upper end surface of the first box body 411 and the second box body 421, and a spring 46 is sleeved on the limiting bolt 45. The upper end of the spring 46 is in contact with the lower end surface of the limiting groove 111, and the lower end of the spring 46 is in contact with the mounting surface on the first box body 411 or the second box body 421. The spring 46 has a tendency to drive the first box body 411 or the second box body 421 to move downward.

[0068] Specifically, Figure 26 The figure shows a cross-sectional view along the center section of the limiting bolt 45 and the spring 46 when the second rails 22 on both sides are higher than the middle first rail 21. Figure 27 The figure shows a cross-sectional view along the center section of the pin 43 in this state. Figure 27 The middle dotted line indicates that the second rails 22 on both sides are at the same height and have a height difference with the first rail 21. Figure 26It can be seen that in some local areas, due to welding errors or deformations, the second track 22 is higher than the first track 21. When the error or deformation is within the allowable range, the first box body 411 slides downward under the action of the spring 46, thereby ensuring that the driving wheel 413 is always in contact with the first track 21, thus ensuring that there is always friction between the driving wheel 413 and the first track 21 to drive the middle car, and at the same time ensuring the stability of the support of the driving wheel 413 on the frame 1; further, in this state, the normal pressure of the driving wheel 413 on the first track 21 is equal to the sum of the spring forces of all the springs 46; furthermore, from Figure 27 It can be seen that when the baffle 44 contacts the bushing 12, the first box body 411 reaches the maximum allowable floating displacement, and the spring 46 reaches the maximum allowable elongation, and its spring force is the minimum value; furthermore, the driven wheel assembly 42 is the same;

[0069] Specifically, Figure 28 The figure shows a cross-sectional view along the central section of the limit bolt 45 and the spring 46 when the second track 22 on both sides is lower than the first track 21 in the middle. Figure 29 The figure shows a cross-sectional view along the central section of the pin shaft 43 in this state. From Figure 28 It can be seen that in some local areas, due to welding errors or deformations, the second track 22 is lower than the first track 21. When the error or deformation is within the allowable range, the driving wheel 413 is squeezed by the first track 21, and then drives the first box body 411 to float upward, and the spring 46 is compressed by the force. At this time, the spring 46 plays a role in buffering and shock absorption; further, before the first box body 411 reaches the maximum allowable upward floating amount, the normal pressure of the driving wheel 413 on the first track 21 is still equal to the sum of the spring forces of all the springs 46; furthermore, from Figure 29 It can be seen that when the pin shaft 43 contacts the lower end surface of the limit groove 111, the first box body 411 reaches the maximum allowable upward floating amount, and the spring 46 reaches the maximum allowable compression amount, and its spring force reaches the maximum value; furthermore, the normal pressure of the driving wheel 413 on the first track 21 is equal to the pressure of the frame 1 on the first box body 411 and is greater than the sum of the spring forces of all the springs 46; furthermore, the driven wheel assembly 42 is the same;

[0070] Furthermore, since only a single servo motor 412 is provided in the present invention to drive the middle carriage, it is also necessary to check the maximum static friction force between the driving wheels 413 and the first track 21. Specifically, the driving wheels 413 are all rubber-coated wheels. Specifically, in this embodiment, the self-weight of the frame 1 is about 2 KN. As known from the above discussion, the self-weight of the rotating mechanism 3 is about 2 KN, the maximum load on the rotating mechanism is about 6 KN, and the total self-weight of the maximum load plus the middle carriage F1≈6 + 2 + 2 KN = 10 KN. The rolling friction coefficient of the rubber-coated wheel against the track 2 is taken as 0.05. Further, calculated according to this, the total rolling friction resistance f1 of the track 2 against all the walking wheel assemblies 5 and the driving mechanism 4 is 0.05×F1 = 0.5 KN. Further, in this embodiment, the acceleration requirement for the middle carriage is about 0.75 m / s². Let the required driving force F2≥0.75•F1 / g + f1 = 1.25 KN in this embodiment. Further, the maximum static friction force f2 between the first track 21 and the driving wheels 413 needs to be greater than or equal to F2. Furthermore, as known from the above, in most cases, the normal pressure F3 of the driving wheels 413 on the first track 21 is jointly provided by all the springs 46 and is equal to the sum of the spring forces of all the springs 46. The static friction coefficient of the rubber-coated wheel against the track 2 is taken as 0.4. Furthermore, calculated, f2 = 0.4•F3≥F2≥1.25 KN, then F3≥3.125 KN. Furthermore, according to the value of F3 and the product parameter table of the springs 46, the selection of the springs 46 can be determined. In this embodiment, the springs 46 are selected as extra-heavy load rectangular springs;

