Automobile tire locking device

Abstract

The invention relates to the technical field of automobile tire locking equipment, and provides an automobile tire locking device which comprises a walking mechanism, an automobile locking mechanism and an in-place detection mechanism. The walking mechanism comprises a walking trolley, a track and a first driving unit, the walking trolley is installed on the track, and the first driving unit is used for driving the walking trolley to move along the track; the vehicle locking mechanism comprises a vehicle locking arm shaft and a second driving unit, the vehicle locking arm shaft and the second driving unit are installed on the walking trolley, and the second driving unit is used for driving the vehicle locking arm shaft to extend outwards or retract; the in-place detection mechanism comprises a vehicle locking connecting arm, a vehicle locking arm blocking shaft and a detection unit, one end of the vehicle locking connecting arm is rotationally supported on the walking trolley, the other end of the vehicle locking connecting arm is connected with the vehicle locking arm blocking shaft, in the process that the walking trolley moves forwards along the track, the vehicle locking arm blocking shaft abuts against the tires, the connecting arm rotates, and then the second driving unit drives the vehicle locking arm shaft to stretch out. The device overcomes the defects in the prior art, and is reasonable in design and convenient to operate.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile tire locking equipment, and in particular to an automobile tire locking device. Background Art

[0002] In cargo distribution facilities like docks and warehouses, it's necessary to lock vehicle tires to prevent accidents caused by vehicle shifting during loading and unloading. Traditionally, a wooden beam is placed under the tire to prevent tire shifting, but this is unreliable. In the prior art, Chinese Utility Model Patent Application No. 201811164753.0 discloses an electronic wheel lock. While this structure forms a protrusion with a first and second square panel to prevent tire shifting, it requires the driver to actively move the wheel to the raised position, which is inconvenient. Therefore, we propose a vehicle tire lock. Summary of the Invention

[0003] The present invention provides a car tire locker, which overcomes the above technical problems and has reasonable design and convenient operation.

[0004] To achieve the above objectives, the present invention is implemented through the following technical solutions:

[0005] A car tire lock device, characterized by comprising:

[0006] Traveling mechanism, locking mechanism and in-position detection mechanism;

[0007] The walking mechanism includes a walking trolley, a track and a first driving unit, wherein the walking trolley is installed on the track, and the first driving unit is used to drive the walking trolley to move forward and backward along the track;

[0008] The locking mechanism includes a locking arm shaft and a second driving unit, which are mounted on the traveling trolley. The second driving unit is used to drive the locking arm shaft to extend away from the outside of the traveling trolley or to retract inward.

[0009] The in-position detection mechanism includes a locking car connecting arm, a locking car arm blocking shaft and a detection unit. One end of the locking car connecting arm is rotatably supported on the walking trolley, and the other end thereof is connected to the locking car arm blocking shaft. The locking car arm blocking shaft extends outward away from the outside of the walking trolley. In the absence of external force, the connecting arm is in a vertically downward extending state under the action of its own gravity and the locking car arm blocking shaft. In the process of the walking trolley moving forward along the track, the locking car arm blocking shaft is against the tire, and the connecting arm rotates. The detection unit is used to detect the rotation angle of the connecting arm. When the rotation angle of the connecting arm reaches a preset value, the second driving unit drives the locking car arm shaft to extend.

[0010] Furthermore, the height of the locking arm shaft and the locking arm blocking shaft is smaller than the radius of the tire.

[0011] Furthermore, the track is a linear track, the first driving unit includes a travel driving cylinder, and the output end of the travel driving cylinder is connected to the travel trolley.

[0012] Furthermore, the second driving unit includes a locking cylinder, which is installed on the traveling trolley. The locking cylinder is arranged along the width direction of the track, and the end of the piston rod of the locking cylinder is connected to the locking arm shaft.

[0013] Furthermore, the end of the locking arm shaft is connected to a locking arm leg.

[0014] Furthermore, the walking trolley is supported on the track by a group of first rollers.

[0015] Furthermore, one of the side plates of the traveling trolley is connected to a limit shaft, and the limit shaft extends into the track groove of the track and is installed with a shaft sleeve.

[0016] Wherein, an adjustment unit capable of being raised and lowered vertically is installed on one of the side panels, and the limiting shaft is installed on the adjustment unit.

