Automatic wheel binding device and mechanical arm hoisting parking device

Abstract

The application discloses a kind of automatic wheel binding device and mechanical arm hoisting parking device, the automatic wheel binding device is supported by the arc surface of the opposite face of first wheel support support rod and second wheel support support rod vehicle wheel, provide stable bottom support reference for wheel.On this basis, through the cooperative action of first tightening belt traction device and second tightening belt traction device on the first wheel support support rod and second wheel support support rod of both sides, the ring around of vehicle wheel is formed by tightening belt, compared with the way of traditional only from outside clamping, significantly increase the constraint range of wheel, effectively prevent loosening or slippage in the process of transfer, at the same time, the whole surrounding and buckling process is automatically completed by bilateral traction device, without manual intervention, improve binding efficiency, ensure consistency, realize the efficient and full-automatic reliable binding of wheel.

Description

Technical Field

[0001] This invention relates to the field of intelligent parking and vehicle transfer technology, and more specifically, to an automatic wheel binding device and a robotic arm hoisting parking device. Background Technology

[0002] In the fields of intelligent parking and vehicle transfer, reliably securing vehicle wheels is a prerequisite for achieving automated handling.

[0003] Existing wheel fixing methods mainly rely on manual operation or simple mechanical clamping mechanisms, which have the following technical problems: On the one hand, manual binding is inefficient and labor-intensive, and the binding strength is difficult to guarantee consistently, which can easily lead to unreliable fixation due to improper operation; On the other hand, existing mechanical clamping or holding mechanisms usually only clamp from the outside of the wheel, which limits the range of constraint on the wheel and makes it difficult to form a complete circumferential constraint on the wheel. This can easily lead to loosening or slippage during transportation.

[0004] In addition, existing equipment generally lacks an automated tightening strap binding mechanism, which cannot achieve automatic threading and fastening of the tightening strap around the wheel, making it difficult to meet the needs for efficient, reliable, and fully automated wheel binding in unmanned parking or vehicle transfer scenarios. Summary of the Invention

[0005] This invention provides an automatic wheel binding device and a robotic arm lifting and parking device, which can achieve efficient and fully automatic reliable wheel binding. The specific technical solution is as follows.

[0006] In a first aspect, the present invention provides an automatic wheel binding device, comprising: The first wheel support bracket and the second wheel support bracket are set opposite to each other; The opposing surfaces of the first wheel support rod and the second wheel support rod are both provided with arc surfaces, which are used to support the vehicle wheels; The first wheel support rod is equipped with a tensioning belt gripping device and a first tensioning belt traction device; The second wheel support rod is equipped with a tensioning belt tensioning device and a second tensioning belt traction device, wherein the tensioning belt tensioning device contains a tensioning belt; The second tensioning belt traction device is configured to pull the tensioning belt to rotate around the vehicle wheel. After the second tensioning belt traction device completes its operation, the first tensioning belt traction device pulls the second tensioning belt traction device to continue rotating until the tensioning belt engages with the tensioning belt gripping device, so that the tensioning belt wraps around and binds the vehicle wheel.

[0007] Optionally, both the first tightening belt traction device and the second tightening belt traction device have a three-layer nested structure, including an inner traction device, a middle traction device and an outer traction device; The inner traction device is disposed within the middle traction device, and the middle traction device is disposed within the outer traction device; The deployment angle of each traction device is 60° and the initial state of the outer traction device is the 60° deployment state. The middle layer traction device of the second tightening belt traction device unfolds to a cumulative 120° and drives its own inner layer traction device to unfold. During the unfolding process, the inner layer traction device of the second tightening belt traction device hooks the tightening belt and unfolds to a cumulative 180°. There is a gap between the inner traction device of the first tightening belt traction device and the outer traction device of the second tightening belt traction device. After the second tightening belt traction device is activated, the middle traction device of the first tightening belt traction device extends to a cumulative 120°, causing its own inner traction device to connect with the outer traction device of the second tightening belt traction device. When the inner traction device of the first tightening belt traction device extends to a cumulative 180°, the tightening belt and the tightening belt gripping device are engaged, forming a wraparound binding to the vehicle wheel.

[0008] Optionally, each layer of the traction device includes a traction motor, a traction arc plate, a traction gear, and a traction tooth track; The traction motor is fixedly connected to one end of the traction arc plate, the traction motor is connected to the traction gear, the traction gear meshes with the traction tooth path, and the traction motor drives the traction gear to rotate on the traction tooth path to drive the traction arc plate to perform circular motion; The inner traction device is disposed within the traction arc plate of the middle traction device, and the middle traction device is disposed within the traction arc plate of the outer traction device; The end of the traction arc plate of the inner traction device of the second tightening belt traction device is provided with a traction hook, which is used to pull the tightening belt; The end of the traction arc plate of the inner traction device of the first tightening belt traction device is provided with a traction connecting pin, which is used to connect with the traction arc plate of the outer traction device of the second tightening belt traction device.

[0009] Optionally, the tightening device further includes a tightening motor and a tightening disc; The tightening belt is wound around the tightening disc, and the tightening motor drives the tightening disc to rotate to wind up or release the tightening belt. The head of the tightening belt is equipped with a double hook structure, which includes a tightening belt traction hook and a tightening belt fixing hook. The tightening belt traction hook is engaged with the traction tongue hook, and the tightening belt fixing hook is engaged with the tightening belt gripping device.

[0010] Optionally, the tightening belt gripping device includes a gripping motor, a gripping clamp, two connecting plates, two gear plates, and a fixing plate; The gripper includes two gripping arms, the middle parts of which are rotatably connected to one end of the two connecting plates via hinge pins, and the other ends of the two connecting plates are rotatably connected to the fixing plate via hinge pins. The lower ends of the two clamping arms are rotatably connected to the non-gear ends of the two gear plates via hinge pins, and the gear ends of the two gear plates mesh with each other; The middle part of one of the two gear plates is rotatably connected to the fixed plate via a first shaft, and the middle part of the other gear plate is fixedly connected to one end of a second shaft. The other end of the second shaft passes through the fixed plate and is connected to the gripping motor. The gripping motor is configured to drive the second shaft to rotate, thereby driving the corresponding gear plate to rotate, and through the meshing transmission of the two gear plates, driving the other gear plate to rotate, so that the upper ends of the two gripping arms close to grip the tightening belt.

[0011] Secondly, the present invention provides a robotic arm hoisting and parking device, comprising: a hoisting robotic arm, a front-mounted lifting and connecting trolley, and a ramp transfer trolley; The front-mounted vehicle-lifting shuttle trolley is equipped with four sets of opening and closing mechanisms. Each set of opening and closing mechanisms is connected to the corresponding automatic wheel-binding device as described in any one of the first aspects. The front-mounted vehicle-lifting shuttle trolley is configured to move to the bottom of the vehicle waiting to be parked, and use the four sets of opening and closing mechanisms to unfold the four automatic wheel-binding devices to the bottom of the four wheels of the vehicle waiting to be parked and bind the four wheels. The ramp transfer trolley is equipped with a frame on top, and a robotic arm slide is provided on the upper part of the frame. The lifting robotic arm is slidably connected to the robotic arm slide. The end of the lifting robotic arm is equipped with a first hook, and the front end of the front-mounted vehicle lifting shuttle trolley is equipped with a second hook. The lifting robotic arm is configured to move the front-mounted vehicle lifting shuttle trolley to the top of the ramp transfer trolley and engage with it by engaging the first hook and the second hook. During the downhill transfer process, the front-mounted vehicle lifting shuttle trolley is pulled backward along the robotic arm slide to shift the center of gravity of the waiting vehicle backward.

[0012] Optionally, each opening and closing mechanism includes two opening and closing components. Each opening and closing component includes a guide rail base, an opening and closing drive motor, an opening and closing drive slider, an opening and closing connecting rod slide, an opening and closing connecting rod slider, an opening and closing connecting rod, an opening and closing connecting rod hinge seat, an opening and closing driven rod pin, and an opening and closing driven rod. The opening and closing drive motor is fixedly connected to the guide rail base. The guide rail base is provided with a guide rail. The opening and closing linkage slide is slidably connected to the guide rail through the opening and closing drive slider. The opening and closing linkage is slidably connected to the opening and closing linkage slide through the opening and closing linkage slider. One end of the opening and closing linkage is hinged to the opening and closing linkage slider, and the other end of the opening and closing linkage is hinged to the opening and closing linkage hinge seat. The opening and closing linkage hinge seat is fixedly connected to the opening and closing driven rod. The opening and closing driven rod is rotatably connected to the opening and closing driven rod pin. The opening and closing driven rod pin is fixedly connected to the guide rail base. The opening and closing driven rod is connected to the corresponding wheel support rod. The opening and closing drive motor is configured to drive the opening and closing drive slider to slide along the guide rail. The opening and closing drive slider drives the opening and closing connecting rod slider to slide along the opening and closing connecting rod slide, thereby driving the opening and closing driven rod to rotate around the opening and closing driven rod pin to open and close the corresponding wheel support rod.

