A parking garage and its car lift

Abstract

The application relates to a parking garage and a car lift thereof in the field of parking equipment, which comprises a frame, a driving mechanism comprising a driving unit, a lifting chain and a counterweight, and a synchronous mechanism comprising a synchronous shaft, a chain wheel set and two synchronous chains, the synchronous shaft is horizontally arranged at the bottom of the car and is rotationally connected, the two synchronous chains are respectively connected to the two ends of the synchronous shaft through the chain wheel set, the chain wheel set rotates synchronously with the synchronous shaft, and the two ends of the synchronous chain are respectively connected to a cross beam and a foundation structure; when the driving mechanism drives the car to lift, the chain wheel sets at the two ends of the synchronous shaft respectively lift along the two synchronous chains. According to the application, the synchronous mechanism is directly connected with the car body, the hard synchronization of the shaft end of the driving mechanism is changed into the soft synchronization of the load end of the car, the lifting device is more compact, the intermediate transmission links such as a speed reducer and a shaft coupling required by the hard synchronization of the shaft end are bypassed, the absolute displacement of the two sides of the car is directly controlled to realize more accurate mechanical synchronization.

Description

Technical Field

[0001] This invention relates to the field of parking equipment, and more specifically, to a parking garage and its car lifting device. Background Technology

[0002] With the popularization of the concept of smart parking, the development of new intelligent automated parking systems has become a hot topic in the mechanical parking industry, while also placing higher and stricter requirements on the parking methods and safety of automated parking systems. As a crucial actuator in automated parking systems, the safety and stability of the lifting device are key factors influencing and restricting the development of automated parking systems.

[0003] Currently, the lifting device in parking equipment adopts a single-drive mode. For example, the applicant previously filed a patent with publication number CN112240124 A, entitled "Lifting Device for Parking Equipment and Three-Dimensional Garage". It uses a single drive motor and a gear rack structure to achieve the lifting of the car or platform. The structure is simple, but it requires a large-horsepower drive motor and a high degree of assembly precision for the gear rack.

[0004] Many parking systems employ a dual-drive mode. While dual-drive reduces the horsepower requirement of the drive motors, it often results in significant asynchrony between the two sides of the car due to uneven mechanical load, transmission mechanism deviations, and differences in the motors themselves. Currently, the power of servo motors is insufficient to match the load requirements of parking equipment, or, even if it is compatible, the cost is too high. Therefore, a gear synchronization mechanism or linkage synchronization structure at the shaft end is generally needed to achieve synchronized lifting and lowering of the car in a dual-drive mechanism. See appendix. Figure 1 As shown, it is a schematic diagram of a structure that uses a gear synchronization mechanism at the shaft end to improve the synchronization of dual drives. However, it still has problems such as the large overall space occupied by the lifting device and the need for the synchronization mechanism to go through intermediate transmission links such as a gearbox and coupling, which makes it difficult to adapt to sudden changes in load or the need for rapid speed adjustment. Summary of the Invention

[0005] In view of the deficiencies in the prior art, the purpose of this invention is to provide a parking garage and its car lifting device.

[0006] According to the present invention, a car lifting device includes: a frame, which serves as a load-bearing structure;

[0007] The drive mechanism includes a drive unit, a lifting chain, and a counterweight. Two sets of drive units are symmetrically arranged on the crossbeams on the left and right sides of the frame. The counterweight is provided on the outside of each set of drive units. The two ends of the counterweight are slidably connected to the columns on the front and rear sides of the frame. The two ends of the drive unit are respectively driven and connected to the lifting chain. The two ends of each lifting chain are respectively connected to the counterweight and the car located between the two sets of drive units.

[0008] The synchronization mechanism includes a synchronization shaft, a sprocket assembly, and synchronization chains. The synchronization shaft is horizontally positioned at the bottom of the car and rotatably connected. Two synchronization chains are respectively connected to the two ends of the synchronization shaft through the sprocket assembly. The sprocket assembly rotates synchronously with the synchronization shaft. The two ends of the synchronization chains are respectively connected to the crossbeam and the foundation structure. When the drive mechanism drives the car to rise and fall, the sprocket assemblies located at both ends of the synchronization shaft rise and fall synchronously along the synchronization chains on both sides.

