Swing lifting parking frame

Abstract

The invention discloses a swing lifting parking frame which is matched with vertical, inclined and parallel parking spaces and comprises a supporting frame (1), a swing rail component (6), a translation trolley assembly (7), a motion conversion mechanism and a vehicle carrying plate balance mechanism. The motion conversion mechanism can be matched with a sliding groove / positioning groove in the swing rail through a small idler wheel, and translation is converted into rotation of the car carrying plate (20). The car carrying plate balance mechanism comprises a cross shaft seat (13) with a limiting function and a lug plate (15), and the inclination angle of the car carrying plate is controlled in a multiple mode through forward movement of the gravity center of the hanging frame and an adjusting screw (13-7). In the working process, the power assembly drives the swing rail component (6) to swing so as to achieve lifting, the translation trolley assembly (7) drives the vehicle carrying plate to move and rotate, all actions are completed outside a bottom-layer parking space, and basically no influence is caused on the bottom-layer parking space. The device is adaptive to various parking spaces through a fine adjustment structure, has the advantages of simple structure, low cost and safe and reliable operation, and is suitable for storey-adding transformation of the existing parking lot.

Description

Technical Field

[0001] This invention belongs to the technical field of mechanical parking equipment, specifically relating to a swing-lift parking rack suitable for adding floors to existing ground parking lots. Background Technology

[0002] With the increasing number of vehicles, the parking problem has become increasingly prominent. Adding parking spaces above existing ground-level parking lots is an effective solution, but current technologies have the following problems:

[0003] If the goal is to maintain the number of parking spaces on the ground floor and minimize the impact on their use, the upper vehicle platform needs to perform complex actions such as lifting, rotating, and translating outside the ground floor parking space area, which is technically challenging.

[0004] Existing solutions suffer from complex structures and high costs when implementing the aforementioned composite actions, especially in the case of inclined train berths, where there is still a lack of economically feasible layering technologies.

[0005] Therefore, there is an urgent need in this field for a versatile, simple, and low-cost mechanical parking technology to increase the number of parking spaces on the upper level without significantly affecting the parking on the lower level. Summary of the Invention

[0006] The purpose of this invention is to overcome the shortcomings of the prior art and provide a swing lifting parking rack that is simple in structure, reliable in operation, and low in cost. It is highly versatile and suitable for adding floors above existing parking spaces of various types, such as vertical, diagonal, and parallel.

[0007] To achieve the above objectives, the present invention adopts the following technical solution:

[0008] A support frame is fixed at the corner of the ground parking space, providing the main support for this parking rack. Its specific structure can be adjusted according to the application scenario. For example, in vertical or angled parking applications, a three-dimensional frame structure including front columns, rear columns, longitudinal beams, cross beams, and diagonal braces can be used; in parallel parking applications where space is limited or ground availability needs to be maximized, a simplified cantilever frame structure can be used.

[0009] The cantilever frame structure includes a large base plate, a rear column, an upper longitudinal beam, a front crossbeam, and a rear crossbeam. The large base plate is fixed to the concrete ground using expansion bolts and other connectors. The rear column is vertically fixed to the large base plate. One end of the upper longitudinal beam is fixed to the top of the rear column, and the other end extends cantilevered into the space above the parking space. The front crossbeam is fixed to the cantilevered end at the front of the upper longitudinal beam, and the rear crossbeam is fixed to the inner side of the rear column. This cantilever frame provides stable anchor points through the rear large base plate and rear column, and provides support for the front mechanism through the upper longitudinal beam and front crossbeam of the cantilever. It has the advantages of compact structure, small footprint, and minimal interference with the ground-level parking spaces.

[0010] The support frame is fixed to the concrete ground using conventional methods such as anchor bolts and expansion bolts.

[0011] The swing rail component is a key component for guiding the lifting and rotation of the vehicle platform. Its rear end is hinged to the bracket at the rear of the support frame via a transverse pin. A transverse sliding groove and a longitudinal positioning groove are provided on its longitudinal side, the two grooves intersecting perpendicularly and extending downwards. Its front end is connected to a power assembly (such as an electric hoist) installed at the front of the support frame via a flexible component (such as a chain or wire rope), which drives its up-and-down swing.

