Rear cantilever type two-wheeled electric garage lifting system

Abstract

The invention belongs to the technical field of lifting and control systems, and particularly relates to a rear cantilever type two-wheeled electric garage lifting system which comprises a bearing frame, a lifting platform, a rear cantilever lifting mechanism, a vehicle attitude sensing array, a dynamic path planning module, a servo centering execution mechanism and a system main controller. The vehicle posture sensing array is fixedly installed in the entrance area of the bearing frame and used for collecting posture data of the two-wheeled electric vehicle entering the parking space in real time. And the dynamic path planning module receives the pose data from the vehicle pose sensing array, and calculates and generates a dynamic adjustment path required by the vehicle in real time based on a preset ideal parking pose and a platform centering target position. The system main controller coordinates and controls cooperative work of the vehicle attitude sensing array, the dynamic path planning module, the servo centering execution mechanism and the rear cantilever lifting mechanism, and full-process automatic operation from vehicle entering, automatic centering to final lifting is achieved.

Description

Technical Field

[0001] This invention belongs to the field of lifting and control system technology, specifically a rear cantilever two-wheeled electric garage lifting system. Background Technology

[0002] In the field of modern urban parking facilities, multi-level parking garages and automated parking systems, as key technologies for resolving the contradiction between scarce land resources and a surge in the number of vehicles, have become an important component of urban infrastructure. Among these, specialized storage, retrieval, and lifting technologies for two-wheeled electric vehicles are a significant branch of this field, with the core objective of achieving efficient, safe, and automated vehicle storage.

[0003] For example, patent publication number CN111993916A relates to a cantilevered lifting electric vehicle charging station. Addressing the safety issues arising from the failure to promptly store charging cables in the charging box after use, this invention employs a lifting structure to fix the charging gun to a base. When the charging gun needs to be used, pressing the lower button on the remote control lowers the base to a suitable position. After use, placing the charging gun on the base and pressing the raise button on the remote control returns the base to its original position, thus avoiding the safety hazard caused by charging cables being damaged by friction on the ground. It primarily solves the safety and applicability issues of wall-mounted and floor-mounted charging stations in underground parking garages.

[0004] Among them, the rear cantilever lifting system, as a garage solution specifically designed for two-wheeled electric vehicles, achieves stable lifting and translation of the rear of the vehicle through a cantilever structure. Existing technologies generally rely on users manually driving the vehicle into and aligning it with the lifting platform. However, in the confined space of residential or underground garages, user operation faces significant difficulties: the alignment process between the vehicle and the lifting platform lacks effective guidance, resulting in large parking position deviations, long operation times, and a high risk of collisions between the vehicle and surrounding facilities.

[0005] Furthermore, manual alignment requires a high level of driving skill from the user, and in low light or confined space conditions, it further exacerbates the difficulty of operation and safety risks, severely restricting the actual efficiency and user experience of this type of system.

[0006] Therefore, a rear-cantilever two-wheeled electric vehicle garage lifting system is proposed to address the above problems. Summary of the Invention

[0007] The purpose of this invention is to address the shortcomings of existing technologies by providing a rear-cantilevered two-wheeled electric vehicle garage lifting system, thereby solving the technical problems mentioned in the background art.

[0008] To address the above technical problems, the following technical solution is adopted: a rear-cantilever two-wheeled electric vehicle garage lifting system. This system includes a support frame, a lifting platform, a rear cantilever lifting mechanism, a vehicle attitude sensing array, a dynamic path planning module, a servo centering actuator, and a system main controller. The support frame provides structural support for the system and defines the parking space boundaries. The lifting platform is connected to the support frame via the rear cantilever lifting mechanism and is used to support the two-wheeled electric vehicles and achieve vertical lifting movement. The vehicle attitude sensing array is fixedly installed in the entrance area of ​​the support frame to collect the position and posture data of the two-wheeled electric vehicles entering the parking space in real time. The dynamic path planning module receives the position and posture data from the vehicle attitude sensing array and, based on a preset ideal parking posture and the platform's centering target position, calculates and generates the dynamic adjustment path required for the vehicle in real time. The servo centering actuator, according to the adjustment path instructions output by the dynamic path planning module, performs fine-tuning in the lateral and angular directions on the two-wheeled electric vehicles on the lifting platform, ensuring precise alignment with the preset centering position. The system's main controller coordinates and controls the collaborative work of the vehicle attitude sensing array, dynamic path planning module, servo centering actuator, and rear cantilever lifting mechanism to achieve fully automated operation from vehicle entry and automatic centering to final lifting.

[0009] Preferably, the vehicle attitude sensing array consists of multiple sets of optical ranging sensors and image acquisition units. The optical ranging sensors measure the relative distances between the vehicle's front wheels, rear wheels, and sides and the sensor array in a non-contact manner. The image acquisition units simultaneously capture top-view contour images of the vehicle. The system's main controller fuses the optical ranging data and image contour data, and uses triangulation and contour feature matching algorithms to calculate in real time the vehicle's lateral offset, longitudinal offset, and yaw angle relative to the lifting platform.