[0009] In some embodiments, the sprocket assembly includes a driving sprocket and a driven sprocket. The two driving sprockets are respectively fastened to both ends of the synchronous shaft, and the driven sprocket is rotatably connected to the bottom support of the car. The driving sprocket and the driven sprocket are spaced apart in the front and rear direction, and the transmission connection section between the synchronous chain and the sprocket assembly is S-shaped.

[0010] In some implementations, the driving sprocket and the driven sprocket are at different horizontal heights.

[0011] In some implementations, the driving sprocket and the driven sprocket are of different models.

[0012] In some embodiments, the counterweight has rollers at both ends, the frame has a V-shaped track, and the rollers are rotatably connected to the V-shaped track.

[0013] In some embodiments, the drive unit includes a drive motor, a drive shaft, and drive gears, with the drive gears connected to both ends of the drive shaft and the drive motor driving the drive shaft.

[0014] In some embodiments, the four corners of the car are provided with limiting pulley groups, and the frame is provided with limiting slide rails that roll in contact with the limiting pulley groups.

[0015] In some embodiments, the limiting pulley group includes a transverse limiting pulley and a longitudinal limiting pulley, wherein the transverse limiting pulley and the longitudinal limiting pulley roll in contact with two mutually perpendicular surfaces of the limiting slide rail at an angle of 90°.

[0016] In some embodiments, both the lateral limiting pulley and the longitudinal limiting pulley are steel wheel bodies coated with polyurethane skin.

[0017] The present invention also provides a parking garage that uses the aforementioned car lifting device.

[0018] Compared with the prior art, the present invention has the following beneficial effects:

[0019] 1. The car lifting device of this application, by directly connecting the synchronization mechanism to the car body, changes the hard synchronization at the shaft end of the drive mechanism to soft synchronization at the load end of the car. This not only makes the lifting device more compact, but also bypasses the intermediate transmission links such as the gearbox and coupling required for hard synchronization at the shaft end, and directly controls the absolute displacement on both sides of the car to achieve more precise mechanical synchronization. At the same time, the flexible transmission of the chain can absorb the small displacement caused by the car's uneven load and guide rail installation errors, reducing the installation accuracy of the device. Furthermore, the meshing of the synchronization chain and sprocket at the car end is equivalent to increasing the torsional stiffness at the end of the movement, which can effectively suppress the torsional sway of the car caused by asynchrony and improve the smoothness of operation. In the event of an unexpected failure of a drive unit, the car can be temporarily supported by the synchronization sprocket, improving the redundancy and safety of the system operation. In addition, changing the synchronization mechanism of the lifting device from the end to the side makes the device more compact and solves the problem of insufficient space.

[0020] 2. The car lifting device of this application optimizes the rolling contact between the car and the frame into a rolling limit contact, which works in conjunction with the synchronization mechanism to further improve the stability and redundancy safety of the car operation. Attached Figure Description

[0021] Other features, objects, and advantages of the present invention will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings:

[0022] Figure 1 This is a schematic diagram of a gear synchronization mechanism using a shaft end in the prior art;

[0023] Figure 2 This is a schematic diagram of the overall structure of the car lifting device of the present invention;

[0024] Figure 3 for Figure 2 The bottom section mainly displays an enlarged schematic diagram of the synchronization mechanism;

[0025] Figure 4 for Figure 2 The upper right section mainly displays an enlarged schematic diagram of the sliding mechanism of the counterweight.

[0026] Figure 5 for Figure 2 The lower right section mainly displays an enlarged structural diagram of the car's limit sliding mechanism. Detailed Implementation

[0027] The present invention will now be described in detail with reference to specific embodiments. These embodiments will help those skilled in the art to further understand the present invention, but do not limit the invention in any way. It should be noted that those skilled in the art can make several changes and improvements without departing from the concept of the present invention. These all fall within the protection scope of the present invention.

[0028] Example 1

[0029] This embodiment provides a car lifting device mainly used in parking garages, such as... Figure 2-5 As shown, it mainly includes a frame 1 as a load-bearing structure, a drive mechanism 2 for driving the car 4 to rise and fall, and a synchronization mechanism 3 for assisting the drive mechanism 2 to ensure that the two sides of the car 4 rise and fall synchronously.