[0012] The translation trolley assembly is mounted on the swing rail component via rollers and can move longitudinally along it. A connecting beam assembly is fixedly connected to the bottom of the translation trolley assembly.

[0013] A motion conversion mechanism is disposed between the swing rail component and the connecting beam assembly. The motion conversion mechanism can be configured as a rotary mechanism or a rigid mechanism, which can convert the longitudinal movement of the translation trolley assembly into a composite motion of the mechanism beneath the connecting beam assembly, or maintain its angle unchanged. The motion conversion mechanism has at least two implementation methods:

[0014] First implementation: When configured to convert translation into rotation, the mechanism is a rotating mechanism used to guide the car platform to rotate horizontally during translation to accommodate inclined or perpendicular parking positions. This rotating mechanism includes the connecting beam assembly and a fork-shaped rocker assembly mounted below it. The connecting beam assembly also has a bearing seat at its vertical center, housing a bearing. The fork-shaped rocker assembly is supported in the bearing by a vertical shaft, allowing it to rotate flexibly around the vertical center of the connecting beam assembly. The fork-shaped rocker assembly has a crank arm, with a small roller mounted on the top of the crank pin at its end. This small roller is embedded in the transverse groove or longitudinal positioning groove of the aforementioned swing rail component.

[0015] The second implementation involves slightly adjusting local components when configured to maintain the angle: components such as slides, positioning slots, bearings, and cranks in the aforementioned rotating mechanism are omitted, and some features of the connecting beam assembly are simplified accordingly. This mechanism can be simplified to a rigid connection structure. It is used to maintain the angle of the mechanism below the connecting beam assembly during the longitudinal movement of the translation trolley assembly. Compared to structures with rotating functions, it has the advantages of simpler structure, more reliable operation, and higher economy.

[0016] The vehicle platform balancing mechanism includes a multi-degree-of-freedom hinge structure, the upper part of which is hinged to the motion conversion mechanism, and the lower part is connected to the vehicle platform via a bracket. The multi-degree-of-freedom hinge structure is used to adapt to the attitude adjustment of the vehicle platform during swinging and lifting. In a preferred embodiment, the multi-degree-of-freedom hinge structure includes a cross-shaped axle seat with a limit and ear plates. Furthermore, the longitudinal center of the bracket is offset relative to the longitudinal center of the vehicle platform towards the front of the vehicle by a predetermined distance. This distance is 1 / 30 to 1 / 10 of the wheelbase of the vehicle carried by the vehicle platform. Additionally, a limiting plate is provided at the lower end of the cross-shaped axle seat with a limit. By screwing in the adjusting screws at both ends of the plate, the maximum tilt angle of the vehicle platform can be physically limited, and after adjustment, it is fixed with a lock nut.

[0017] Through the above measures, it was ensured that the vehicle platform maintained a safe forward tilt angle during lifting.

[0018] The working process of this invention is as follows: Initially, the vehicle carrier is placed outside the ground parking space. After the vehicle drives onto the vehicle carrier, the power unit starts, pulling the swing rail component upward through the flexible component, thus raising the entire vehicle carrier mechanism. During this process, the vehicle carrier balancing mechanism automatically maintains the vehicle carrier at a safe downward tilt angle by shifting the center of gravity of the cross axle seat, ear plate, and bracket forward. When the swing rail component swings to a horizontal state, the power unit stops. Subsequently, the translation trolley assembly moves into the parking space. In the initial stage of movement, the small rollers roll in the transverse groove, forcing the fork-shaped rocker assembly to rotate around the vertical center of the connecting beam assembly, thereby driving the vehicle carrier to rotate in the horizontal plane through the vehicle carrier balancing mechanism. When the vehicle carrier rotates to the point where its longitudinal centerline is parallel to the centerline of the parking space, the small rollers just enter and engage with the longitudinal positioning groove. Afterward, the translation trolley assembly continues to move, and the vehicle carrier stops rotating until the predetermined parking position is reached. The vehicle retrieval process is the reverse of the above steps.