[0010] Preferably, the dynamic path planning module incorporates a path optimization algorithm. This algorithm uses the vehicle's current position and attitude as the initial state, a preset centering target position and attitude as the target state, and vehicle kinematic constraints and platform boundary conditions as constraints to solve for a smooth and collision-free adjustment trajectory in real time. This adjustment trajectory is further discretized into a series of continuous path points and corresponding desired attitude angle sequences, serving as the control input for the servo centering actuator.

[0011] Preferably, the servo centering actuator includes a set of lateral translation components and a set of rotary centering components. The lateral translation components are mounted below the lifting platform, and their drive source is a precision ball screw linear module, which drives the lifting platform and the vehicle above it to move laterally with precision via a servo motor. The rotary centering components are integrated into the surface of the lifting platform, and their core consists of multiple independently controllable electric push rods, which act on both sides of the vehicle's front wheels. By controlling the extension and retraction stroke difference of the multiple electric push rods, torque is generated acting on the front wheels, thereby achieving a small-amplitude rotational movement of the vehicle around its geometric center.

[0012] Preferably, the alignment control process executed by the system's main controller is as follows: First, the vehicle attitude sensing array continuously collects vehicle pose data until the system determines that the vehicle has completely entered the effective area of ​​the lifting platform. Next, the dynamic path planning module starts path calculation based on the current vehicle pose, generating a complete dynamic adjustment path. Subsequently, the system's main controller instructs the servo alignment actuator to sequentially perform lateral translation and rotation alignment actions, driving the vehicle to move along the planned path. During the adjustment process, the vehicle attitude sensing array provides closed-loop feedback, and the dynamic path planning module performs path replanning based on real-time pose data to eliminate accumulated errors. When the system's main controller determines that the deviation between the vehicle's current position and the target position is less than a preset tolerance threshold, the alignment process is complete, and the system's main controller then activates the rear cantilever lifting mechanism to perform the vehicle lifting operation.

[0013] Preferably, the rear cantilever lifting mechanism employs a dual-winch synchronous drive scheme. This mechanism includes multiple wire rope winch units arranged on both sides of the supporting frame. Each wire rope winch unit consists of a servo motor, reducer, electromagnetic brake, and drum. The servo motors of the multiple wire rope winch units receive synchronous pulse signals from the system's main controller, ensuring the lifting platform maintains a horizontal posture throughout the lifting process. The system's main controller also monitors the tension data of the multiple wire ropes in real time. When a tension difference exceeds a safety threshold, it immediately activates a correction algorithm to adjust the motor torque output, ensuring a smooth and safe lifting process.

[0014] Preferably, the system also integrates a safety protection subsystem. This subsystem includes a light curtain obstacle detection unit and a vehicle attitude anomaly monitoring unit. The light curtain obstacle detection unit forms multiple light beam barriers within the operating area of ​​the lifting platform; any beam blocked is considered an obstacle, and the system's main controller immediately suspends the lifting operation. The vehicle attitude anomaly monitoring unit continuously analyzes data from the vehicle attitude sensing array during vehicle alignment and lifting. If it detects an unexpected change in tilt angle or displacement of the vehicle, it is determined to be an attitude anomaly, and the system's main controller will also stop the current operation and issue an alarm.

[0015] Preferably, the system's main controller establishes a wireless communication connection with the user terminal. During the automatic vehicle alignment and lifting process, the main controller pushes key status information, including real-time pose deviation, alignment progress percentage, and operation completion status, to the user terminal for visual display. The user terminal also has the capability to send emergency stop commands to the main controller.

[0016] The beneficial effects of this invention are:

[0017] This invention integrates a vehicle attitude sensing array, a dynamic path planning module, and a servo centering actuator to construct a complete automated centering control system, completely replacing the traditional mode that relies on manual driving alignment by the user. This system can automatically guide the vehicle to a preset centering position precisely, significantly reducing the demands on the user's driving skills, effectively eliminating the risk of vehicle scratches due to improper operation in confined spaces, and greatly improving the system's operational safety and user experience.

[0018] The dynamic path planning module enables online trajectory optimization and replanning based on the vehicle's real-time pose, ensuring the smoothness and optimality of the adjusted path. Combined with the high-precision drive capability of the servo centering actuator, the system can quickly converge pose deviations, accurately positioning the vehicle within millimeter-level tolerances. This closed-loop feedback and real-time adjustment mechanism makes the entire centering process not only highly accurate but also time-efficient, significantly improving the parking garage system's access efficiency and throughput.