[0071] Furthermore, since the vehicle transporter involved in this embodiment has a suspended operation stage, an overturning moment that causes the frame 1 to tend to overturn along the length direction due to eccentric load will be generated. At the same time, since the elastic force of the selected springs 46 is very large and only acts on the middle part of the frame 1, in order to eliminate the risk that the frame 1 overturns or the two side walking wheel assemblies 5 are suspended due to being jacked up from the middle by the springs 46 in extreme accidental situations, a limiting part 221 is provided along the length direction on the side wall of the second track 22, and an anti-overturning wheel set 7 corresponding to the limiting part 221 is provided on the frame 1. The anti-overturning wheels on the anti-overturning wheel set 7 are arranged in close contact with the lower end surface of the limiting part 221 to form an inverted buckle structure. Specifically, the anti-overturning wheel set 7 includes a mounting frame 71 for fixing to the frame 1. An anti-overturning wheel 72 is rotatably provided on the mounting frame 71, and an adjustable structure is also provided on the mounting frame 71 to ensure that the anti-overturning wheel 72 is in close contact with the lower end surface of the limiting part 221;

[0072] Furthermore, in order to improve the guiding performance of the mid-range sports car during straight-line motion and reduce the adverse effects such as poor guiding effect and jamming caused by the non-parallelism of multiple tracks due to errors during the welding process, the guiding wheel set 13 of the present invention acts only on a single track; specifically, the guiding wheel set 13 is symmetrically arranged below the frame 1, close to the driving wheel assembly 41 and the driven wheel assembly 42, and is respectively attached to the two side walls of the first track 21. The guiding wheel set 13 includes a fixed guiding wheel 131 on one side of the first track 21 and an adjustable guiding wheel 132 on the other side of the first track 21. The two side surfaces of a single track made of a single profile have good straightness and parallelism. By adjusting the position of the adjustable guiding wheel 132, the fixed guiding wheels 131 and the adjustable guiding wheels 132 on both sides can always be in a state of being closely attached to the first track 21 and having appropriate tightness, thereby providing good guiding performance for the straight-line motion of the mid-range sports car.

[0073] Furthermore, the traveling wheel assembly 5 includes a traveling wheel box body 51, and the traveling wheel box body 51 is fixedly connected to the connecting seats 14 arranged on the side surfaces at both ends of the frame 1. A rotatable traveling wheel 52 is provided inside the traveling wheel box body 51.

[0074] Furthermore, the rotating mechanism 3 further includes a base 35 for fixing the driving motor 31. A driving bracket 36 is provided on the base 35. The output shaft of the driving motor 31 is rotatably connected to the bearing on the driving bracket 36, and the driving gear 33 is located in the middle of the driving bracket 36.

[0075] When using the rotating mid-range sports car for a carrier provided by the present invention, first connect the rotating platform 34 to the carrier. When carrying out the carrying work, the mid-range sports car drives the carrier to move linearly on the track through the driving mechanism 4 while using the rotating mechanism 3 to adjust the angle of the carrier, and transports the carrier to the vehicle carrying position. After the carrier lifts the vehicle, the rotating mechanism 3 resets or rotates 180°, adjusts the vehicle to be parallel to the garage, the driving mechanism 4 drives the vehicle to the designated parking position, and the carrier puts down the vehicle to complete the carrying process.

[0076] Those skilled in the art can easily understand that the above are only the preferred embodiments of the present invention, and are not intended to limit the present invention. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present invention should be included within the protection scope of the present invention.

Claims

1. A rotary middle car for carrying a transporter, characterized in that, It includes: A frame (1), which serves as an installation carrier. There are tracks (2) provided below the frame (1), and the tracks (2) are located in the middle and at both ends of the frame respectively. A rotating mechanism (3), which is located above the frame (1) and is used to carry and adjust the conveying angle of the transporter. It includes a driving motor (31) vertically fixed on the frame (1). There is a slewing bearing (32) at the center position of the frame (1). A driving gear (33) is provided on the output shaft of the driving motor (31). The driving gear (33) and the slewing bearing (32) engage to perform a rotating motion. A rotating platform (34) is coaxially and fixedly connected above the slewing bearing (32). A driving mechanism (4), which is located in the middle of the frame (1) and is elastically connected to the frame (1), and is used to drive the frame (1) to perform a linear motion on the track (2). It includes a driving wheel assembly (41) and a driven wheel assembly (42) respectively located on both sides of the frame (1). Walking wheel assemblies (5) are symmetrically provided on both sides of the driving mechanism (4). A plurality of support wheel assemblies (6), which are respectively located at both ends of the frame (1) and are concentric with the slewing bearing (32), and are used to support the rotating platform (34). The support wheel assembly (6) includes a first support wheel group (61) and a second support wheel group (62) with the same structure and concentric with the slewing bearing (32). The first support wheel group (61) includes a mounting seat (611) for fixing with the frame (1). A support wheel frame (612) is provided in the middle of the mounting seat (611). A support wheel (613) is rotatably connected to the support wheel frame (612). The support wheel (613) is in contact with an arc plate (341) provided at the lower part of the rotating platform (34). The second support wheel group (62) is located at both ends of the frame (1). The first support wheel group (61) is located inside the second support wheel group (62) and above the walking wheel assembly (5). The first support wheel group (61) and the second support wheel group (62) have the same structure.