[0017] Furthermore, the car locking arm stop shaft includes a first car locking arm stop shaft and a second car locking arm stop shaft, the first car locking arm stop shaft is connected to the car locking connecting arm, and the second car locking arm stop shaft is fixedly connected to the first car locking arm stop shaft and is located in front of the first car locking arm stop shaft.

[0018] Furthermore, the device includes a controller, which is electrically connected to the detection unit, the first driving unit, and the second driving unit.

[0019] The present invention provides a car tire locker with the following beneficial effects: the car locking mechanism and the in-place detection mechanism are synchronously driven forward by the traveling mechanism; when the car locking arm blocking shaft of the in-place detection mechanism contacts the rear side of the tire, the car locking connecting arm is driven to rotate to a preset angle, that is, a signal is sent to the car locking mechanism, the car locking arm shaft extends and moves backward to tighten the tire, forming a limit block for the tire, and can limit and block cars at different parking positions along the front and rear directions of the track. The operation is convenient, the practicability is good, and it is conducive to popularization and use. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 This is a schematic structural diagram of the present invention from a first viewing angle;

[0021] Figure 2 It is a structural schematic diagram of the second viewing angle of the present invention;

[0022] Figure 3 for Figure 2 A partially enlarged schematic diagram of the traveling mechanism, locking mechanism, and in-position detection mechanism;

[0023] Figure 4 for Figure 3 Schematic diagram of the explosion structure;

[0024] Figure 5 This is a schematic diagram of the vehicle locking process of the present invention;

[0025] Figure 6 Schematic diagram comparing the states of the locking mechanism in steps S3 and S4 of the locking process of the present invention.

[0026] In the picture:

[0027] 11. Walking trolley;

[0028] 111, top plate;

[0029] 1111, side extension plate;

[0030] 1112, U-shaped opening;

[0031] 112, side panels;

[0032] 13. First drive unit;

[0033] 131, first travel drive cylinder;

[0034] 132. Second travel drive cylinder;

[0035] 1141, adjustment plate;

[0036] 11411, waist-shaped hole;

[0037] 1142, screw;

[0038] 1143, limit nut;

[0039] 1144, guide column;

[0040] 1145, lock nut;

[0041] 1146, limit axis;

[0042] 1147, rolling bushing;

[0043] 1151, first roller;

[0044] 1152, first roller shaft;

[0045] 12. Track;

[0046] 21. Front bushing;

[0047] 22. Lock the arm shaft;

[0048] 23. Lock the vehicle arm support leg;

[0049] 24. Outrigger floor;

[0050] 25. Second drive unit;

[0051] 31. Rear bushing;

[0052] 32. Locking car connecting arm;

[0053] 331, first locking arm blocking shaft;

[0054] 332. The second locking arm blocks the shaft. DETAILED DESCRIPTION

[0055] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0056] Refer to the attached Figure 1-Figure 4 , a car tire lock device, comprising:

[0057] Traveling mechanism, locking mechanism, in-position detection mechanism and controller;

[0058] The walking mechanism includes a walking trolley 11, a track 12 and a first drive unit 13. The walking trolley 11 is installed on the track 12. The track 12 is a linear track 12. The track 12 is fixed to the ground by bolts, mounting plates and other connectors. The first drive unit 13 is used to drive the walking trolley 11 to move forward and backward along the track 12.

[0059] The locking mechanism and the arrival detection mechanism are respectively located at the front and rear ends of the traveling trolley 11;

[0060] The locking mechanism includes a front shaft sleeve 21, a locking arm shaft 22, and a second drive unit 25. The front shaft sleeve 21 is fixed to the front end of the top plate 111 of the traveling trolley 11, and the locking arm shaft 22 is inserted into the front shaft sleeve 21. The locking arm shaft 22 and the second drive unit 25 are installed on the traveling trolley 11. The second drive unit 25 is used to drive the locking arm shaft 22 to extend outward away from the traveling trolley 11 or retract inward. When the traveling trolley 11 moves forward along the track 12, the locking arm shaft 22 retracted inward will not interfere with the vehicle tire.

[0061] The rear end of the vehicle is locked and the rear end of the vehicle is locked.

[0062] The controller is electrically connected to the detection unit, the first driving unit 13 , and the second driving unit 25 .