[0019] By employing a multi-sensor fusion vehicle attitude perception solution, combined with a highly reliable rear-cantilever dual-winch synchronous lifting mechanism and a multi-layered safety protection subsystem, a highly reliable and safe automated operating environment is formed. The system can operate stably under complex working conditions and respond promptly to various abnormal situations, ensuring the safety of the vehicle and equipment itself. This makes the rear-cantilever two-wheeled electric garage lifting system particularly suitable for space-constrained civilian and underground parking garage scenarios with high requirements for automation and safety. Attached Figure Description

[0020] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] In the attached diagram:

[0022] Figure 1 This is a schematic diagram of the overall technical solution architecture of the rear cantilever two-wheeled electric vehicle garage lifting system proposed in this invention.

[0023] Figure 2 This is a schematic diagram of the core principle framework of the vehicle automatic centering control system in this invention;

[0024] Figure 3 This is a schematic diagram of the collaborative working framework between the rear cantilever lifting mechanism and the safety protection subsystem in this invention. Detailed Implementation

[0025] The exemplary embodiments of this disclosure are described below with reference to the accompanying drawings, including various details of the embodiments to aid understanding, and should be considered merely exemplary. Therefore, those skilled in the art will recognize that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of this disclosure. Similarly, for clarity and brevity, descriptions of well-known functions and structures are omitted in the following description.

[0026] Specific implementation examples are given below.

[0027] Example 1

[0028] Please refer to the appendix. Figure 1 This embodiment details the specific technical implementation of a rear-cantilever two-wheeled electric garage lifting system. The system aims to solve the core problem of difficulty in manually aligning a user's vehicle with the lifting platform in confined spaces. Through the collaborative work of highly automated sensing, planning, and execution units, it achieves fully unmanned operation of the entire process from vehicle entry and precise alignment to safe lifting.

[0029] The load-bearing frame forms the mechanical structural foundation and spatial boundary of the entire system. Constructed from high-strength rectangular steel tubing, its internal dimensions strictly limit the length, width, and height of the parking space. The bottom of the load-bearing frame is securely connected to the building foundation using chemical anchors, ensuring the overall structural stability. A spacious opening is designed on the side of the load-bearing frame facing the user entrance, facilitating entry for two-wheeled electric vehicles. The top beam and side columns of the load-bearing frame have pre-embedded connecting plates and cable trays for installing other components. The overall design of the load-bearing frame must meet static strength requirements and stiffness indicators under dynamic loads, ensuring that deformation remains within permissible limits during lifting operations and external excitation.

[0030] The lifting platform is the core component that directly supports the two-wheeled electric vehicle. Its main structure is a large rectangular steel plate with an anti-slip treatment to increase tire traction. The platform's dimensions are carefully designed: its length accommodates the wheelbase of most two-wheeled electric vehicles on the market, while its width ensures the vehicle can remain fully positioned on the platform even with slight deviations. Lifting lugs are located at the four corners of the lifting platform for connecting to the ends of the steel cables of the rear cantilever lifting mechanism. Reinforcing ribs are welded to the bottom of the lifting platform to prevent excessive bending under load. A low-height guide ramp is installed near the entrance edge of the lifting platform to facilitate a smooth ride onto the platform. The lifting platform internally houses the drive components of the servo centering actuator and some sensor cables.

[0031] The rear cantilever lifting mechanism is responsible for driving the lifting platform and the load above it to move vertically up and down. Please refer to the attached document. Figure 3 The rear cantilever lifting mechanism employs a dual-winch synchronous drive system. This mechanism comprises two completely independent wire rope winch units, installed on the top support structures on the left and right sides of the load-bearing frame, respectively. Each wire rope winch unit consists of a servo motor, a planetary gear reducer, a normally closed electromagnetic brake, and an alloy steel drum as its core drive unit. The servo motor is directly connected to the reducer input shaft via a flange, while the reducer output shaft transmits power to the drum via a keyway. The electromagnetic brake is integrated into the tail of the servo motor, automatically engaging the motor shaft in the event of a power outage for safe stopping. One end of the wire rope is fixed to the drum by a pressure plate, and the other end, after passing over the top fixed pulley group, descends vertically and connects to the corresponding lifting lug of the lifting platform using an alloy shackle. The system's main controller sends synchronous pulse control signals to the two servo motors, ensuring that the rotation angle, speed, and direction of the two motors are completely consistent. This ensures that the lifting platform maintains a horizontal posture throughout the lifting process, avoiding the risk of platform tilting and vehicle slippage due to uneven lifting force.