[0013] Optionally, the wheel support rod is provided with a support rod drive motor, a drive bearing, a support rod shaft, and two driven bearings; The support rod shaft is fixedly connected to the opening and closing driven rod. The drive bearing is provided in the middle of the support rod shaft, and two driven bearings are provided at both ends. The drive bearing is connected to the wheel support rod in a transmission manner. The two driven bearings are clearance-fitted with the wheel support rod. The support rod drive motor is connected to the drive bearing. The support rod drive motor is configured to drive the drive bearing to rotate, and through the drive bearing and the two driven bearings, drive the wheel support rod to rotate until its own arc surface is opposite to the arc surface of the corresponding wheel support rod to support the vehicle wheel.

[0014] Optionally, a slider is slidably installed in the slide rail of the robotic arm, and the lifting robotic arm includes three arm segments that are hinged in sequence, namely the shoulder, the forearm and the wrist. The shoulder is fixedly connected to the slider. A linear drive is provided between two adjacent arm segments and inside the arm segment. The extension and retraction movement of the linear drive drives the corresponding arm segment to rotate around the hinge point. The wrist end is provided with the first hook.

[0015] Optionally, both the first coupler and the second coupler include a coupler body, a coupler motor, a coupler tail pin, a coupler tongue, a coupler tongue, and a coupler tongue pin. One side of the hook body is hinged to the coupler tongue via the coupler tongue pin, the coupler tongue is keyed to the coupler tongue, the coupler tongue is connected to the coupler tail pin, and the coupler tail pin is connected to the coupler motor; The coupler motor is configured to drive the coupler tail pin to move up and down. The coupler tail pin and the coupler tongue are linked: when the coupler tail pin is raised, the coupler tongue is in a rotatable state to unlock; when the coupler tail pin is lowered and inserted into the positioning hole on the coupler tongue, the coupler tongue is locked to achieve docking lock.

[0016] As described above, the automatic wheel binding device provided in this embodiment of the invention includes: a first wheel support rod and a second wheel support rod arranged opposite to each other; both the opposing surfaces of the first wheel support rod and the second wheel support rod have arc surfaces, which are used to support the vehicle wheel; the first wheel support rod is equipped with a tensioning belt gripping device and a first tensioning belt traction device; the second wheel support rod is equipped with a tensioning belt tightening device and a second tensioning belt traction device, and the tensioning belt tightening device contains a tensioning belt; the second tensioning belt traction device is configured to pull the tensioning belt to rotate around the vehicle wheel. After the second tensioning belt traction device completes its operation, the first tensioning belt traction device pulls the second tensioning belt traction device to continue rotating until the tensioning belt engages with the tensioning belt gripping device, so that the tensioning belt wraps around and binds the vehicle wheel. Thus, by using the arc surfaces of the opposing surfaces of the first wheel support rod and the second wheel support rod to support the vehicle wheel, a stable bottom support reference is provided for the wheel. Based on this, through the coordinated action of the first and second tightening belt traction devices on the first and second wheel support rods on both sides, the tightening belt forms a wrap around the vehicle wheel. Compared with the traditional method of clamping only from the outside, this significantly increases the restraint range of the wheel, effectively preventing loosening or slippage during transportation. At the same time, the entire wrapping and fastening process is automatically completed by the double-sided traction devices without manual intervention, improving binding efficiency, ensuring consistent force, and achieving efficient and fully automatic reliable binding of the wheel.

[0017] The innovative aspects of this invention include: 1. The vehicle wheel is supported by the arc surfaces of the opposing surfaces of the first and second wheel support rods, providing a stable bottom support reference for the wheel. Based on this, the coordinated action of the first and second tightening strap traction devices on both sides of the first and second wheel support rods creates a wraparound grip on the vehicle wheel using the tightening strap. Compared to the traditional method of clamping only from the outside, this significantly increases the restraint range on the wheel, effectively preventing loosening or slippage during transport. Simultaneously, the entire wrapping and fastening process is automatically completed by the dual-sided traction devices without manual intervention, improving binding efficiency, ensuring consistent force, and achieving efficient and fully automatic reliable wheel binding.

[0018] 2. In the working state, a double-layered binding structure is formed around the vehicle wheels. The first layer of binding consists of a nearly complete 360° circumferential ring formed by the first and second tensioning belt traction devices when both are fully deployed. This ring provides a continuous rigid guide track for the tensioning belt, ensuring stable support and guidance during the wrapping process and avoiding the risk of jamming or derailment due to excessive span. The second layer of binding consists of a near 360° wrap around the vehicle wheels by the tensioning belt. The tensioning belt, as a flexible constraint element, directly adheres to the tire surface, reliably constraining the circumferential and radial displacement of the wheel through tension. This double-layered binding structure ensures the reliability of the binding while reducing the performance requirements of individual mechanisms. Furthermore, in the non-working state, the three layers overlap and are stored, resulting in a compact overall size of the support rod, facilitating access to narrow undercarriage spaces and achieving a balance between maximizing the working stroke and minimizing the storage volume.

[0019] 3. By setting a traction motor to drive the traction gear to rotate on the traction rack, the forced transmission characteristics of the gear and rack meshing drive the traction arc plate to make precise circular motion. Simultaneously, a traction hook is installed at the end of the traction arc plate of the inner traction device of the second tensioning belt traction device to pull the tensioning belt. This, combined with the gear and rack meshing, effectively prevents slippage or positional drift when the tension of the tensioning belt increases, ensuring stable transmission of the binding torque. Furthermore, a traction connecting pin is installed at the end of the traction arc plate of the inner traction device of the first tensioning belt traction device to connect with the traction arc plate of the outer traction device of the second tensioning belt traction device. This rigid connection ensures that the tensioning belt will not slacken or derail when crossing the junction points on both sides, maintaining a constant tension throughout the entire process.

[0020] 4. By setting the head of the tightening belt to be equipped with a double hook structure, the functions of dynamic traction and static locking are cleverly decoupled: the tightening belt traction hook is only subjected to force during movement, while the tightening belt fixing hook is only subjected to force in the static state. The two do not interfere with each other, which greatly improves reliability and fault tolerance.

[0021] 5. By setting the two gripping arms of the gripper to be hinged to the fixed plate in the middle via a connecting plate and hinged to the lower end via a gear plate, and the gear ends of the two gear plates meshing with each other, a transmission structure of gear meshing and connecting plate hinge is formed. This allows for precise opening and closing control of the gripping arms by rotating the gripping motor in both directions. Furthermore, the gear meshing transmission has a self-locking characteristic, which can maintain a stable locking force in the closed state, effectively resisting the unlocking tendency caused by vibration or impact during vehicle transfer on a slope, and ensuring absolute safety in the secured state.

[0022] 6. The robotic arm lifting and parking device provided in this embodiment of the invention includes: a lifting robotic arm, a front-mounted lifting and connecting trolley, and a ramp transfer trolley. The front-mounted lifting and connecting trolley is equipped with four sets of opening and closing mechanisms. Each set of opening and closing mechanisms is connected to any of the corresponding automatic wheel binding devices as shown in Embodiment 1. The front-mounted lifting and connecting trolley is configured to move to the bottom of the vehicle to be parked, and through the four sets of opening and closing mechanisms, unfold the four automatic wheel binding devices to the bottom of the four wheels of the vehicle to be parked and bind the four wheels; the ramp transfer trolley... A frame is mounted on top, with a robotic arm slide rail on the upper part of the frame. The lifting robotic arm is slidably connected to the robotic arm slide rail. A first hook is located at the end of the lifting robotic arm, and a second hook is located at the front end of the front-mounted vehicle lifting trolley. The lifting robotic arm is configured to move the front-mounted vehicle lifting trolley above the ramp transfer trolley and engage it with the ramp transfer trolley via the engagement of the first and second hooks. During the downhill transfer, the lifting robotic arm pulls the front-mounted vehicle lifting trolley backward along the robotic arm slide rail, shifting the center of gravity of the vehicle to be parked backward. This, through four sets of opening and closing mechanisms, unfolds the four automatic wheel-binding devices to the bottom of the four wheels and completes the binding, achieving automatic lifting and securing of the vehicle. The lifting robotic arm engages the first hook at its end with the second hook at the front end of the front-mounted vehicle lifting trolley, lifting the trolley above the ramp transfer trolley and engaging it. During the downhill transfer process, the hoisting robotic arm pulls the front-mounted lifting trolley backward along the robotic arm slide, shifting the center of gravity of the combination of the front-mounted lifting trolley and the ramp transfer trolley backward. This further shifts the overall center of gravity of the vehicle waiting to be parked backward, offsetting some of the forward tilting gravity component and effectively suppressing the tendency of the vehicle to slip or overturn. Combined with the aforementioned automatic wheel binding device's circumferential locking, a dual safety protection system of center of gravity optimization and mechanical locking is formed, ensuring the stability and safety of the ramp transfer operation.