[0063] The locking process of the device is as follows:

[0064] Refer to the attached Figure 5 In the state shown in step S1, the car driver drives the car to one side of the track 12, the car body is parallel to the track 12, and the engine is turned off;

[0065] Refer to the attached Figure 5 In the state shown in step S2-1, the walking trolley 11 moves forward along the track 12 under the action of the first driving unit 13. During this process, the locking arm shaft 22 is in a retracted state. Figure 5 In the state shown in step S2-2, after the locking arm blocking shaft contacts the rear side of the tire, the traveling trolley 11 continues to move forward, so the locking arm 32 rotates around the locking axis. When the rotation angle of the locking arm 32 reaches a preset value, it will be detected by the detection unit, and the detection unit will send a detected locking arm blocking shaft in place signal to the controller;

[0066] Refer to the attached Figure 5 In the state shown in step S3, after the controller receives the signal that the locking arm blocking shaft is in place, it will send a start signal to the second driving unit 25, and the second driving unit 25 will drive the locking arm shaft 22 to extend. After the second driving unit 25 extends the locking arm shaft 22, it will send an extension action completion signal to the controller;

[0067] Refer to the attached Figure 5 In the state shown in step S4, after the controller receives the signal that the extension of the locking arm shaft 22 is completed, it will send a retraction signal to the first drive unit 13, and the first drive unit 13 drives the walking trolley 11 to retract, so that the locking arm shaft 22 is synchronously retracted and pressed against the front side of the tire; at this time, refer to the attached Figure 6 Compared with step S3 (shown by the dotted line in the figure), the car locking connecting arm 32 and the car locking arm blocking shaft (the first car locking arm blocking shaft 331 and the second car locking arm blocking shaft 332) will rotate back (but after falling back, the second car locking arm blocking shaft 332 can still contact the car tire).

[0068] The unlocking process of the device is as follows:

[0069] Before the car needs to leave, the limit of the locking arm shaft 22 needs to be released, and steps S4 and S3 are implemented in reverse. The first driving unit 13 drives the walking trolley 11 forward, so that the locking arm shaft 22 moves forward synchronously to achieve the purpose of separating from the tire, avoiding excessive friction between the locking arm shaft 22 and the tire. Then, the first driving unit 13 drives the locking arm shaft 22 to retract inward to release the limit lock on the tire.

[0070] In this embodiment, a locking arm leg 23 is connected to the end of the locking arm shaft 22. When the driver accidentally starts the car with the locking device locked, the tire will tend to move forward, and the locking arm shaft 22 will bend downward due to the pressure of the tire. The locking arm leg 23 will contact the ground and form a support, thereby improving the stability of the support of the locking arm shaft 22 and preventing the car from falling off. At the same time, a support leg floor 24 can be added to the bottom of the locking arm leg 23 to increase the contact area with the ground, so as to further increase the stability of the support of the locking arm leg 23.

[0071] In this embodiment, the first drive unit 13 comprises a travel drive cylinder, the output end of which is connected to the trolley 11. The cylinder can provide significant thrust and load capacity, making it suitable for locking large-tonnage trucks and lorries. Specifically, the travel drive cylinder comprises a first travel drive cylinder 131 and a second travel drive cylinder 132. The first and second travel drive cylinders 131, 132 are spaced apart and arranged parallel to each other from bottom to top along the length of the track 12. The stroke of the first travel drive cylinder 131 is greater than that of the second travel drive cylinder 132. The piston rod end of the first travel drive cylinder 131 is connected to the piston rod end of the second travel cylinder, and the cylinder body of the second travel cylinder is connected to the trolley 11. When the vehicle is parked and its tires are at the initial position (or even the negative position) of the piston rod of the first travel drive cylinder 131, the first travel drive cylinder 131 cannot function (retracts), requiring the second travel cylinder to assist in driving the trolley 11.

[0072] The piston rod ends and cylinder tail ends of the first and second travel cylinders are rotatably connected via pins. The cylinder tail end of the first travel cylinder is rotatably connected to a first vertical pin on the positioning floor. The piston rod of the first travel cylinder and the piston rod of the second travel cylinder are rotatably connected via a second vertical pin. The cylinder tail end of the second travel cylinder is rotatably connected to the side plate 112 of the travel trolley 11 via a horizontal pin.

[0073] In this embodiment, the second driving unit 25 includes a locking cylinder, which is installed on the traveling trolley 11 and arranged along the width direction of the track 12 . The end of the piston rod of the locking cylinder is connected to the locking arm shaft 22 .