[0019] The beneficial effects of this invention are as follows:

[0020] Flexible architecture and broad protection scope: By introducing a "motion conversion mechanism" as a higher-level design, the standard implementation scheme with rotation function and the simplified implementation scheme without rotation function are unified under a single inventive concept. Through the unification of the core structure and the fine-tuning of local components, it can adapt to three mainstream parking space types, achieving the technical effect of adapting to multiple parking space types with a single basic architecture, which demonstrates the high level of inventiveness. This greatly enhances the market adaptability of the product and provides a wider scope for patent protection.

[0021] The number of parking spaces on the ground floor will not be reduced, and the impact on the ground floor parking spaces will be minimal: all access operations will be completed outside the ground floor parking space area, and the use of ground floor vehicles will be basically unaffected.

[0022] Simple and reliable structure: It adopts mature mechanical transmission and structural components, and the core rotation and balancing mechanism is ingeniously designed, with low manufacturing and maintenance costs.

[0023] High safety: The vehicle platform's posture is effectively controlled through multiple mechanisms of the vehicle platform balancing mechanism, ensuring smooth operation.

[0024] Low cost: Compared to complex warehouse-style or tower-style parking garages, it has a significant cost advantage and is easy to promote. Attached Figure Description

[0025] Figure 1 This is an exploded front perspective view of the main component structure of the present invention, showing the assembly relationship of the support frame 1, the swing rail component 6, and the translation trolley assembly 7. The key component numbers correspond to those in claim 1.

[0026] Figure 2 yes Figure 1 Enlarged view of section A.

[0027] Figure 3 This is a reverse perspective view of the swing rail component 6 (mainly showing the transverse slide 6-3 and the longitudinal positioning groove 6-2).

[0028] Figure 4 , Figure 5 These are front and back perspective views of the connecting beam assembly 10 in this invention.

[0029] Figure 6 This is a perspective view of the fork-shaped rocker assembly 11 in this invention.

[0030] Figure 7 This is a perspective view of the cross bearing 13 with limiting position in this invention.

[0031] Figure 8 This is a perspective view of the ear plate 15 in this invention.

[0032] Figure 9 This is a perspective view of Example 1.

[0033] Figure 10 , Figure 11 , Figure 12 , Figure 13 This is a perspective view of the working state of Embodiment 1. Figure 10 The vehicle is in the 'carrier platform ready to stop' state. Figure 11 This indicates the 'vehicle platform has risen to a horizontal position' state. Figure 12 The vehicle platform is in 'rotating' state; Figure 13 This represents the 'vehicle platform in place' state; corresponding to the workflow of Implementation Example 1.

[0034] Figure 14 This is a perspective view of Example 2 (two vertical parking spaces combined), showing the structure after the middle front pillar (1-14) is removed.

[0035] Figure 15 This is a perspective view of Embodiment 3 (parallel parking space), showing the fixing structure of the rear pillar (1-11) and the large base plate (23), as well as the simplified component connection.

[0036] Reference Figures 1-3 A supporting frame 1 is constructed at the corner of the ground parking space, with fork-shaped front columns 1-14 and rear columns 1-11 erected at the four corners of the parking space. The bottom of each column is fixed to two angled connectors a1-12 by two sets of bolts 1-3. Each angled connector a1-12 is fixed to the concrete ground 3 by two sets of expansion bolts 1-13. The upper longitudinal beam 1-4 is placed on top of the left and right front columns 1-14 and rear columns 1-11 respectively. The lower longitudinal beam 1-9 is placed on top of the left and right front columns 1-14 and rear columns respectively. The middle section of 1-11; the rear crossbeam 1-1 is positioned at the same horizontal level behind the two upper longitudinal beams 1-4; the front crossbeam 1-5 is positioned on the front of the upper longitudinal beam 1-4; both ends of the diagonal brace a1-8 are inclined, one end of which is attached to the rear column 1-11, and the other end of which is attached to the concrete ground 3, and is fixed to the concrete ground 3 by angle connector b1-7 and expansion bolts 1-13; both ends of the four diagonal braces b1-10 are also inclined, one end of which is attached to the bottom of the front crossbeam 1-5, and the other end of which is attached to the inside of the front column 1-14. They are connected and fixed by multiple sets of bolts 1-3 through plate connectors 1-2, angle connectors b1-7, and angle connectors c1-6. Two fall arresting crossbars 2 are made of steel profiles and are bolted to the lower longitudinal beam 1-9 to prevent vehicles on the upper level from falling. Each column, longitudinal beam, transverse beam, and diagonal brace can be made of steel or reinforced concrete, which are conventional techniques in this field. Although the various bolt groups have different specifications, these are all common knowledge. To facilitate public understanding of the overall solution of this invention, the different specifications of each bolt group are not individually marked.