[0023] 7. The opening and closing drive motor drives the opening and closing drive slider to move linearly along the guide rail. The opening and closing drive slider drives the opening and closing connecting rod slider to slide along the opening and closing connecting rod slide rail, which in turn drives the opening and closing driven rod to rotate around the opening and closing driven rod pin, realizing the rotational opening and closing of the wheel support rod. This multi-stage linkage slider mechanism converts the linear motion of the opening and closing drive motor into the rotational motion of the wheel support rod. It has a compact structure and high transmission efficiency. It can realize the large-angle expansion and retraction of the wheel support rod within the limited chassis space of the front-mounted lifting vehicle shuttle. When expanded, the wheel support rod fully extends to support the wheel. When retracted, the first wheel support rod or the second wheel support rod fits against the vehicle body to ensure the equipment's passability in narrow garage environments.

[0024] 8. Through this design of built-in support rod drive motor and multi-point bearing support, the arc surface of the wheel support rod can be independently adjusted to ensure that the arc surface fully fits the tire surface, increases the contact area and disperses the support stress, further improves the support stability and reduces the risk of tire damage caused by local stress concentration.

[0025] 9. By designing the lifting robotic arm to consist of three sequentially hinged segments—the shoulder, forearm, and wrist—the lifting robotic arm possesses multiple degrees of rotational freedom. Combined with linear drive components, this provides a strong attitude-maintaining torque, enabling the lifting robotic arm to flexibly complete lifting and docking actions. Simultaneously, the shoulder is fixedly connected to the slider, allowing the entire lifting robotic arm to move longitudinally along the robotic arm track. During downhill transport, the lifting robotic arm moves backward along the robotic arm track, pulling the front-mounted lifting trolley. At this time, the lifting robotic arm's own mass becomes an active counterweight, participating in the dynamic control of the vehicle's center of gravity, mechanically counteracting the forward tilting inertial moment during downhill transport, and improving transport stability.

[0026] 10. The coupler motor is configured to drive the lifting and lowering of the coupler tail pin. The coupler tail pin and the coupler tongue are linked: when the coupler tail pin rises, the coupler tongue is in a rotatable state to unlock; when the coupler tail pin descends and inserts into the positioning hole on the coupler tongue, the coupler tongue is locked to achieve docking lock. This automatic docking lock design allows the coupler to maintain locking in the locked state through mechanical structure rather than electricity. Even in the event of power failure or electrical fault, the coupler tail pin remains in the positioning hole due to its own weight, and the coupler tongue remains in a locked state, effectively preventing accidental disengagement due to vibration or impact during ramp transport, and greatly improving connection safety.

[0027] Of course, implementing any product or method of the present invention does not necessarily require achieving all of the advantages described above at the same time. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are merely some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without any creative effort.

[0029] Figure 1 This is a structural schematic diagram of the automatic wheel binding device provided in an embodiment of the present invention from one angle; Figure 2 This is a schematic diagram of the automatic wheel binding device provided in an embodiment of the present invention from another angle; Figure 3 A schematic diagram showing the first and second tightening belt traction devices in an undeployed state, as provided in an embodiment of the present invention. Figure 4 A schematic diagram of the first tightening belt traction device 12 deployed to 180° according to an embodiment of the present invention; Figure 5This is a schematic diagram of the traction device provided in an embodiment of the present invention; Figure 6 This is a schematic diagram of the structure of the tightening belt provided in an embodiment of the present invention; Figure 7 A schematic diagram of a robotic arm hoisting and parking device provided in an embodiment of the present invention; Figure 8 This is a structural schematic diagram of the front-mounted lifting and connecting trolley provided in an embodiment of the present invention at one angle; Figure 9 This is a structural schematic diagram of the front-mounted lifting and connecting trolley provided in an embodiment of the present invention from another angle; Figure 10 This is a schematic diagram of the structure of the ramp transfer trolley 6 provided in an embodiment of the present invention. Figure 11 A schematic diagram of the opening and closing mechanism provided in an embodiment of the present invention; Figure 12 This is a schematic diagram of a first structure of a hoisting robotic arm provided in an embodiment of the present invention; Figure 13 This is a schematic diagram of a second structure of the hoisting robotic arm provided in an embodiment of the present invention; Figure 14 This is a schematic diagram of a third structure of a hoisting robotic arm provided in an embodiment of the present invention; Figure 15 This is a schematic diagram of the coupler structure provided in an embodiment of the present invention.

[0030] Figures 1-15In the middle, 1 is the first wheel support rod, 11 is the tensioning belt gripping device, 111 is the gripping clamp, 112 is the connecting plate, 113 is the gear plate, 114 is the fixing plate, 115 is the first axle, 116 is the second axle, 12 is the first tensioning belt traction device, 2 is the second wheel support rod, 21 is the tensioning belt tensioning device, 211 is the tensioning belt, 2111 is the tensioning belt traction hook, 2112 is the tensioning belt fixing hook, 22 is the second tensioning belt traction device, 31 is the traction motor, 32 is the traction arc plate, 321 is the traction tongue hook, 33 is the traction gear, 34 is the traction tooth track, 4 is the lifting robotic arm, 42 is the shoulder, 43 is the forearm, 44 is the wrist, 41 is the first coupler, 5 is the front lifting docking trolley, 51 is the opening and closing mechanism, 511 is the guide rail base, 5111 is the guide rail. 512 Opening / closing drive motor, 513 Opening / closing drive slider, 514 Opening / closing connecting rod slide, 515 Opening / closing connecting rod slider, 516 Opening / closing connecting rod, 517 Opening / closing connecting rod hinge seat, 518 Opening / closing driven rod pin, 519 Opening / closing driven rod, 52 Second coupler, 521 Coupler body, 522 Coupler motor, 523 Coupler tail pin, 524 Coupler tongue, 525 Coupler tongue, 526 Coupler tongue pin, 53 Universal wheel, 54 Anti-slip transition ramp, 55 Front trolley docking guide groove, 56 Fixed rod docking groove, 6 Ramp transfer trolley, 61 Chassis, 62 Robotic arm slide, 7 Slider, 71 Drive bearing, 72 Support rod shaft, 73 Driven bearing, 81 Mecanum wheel, 82 Servo motor, 30 Inner traction device, 40 50. Middle-layer traction device, 101. Outer-layer traction device, 102. Middle vehicle platform, 103. Fixed rod, 104. Driven omnidirectional wheel, 105. Short support block of middle vehicle platform, 106. Long support block of middle vehicle platform, 107. Support rod of middle telescopic platform, 108. Middle telescopic platform, 110. Front telescopic platform, 121. Telescopic sleeve gearbox of front telescopic platform, 122. First cross-shaft universal coupling, 123. Telescopic sleeve of front telescopic platform, 124. Push rod of front telescopic platform, 125. Telescopic sleeve of middle telescopic platform, 126. Gearbox of telescopic sleeve of middle telescopic platform, 127. Second cross-shaft universal coupling, 128. Push rod of middle telescopic platform, 401. First shoulder fluid 402 Second shoulder hydraulic rod, 403 Forearm joint hydraulic rod, 404 Wrist joint hydraulic rod, 405 First diagonal brace auxiliary connecting rod, 406 Second diagonal brace auxiliary connecting rod, 407 Shoulder driven support rod, 408 Elbow-shaped main boom plate, 409 Forearm driven support rod, 410 Shoulder joint support, 411 Dovetail-shaped end connecting plate, 412 Wrist driven support rod, 413 Locking drive coupling plate, 414 Wrist posture adjustment joint, 415 First clamp hinge bearing, 416 Clamp connecting rod, 417 Second clamp hinge bearing, 418 Clamp support coupling plate, 419 Joint fixing plate, 420 Joint output flange, 421 Coupler connecting flange, 422 Ball bearing, 423 Elastic retaining ring. Detailed Implementation

[0031] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0032] It should be noted that the terms "comprising" and "having," and any variations thereof, in the embodiments and drawings of this invention are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the steps or units listed, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or devices.