[0074] Among them, the tail end of the cylinder body of the car locking cylinder is rotatably connected to the side extension plate 1111 of the top plate 111 through the third vertical pin shaft, and the end of the piston rod of the car locking cylinder is rotatably connected to the car locking arm support leg 23 through the second horizontal pin shaft.

[0075] In this embodiment, the controller is specifically electrically connected to the solenoid valves at the oil inlet and outlet ends of the first travel cylinder, the second travel cylinder, and the locking cylinder. The controller's control circuitry can be easily programmed by those skilled in the art. The provision of a power supply, hydraulic station, and associated hydraulic circuitry is also common knowledge in the art.

[0076] In this embodiment, the walking trolley 11 is driven by a set of first rollers 1151 ( Figure 4 Only a single first roller 1151 is shown; generally, at least two first rollers 1151 are required to be rollingly supported on the track 12. Specifically, the trolley 11 includes a top plate 111 and a pair of parallel side plates 112. The side plates 112 extend downward from the top plate and are disposed on either side of the track 12 in the width direction. A set of first rollers 1151 are rotatably supported between the pair of side plates 112 via roller shafts.

[0077] In this embodiment, the track 12 has an I-shaped cross-section, with one of the side panels 112 connected to a limit shaft 1146. The limit shaft 1146 extends into a track groove of the track 12 and is mounted with a rolling sleeve 1147. An adjustment unit capable of vertical lift is mounted on one of the side panels 112, and the limit shaft 1146 is mounted on the adjustment unit. Specifically, the adjustment unit includes an adjustment plate 1141 for installing a limit shaft 1146, and the adjustment plate 1141 is fitted with one of the side plates 112. A screw 1142 is fixed on the top of the adjustment plate 1141, and the screw 1142 passes vertically through the U-shaped opening 1112 of the top plate 111 and is connected to a limit nut 1143. The adjustment plate 1141 is located on both sides of the limit shaft 1146 and is provided with a pair of waist-shaped holes 11411 along the vertical edge. A pair of guide columns 1144 are installed on one of the side plates 112, and the pair of guide columns 1144 pass through the waist-shaped holes 11411 and are then connected with a locking nut 1145. The locking nut 1145 presses the adjustment plate 1141 tightly against one of the side plates 112.

[0078] In this embodiment, the locking arm blocking shaft includes a first locking arm blocking shaft 331 and a second locking arm blocking shaft 332. The first locking arm blocking shaft 331 is connected to the locking arm connecting arm 32, and the second locking arm blocking shaft 332 is fixedly connected to the first locking arm blocking shaft 331 by welding and is located in front of the first locking arm blocking shaft 331 (see attached Figure 1 The first locking arm blocking shaft 331 and the second locking arm blocking shaft 332 are staggered in the front-to-back direction. On the one hand, the second locking arm blocking shaft 332 is eccentrically arranged relative to the first locking arm blocking shaft 331. When the trolley 11 moves toward the tire, the second locking arm blocking shaft 332 contacts the tire before the first locking arm blocking shaft 331, and drives the first locking arm blocking shaft 331 and the locking connecting arm 32 to rotate (swing). This avoids the problem of a single first locking arm blocking shaft 331 being stuck in place and the locking connecting arm 32 not rotating, especially in rainy days when the tires are slippery and prone to slipping. On the other hand, after the locking connecting arm 32 rotates, the first locking connecting arm blocking shaft 331 and the second locking arm blocking shaft 332 jointly contact the tire, forming multi-point support, increasing friction, and improving the stability of the structure.

[0079] In some embodiments, the detection unit can be a metal induction sensor, which is mounted on the top plate 111 through a bracket. The detection unit can also be an optical sensor, such as an infrared sensor. The transmitting end and the receiving end of the optical sensor are located on the left and right sides of the rotation surface of the locking car connecting arm 32. When the rotation angle of the locking car connecting arm 32 reaches a preset value, it is sensed by the detection unit. In some embodiments, it can also be, refer to the attached Figure 1When the car locking connecting arm 32 is in the initial position, it is sensed by the detection unit. When the rotation angle of the car locking connecting arm 32 reaches the preset value, it is out of the sensing area of ​​the detection unit. The detection unit cannot sense the car locking connecting arm 32. The disappearance of the signal can also be used to determine that the rotation angle of the car locking connecting arm 32 has reached the preset value.

[0080] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply the existence of any such actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or device comprising the element.

[0081] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present invention.