[0037] The main body 6-4 of the swing rail component 6 can be made of various steel profiles (such as I-beams, H-beams, and other conventional steel profiles). In this embodiment, I-beams are selected. A rectangular tube 66 and a transverse pin 6-1 are fixed at its rear end, which are hinged to a pair of brackets 5 fixed on the rear crossbeam 1-1, allowing it to swing up and down around the transverse pin 6-1. A baffle 6-5 is welded to its front end. A transverse sliding groove 6-3 and a longitudinal positioning groove 6-2 are provided on its longitudinal side. The transverse sliding groove 6-3 intersects the longitudinal positioning groove 6-2 perpendicularly, with the groove opening facing downwards and through. The front part is connected to the power component 4 installed on the front crossbeam 1-5 of the support frame through a flexible component, which drives its swing. The flexible component and the power component 4 are conventional technologies in the field. The translation trolley component 7 has four rollers 7-1, which are connected to two wall panels 7-5 respectively. After being fixed by double-headed bolts 7-4, nuts a7-3, and connecting beam components 10, it is installed on the swing rail component 6. Reference Figure 1 As one of the driving methods, the geared motor 7-2 is mounted on a wall panel and drives the translation trolley assembly 7 to move longitudinally along the swing rail component 6 via a gear integrated with the rollers. Alternatively, the driving method can be a geared motor driving the trolley assembly 7 longitudinally via a roller chain and sprockets mounted at both ends of the swing rail component 6. These are all conventional techniques in the art and will not be described in detail here. In this embodiment, the translation trolley assembly 7 directly utilizes components of a general-purpose wire rope electric hoist.

[0038] Reference Figure 4 , Figure 5 The four vertically mounted rollers at the four corners of the connecting beam assembly 10 respectively conform to the two side flanges of the swing rail component. When the translation trolley assembly moves longitudinally along the swing rail, they limit the lateral displacement of the connecting beam assembly, ensuring smooth movement. The main body 10-3 is a rectangular tube with two transverse holes 10-2 for passing double-ended bolts 7-4. The main body 10-3 has a hole at its vertical center, on which an upper bearing seat 10-5 is fixed, housing a tapered roller bearing 10-4 (bearing radial and axial forces). A lower bearing seat 10-7 is fixed below, housing a deep groove ball bearing 10-6 (to further bear radial forces). This dual bearing combination ensures that the fork-shaped rocker arm assembly 11 rotates flexibly and stably around the vertical center of the connecting beam assembly 10.

[0039] Reference Figure 6The fork-shaped rocker assembly 11 has an inverted U-shaped main body 11-1 with a pair of transverse hinge holes 11-7. A vertical shaft 11-2 is fixed to the top of the inverted U-shape, one end of which has a thread 11-4 and a positioning end face 11-3. A crank arm 11-8 is welded transversely to the main body 11-1, and a crank pin 11-6 is welded vertically to the end of the crank arm 11-8. A small roller 11-5 is installed at the top of the crank pin 11-6. During assembly, the vertical shaft 11-2 passes through the aforementioned deep groove ball bearing 10-6 and tapered roller bearing 10-4, and is locked by the shaft end nut 8 and the set screw 9, allowing the fork-shaped rocker assembly 11 to rotate flexibly around the vertical center of the connecting beam assembly 10.