[0033] This invention discloses an automatic wheel binding device and a robotic arm hoisting and parking device, which can achieve efficient and fully automatic reliable wheel binding. The embodiments of this invention are described in detail below.

[0034] Example 1 Figure 1 This is a structural schematic diagram of the automatic wheel binding device provided in an embodiment of the present invention from one angle. Figure 2 This is a structural schematic diagram of the automatic wheel binding device provided in an embodiment of the present invention from another angle. See also... Figures 1-2 The automatic wheel binding device provided in this embodiment of the invention includes: a first wheel support rod 1 and a second wheel support rod 2 arranged opposite to each other. The first wheel support rod 1 and the second wheel support rod 2 are arranged symmetrically or approximately symmetrically in space, and the distance between them can be adaptively adjusted or kept fixed according to the wheel track of the vehicle to be parked to cover mainstream vehicle models.

[0035] The opposing surfaces of the first wheel support rod 1 and the second wheel support rod 2 are both provided with arc surfaces. The arc surfaces are used to support the vehicle wheels. The radius of curvature of the arc surfaces is designed to match the outer contour of common passenger car tires, so that each wheel support rod can form surface contact rather than point contact when supporting the wheel, thereby increasing the friction area and dispersing the support stress. This effectively prevents damage to the tire surface due to excessive local pressure during transportation, and also provides a stable attitude reference for subsequent tying operations.

[0036] See also Figure 1 and Figure 2The first wheel support rod 1 is equipped with a tensioning belt gripping device 11 and a first tensioning belt traction device 12. The tensioning belt gripping device 11 can be located at the end of the first wheel support rod 1 or near the docking side, serving as the end locking node of the binding loop. The first tensioning belt traction device 12 can be located near the docking side to facilitate the traction of the second tensioning belt traction device 22.

[0037] Correspondingly, the second wheel support rod 2 is equipped with a tensioning belt tensioning device 21 and a second tensioning belt traction device 22. The tensioning belt tensioning device 21 contains a tensioning belt 211. The tensioning belt 211 inside the tensioning belt tensioning device 21 has sufficient length allowance to accommodate wheels of different diameters. The second tensioning belt traction device 22, as the starting drive end of the binding loop, undertakes the task of actively wrapping around the wheel. The second tensioning belt traction device 22 can be located near the docking side for easy traction by the first tensioning belt traction device 12, and the tensioning belt tensioning device 21 can be located near the second tensioning belt traction device 22 for easy traction by the second tensioning belt traction device 22.

[0038] It should be understood that, although in this embodiment of the invention, the tightening belt gripping device 11 and the first tightening belt traction device 12 are integrated into the first wheel support rod 1, and the tightening belt tightening device 21 and the second tightening belt traction device 22 are integrated, with the tightening belt tightening device 21 containing a tightening belt 211, and the tightening belt tightening device 21 being integrated into the second wheel support rod 2, in other embodiments, the positions of these functional modules can be interchanged or recombined, as long as the logic of bilateral collaborative operation is satisfied.

[0039] During operation, the second tensioning belt traction device 22 is configured to pull the tensioning belt 211 to rotate around the vehicle wheel. Specifically, when the automatic wheel binding device enters the binding position, the second tensioning belt traction device 22 is activated first, causing the tensioning belt 211 to be released from the tensioning belt tightening device 21 and extend along one side of the wheel's circumference, completing the wrapping of half or part of the wheel's circumference. After the second tensioning belt traction device 22 completes its operation, the first tensioning belt traction device 12 pulls the second tensioning belt traction device 22 to continue rotating until the tensioning belt 211 engages with the tensioning belt gripping device 11, causing the tensioning belt 211 to wrap around and bind the vehicle wheel. Figure 1 The second tightening belt traction device 22 is not shown in the figure, which tractions the tightening belt 211.

[0040] In this process, a relay transmission logic is formed: after the first half of the winding task is completed by the traction device on one side, the remaining stroke is completed by the traction device on the other side and finally physically locked with the fixed tightening belt gripping device 11.

[0041] This dual-sided relay-coordinated action mode, compared to single-sided long-stroke traction, can effectively shorten the length of the single-sided traction device and reduce the space occupied by the wheel support rod.

[0042] As described above, the automatic wheel binding device provided in this embodiment of the invention includes: a first wheel support rod 1 and a second wheel support rod 2 arranged opposite to each other; both the opposing surfaces of the first wheel support rod 1 and the second wheel support rod 2 are provided with arc surfaces, which are used to support the vehicle wheel; the first wheel support rod 1 is equipped with a tightening strap gripping device 11 and a first tightening strap traction device 12; the second wheel support rod 2 is equipped with a tightening strap tightening device 21 and a second tightening strap traction device 22, and the tightening strap tightening device 21 contains a tightening strap 211; the second tightening strap traction device 22 is configured to pull the tightening strap 211 to rotate around the vehicle wheel. After the second tightening strap traction device 22 completes its operation, the first tightening strap traction device 12 pulls the second tightening strap traction device 22 to continue rotating until the tightening strap 211 engages with the tightening strap gripping device 11, so that the tightening strap 211 wraps around and binds the vehicle wheel. Thus, the vehicle wheel is supported by the arc surfaces of the opposing surfaces of the first wheel support rod 1 and the second wheel support rod 2, providing a stable bottom support reference for the wheel. Based on this, through the coordinated action of the first tightening belt traction device 12 and the second tightening belt traction device 22 on the first wheel support rod 1 and the second wheel support rod 2 on both sides, the tightening belt 211 forms a wrap around the vehicle wheel. Compared with the traditional method of clamping only from the outside, it significantly increases the restraint range of the wheel and effectively prevents loosening or slippage during transportation. At the same time, the entire wrapping and fastening process is automatically completed by the double-sided traction device without manual intervention, which improves the binding efficiency, ensures consistent force, and achieves efficient and fully automatic reliable binding of the wheel.

[0043] Figure 4 This is a schematic diagram of the second tightening belt traction device 22 deployed to 180° according to an embodiment of the present invention. See also Figure 4 Both the first tightening belt traction device 12 and the second tightening belt traction device 22 are three-layer nested structures, including an inner traction device 30, a middle traction device 40, and an outer traction device 50. These three nested structures are arranged in a concentric arc shape in space. The inner traction device 30 is located within the middle traction device 40, and the middle traction device 40 is located within the outer traction device 50, forming a telescopic and retractable shape similar to a telescope sleeve. Therefore, the size of the inner traction device 30 is smaller than the size of the middle traction device 40, and the size of the middle traction device 40 is smaller than the size of the outer traction device 50. Figure 4 This is for illustrative purposes only; the differences between the dimensions are not shown.

[0044] The state of a three-level nested structure before it is expanded is as follows: Figure 3 As shown, Figure 3This is a schematic diagram showing the first tightening belt traction device 12 and the second tightening belt traction device 22 in an undeployed state, as provided in an embodiment of the present invention.

[0045] Each layer of the traction device has a 60° deployment angle, and the outermost traction device is initially deployed at 60°. This specific angle parameter design ensures that when the three nested structures on a single-sided wheel support rod are fully deployed, the total arc angle they cover is exactly 3 × 60° = 180°. Figure 4 As shown. When both the first tensioning belt traction device 12 and the second tensioning belt traction device 22 of the wheel support rods on both sides are fully deployed, they can be assembled into an approximately complete 360° circular enclosure, as shown. Figure 1 As shown, Figure 1 , Figure 3 and Figure 4 The process of winding the tightening band 211 is not shown in either of the drawings.

[0046] Specifically, the middle layer traction device 30 of the second tightening belt traction device 22 unfolds to a cumulative 120° and drives its own inner layer traction device 30 to unfold. During the unfolding process, the inner layer traction device 30 of the second tightening belt traction device 22 hooks the tightening belt 211 and unfolds to a cumulative 180°. During this process, the second tightening belt traction device 22 wraps around the vehicle wheel at a 180° angle, but the tightening belt 211 wraps around the vehicle wheel at a degree less than 180°.