2. The rotary middle car for carrying a transporter according to claim 1, characterized in that: The driving wheel assembly (41) includes a first box body (411). A servo motor (412) is fixed on one side of the first box body (411). A driving wheel (413) driven by the servo motor (412) is provided in the middle of the first box body (411). An anti-slip wheel (414) is provided on the other side of the first box body (411). The anti-slip wheel (414) is driven by the servo motor (412) to move synchronously with the driving wheel (413). A limiting roller for cooperating with the anti-slip wheel (414) to prevent the driving wheel (413) from slipping is also provided on the track (2). The driven wheel assembly (42) includes a second box body (421). A driven wheel (422) is rotatably provided in the second box body (421).

3. The rotary middle car for carrying a transporter according to claim 2, wherein: On both sides of the frame (1), mounting plates (11) are symmetrically arranged. At the lower end of the mounting plate (11), a limiting groove (111) for mounting the first box body (411) and the second box body (421) is provided. The first box body (411) and the second box body (421) are both movably connected to the mounting plate (11) through a vertically arranged pin shaft (43). On the mounting plate (11), there are bushings (12) corresponding to the position and the same number as the pin shaft (43). The pin shaft (43) is inserted into the bushing (12) for guiding the first box body (411) or the second box body (421) when moving in the vertical direction. A baffle (44) is also fixed between the pin shafts (43).

4. The rotary middle car for carrying a transporter according to claim 3, characterized in that: On the upper end surfaces of the first box body (411) and the second box body (421), limit bolts (45) are provided. A spring (46) is sleeved on the limit bolt (45). The upper end of the spring (46) abuts against the lower end surface of the limiting groove (111), and the lower end of the spring (46) abuts against the mounting surface on the first box body (411) or the second box body (421). The spring (46) has a tendency to drive the first box body (411) or the second box body (421) to move downward.

5. The rotary middle car for carrying a transporter according to claim 1, characterized in that: At the bottom of the mounting seat (611), a support screw (614) for supporting the support wheel frame (612) is provided. On the side wall of the support wheel frame (612), an adjustment groove (6121) for adjusting the mounting height is provided. At the bottom of the mounting seat (611), an adjustment screw (615) for adjusting the mounting height is provided.

6. The rotary middle car for carrying a transporter according to claim 1, characterized in that: The track (2) includes a first track (21) located in the middle of the frame (1) and corresponding to the driving wheel assembly (41) and the driven wheel assembly (42). On one side of the first track (21), an anti-slip portion (211) for mounting a limit roller is provided. On both sides of the first track (21), second tracks (22) corresponding to the walking wheel assemblies (5) are provided respectively. On the side wall of the second track (22), a limiting portion (221) is provided along the length direction. On the frame (1), an anti-overturning wheel group (7) corresponding to the limiting portion (221) is provided. The anti-overturning wheels on the anti-overturning wheel group (7) are arranged in abutting contact with the lower end surface of the limiting portion (221).

7. The rotary middle car for carrying a transporter according to claim 6, characterized in that: Below the frame (1) and symmetrically near the driving wheel assembly (41) and the driven wheel assembly (42), a guiding wheel group (13) is provided. The guiding wheel group (13) is respectively arranged in abutting contact with both side walls of the first track (21). The guiding wheel group (13) includes a fixed guiding wheel (131) located on one side of the first track (21) and an adjustable guiding wheel (132) located on the other side of the first track (21).

8. The rotary middle car for carrying a transporter according to claim 1, characterized in that: The walking wheel assembly (5) includes a walking wheel box body (51). The walking wheel box body (51) is fixedly connected to the connecting seats (14) arranged on both side surfaces of the frame (1) at both ends. A rotatable walking wheel (52) is arranged inside the walking wheel box body (51).

9. The rotary middle car for carrying a transporter according to claim 1, characterized in that: The rotation mechanism (3) further includes a base (35) for fixing the drive motor (31). A drive bracket (36) is provided on the base (35). The output shaft of the drive motor (31) is rotatably connected to a bearing on the drive bracket (36). The drive gear (33) is located in the middle of the drive bracket (36).

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