[0030] See Figure 2 As shown, frame 1 is mainly a grid-shaped structure frame composed of crossbeams 11 and columns 12, used to support the car 4, drive mechanism 2, and synchronization mechanism 3. The connection between the crossbeams 11 and columns 12 adopts assembly processes such as welding and bolting. The car 4 is located in the middle of frame 1 and can slide up and down along the four columns 12 via pulleys located at the four corners of the car 4.

[0031] The drive mechanism 2 mainly includes a drive unit 21, a lifting chain 22, and a counterweight 23. There are two drive units 21, symmetrically installed on the crossbeams 11 on the left and right sides of the car 4. The left and right sides of the car 4 are also the left and right sides of the frame 1. Here, "left and right sides" refers to the direction of the car doors on both sides of the car 4 after it carries the vehicle; the front and rear sides of the vehicle are the front and rear sides of the car 4, which are also the front and rear sides of the frame 1. Each drive unit 21 mainly includes a drive motor 211, a drive shaft 212, and drive gears 213. Each drive shaft 212 consists of two shafts rotatably connected to the crossbeam 11. Two drive gears 213 are connected to the two ends of the drive shaft 212 and rotate synchronously. The drive motor 211 is connected to the crossbeam 11 via a mounting bracket and drives the two shafts of the drive shaft 212 to rotate synchronously. Each drive unit 21 cooperates with two lifting chains 22. The two lifting chains 22 are rotatably connected to the transmission gears 213, and both ends of each lifting chain 22 are connected to the car 4 and the counterweight 23 via pins, forming a traction structure where each corner of one side of the car 4 is connected to the counterweight 23 via a lifting chain 22. The two counterweights 23 are located on both sides of the drive unit 21 and are slidably connected to the front and rear columns 12. At this time, the two ends of the four lifting chains 22 located at the four corners of the car 4 are connected to the car 4 and the counterweights 23, respectively. The middle of the lifting chains 22 is meshed with the transmission gears 213 for transmission. Two drive motors 211 drive the transmission shafts 212 to rotate, causing the lifting chains 22 to raise and lower the car 4. The raising and lowering of the car 4 is synchronized with and opposite to the raising and lowering of the counterweights 23; that is, when the car 4 rises, the counterweights 23 on both sides descend, and vice versa. In some embodiments, refer to... Figure 4As shown, the counterweight 23 has rollers 231 at both ends, and a V-shaped track 14 is provided on the frame 1. The rollers 231 have a concave surface in the middle that matches the shape of the V-shaped track 14. The cooperation between the track 14 and the rollers 231 can effectively ensure the movement trajectory of the counterweight 23.

[0032] Reference Figure 3 As shown, the synchronization mechanism 3 mainly includes a synchronization shaft 31, a sprocket set 32, and a synchronization chain 33. The synchronization shaft 31 is rotatably connected to the bottom frame of the car 4 with its axis parallel to the transverse axes of the left and right sides of the car 4. The synchronization shaft 31 is located in the middle of the front and rear sides of the car 4, and its two ends are located on the outside of the bottom frame of the car 4. There are two synchronization chains 33. The middle parts of the two synchronization chains 33 are respectively connected to the two ends of the synchronization shaft 31 through two sets of sprocket sets 32, and the two ends of each synchronization chain 33 are respectively fastened to the crossbeam 11 and the foundation structure 5. In this embodiment, the sprocket set 32 ​​mainly consists of a driving sprocket 321 and a driven sprocket 322. The driving sprocket 321 is fastened to the end of the synchronization shaft 31, and the driven sprocket 322 is rotatably connected to the bottom support of the car 4. The driving sprocket 321 and the driven sprocket 322 are arranged side by side in the front and rear direction. The middle portion of the synchronizing chain 33 first engages with the driving sprocket 321 and then turns to engage with the driven sprocket 322, resulting in an S-shaped connection between the synchronizing chain 33 and the sprocket assembly 32. Preferably, the driving sprocket 321 and the driven sprocket 322 have different horizontal heights, i.e., there is a height difference between them, to improve the smoothness of the engagement between the synchronizing chain 33 and the sprocket assembly 32. Figure 3 As shown, in this embodiment, the horizontal height of the driving sprocket 321 is lower than the height of the driven sprocket 322. Furthermore, the driving sprocket 321 and the driven sprocket 322 are of different models; this difference mainly refers to the different geometric dimensions of the gears, such as the diameter of the hub. By setting different hub diameters, the smoothness of the rotation of the sprocket assembly 32 on the synchronous chain 33 can be further ensured.