[0040] Reference Figure 7 , Figure 2 The function of the limiting cross shaft seat 13 is equivalent to a cross shaft. Its main body 13-6 is a vertical rectangular tube with two pairs of perpendicularly intersecting hinge holes 13-3 and 13-5 machined on the same horizontal plane. A limiting plate 13-2 is welded to the lower end of the main body 13-6, with mounting holes with nuts b 13-1, adjusting screws 13-7, and locking nuts 13-8 at both ends. A sealing plate 13-4 is welded to the upper end of the main body 13-6. A pair of hinge holes 13-3 on the limiting cross shaft seat 13 are hinged to the transverse hinge holes 11-7 of the fork-shaped rocker assembly 11 via a pin 14. A cotter pin 12 is positioned by passing through a hole on the pin 14. The limiting cross shaft seat 13 is also hinged to a short shaft 15-2 on a pair of ear plates 15 via another pair of hinge holes 13-5.

[0041] Reference Figure 8 , Figure 2 The main body 15-3 of the ear plate 15 is machined from a single rectangular steel plate, with a short shaft 15-2 welded to the upper part and two holes 15-1 machined at the lower part. It is fixed to the intermediate longitudinal beam of the bracket 17 by two sets of bolts 16. The four corners of the bracket 17 are connected to the vehicle platform 20 by four hanger rods 18 and bolt sets 19. The bracket 17, hanger rods 18, and the main body of the vehicle platform 20 are all welded from rectangular tubes, which is a common technique.

[0042] Since the weight-bearing ratio of a car's front and rear wheels is generally 6 / 4, shifting the center of gravity forward by 1 / 10 would reduce the weight-bearing ratio to 5 / 5, achieving static balance. However, for safety, it's desirable to maintain a safe forward tilt angle when lifting the vehicle platform 20. After multiple finite element calculations on a computer, shifting the vehicle platform forward by 1 / 30 to 1 / 10 of the wheelbase of the vehicle being carried is ideal. Furthermore, adjusting screws 13-7 are screwed into the nuts b 13-1 at both ends of the limiting plate 13-2 to limit the maximum tilt angle of the vehicle platform 20, ensuring it can only tilt forward, not backward. After adjusting screws 13-7 are in place, they are locked in place with nuts 13-8. Combined with the ramp 20-1 (a standard feature) on the vehicle platform 20, this invention ensures that the vehicle platform 20 maintains a moderate and safe forward tilt (front of the vehicle downward) during lifting, absolutely preventing the carried vehicle from slipping off the vehicle platform 20. Detailed Implementation

[0043] The present invention will be further described in detail below with reference to embodiments and accompanying drawings. It should be understood that the specific embodiments described herein are only for explaining the present invention and are not intended to limit the present invention. In the description of the present invention, it should be understood that the terms "front," "rear," "left," "right," "upper," "lower," "lateral," "longitudinal," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention.