[0032] The vehicle attitude sensing array is fixedly installed in the entrance area of ​​the supporting frame. Its core function is to collect precise pose data of two-wheeled electric vehicles entering the parking space in real time without contact. This array consists of multiple sets of optical ranging sensors and a high-resolution image acquisition unit. The optical ranging sensors use the laser phase ranging principle, achieving a measurement accuracy of ±1 millimeter. These sensors are divided into three functional groups: front wheel ranging, rear wheel ranging, and vehicle side ranging. The front wheel ranging group contains two sensors arranged at a certain angle, used to calculate the lateral and longitudinal coordinates of the front wheel center using triangulation. The rear wheel ranging group uses a similar configuration to calculate the rear wheel center coordinates. The vehicle side ranging group consists of multiple sensors distributed laterally, used to measure the distance sequence from the vehicle side to the sensors, assisting in determining the vehicle's attitude. The image acquisition unit uses a global shutter industrial camera equipped with a wide-angle lens, installed in the center above the entrance, overlooking the entire lifting platform and the area in front. This camera continuously captures top-down contour images of the vehicle at a rate of thirty frames per second during vehicle entry. The system's main controller runs a data fusion algorithm that simultaneously receives raw distance data from all optical ranging sensors and digital images transmitted from the image acquisition unit. The algorithm first preprocesses the images, including grayscale conversion, Gaussian filtering for noise reduction, and binarization segmentation, extracting the overall vehicle contour pixel set. Subsequently, the algorithm performs spatiotemporal registration of the optical ranging data and the image contour data, and based on known sensor mounting geometry parameters, uses an extended Kalman filter framework to calculate in real-time the vehicle's current lateral offset from the origin, longitudinal offset from the origin, and yaw angle of the vehicle's longitudinal axis relative to the platform's centerline in the lift platform coordinate system. This calculation process updates fifty times per second, providing high-frequency, high-precision status feedback for subsequent path planning.

[0033] The dynamic path planning module is the core of the automatic centering system's intelligent decision-making. Please refer to the appendix. Figure 2This module runs as software within the high-performance computing core of the system's main controller. The dynamic path planning module receives real-time vehicle pose data from the vehicle attitude sensing array, including lateral offset, longitudinal offset, and yaw angle. The module pre-stores a preset ideal parking posture and a platform centering target position, typically defined as the geometric center of the lifting platform with a target attitude angle of zero degrees. The path optimization algorithm built into the dynamic path planning module uses the vehicle's current pose as the initial point, the centering target position and posture as the endpoint, and the vehicle's kinematic constraints and the effective boundaries of the lifting platform as hard constraints to solve for the real-time trajectory. The vehicle's kinematic constraints consider the vehicle's minimum turning radius and maximum steering angular velocity. The platform boundary conditions ensure that no point on the planned path causes any part of the vehicle to exceed the platform edge. The path optimization algorithm employs a numerical optimization method, the core of which is solving a constrained nonlinear optimization problem. The objective function aims to simultaneously minimize the adjustment time and path curvature. The mathematical expression of this optimization problem is as follows:

[0034] The objective function is: ,

[0035] Where v(t) represents the synthetic adjustment velocity at time t, κ(t) represents the path curvature at time t, and ω1 and ω2 are weighting coefficients used to balance the adjustment velocity and stationarity.

[0036] After solving this optimization problem, the algorithm outputs a smooth, continuous, and collision-free adjustment trajectory from the initial state to the target state. This continuous trajectory is then discretized into a series of pathpoints with uniform time intervals. Each pathpoint contains a desired lateral coordinate, longitudinal coordinate, and yaw angle. This sequence of pathpoints, together with the corresponding desired attitude angle sequence, constitutes the control command set for the servo centering actuator.

[0037] The servo centering actuator is the physical implementation unit of the dynamic path planning instructions, responsible for high-precision lateral and rotational fine-tuning of the two-wheeled electric vehicle parked on the lifting platform. This mechanism mainly consists of a lateral translation component and a rotational centering component. The lateral translation component is installed below the lifting platform, and its core drive source is a precision ball screw linear module. This module includes a pre-tensioned precision ball screw, a matching ball nut seat, two high-rigidity linear guides, and a servo motor. The servo motor is connected to one end of the ball screw via a flexible coupling, driving the ball screw to rotate, which in turn translates into linear motion of the ball nut seat and the lifting platform connected above it. The linear guides are responsible for bearing lateral torque, ensuring smooth and wobbly platform movement. The entire lateral translation component is fixed to the bottom crossbeam of the support frame via a mounting base. The servo motor is equipped with a high-resolution absolute encoder, achieving micron-level positioning accuracy. The rotational centering component is integrated on the upper surface of the lifting platform, and its core consists of two independently programmable electric actuators. These two sets of electric actuators are symmetrically arranged on both sides of the vehicle's front wheels at the expected parking position. Each set of electric actuators includes a DC motor, a worm gear reduction mechanism, and a retractable actuator head. The actuator head surface is covered with a high-friction coefficient rubber material to provide sufficient friction without damaging the tire upon contact. By independently controlling the extension and retraction strokes of the two sets of electric actuators, a torque couple can be generated acting on both sides of the vehicle's front wheels. When the left actuator extends and the right actuator retracts, a counterclockwise torque is applied to the front wheels; conversely, a clockwise torque is applied. This torque causes the vehicle to rotate slightly around the midpoint of its front and rear wheel axles, approximately its geometric center. The system's main controller calculates the target displacement that the lateral translation component needs to move and the target angle correction that the rotational centering component needs to achieve at each moment based on the path point sequence output by the dynamic path planning module, and converts these into corresponding servo motor pulse signals and electric actuator control signals to drive the actuators to move in coordination.