[0047] There is a gap between the inner traction device 30 of the first tightening belt traction device 12 and the outer traction device 50 of the second tightening belt traction device 22. After the second tightening belt traction device 22 is activated, the middle traction device 40 of the first tightening belt traction device 12 extends to a cumulative 120°, driving its own inner traction device 30 to connect with the outer traction device 50 of the second tightening belt traction device 22. When the inner traction device 30 of the first tightening belt traction device 12 extends to a cumulative 180°, the tightening belt 211 engages with the tightening belt gripping device 11, forming a wrapping binding around the vehicle wheel. At this time, both the first tightening belt traction device 22 and the tightening belt 211 are wrapped around the vehicle wheel at a 180° angle.

[0048] Because there is a gap between the inner traction device 30 of the first tightening belt traction device 12 and the outer traction device 50 of the second tightening belt traction device 22, the final result when both the first tightening belt traction device 12 and the second tightening belt traction device 22 are fully deployed is a nearly complete 360° circumferential surround, and the degree of wrapping of the tightening belt 211 around the vehicle wheel is close to 360°. The wrapping around the vehicle wheel includes two layers: one is the nearly complete 360° circumferential surround formed when both the first tightening belt traction device 12 and the second tightening belt traction device 22 are fully deployed; the other is the near 360° wrapping of the vehicle wheel by the tightening belt 211.

[0049] The advantage of this layered nested design lies in achieving a balance between maximizing the working stroke and minimizing the storage volume. In the non-working state, the three-layer structure overlaps and stores, making the overall size of each wheel support rod compact and easy to access narrow spaces under the vehicle. In the working state, by unfolding step by step to obtain sufficient circumference, it ensures that the tightening strap 211 can fit the tire surface without any blind spots.

[0050] Thus, in the working state, a double-layered wrap-around binding structure is formed for the vehicle wheels. The first layer of binding consists of a nearly complete 360° circumferential ring formed by the first tightening belt traction device 12 and the second tightening belt traction device 22 when both are fully deployed. This ring provides a continuous rigid guide track for the tightening belt 211, ensuring that the tightening belt 211 is always stably supported and guided during the wrapping process, avoiding the risk of jamming or derailment due to excessive span. The second layer of binding consists of the tightening belt 211 wrapping around the vehicle wheels in a nearly 360° manner. The tightening belt 211, as a flexible constraint element, directly adheres to the tire surface, and reliably constrains the circumferential and radial displacement of the wheel through tension. The double-layer binding structure ensures the reliability of the binding while reducing the performance requirements of individual mechanisms. At the same time, in the non-working state, the three-layer structure overlaps and is stored, making the overall size of the support rod compact and easy to access narrow vehicle undercarriage spaces, achieving a balance between maximizing the working stroke and minimizing the storage volume.

[0051] Figure 5 This is a schematic diagram of the traction device provided in an embodiment of the present invention. See also: Figure 5 Each layer of the traction device includes a traction motor 31, a traction arc plate 32, a traction gear 33, and a traction tooth path 34.

[0052] The traction motor 31 is fixedly connected to one end of the traction arc plate 32. The output shaft of the traction motor 31 is connected to the traction gear 33. The traction gear 33 meshes with the traction tooth path 34. During operation, the traction motor 31 drives the traction gear 33 to rotate on the traction tooth path 34 to drive the traction arc plate 32 to make circular motion.

[0053] The inner traction device 30 is located within the traction arc plate 32 of the middle traction device 40, and the middle traction device 40 is located within the traction arc plate 32 of the outer traction device 50.

[0054] See also Figure 5 The end of the traction arc plate 32 of the inner traction device 30 of the second tightening belt traction device 22 is provided with a traction hook 321, which is used to pull the tightening belt 211. The end of the traction arc plate 32 of the inner traction device 30 of the first tightening belt traction device 12 is provided with a traction connecting pin, which is used to connect with the traction arc plate 32 of the outer traction device 50 of the second tightening belt traction device 22.

[0055] In the actual operation process, during the unfolding process, the inner traction device 30 of the second tightening belt traction device 22 will have its traction hook 321 at the end of its traction arc plate 32 precisely engage with the tightening belt 211 and pull the tightening belt 211 to rotate.

[0056] When the three layers of traction devices of the second tightening belt traction device 22 are unfolded in sequence, the traction connecting pin at the end of the inner traction device 30 of the first tightening belt traction device 12 will be precisely connected to the traction arc plate 32 of the outer traction device 50 of the second tightening belt traction device 22. Specifically, the traction arc plate 32 of the outer traction device 50 of the second tightening belt traction device 22 is provided with a connecting hole for connecting with the traction connecting pin.

[0057] Subsequently, the first tensioning belt traction device 12 continues to pull the tensioning belt 211 to complete the remaining loop. This mechanical hard connection docking mechanism ensures that the tensioning belt 211 will not slacken or derail when crossing the junction points on both sides, maintaining a constant tension throughout the entire process.

[0058] Therefore, by setting the traction motor 31 to drive the traction gear 33 to rotate on the traction tooth path 34, the forced transmission characteristics of the gear and rack meshing are used to drive the traction arc plate 32 to make precise circular motion. At the same time, the tightening belt 211 is pulled by setting the traction hook 321 at the end of the traction arc plate 32 of the inner traction device 30 of the second tightening belt traction device 22. The gear tooth meshing can effectively prevent slippage or position drift when the tension of the tightening belt 211 increases, ensuring the stable transmission of the binding torque. In addition, the traction connecting pin is set at the end of the traction arc plate 32 of the inner traction device 30 of the first tightening belt traction device 12 to connect with the traction arc plate 32 of the outer traction device 50 of the second tightening belt traction device 22. This rigid connection ensures that the tightening belt 211 will not slack or derail when crossing the junction points on both sides, maintaining a constant tension throughout the entire process.

[0059] Figure 6 A schematic diagram of the tightening strap provided in an embodiment of the present invention is shown below. Figure 6 The tightening device 21 also includes a tightening motor and a tightening disc. The tightening tape 211 is wound around the tightening disc, and the tightening motor drives the tightening disc to rotate to wind or release the tightening tape 211. Because it is driven by an independent motor, the tension of the tightening tape can be adjusted in real time according to the wheel diameter and the stage of fastening. For example, a low tension can be maintained in the initial winding stage to prevent jamming, and a high torque mode can be switched in the final locking stage to ensure a tight fit.

[0060] The tightening device 21 can also be equipped with a pressure sensor to sense the pressure of the tightening belt 211 on the tire in real time. When the pressure value detected by the pressure sensor reaches the preset fastening threshold, the tightening motor stops rotating and the tightening action is completed, thereby avoiding excessive tightening that could cause tire deformation or damage, while ensuring that the fastening force meets the safety requirements for ramp transportation.

[0061] To facilitate the aforementioned dual-sided relay traction and final locking, a double-hook structure is installed at the head of the tightening strap 211. The double-hook structure includes a tightening strap traction hook 2111 and a tightening strap fixing hook 2112. The tightening strap traction hook 2111 engages with the traction tongue hook 321 and is responsible for transmitting the pulling force of the traction device to the tightening strap 211 during the circling process. The tightening strap fixing hook 2112 engages with the tightening strap gripping device 11 and is responsible for permanently fixing the tightening strap 211 at the end position after the circling is completed.

[0062] Thus, by setting the head of the tightening belt 211 to be equipped with a double hook structure, the functions of dynamic traction and static locking are cleverly decoupled: the tightening belt traction hook 2111 is only subjected to force during movement, while the tightening belt fixing hook 2112 is only subjected to force in the static state. The two do not interfere with each other, which greatly improves reliability and fault tolerance.

[0063] See also Figure 2 The tightening belt gripping device 11 includes a gripping motor, a gripping clamp 111, two connecting plates 112, two gear plates 113, and a fixing plate 114.

[0064] The gripper 111 includes two gripping arms. The middle parts of the two gripping arms are rotatably connected to one end of two connecting plates 112 via hinge pins. The other ends of the two connecting plates 112 are rotatably connected to a fixed plate 114 via hinge pins, so that the two gripping arms can swing relative to the fixed plate 114.

[0065] The lower ends of the two gripping arms are rotatably connected to the non-gear ends of the two gear plates 113 via hinge pins. The gear ends of the two gear plates 113 mesh with each other. The middle part of one of the gear plates 113 is rotatably connected to the fixed plate 114 via the first shaft 115, and the middle part of the other gear plate 113 is fixedly connected to one end of the second shaft 116. The other end of the second shaft 116 passes through the fixed plate 114 and is connected to the gripping motor.