[0044] Example 1 is applied to inclined train parking. (Refer to...) Figure 9 , Figure 1 and Figure 2This embodiment demonstrates a specific structure applied to a 45-degree inclined train parking space. Support Frame: The support frame 1, with front columns 1-14 and rear columns 1-11 as the main vertical supports, is erected at the four corners of the parking space. Upper longitudinal beams 1-4 connect the tops of the front and rear columns, and lower longitudinal beams 1-9 connect the middle. Rear crossbeams 1-1 and 1-5 connect to the upper longitudinal beams 1-4 on the left and right sides, respectively. This three-dimensional frame is fixed to the concrete ground 3 via diagonal braces a 1-8 and b 1-10, as well as angled connectors and plate connectors, and secured with expansion bolts 1-13. Fall arrestor crossbars 2 are installed on the lower longitudinal beams 1-9. Drive and Swing: The main body 6-4 of the swing rail component 6 is made of I-beams, and its rear end is hinged to the bracket 5 on the rear crossbeam 1-1 via a transverse pin 6-1. The electric chain hoist, serving as the power component 4, is mounted on the front crossbeam 1-5. It pulls the front of the swing rail component 6 via a short lifting chain 4-1, driving it to swing up and down. Translation and Rotation: The translation trolley assembly 7 rests on the swing rail component 6 via rollers 7-1. The connecting beam assembly 10 is fixed below the translation trolley assembly 7, with its four corner rollers 10-1 abutting against the flanges of the swing rail component 6 to limit lateral displacement. Motion Conversion Mechanism (Rotation Configuration): In this embodiment, the motion conversion mechanism is configured to convert translation into rotation. The vertical center of the connecting beam assembly 10 has a bearing seat housing a tapered roller bearing 10-4 and a deep groove ball bearing 10-6. The fork-shaped rocker assembly 11 is supported within this pair of bearings via a vertical shaft 11-2. The top of the crank arm 11-8 of the fork-shaped rocker assembly 11 has a small roller 11-5, which is embedded in the lateral groove 6-3 and the longitudinal positioning groove 6-2 of the swing rail component 6. The vehicle platform balancing mechanism: The fork-shaped rocker assembly 11 is hinged to the limiting cross axle seat 13 via a pin 14. The limiting cross axle seat 13 is then hinged to the bracket 17 via an ear plate 15. The limiting cross axle seat 13, the ear plate 15, and the related hinge structures together constitute the multi-degree-of-freedom hinge structure. The bracket 17 is rigidly connected to the vehicle platform 20 via a hanger 18. Key parameters and effects: The longitudinal centerline of the bracket 17 is offset relative to the longitudinal centerline of the vehicle platform 20 towards the front of the vehicle by 1 / 30 to 1 / 10 of the wheelbase of the vehicle it carries. This offset design, in conjunction with the aforementioned multi-degree-of-freedom hinge structure, allows the vehicle platform 20 to rotate around the transverse and longitudinal axes during lifting and lowering, and ultimately maintains a safe tilt towards the front of the vehicle.

[0045] Vehicle 21 is the bottom-level vehicle, and vehicle 22 is the top-level vehicle. The workflow is as follows: Figures 10 to 13 As shown in the attached diagram, the description is as described above and will not be repeated here.

[0046] Example 2 (combining two perpendicular parking spaces). See reference... Figure 14This embodiment shares the same core structure as Embodiment 1. The main difference lies in the support frame, which, to accommodate the combined use of two vertical parking spaces, omits one of the central front columns and its associated longitudinal beams. This aims to further reduce the impact on ground parking and pedestrian access in narrow parking spaces. The crossbeams have been correspondingly lengthened. These structural modifications are readily conceived and implemented by those skilled in the art based on actual site conditions.

[0047] Example 3 is applied to a cantilever frame structure for parallel parking spaces. (Refer to...) Figure 15 This embodiment demonstrates a simplified structure suitable for parallel parking spaces. Support Frame: The support frame 1 adopts a cantilever frame structure. It includes a large base plate 23 fixed to the concrete ground 3 by expansion bolts 1-13, and a rear column 1-11 fixed to the large base plate 23. One end of the upper longitudinal beam 1-4 is fixed to the top of the rear column 1-11, and the other end extends cantilevered over the parking space. The front crossbeam 1-5 and the rear crossbeam 1-1 are respectively fixed to the front of the upper longitudinal beam 1-4 and the inner side of the rear column 1-11. The anti-fall crossbar 2 is fixed to the rear column 1-11. Drive and Swing: The rear end of the swing rail component 6 is also hinged to the bracket 5 on the rear crossbeam 1-1 via a transverse pin 6-1, and the front is pulled by the power component 4 through a flexible member to achieve up-and-down swinging. Translation and Motion Conversion Mechanism (Rigid Configuration): In this embodiment, the motion conversion mechanism is configured to maintain the angle. It is a rigid mechanism, therefore:

[0048] The oscillating rail component 6 does not have a transverse sliding groove 6-3 and a longitudinal positioning groove 6-2.

[0049] The vertical center of the connecting beam assembly 10 only has a through hole, and no bearing seat or bearing is provided.