[0033] In the car lifting device provided in this embodiment, when the drive mechanism 2 drives the car 4 to lift, the two sets of sprockets 32 of the synchronization mechanism 3 are connected to the car 4 and lift synchronously along the synchronization chain 33. The driving sprockets 321 of the two sets of sprockets 32 rotate synchronously with the synchronization shaft 31. Therefore, when there is a slight difference in the lifting pace of the two sets of drive mechanisms 2 driving the car 4 on both sides, it will be pulled back by the mechanical synchronization mechanism formed by the sprockets 32 located at both ends of the synchronization shaft 31 and rotating synchronously and the meshing synchronization chain 33, so as to make up for the slight difference and maintain the synchronous lifting of the car 4 on both sides. Therefore, this application directly connects the synchronization mechanism to the car body, changing the hard synchronization at the drive mechanism shaft end to soft synchronization at the car load end. This not only makes the lifting device more compact, but also bypasses the intermediate transmission links such as the gearbox and coupling required for hard synchronization at the shaft end, directly controlling the absolute displacement on both sides of the car to achieve more precise mechanical synchronization. At the same time, the flexible transmission of the chain can absorb the small displacement caused by the car's uneven load and guide rail installation errors, reducing the installation accuracy of the device. Furthermore, the meshing of the synchronization chain and sprocket at the car end is equivalent to increasing the torsional stiffness at the end of the movement, which can effectively suppress the car's sway caused by asynchrony and improve the smoothness of operation. In the event of an unexpected failure of a drive unit, the car can be temporarily supported by the synchronization sprocket, improving the redundancy and safety of the system operation. In addition, changing the synchronization mechanism of the lifting device from the end to the side makes the device more compact and solves the problem of insufficient space.

[0034] Example 2

[0035] This embodiment 2 is based on embodiment 1. By optimizing the rolling contact between the car and the frame to a rolling limiting contact, it works in conjunction with the synchronization mechanism to further improve the smoothness and redundancy safety of the car operation. Specifically:

[0036] See Figure 5 As shown, limiting pulley groups 41 are installed at the four corners of the car 4, and limiting slide rails 13, parallel to the columns 1 and adapted to the limiting pulley groups 41, are provided on the frame 1. In this embodiment, the limiting pulley groups 41 mainly consist of transverse limiting pulleys 411 and longitudinal limiting pulleys 412. The transverse limiting pulleys 411 and longitudinal limiting pulleys 412 are rotatably connected to the supports at the four corners of the car 4 at a 90° angle. The limiting slide rail 13 has at least two surfaces at a 90° angle, which are used to contact the transverse limiting pulleys 411 and longitudinal limiting pulleys 412 respectively and support them to roll on the surfaces. The transverse limiting pulleys 411 refer to the four sets of pulleys at the four corners of the car 4 that restrict the movement of the car 4 in the transverse direction, i.e., the left-right direction, through contact with the surfaces of the limiting slide rail 13, while the longitudinal limiting pulleys 412 are used to restrict the movement of the car 4 in the longitudinal direction, i.e., the front-back direction. Furthermore, the lateral limiting pulley 411 and the longitudinal limiting pulley 412 are steel wheel bodies coated with polyurethane skin, which not only reduces noise during operation, but also has vibration absorption and shock absorption effects.

[0037] The synchronizing mechanism 3 is located in the middle of the car 4. While ensuring the synchronous lifting and lowering of the left and right sides of the car 4, it also causes the car structure to bear the traction force given by the synchronizing sprockets on both sides. This has a certain adverse effect on the structural strength of the car 4 body. Long-term operation can easily lead to fatigue damage of the car 4. The limiting pulley group 41 located at the four corners can offset and reduce the difference in traction force on both sides by limiting the car 4 in the four directions of front, back, left and right when the synchronizing mechanism 3 drives the car 4 to move synchronously. Through indirect limiting, it ensures the smooth lifting and lowering of the car 4, and ensures the structural strength of the car body and the safety of operation.