Claims

1. A car tire lock device, characterized in that: include: Traveling mechanism, locking mechanism and in-position detection mechanism; The walking mechanism includes a walking trolley, a track and a first driving unit, wherein the walking trolley is installed on the track, and the first driving unit is used to drive the walking trolley to move forward and backward along the track; The locking mechanism includes a locking arm shaft and a second driving unit, which are mounted on the traveling trolley. The second driving unit is used to drive the locking arm shaft to extend away from the outside of the traveling trolley or to retract inward. The in-position detection mechanism includes a locking car connecting arm, a locking car arm blocking shaft and a detection unit. One end of the locking car connecting arm is rotatably supported on the walking trolley, and the other end thereof is connected to the locking car arm blocking shaft. The locking car arm blocking shaft extends outward away from the outside of the walking trolley. In the absence of external force, the connecting arm is in a vertically downward extending state under the action of its own gravity and the locking car arm blocking shaft. In the process of the walking trolley moving forward along the track, the locking car arm blocking shaft is against the tire, and the connecting arm rotates. The detection unit is used to detect the rotation angle of the connecting arm. When the rotation angle of the connecting arm reaches a preset value, the second driving unit drives the locking car arm shaft to extend.

2. The automobile tire lock device according to claim 1, characterized in that: The heights of the vehicle locking arm shaft and the vehicle locking arm blocking shaft are smaller than the radius of the tire.

3. The automobile tire lock device according to claim 1, characterized in that: The track is a linear track, the first driving unit includes a travel driving oil cylinder, and the output end of the travel driving oil cylinder is connected to the travel trolley.

4. The automobile tire lock device according to claim 3, characterized in that: The travel drive cylinder includes a first travel drive cylinder and a second travel drive cylinder. The first travel drive cylinder and the second travel drive cylinder are parallel and spaced from bottom to top and arranged along the length direction of the track. The stroke of the first travel drive cylinder is greater than the stroke of the second travel drive cylinder. The piston rod end of the first travel drive cylinder is connected to the piston rod end of the second travel cylinder, and the cylinder body of the second travel cylinder is connected to the travel trolley.

5. The automobile tire lock device according to claim 1, characterized in that: The second driving unit includes a locking cylinder, which is installed on the traveling trolley. The locking cylinder is arranged along the width direction of the track, and the end of the piston rod of the locking cylinder is connected to the locking arm shaft.

6. The automobile tire lock device according to claim 5, characterized in that: The end of the car locking arm shaft is connected to the car locking arm support leg.

7. The automobile tire lock device according to claim 1, characterized in that: The traveling trolley is rollingly supported on the track by a group of first rollers.

8. The automobile tire lock device according to claim 7, characterized in that: The walking trolley includes a top plate and a pair of parallel side plates, the pair of side plates extending downward from the top plate and arranged on both sides of the track width direction, and a set of the first rollers are rotatably supported between the pair of side plates through roller shafts; The cross-section of the track is an I-shaped structure, wherein one of the side plates is connected to a limiting shaft, the limiting shaft extends into the track groove of the track and is installed with a shaft sleeve, and an adjustment unit that can be lifted and lowered vertically is installed on one of the side plates, and the limiting shaft is installed on the adjustment unit.

9. The automobile tire lock device according to claim 8, characterized in that: The adjusting unit includes an adjusting plate for installing a limit shaft, the adjusting plate is fitted with one of the side plates, a screw is fixed on the top of the adjusting plate, the screw passes through the top plate of the walking trolley vertically and is connected to a limit nut, the adjusting plate is located on both sides of the limit shaft and is provided with a pair of waist-shaped holes along the vertical edge, a pair of guide columns are installed on one of the side plates, the pair of guide columns pass through the waist-shaped holes and are connected with a locking nut, and the locking nut presses the adjusting plate and one of the side plates into fit.

10. The automobile tire lock device according to claim 1, characterized in that: The car locking arm blocking shaft includes a first car locking arm blocking shaft and a second car locking arm blocking shaft, the first car locking arm blocking shaft is connected to the car locking connecting arm, and the second car locking arm blocking shaft is fixedly connected to the first car locking arm blocking shaft and is located in front of the first car locking arm blocking shaft.

11. The automobile tire lock device according to claim 1, characterized in that: The automobile tire lock device comprises a controller, which is electrically connected to a detection unit, a first drive unit, and a second drive unit.

Images