[0050] The fork-shaped rocker assembly 11 does not have a crank arm 11-8, a crank pin 11-6, or a small roller 11-5. During assembly, the vertical shaft 11-2 of the fork-shaped rocker assembly 11 is directly inserted into the through hole of the connecting beam assembly 10, and is rigidly connected to the connecting beam assembly (10) through the shaft end nut (8) and the set screw (9), thereby maintaining the angle of the lower mechanism unchanged during translation. Car platform balancing mechanism: The multi-degree-of-freedom hinged structure of the car platform balancing mechanism has a preferred implementation that is the same as in embodiment 1, and may also include a cross axle seat 13 with a limit, a lug 15, and a bracket 17. The bracket 17 also has an offset design towards the front of the vehicle to ensure the safe tilting posture of the car platform 20.

[0051] Although the above embodiments do not show the electrical control box, limit switches, and other automated control components in detail, those skilled in the art should understand that, in order to achieve automatic operation of the equipment, installing limit switches or position sensors at the swing limit position of the swing rail component 6 and the end point of the movement path of the translation trolley component 7, and setting up an electrical control box to coordinate the control of the power component 4 and the translation trolley drive motor, is a conventional technical means in the field, and its specific selection and installation do not affect the core innovation of the present invention.

[0052] In this embodiment 3, the columns, longitudinal beams, and crossbeams are made of Q 235 rectangular tubing and channel steel. The main body 6-4 of the swing rail component 6 is made of 22b I-beams. In all embodiments, the car platform is made of Q 235 rectangular tubing, the rectangular tubing used for the crossbeams of the car platform is 150*60*3, the rectangular tubing used for the longitudinal beams of the car platform is 60*60*2, and the rectangular tubing used for the side beams of the car platform is 70*50*2.

Claims

1. A swing-lift parking rack, comprising a support frame (1) fixed to the corner of a ground parking space, characterized in that, Also includes: The swing rail component (6) has its rear end hinged to the rear of the support frame (1) via a transverse pin (6-1), and its front end connected to the power assembly (4) installed at the front of the support frame (1) via a flexible member. The power assembly (4) drives the swing rail component (6) to swing up and down. The translation trolley assembly (7) is mounted on the swing rail component (6) via rollers (7-1) and can move longitudinally along it; The connecting beam assembly (10) is fixed below the translation trolley assembly (7); A motion conversion mechanism is connected between the connecting beam assembly (10) and the swing rail component (6). The motion conversion mechanism can be configured as a rotating mechanism or a rigid mechanism, which can convert the longitudinal movement of the translation trolley assembly (7) into the rotational movement of the mechanism below the connecting beam assembly (10), or maintain its angle unchanged. The vehicle platform balancing mechanism is hinged at the upper part to the motion conversion mechanism and connected to the vehicle platform (20) at the lower part via a bracket (17). The vehicle platform balancing mechanism includes a multi-degree-of-freedom hinge structure, which includes a cross axle seat (13) with a limit and an ear plate (15). The longitudinal center of the bracket (17) is offset relative to the longitudinal center of the vehicle platform (20) towards the front of the vehicle by a preset distance, which is 1 / 30 to 1 / 10 of the wheelbase of the vehicle carried by the vehicle platform (20). The multi-degree-of-freedom hinge structure allows the vehicle platform (20) to rotate around the lateral and longitudinal axes during swinging and lifting.

2. The swing-lift parking frame according to claim 1, characterized in that, When the motion conversion mechanism is configured to convert translation into rotation, it is a rotation mechanism, comprising: a transverse sliding groove (6-3) and a longitudinal positioning groove (6-2) provided on one longitudinal side of the swing rail component (6), the two grooves intersecting perpendicularly, with the groove openings facing downwards and penetrating; a bearing seat provided at the vertical center of the connecting beam assembly (10), and a bearing installed in the bearing seat; the bearing includes an upper tapered roller bearing (10-4) and a lower deep groove ball bearing (10-6); a fork-shaped rocker assembly (11) is rotatably supported in the bearing by a vertical shaft (11-2) fixed at its top, the... The fork rocker assembly (11) is provided with a crank arm (11-8), and a crank pin (11-6) is vertically fixed at the end of the crank arm (11-8). A small roller (11-5) is installed at the top of the crank pin (11-6). When the translation trolley assembly (7) moves longitudinally, the small roller (11-5) first rolls along the transverse slide groove (6-3), driving the fork rocker assembly (11) to rotate around the vertical center of the connecting beam assembly (10). When the vehicle platform (20) rotates to be parallel to the center line of the parking space, the small roller (11-5) enters the longitudinal positioning groove (6-2) and locks the rotation angle.