[0038] The system's main controller, acting as the nerve center of the entire system, employs an architecture combining an industrial-grade programmable logic controller (PLC) and an embedded industrial control computer. It coordinates and controls the collaborative work of all subunits. Its hardware includes a multi-core processor, large-capacity memory, digital input / output modules, analog input modules, a high-speed counter module, and various industrial communication interfaces. The main controller's software runs on a real-time operating system and includes a device driver layer, a data acquisition layer, a control algorithm layer, and a human-machine interface layer. The alignment control process executed by the main controller is a multi-stage closed-loop process. The process is initiated when the data continuously collected by the vehicle attitude sensing array indicates that the vehicle has completely entered the effective area of ​​the lifting platform, meaning both the front and rear wheels are detected within the platform boundaries. Once this condition is met, the main controller immediately triggers the dynamic path planning module to perform initial path calculation. Based on the current vehicle pose, the dynamic path planning module generates the first complete dynamic adjustment path within milliseconds and outputs it to the servo alignment actuator. The main controller then instructs the servo alignment actuator to begin operation. During the adjustment process, the vehicle attitude sensing array continues to operate, feeding back its calculated real-time vehicle pose data to the main controller. The system's main controller compares this real-time data with the path points expected by the dynamic path planning module, generating a pose deviation. This deviation data is used for closed-loop position control of the servo drive and is also input into the dynamic path planning module for online path replanning. The path replanning module evaluates the deviation between the current actual trajectory and the expected trajectory. If the deviation exceeds a certain threshold, or if tracking errors accumulate due to sensor noise, actuator lag, or other reasons, the replanning algorithm will recalculate the optimal trajectory from the current point to the target point based on the latest vehicle state to eliminate accumulated errors and ensure alignment accuracy. This closed loop of perception, planning, execution, and feedback continues to operate until the system's main controller confirms through judgment logic that the vehicle's current lateral position deviation, longitudinal position deviation, and yaw angle deviation are all less than the system's preset tolerance thresholds. These tolerance thresholds are typically set to ±3 mm laterally, ±5 mm longitudinally, and ±0.5 degrees yaw angle. Once all deviation conditions are met simultaneously, the system's main controller determines that the alignment process is successfully completed, and immediately sends a stop command to the servo alignment actuator, preparing to start the next stage of the rear cantilever lifting operation.

[0039] The control depth of the rear cantilever lifting mechanism is integrated into the system's main controller. After the alignment process is completed, the main controller first releases the clamping state of the electromagnetic brake on the wire rope winch unit. Then, the main controller sends a synchronous lifting command pulse sequence to the two servo motors. Both servo motors operate in position control mode, receiving the same pulse frequency and number to ensure synchronous drum rotation and synchronous wire rope winding. During the lifting process, the main controller monitors the tension values ​​of the wire ropes on both sides in real time through tension sensors installed on the wire ropes. The tension sensors use the strain gauge principle, and their signals are acquired by the main controller through an analog input module. The main controller internally runs a tension balance monitoring algorithm, which continuously calculates the tension difference between the two wire ropes. Under normal circumstances, this tension difference should be maintained within a very small range. If the main controller detects that the tension difference continuously exceeds a preset safety threshold, such as reaching 15% of the rated tension on one side, it determines that there is a risk of lifting asynchrony. At this time, the main controller will immediately activate the correction algorithm. This correction algorithm dynamically fine-tunes the torque output limit of the servo motor on the side with higher tension based on the magnitude and direction of the tension difference, or briefly adjusts its speed command, so that the tension on both sides is restored to balance, thereby ensuring absolute stability and safety in the lifting process and preventing platform jamming or vehicle overturning.

[0040] The safety protection subsystem is crucial for ensuring the safe operation of the system under any working conditions. Please refer to the attached document. Figure 3 This subsystem mainly includes a light curtain obstacle detection unit and a vehicle attitude anomaly monitoring unit. The light curtain obstacle detection unit consists of multiple pairs of infrared emitters and receivers installed around the operating area of ​​the lifting platform, forming a dense beam barrier in space. These beams operate at a specific scanning frequency. If any beam is blocked for a continuous scanning cycle, the light curtain controller sends an obstacle signal to the system's main controller. Upon receiving this signal, the main controller immediately pauses all motion operations, including lifting and centering, and enters a waiting state until the obstacle is cleared and the light curtain signal returns to normal. The vehicle attitude anomaly monitoring unit is a software module that continuously analyzes real-time data uploaded by the vehicle attitude sensing array. This module presets the allowable range of vehicle attitude changes during normal centering and lifting, such as vehicle tilt angle change rate thresholds and lateral acceleration thresholds. If, during vehicle adjustment or lifting, the monitoring unit detects a sudden, unexpected, rapid change in the vehicle's tilt angle, or if the vehicle undergoes uninstructed displacement on the platform, the main controller immediately determines that the vehicle attitude is abnormal. In the event of such an anomaly, the system's main controller will initiate the highest-priority interruption: immediately halting all motor drives and triggering the electromagnetic brakes for emergency braking. Simultaneously, the main controller will activate the audible and visual alarms, issuing a warning to those in the vicinity.