[0066] The gripping motor is configured to drive the second shaft 116 to rotate, thereby driving the corresponding gear plate 113 to rotate, and through the meshing transmission of the two gear plates 113, driving the other gear plate 113 to rotate, so that the upper ends of the two gripping arms close to grip the tightening belt 211.

[0067] Specifically, the movement of the two gear plates 113 is transmitted to the lower end of the corresponding clamping arms through the hinge pins, causing the two clamping arms to swing around their respective hinge points with the connecting plate 112. The upper ends of the two clamping arms move towards each other to close, thereby gripping the tightening belt 211. Specifically, the tightening belt fixing hook 2112 achieves the fastening.

[0068] When release is required, the gripping motor drives the second shaft 116 in the reverse direction, and the two gear plates 113 mesh in the opposite direction to drive the upper ends of the two gripping arms to open in opposite directions, thus realizing the release.

[0069] Therefore, by setting the middle of the two gripping arms of the gripping clamp 111 to be hinged to the fixing plate 114 via the connecting plate 112, and the lower end to be hinged via the gear plate 113, and the gear ends of the two gear plates 113 meshing with each other, a transmission structure of gear meshing and connecting plate 112 hinged is formed, so that the gripping arm can be precisely opened and closed by the forward and reverse rotation of the gripping motor. Moreover, the gear meshing transmission has a self-locking characteristic, which can maintain a stable locking force in the closed state, effectively resisting the unlocking tendency caused by vibration or impact during the transfer of the vehicle on the slope, and ensuring the absolute safety of the binding state.

[0070] Example 2 Figure 7 This is a schematic diagram of a robotic arm hoisting and parking device provided in an embodiment of the present invention. Figure 8 This is a structural schematic diagram of the front-mounted lifting and connecting trolley provided in an embodiment of the present invention at one angle. See also... Figure 7 and Figure 8The robotic arm lifting and parking device provided in this embodiment of the invention includes: a lifting robotic arm 4, a front-mounted vehicle lifting and docking trolley 5, and a ramp transfer trolley 6. These three core components work together to form a complete automated operation chain from lifting and securing the bottom of the vehicle to horizontal docking and transfer, and then to dynamic stabilization on the ramp. It should be understood that although this embodiment of the invention uses these three main components as examples, in practical applications, the robotic arm lifting and parking device may also include peripheral devices such as auxiliary positioning modules, safety monitoring sensors, or central control units, as long as they do not deviate from the core architecture of this application.

[0071] The front-mounted vehicle-lifting shuttle trolley 5 is equipped with four sets of opening and closing mechanisms 51. Each set of opening and closing mechanisms 51 is connected to any of the corresponding automatic wheel-binding devices as in Embodiment 1. The front-mounted vehicle-lifting shuttle trolley 5 is configured to move to the bottom of the vehicle waiting to be parked, and use the four sets of opening and closing mechanisms 51 to unfold the four automatic wheel-binding devices to the bottom of the four wheels of the vehicle waiting to be parked and bind the four wheels.

[0072] See also Figure 7 and Figure 8 The front-mounted lifting and docking trolley 5, as a flat mobile chassis, can flexibly drive into the gaps under various vehicles waiting to park. The four sets of opening and closing mechanisms 51 are arranged corresponding to the four wheel positions of the vehicle: left front, right front, left rear, and right rear.

[0073] Once the front-mounted lifting and connecting trolley 5 is in place, the opening and closing mechanism 51 drives the automatic wheel binding device to switch from the storage state to the working state, precisely fitting the bottom of the tires and binding all four wheels. For details regarding the specific internal structure of the automatic wheel binding device and the method of achieving the wraparound binding, please refer to the detailed description in Embodiment 1 above; it will not be repeated here.

[0074] Figure 9 This is a structural schematic diagram from another angle of the front-mounted lifting and connecting trolley provided in an embodiment of the present invention. See also... Figure 8 and Figure 9 The middle part of the front-mounted lifting docking trolley 5 is the middle vehicle platform 101. The middle vehicle platform 101 is welded to the fixed rods 102 on both sides. Six driven omnidirectional wheels 103 are installed on the lower part of both sides of the middle vehicle platform 101 to assist the movement of the front-mounted lifting docking trolley 5.

[0075] The central vehicle platform 101 is welded to the short support block 104 and the long support block 105 on its front and rear sides, respectively. A support rod 106 passes through the middle of the short support block 104 and the long support block 105, and the support rod 106 passes through the central telescopic platform support block 107. The central telescopic platform support block 107 is welded to the central telescopic platform 108. The central vehicle platform 101 and the central telescopic platform 108 are connected by the support rod 106. Opening and closing mechanisms 51 are installed on both sides of the central telescopic platform 108.

[0076] Similarly, the support rod 106 also passes through the front telescopic platform support block, which is welded to the front telescopic platform 110. The middle telescopic platform 108 is connected to the front telescopic platform 110 via the support rod 106. Two Mecanum wheels 81 are installed on both sides of the front end of the front telescopic platform 110. A servo motor 82 is connected to one side of each Mecanum wheel 81. The front end of the front telescopic platform 110 is connected to the second coupler 52.

[0077] In addition, the rear of the front-mounted lifting shuttle trolley 5 is also equipped with a rear telescopic platform and a corresponding middle telescopic platform, which are set up in the same way as the front telescopic platform 110, and will not be described in detail here.

[0078] See also Figure 8 and Figure 9 Regarding the platform telescopic drive of the front-mounted lifting and connecting trolley 5, the middle two sides of the central vehicle platform 101 are threadedly connected to the telescopic sleeve gearbox 121 of the front telescopic platform. The two sides of the telescopic sleeve gearbox 121 of the front telescopic platform are threadedly connected to the first cross-shaft universal coupling 122. One end of the cross-shaft universal coupling 122 is threadedly connected to the telescopic sleeve 123 of the front telescopic platform. The telescopic sleeve 123 of the front telescopic platform is clearance-fitted with the push rod 124 of the front telescopic platform. One end of the push rod 124 of the front telescopic platform is keyed to the front telescopic platform 110.

[0079] Similarly, the middle sections of both sides of the central vehicle platform 101 are also connected to the central telescopic platform telescopic sleeve 125 through the central telescopic platform telescopic sleeve gearbox 126 and the second cross shaft universal coupling 127. The central telescopic platform telescopic sleeve 125 is clearance-fitted with the central telescopic platform push rod 128, and one end of the central telescopic platform push rod 128 is keyed to the central telescopic platform 108.

[0080] During operation, the front telescopic platform telescopic sleeve gearbox 121 drives the first cross-shaft universal coupling 122 to rotate, which in turn drives the front telescopic platform push rod 124 inside the front telescopic platform telescopic sleeve 123 to move linearly. This causes the front telescopic platform 110 to extend or retract relative to the middle vehicle platform 101. Similarly, the middle telescopic platform 108 can also extend or retract relative to the middle vehicle platform 101, thereby adjusting the overall size of the front-mounted lifting and connecting trolley 5 to accommodate different vehicle models with different wheelbases and track widths.

[0081] See also Figure 7 The ramp transfer trolley 6 is equipped with a frame 61 above it, and a mechanical arm slide 62 is provided on the upper part of the frame 61. The hoisting mechanical arm 4 is slidably connected to the mechanical arm slide 62.

[0082] Figure 10 This is a schematic diagram of the structure of the ramp transfer trolley 6 provided in an embodiment of the present invention. See also: Figure 10 The ramp transfer trolley 6 is the load-bearing base of the entire device under ramp conditions. Its bottom universal wheels 53 provide multi-directional movement capability, and its front is equipped with an anti-slip transition ramp 54 to ensure a smooth transition when waiting vehicles get on and off the trolley.

[0083] The frame 61 is welded or bolted to the top of the ramp transfer trolley 6. The robotic arm slide 62 on the upper part of the frame 61 extends longitudinally along the trolley, providing a precise linear motion guide for the lifting robotic arm 4. This sliding connection method makes the lifting robotic arm 4 no longer a fixed fulcrum, but a unit that can actively adjust its position longitudinally. This is the main feature that distinguishes this embodiment of the invention from traditional fixed lifting equipment.

[0084] See also Figure 7 The hoisting robotic arm 4 is equipped with a first hook 41 at its end and a second hook 52 at its front end. The hoisting robotic arm 4 is configured to move the front-mounted lifting vehicle trolley 5 to the top of the ramp transfer vehicle 6 and engage with it by engaging the first hook 41 and the second hook 52.