3. The swing-lift parking frame according to claim 2, characterized in that, The support frame (1) is fixed at the corner of the ground parking space, including: a front column (1-14) and a rear column (1-11) erected at the corner of the ground parking space; an upper longitudinal beam (1-4) connecting the top of the front column (1-14) and the rear column (1-11), and a lower longitudinal beam (1-9) in the middle; a rear cross beam (1-1) connecting the rear of the two upper longitudinal beams (1-4) and a front cross beam (1-5) connecting the front; the support frame (1) is fixed to the concrete ground (3) by diagonal braces (1-8, 1-10) and connectors (1-6, 1-7, 1-12), and a fall-prevention crossbar (2) is fixed on the lower longitudinal beam (1-9).

4. The swing-lift parking frame according to claim 1, characterized in that, When the motion conversion mechanism is configured to maintain the angle, it is a rigid mechanism, wherein: the swing rail component (6) is not provided with a transverse slide groove (6-3) and a longitudinal positioning groove (6-2); the vertical center of the connecting beam assembly (10) is provided with a through hole, and no bearing seat and bearing are provided; the fork rocker assembly (11) is not provided with a crank arm (11-8), a crank pin (11-6) and a small roller (11-5), and its top fixed vertical shaft (11-2) is inserted into the through hole and is rigidly connected to the connecting beam assembly (10) through a shaft end nut (8) and a set screw (9) to maintain the angle of the lower mechanism unchanged.

5. The swing-lift parking frame according to claim 4, characterized in that, The supporting frame (1) is a cantilever frame, including a large base plate (23), a rear column (1-11), an upper longitudinal beam (1-4), a front crossbeam (1-5), and a rear crossbeam (1-1); the large base plate (23) is fixed to the concrete ground (3) by expansion bolts (1-13); the rear column (1-11) is fixed to the large base plate (23); one end of the upper longitudinal beam (1-4) is fixed to the top of the rear column (1-11), and the other end extends cantilevered above the parking space; the front crossbeam (1-5) is fixed to the front of the upper longitudinal beam (1-4), and the rear crossbeam (1-1) is fixed to the inner side of the rear column (1-11); a fall arrestor (2) is also fixed on the rear column (1-11).

6. The swing-lift parking frame according to claim 1, characterized in that, The four corners of the connecting beam assembly (10) are vertically mounted with four rollers (10-1) that cooperate with the swing rail component (6).

7. The swing-lift parking frame according to claim 1, characterized in that, In the vehicle platform balancing mechanism, the main body of the limiting cross shaft seat (13) is a vertical rectangular tube, and two pairs of mutually perpendicular hinge holes are provided on the same horizontal plane. One pair of hinge holes (13-3) is hinged to the transverse hinge hole (11-7) of the fork rocker assembly (11) through a pin (14), and the other pair of hinge holes (13-5) is hinged to the short shaft (15-2) on the ear plate (15). The ear plate (15) is fixedly connected to the bracket (17) through a bolt group (16). A limiting plate (13-2) is welded to the lower end of the limiting cross shaft seat (13). The two ends of the limiting plate (13-2) are provided with a nut b (13-1), an adjusting screw (13-7) and a locking nut (13-8). The maximum tilt angle of the vehicle platform (20) is limited by the adjusting screw (13-7), and the locking nut (13-8) is used to fix the position of the adjusting screw (13-7). The bracket (17) is rigidly connected to the vehicle platform (20) through the hanger (18).

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