[0041] The system's main controller also has the ability to interact with external user terminals. It integrates a wireless communication module, supporting mainstream wireless LAN communication protocols. Throughout the automatic vehicle alignment and lifting process, the main controller periodically packages a series of key status information into data frames and pushes them to the user's smart terminal device via a wireless network. This status information includes, but is not limited to: real-time calculated vehicle pose deviation, the current percentage of alignment task completion, the system's current operating mode, and any alarm information. A dedicated application runs on the user terminal, receiving this data and displaying it to the user in real-time in a graphical and digital format, such as using progress bars or deviation dashboards, allowing the user to intuitively understand the system's operating status. Furthermore, the user terminal application provides a prominent virtual emergency stop button. If the user observes any abnormal situation at any time, they can click this button to send an encrypted emergency stop command to the main controller. Upon receiving this command, the main controller will immediately and unconditionally stop all moving parts and enter a safety lock state, awaiting manual reset. This design grants the user the highest level of manual intervention beyond the system's automated operation, further enhancing the overall safety of the system.

[0042] The rear-cantilever two-wheeled electric vehicle garage lifting system described in this embodiment, through the precise coordination of the load-bearing frame, lifting platform, rear cantilever lifting mechanism, vehicle attitude sensing array, dynamic path planning module, servo centering execution mechanism, and system main controller, constructs a highly automated, high-precision, and safe two-wheeled electric vehicle storage and retrieval solution. This system significantly reduces the demands on user driving skills and greatly improves the efficiency and safety of vehicle storage and retrieval in confined spaces.

[0043] Example 2

[0044] This embodiment provides an alternative implementation scheme for a rear cantilever two-wheeled electric vehicle garage lifting system. Its core lies in changing the specific technical selection of the vehicle attitude sensing array and servo centering actuator to adapt to different cost control requirements or specific environmental conditions, while maintaining the overall automated centering and lifting functions of the system.

[0045] Regarding the vehicle attitude perception array, this embodiment employs a ranging scheme based on an ultrasonic sensor array, replacing the laser and vision fusion scheme in Embodiment 1. This array consists of numerous low-cost, small-volume ultrasonic ranging modules. These modules are installed in a grid pattern on the inner wall and top of the entrance area of ​​the support frame. Each ultrasonic module periodically emits ultrasonic pulses and receives echoes, calculating the distance to the reflecting object by measuring the sound wave's flight time. The system's main controller collects all valid ranging data and reconstructs the vehicle's contour point cloud in the platform coordinate system through data fusion and grid matching algorithms. By performing cluster analysis, feature extraction, and model fitting on the point cloud data, the system's main controller can estimate the approximate center positions of the front and rear wheels and the approximate orientation angle of the vehicle body. Although the resolution and accuracy of the ultrasonic-based point cloud are lower than those of the laser and vision schemes, resulting in relatively large noise and lag in the calculated pose data, its cost is significantly reduced, and it exhibits good robustness in industrial environments with non-strong light interference, such as dust and fog. The system's main controller needs to be configured with a more powerful filtering algorithm, such as a moving average filter or a Kalman filter, to smooth the ultrasonic data in order to obtain a relatively stable vehicle pose estimate that can be used for path planning.

[0046] Accordingly, the strategy of the dynamic path planning module also needs to be adjusted to adapt to changes in perception accuracy. Due to the lower accuracy of the perception data, the path planning algorithm no longer pursues extremely precise millimeter-level trajectory tracking, but instead shifts to a more robust and fault-tolerant path planning strategy. The algorithm may employ rule-based methods or simplified optimization models, resulting in a larger interval between planned path point sequences and smoother changes in path curvature, providing a greater error tolerance margin for the actuator's tracking control. The triggering conditions for path replanning will also be relaxed to avoid frequent and unnecessary trajectory recalculation caused by perception noise.