[0085] After the vehicles waiting to be parked are secured, the hoisting robotic arm 4 adjusts its posture so that the first hook 41 is aligned with the second hook 52 at the front end of the front-mounted vehicle lifting shuttle trolley 5 and locked in place. Subsequently, the hoisting robotic arm 4 pulls the front-mounted vehicle lifting shuttle trolley 5 to move along a predetermined trajectory to above the ramp transfer trolley 6 and engages with the ramp transfer trolley 6.

[0086] Specifically, the omnidirectional wheels 103 at the bottom of the front-mounted lifting shuttle trolley 5 fall into the front-mounted shuttle docking guide groove 55 on the ramp transfer trolley 6, while the fixing rod 102 is embedded in the fixing rod docking groove 56, achieving rigid engagement. This process integrates the originally independent front-mounted lifting shuttle trolley 5 and the ramp transfer trolley 6 into a stable assembly, laying the foundation for subsequent ramp driving.

[0087] The most core technical improvement of this invention lies in the dynamic center of gravity adjustment mechanism: the hoisting robotic arm 4 is configured to pull the front-mounted lifting and connecting trolley 5 backward along the robotic arm slide 62 during the downhill transfer process, so as to shift the center of gravity of the vehicle waiting to be parked backward.

[0088] In the downhill operation of a semi-enclosed garage, the component of gravity of the combination of the front-mounted lifting shuttle trolley 5 and the ramp transfer trolley 6 along the ramp direction will generate a forward inertial torque, which can easily lead to overload of the front wheels, insufficient grip of the rear wheels, or even the entire vehicle tilting forward and overturning.

[0089] In this embodiment of the invention, by controlling the lifting robotic arm 4 to move upwards along the robotic arm slide 62 towards the rear of the assembly, the center of gravity of the entire assembly is actively changed by utilizing the mass of the lifting robotic arm 4 itself and its rearward pulling force on the front-mounted lifting trolley 5. For example, when the downhill angle is large, the controller can drive the lifting robotic arm 4 to move backwards a specific distance within the robotic arm slide 62, causing the center of gravity of the assembly to shift backwards by a certain percentage, thereby effectively counteracting the forward tilting moment and increasing the adhesion of the rear wheels.

[0090] This active stabilization strategy based on mechanical principles fundamentally improves the inherent safety of ramp transport compared to relying solely on braking or passive damping, solving the problems of vehicle slippage and instability on downhill slopes. It should be understood that the specific value of the rearward shift of the center of gravity can be calculated and adjusted in real time based on feedback from the slope sensor; it is not a fixed value, to adapt to the complex working conditions of different vehicle weight distributions and varying slopes. The slope sensor is installed on the ramp transport trolley 6.

[0091] From a mechanical perspective, the rearward traction force applied by the lifting robotic arm 4 helps improve anti-slip and anti-rollover capabilities in low-speed parking scenarios by adjusting the vehicle's posture and axle load distribution. This is specifically reflected in the following aspects: Regarding load distribution optimization, when going downhill, the vehicle's center of gravity tends to shift towards the front wheels, leading to reduced load on the rear wheels, weakened grip, and increased susceptibility to slippage. The lifting robotic arm 4 pulls the front-mounted lifting trolley 5 backward, transferring some load from the front wheels to the rear wheels, making the load on the front and rear wheels more balanced and improving rear wheel grip, thus reducing the risk of slippage. If the rear wheels are the drive wheels or main braking wheels, the increased load can also enhance friction during braking, helping to shorten the braking distance, especially on low-traction surfaces such as rainy days or gravel slopes. Regarding dynamic attitude stability, if the vehicle body tends to tilt due to uneven road surfaces or steering operations during low-speed parking, the lifting robotic arm 4 can generate a counter-stabilizing torque through longitudinal tension along the robotic arm slide 62, suppressing body tilt and helping to maintain the stability of the combined platform. Simultaneously, this tension can buffer the pitching and swaying tendency caused by the component of gravity, making the vehicle body more stable and reducing the risk of instantaneous slippage due to bumps. In terms of low-speed auxiliary braking, although the traction force of the hoisting robot arm 4 is an internal force of the system and cannot directly apply braking torque to the vehicle, in low-speed static or creeping states, its pulling force can be transmitted to the ramp transfer trolley 6 through the rigid engagement structure between the front-mounted lifting dock trolley 5 and the ramp transfer trolley 6, making the static friction between the ramp transfer trolley 6 and the ground more stable, reducing friction fluctuations caused by vehicle body swaying, and indirectly assisting the vehicle to remain stationary or move slowly.

[0092] The aforementioned auxiliary effects depend on the pulling force of the hoisting robotic arm 4. The pulling force needs to match the vehicle's mass and slope conditions. If it is too small, the effect will be insignificant, and if it is too large, it may cause overload of the connecting structure. This mechanism is mainly applicable to low-speed parking scenarios where the vehicle speed is below a preset threshold.

[0093] In summary, the robotic arm lifting and parking device provided in this embodiment of the invention includes: a lifting robotic arm 4, a front-mounted vehicle lifting and connecting trolley 5, and a ramp transfer trolley 6. The front-mounted vehicle lifting and connecting trolley 5 is equipped with four sets of opening and closing mechanisms 51. Each set of opening and closing mechanisms 51 is connected to any of the corresponding automatic wheel binding devices as described in Embodiment 1. The front-mounted vehicle lifting and connecting trolley 5 is configured to move to the bottom of the vehicle to be parked, and through the four sets of opening and closing mechanisms 51, unfold the four automatic wheel binding devices to the bottom of the four wheels of the vehicle to be parked and bind the four wheels. A vehicle is mounted on top of the ramp transfer trolley 6. The vehicle is equipped with a frame 61, with a robotic arm slide 62 on its upper part. A lifting robotic arm 4 is slidably connected to the robotic arm slide 62. A first hook 41 is located at the end of the lifting robotic arm 4, and a second hook 52 is located at the front end of the front-mounted vehicle lifting trolley 5. The lifting robotic arm 4 is configured to move the front-mounted vehicle lifting trolley 5 above the ramp transfer trolley 6 and engage it with the ramp transfer trolley 6 via the engagement of the first hook 41 and the second hook 52. During the downhill transfer, the lifting robotic arm 4 pulls the front-mounted vehicle lifting trolley 5 backward along the robotic arm slide 62, shifting the center of gravity of the vehicle to be parked backward. Thus, four sets of opening and closing mechanisms 51 unfold the four automatic wheel-binding devices to the bottom of the four wheels and complete the binding, achieving automatic lifting and fixing of the vehicle. The lifting robotic arm 4 engages the first hook 41 at its end with the second hook 52 at the front end of the front-mounted vehicle lifting trolley 5, lifting the front-mounted vehicle lifting trolley 5 above the ramp transfer trolley and engaging it. During the downhill transfer process, the hoisting robotic arm 4 pulls the front-mounted lifting and connecting trolley 5 backward along the robotic arm slide 62, shifting the center of gravity of the combination of the front-mounted lifting and connecting trolley 5 and the ramp transfer trolley 6 backward. This further shifts the overall center of gravity of the vehicle waiting to be parked backward, offsetting some of the forward tilting gravity component and effectively suppressing the tendency of the vehicle to slip or overturn. Combined with the aforementioned automatic wheel binding device's circumferential locking, a dual safety protection system of center of gravity optimization and mechanical locking is formed, ensuring the stability and safety of the ramp transfer operation.

[0094] Figure 11 This is a schematic diagram of an opening and closing mechanism provided in an embodiment of the present invention. See also... Figure 11 Each opening and closing mechanism 51 includes two opening and closing components. Each opening and closing component includes a guide rail base 511, an opening and closing drive motor 512, an opening and closing drive slider 513, an opening and closing connecting rod slide 514, an opening and closing connecting rod slider 515, an opening and closing connecting rod 516, an opening and closing connecting rod hinge seat 517, an opening and closing driven rod pin 518, and an opening and closing driven rod 519.

[0095] The guide rail base 511 serves as the mounting reference for the entire opening and closing mechanism 51, and is fixed to the middle telescopic platform 108 or the front telescopic platform 110 of the front-mounted lifting shuttle trolley 5. The opening and closing drive motor 512 is fixedly connected to the guide rail base 511, and its output end is usually connected to a linear transmission component such as a lead screw or rack to provide precise linear driving force. The guide rail base 511 is provided with a guide rail 5111, and the opening and closing connecting rod slide 514 is slidably connected to the guide rail 5111 through the opening and closing drive slider 513, thereby converting the rotational motion of the opening and closing drive motor 512 into the reciprocating linear motion of the opening and closing connecting rod slide 514 along the guide rail 5111.