[0038] In the description of this application, it should be understood that the terms "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application 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. Therefore, they should not be construed as limitations on this application.

[0039] Specific embodiments of the present invention have been described above. It should be understood that the present invention is not limited to the specific embodiments described above, and those skilled in the art can make various changes or modifications within the scope of the claims, which do not affect the essence of the present invention. Unless otherwise specified, the embodiments and features described in this application can be arbitrarily combined with each other.

Claims

1. A car lifting device, characterized in that, include: The frame (1) serves as the load-bearing structure; The drive mechanism (2) includes a drive unit (21), a lifting chain (22), and a counterweight (23). Two sets of drive units (21) are symmetrically arranged on the crossbeams (11) on the left and right sides of the frame (1). The counterweight (23) is provided on the outside of each set of drive units (21). The two ends of the counterweight (23) are slidably connected to the columns (12) on the front and rear sides of the frame (1). The two ends of the drive unit (21) are respectively driven and connected to the lifting chain (22). The two ends of each lifting chain (22) are respectively connected to the counterweight (23) and the car (4) located between the two sets of drive units (21). The synchronization mechanism (3) includes a synchronization shaft (31), a sprocket set (32), and a synchronization chain (33). The synchronization shaft (31) is horizontally mounted at the bottom of the car (4) and rotatably connected. The two synchronization chains (33) are respectively connected to the two ends of the synchronization shaft (31) through the sprocket set (32). The sprocket set (32) rotates synchronously with the synchronization shaft (31). The two ends of the synchronization chain (33) are respectively connected to the crossbeam (11) and the foundation structure. When the drive mechanism (2) drives the car (4) to rise and fall, the sprocket set (32) located at both ends of the synchronization shaft (31) rises and falls synchronously along the synchronization chains (33) on both sides.

2. The car lifting device according to claim 1, characterized in that, The sprocket assembly (32) includes a drive sprocket (321) and a driven sprocket (322). The two drive sprockets (321) are respectively fastened to both ends of the synchronous shaft (31). The driven sprocket (322) is rotatably connected to the bottom support of the car (4). The drive sprocket (321) and the driven sprocket (322) are spaced apart in the front and rear direction. The synchronous chain (33) and the drive connection section of the sprocket assembly (32) are S-shaped.

3. The car lifting device according to claim 2, characterized in that, The driving sprocket (321) and the driven sprocket (322) are at different horizontal heights.

4. The car lifting device according to claim 3, characterized in that, The driving sprocket (321) and the driven sprocket (322) are of different models.

5. The car lifting device according to claim 2, characterized in that, The counterweight (23) has rollers (231) at both ends, and the frame (1) has a V-shaped track (14). The rollers (231) are tactilely connected to the V-shaped track (14).

6. The car lifting device according to claim 2, characterized in that, The drive unit (21) includes a drive motor (211), a transmission shaft (212) and a transmission gear (213). The transmission gear (213) is connected to both ends of the transmission shaft (212), and the drive motor (211) drives the transmission shaft (212).

7. The car lifting device according to any one of claims 1-6, characterized in that, The car (4) is provided with a limit pulley group (41) at the four corners, and the frame (1) is provided with a limit slide rail (13) that rolls in contact with the limit pulley group (41).

8. The car lifting device according to claim 7, characterized in that, The limiting pulley group (41) includes a transverse limiting pulley (411) and a longitudinal limiting pulley (412). The transverse limiting pulley (411) and the longitudinal pulley (412) roll in contact with the two mutually perpendicular surfaces of the limiting slide rail (13) at an angle of 90°.

9. The car lifting device according to claim 8, characterized in that, Both the transverse limiting pulley (411) and the longitudinal limiting pulley (412) are steel wheel bodies coated with polyurethane skin.

10. A parking garage, characterized in that, The car lifting device as described in any one of claims 1-9 is adopted.

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