[0047] Regarding the servo centering actuator, this embodiment uses a synchronous belt linear module instead of a high-cost precision ball screw linear module for the lateral translation component. The synchronous belt linear module consists of a servo motor, a drive pulley, a driven pulley, a closed-loop synchronous belt, and a linear guide. The servo motor drives the drive pulley to rotate, which in turn moves the slide connected to the lifting platform along the linear guide via the synchronous belt. Synchronous belt drives offer advantages such as low noise, high speed, and low cost. Although their rigidity and repeatability are slightly lower than those of ball screws, they are perfectly adequate for the application requirements in this embodiment, where absolute positioning accuracy is less critical. The system's main controller needs to use software compensation algorithms to mitigate the impact of minor elastic deformation and backlash in the synchronous belt drive on positioning accuracy.

[0048] In this embodiment, the rotation centering component is simplified to a single-point pushing mechanism. This mechanism consists of only one electric push rod, mounted on the surface of the lifting platform, with its push rod head aligned with one side of the vehicle's front wheel. By precisely controlling the stroke of this electric push rod, its push rod head contacts and pushes the vehicle's front wheel at a specific speed and force, causing the vehicle to rotate around the contact point of its rear wheel. By controlling the stroke and force of each push, combined with the coordinated movement of the lateral translation component, the vehicle angle can be gradually corrected. For example, when the vehicle needs to rotate counterclockwise, the lateral translation component first moves the vehicle a small distance to the right to make room for rotation, then the electric push rod of the rotation centering component extends, pushing the left side of the front wheel, causing the vehicle to rotate around the right rear wheel. After adjustment, the lateral translation component moves back to the left. This single-point pushing method has a simpler structure and lower cost, but its adjustment efficiency and control accuracy are lower than the direct couple method generated by the double-sided push rods in Embodiment 1. The adjustment process may require more steps and takes slightly longer.

[0049] The control logic of the system's main controller also needs to be adjusted accordingly. Since the accuracy of both the sensing and execution stages is reduced, the parameters of the closed-loop control in the alignment process of the main controller need to be readjusted. For example, the gain of the proportional-integral-derivative (PID) controller needs to be set more conservatively to prevent system oscillations under noise. The tolerance thresholds for determining alignment completion also need to be appropriately relaxed; for example, the lateral tolerance can be set to ±10 mm, the longitudinal tolerance ±15 mm, and the yaw angle tolerance ±2 degrees. The basic principle of the safety protection subsystem remains unchanged, but the installation position of the light curtain may need to be fine-tuned according to the adjusted platform movement range, and the threshold for vehicle attitude anomaly monitoring also needs to be reset based on the new system dynamic characteristics.

[0050] This embodiment employs a lower-cost ultrasonic sensing scheme combined with a synchronous belt and single-point pushing execution scheme. While maintaining core automation functions, it effectively reduces system manufacturing costs, providing a feasible technical option for cost-sensitive applications where accuracy requirements are not extremely stringent. The system's main controller adjusts control strategies and parameters to ensure that the system, under this simplified architecture, can still stably and reliably complete the automatic vehicle alignment and lifting tasks.

[0051] In the description of this invention, it should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this disclosure can be executed in parallel, sequentially, or in different orders, as long as the desired results of the technical solutions provided in this disclosure can be achieved, and no limitation is imposed herein.

[0052] The above description is merely a preferred embodiment of the present invention and does not constitute a limitation on the scope of protection of this disclosure. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this disclosure should be included within the scope of protection of this disclosure.

Claims

1. A rear-cantilever type two-wheeled electric vehicle garage lifting system, characterized in that: include: The load-bearing frame provides structural support for the system and defines the boundaries of the parking space. The lifting platform, connected to the load-bearing frame via a rear cantilever lifting mechanism, is used to support two-wheeled electric vehicles and enable vertical lifting and lowering. The vehicle attitude sensing array is fixedly installed in the entrance area of ​​the supporting frame to collect the position and posture data of two-wheeled electric vehicles entering the parking space in real time. The dynamic path planning module receives pose data from the vehicle attitude perception array and calculates and generates the dynamic adjustment path required by the vehicle in real time based on the preset ideal parking posture and the platform alignment target position. The servo centering actuator, based on the adjustment path instructions output by the dynamic path planning module, makes fine adjustments to the two-wheeled electric vehicle on the lifting platform in the lateral and angular directions, so that it is precisely aligned with the preset centering position. The system's main controller coordinates and controls the collaborative work of the vehicle attitude sensing array, dynamic path planning module, servo centering actuator, and rear cantilever lifting mechanism to achieve fully automated operation from vehicle entry and automatic centering to final lifting.

2. The rear cantilever type two-wheeled electric vehicle garage lifting system according to claim 1, characterized in that: The vehicle attitude sensing array consists of multiple sets of optical ranging sensors and image acquisition units; The optical ranging sensor measures the relative distances between the vehicle's front wheels, rear wheels, and the sides of the vehicle body and the sensor array in a non-contact manner. The image acquisition unit synchronously captures a top-down outline image of the vehicle; The system's main controller integrates optical ranging data and image contour data, and uses triangulation and contour feature matching algorithms to calculate in real time the vehicle's lateral offset, longitudinal offset, and yaw angle relative to the lifting platform.

3. The rear cantilever two-wheeled electric vehicle garage lifting system according to claim 1, characterized in that: The dynamic path planning module has a built-in path optimization algorithm; The path optimization algorithm uses the vehicle's current position and attitude as the initial state, the preset centering target position and attitude as the target state, and the vehicle kinematic constraints and platform boundary conditions as constraints to solve a smooth and collision-free adjustment trajectory in real time. The adjustment trajectory is discretized into a series of continuous path points and corresponding desired attitude angle sequences, which serve as the control input for the servo centering actuator.

4. The rear cantilever two-wheeled electric vehicle garage lifting system according to claim 1, characterized in that: The servo centering actuator includes a set of lateral translation components and a set of rotational centering components; The lateral translation component is installed below the lifting platform. Its drive source is a precision ball screw linear module, which drives the lifting platform and the vehicle above it to move laterally with precision through a servo motor. The rotating centering component is integrated on the surface of the lifting platform. Its core consists of multiple sets of independently controllable electric push rods, which act on both sides of the vehicle's front wheels respectively. By controlling the difference in the extension and retraction strokes of multiple sets of electric push rods, torque is generated acting on the front wheels, enabling the vehicle to rotate slightly around its geometric center.

5. The rear cantilever two-wheeled electric vehicle garage lifting system according to claim 1, characterized in that: The centering control process executed by the system's main controller is as follows: The vehicle attitude sensing array continuously collects vehicle pose data until the system determines that the vehicle has fully entered the effective area of ​​the lifting platform. The dynamic path planning module calculates the starting path based on the current vehicle position and generates a complete dynamically adjusted path. The system's main controller instructs the servo centering actuator to sequentially perform lateral translation and rotational centering actions, driving the vehicle to move along the planned path; During the adjustment process, the vehicle attitude perception array provides closed-loop feedback, and the dynamic path planning module performs path replanning based on real-time pose data to eliminate accumulated errors. When the system main controller determines that the deviation between the current position of the vehicle and the target position is less than the preset tolerance threshold, the centering process is completed, and the cantilever lifting mechanism performs the vehicle lifting operation after the system main controller starts.

6. The rear cantilever two-wheeled electric vehicle garage lifting system according to claim 1, characterized in that: The rear cantilever lifting mechanism adopts a dual winch synchronous drive scheme. The rear cantilever lifting mechanism includes multiple sets of wire rope winches respectively arranged on both sides of the bearing frame; Each wire rope winch unit consists of a servo motor, a reducer, an electromagnetic brake, and a drum. The servo motors of multiple wire rope winch units receive synchronous pulse signals from the system's main controller to ensure that the lifting platform maintains a horizontal posture during the lifting process. The system's main controller monitors the tension data of multiple wire ropes in real time. When the tension difference exceeds the safety threshold, it immediately starts the correction algorithm to adjust the motor torque output.

7. The rear cantilever type two-wheeled electric vehicle garage lifting system according to claim 1, characterized in that: The system also includes a security protection subsystem; The safety protection subsystem includes a light curtain obstacle detection unit and a vehicle posture abnormality monitoring unit; The light curtain obstacle detection unit forms multiple beam barriers within the operating area of ​​the lifting platform. If any beam is blocked, it is considered that there is an obstacle, and the system main controller will immediately suspend the lifting operation. The vehicle attitude anomaly monitoring unit continuously analyzes the data from the vehicle attitude sensing array during vehicle alignment and lifting. If it detects an unexpected change in tilt angle or displacement of the vehicle, it determines that the attitude is abnormal, and the system main controller stops the current operation and issues an alarm.

8. The rear cantilever two-wheeled electric vehicle garage lifting system according to claim 1, characterized in that: The system's main controller establishes a wireless communication connection with the user terminal; During the automatic alignment and lifting of the vehicle, the system's main controller pushes key status information, including real-time pose deviation, alignment progress percentage, and operation completion status, to the user terminal for visual display. The user terminal has the ability to send an emergency stop command to the system's main controller.

9. A rear-cantilever two-wheeled electric vehicle garage lifting system according to claim 3, characterized in that: The path optimization algorithm uses a numerical optimization-based method to solve the trajectory in real time. The core of the numerical optimization method is to solve a constrained nonlinear optimization problem, with the objective function aiming to simultaneously minimize the adjustment time and path curvature. The objective function is mathematically expressed as a weighted integral of the square of the adjustment speed and the square of the path curvature.

10. A rear-cantilevered two-wheeled electric vehicle garage lifting system according to claim 5, characterized in that: The preset tolerance thresholds include lateral position deviation threshold, longitudinal position deviation threshold, and yaw angle deviation threshold; The lateral position deviation threshold is set to ±3 mm; The longitudinal position deviation threshold is set to ±5 mm; The yaw angle deviation threshold is set to ±0.5 degrees.

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