[0096] See also Figure 11 The opening and closing link 516 is slidably connected to the opening and closing link slide rail 514 via the opening and closing link slider 515. One end of the opening and closing link 516 is hinged to the opening and closing link slider 515, and the other end of the opening and closing link 516 is hinged to the opening and closing link hinge seat 517. This sliding connection and hinge allows the opening and closing link 516 to deflect at an angle relative to the opening and closing link slide rail 514 while moving with the opening and closing link slide rail 514.

[0097] The hinge seat 517 of the opening and closing linkage is fixedly connected to the opening and closing driven rod 519, and the opening and closing driven rod 519 is rotatably connected to the opening and closing driven rod pin 518, forming a fixed rotation fulcrum. The opening and closing driven rod pin 518 is fixedly connected to the guide rail base 511, and the opening and closing driven rod 519 is connected to the corresponding wheel support rod, becoming the direct drive arm for the opening and closing action of the rod.

[0098] The opening / closing drive motor 512 is configured to drive the opening / closing drive slider 513 to slide along the guide rail 5111. The opening / closing drive slider 513 drives the opening / closing connecting rod slider 515 to slide along the opening / closing connecting rod slide rail 514, thereby causing the opening / closing driven rod 519 to rotate around the opening / closing driven rod pin 518, thus opening and closing the corresponding wheel support rod. In other words, when the opening / closing drive motor 512 drives the opening / closing drive slider 513 to slide along the guide rail 5111, the opening / closing drive slider 513 causes the opening / closing connecting rod slide rail 514 to shift, which in turn forces the opening / closing connecting rod slider 515 to slide along the opening / closing connecting rod slide rail 514. This combined motion drives the opening / closing connecting rod 516 to swing, ultimately causing the opening / closing driven rod 519 to rotate around the opening / closing driven rod pin 518, thus realizing the opening and closing action of the wheel support rod.

[0099] In summary, the multi-stage linkage slider mechanism amplifies the stroke of the opening and closing drive motor 512 and converts it into a large-angle rotational motion of the first wheel support rod 1 or the second wheel support rod 2. Compared to direct rotational drive, this opening and closing mechanism 51 is extremely flat in the retracted state, making full use of the space in the height direction of the chassis. In the unfolded state, the linkage mechanism has a natural mechanical self-locking tendency or force amplification effect when it is close to the dead point, which can provide stable support stiffness for wheel tying and effectively resist the impact load during ramp transportation.

[0100] Thus, the opening and closing drive motor 512 drives the opening and closing drive slider 513 to move linearly along the guide rail 511. The opening and closing drive slider 513 drives the opening and closing connecting rod slider 515 to slide along the opening and closing connecting rod slide rail 514, thereby driving the opening and closing driven rod 516 to rotate around the opening and closing driven rod pin 518, realizing the rotational opening and closing of the wheel support rod. This multi-stage linkage slider mechanism converts the linear motion of the opening and closing drive motor 512 into the rotational motion of the wheel support rod. It has a compact structure and high transmission efficiency. It can realize the large-angle unfolding and retraction of the wheel support rod within the limited chassis space of the front-mounted lifting vehicle trolley 5. When unfolded, the wheel support rod extends fully to support the wheel. When retracted, the first wheel support rod 1 or the second wheel support rod 2 fits against the vehicle body to ensure the equipment's passability in narrow garage environments.

[0101] See also Figure 11 The wheel support rod is equipped with a support rod drive motor, a drive bearing 71, a support rod shaft 72, and two driven bearings 73.

[0102] The support rod shaft 72 is fixedly connected to the opening and closing driven rod 519. The support rod shaft 72 has a drive bearing 71 in the middle and two driven bearings 73 at each end. The drive bearing 71 is connected to the wheel support rod in a transmission manner. The two driven bearings 73 are clearance-fitted to the wheel support rod. The transmission connection here means that the outer ring of the drive bearing 71 is interference-fitted with the inner wall of the support rod or connected through a keyway, which can transmit torque. The clearance fit means that the driven bearings 73 only play a supporting and centering role, allowing the wheel support rod to rotate freely relative to the support rod shaft 72.

[0103] The support rod drive motor is connected to the drive bearing 71. The support rod drive motor 71 is configured to drive the drive bearing 71 to rotate. Through the drive bearing 71 and two driven bearings 73, the wheel support rod rotates until its own arc surface is opposite to the arc surface of the corresponding wheel support rod to support the vehicle wheel.

[0104] Through this dual-degree-of-freedom design of "opening and closing + rotation", the functions are decoupled and coordinated: the opening and closing mechanism 51 is responsible for adjusting the distance between the wheel support rods on both sides to adapt to vehicles with different wheel tracks, which is a macro-position adjustment; while the rod drive motor 71 is responsible for fine-tuning the tilt angle of the rod arc surface so that it always maintains the best contact with the tire tangent direction, which is a micro-attitude compensation.

[0105] Specifically, a lidar can be installed on the front-mounted vehicle lifting shuttle trolley 5 to scan the outer contour of each wheel to obtain the actual wheel diameter data when a vehicle enters the work station. Based on this measured data, the controller drives the support rod drive motor 71 to rotate to a target angle that matches the wheel diameter, so that the arc surface of the wheel support rod precisely fits the surface of wheels of different sizes, achieving adaptive support. This design, which integrates a large stroke opening and closing mechanism with high-precision fine adjustment within a small chassis space, significantly improves the adaptability and operational reliability of the front-mounted vehicle lifting shuttle trolley 5 to complex working conditions.

[0106] Therefore, through this design of built-in support rod drive motor 71 and multi-point bearing support, the arc surface of the wheel support rod can be independently adjusted to ensure that the arc surface fully fits the tire surface, increases the contact area and disperses the support stress, further improves the support stability and reduces the risk of tire damage caused by local stress concentration.

[0107] Figure 12 This is a schematic diagram of a first structural embodiment of the lifting robotic arm provided by the present invention. See also... Figure 12 A slider 7 is slidably installed inside the robotic arm slide 62. The hoisting robotic arm 4 includes three arm segments that are hinged in sequence: shoulder 42, forearm 43 and wrist 44.

[0108] The shoulder 42 is fixedly connected to the slider 7. A linear drive is provided between two adjacent arm segments and inside the arm segments. The extension and retraction of the linear drive drives the corresponding arm segment to rotate around the hinge point. The wrist 44 is provided with a first hook 41 at its end. Figure 12 For illustrative purposes only.

[0109] The slider 7 serves as the connection interface between the lifting robotic arm 4 and the ramp transfer trolley 6. It typically integrates a high-precision guide rail pair or rack and pinion transmission mechanism to ensure smooth and precise longitudinal movement along the robotic arm slide 62 even when bearing a vehicle load of several tons. This sliding installation method transforms the lifting robotic arm 4 from a fixed cantilever beam fulcrum into a mass block capable of active displacement along the vehicle's longitudinal axis.

[0110] When the center of gravity needs to be adjusted during descent, the slider 7 drives the entire lifting robotic arm 4 and the front-mounted lifting trolley 5 to move backward synchronously, directly changing the center of gravity distribution of the assembly. The shoulder 42, as the root bearing unit of the robotic arm, is rigidly fixed to the slider 7 by high-strength bolts or welding, reliably transmitting the vehicle's weight and inertial force to the frame 61.

[0111] Figure 13 This is a schematic diagram of a second structure of the hoisting robotic arm provided in an embodiment of the present invention. Figure 14 This is a schematic diagram of a third structure of the lifting robotic arm provided in an embodiment of the present invention. See also... Figures 12-14 The shoulder 42, forearm 43, and wrist 44 constitute a typical multi-degree-of-freedom serial manipulator structure. In this embodiment of the invention, the linear drive components located between adjacent arm segments and within the arm segments can be hydraulic rods, specifically including a first shoulder hydraulic rod 401 and a second shoulder hydraulic rod 402 connecting the shoulder 42 and forearm 43, a forearm joint hydraulic rod 403 connecting the forearm 43 and wrist 44, and a wrist joint hydraulic rod 404 located inside the wrist 44.

[0112] Compared to electric actuators, hydraulic drives have higher power density and inherent hydraulic self-locking characteristics, which is especially crucial for ramp transport operations: when the lifting robot arm 4 maintains a certain posture on the slope or performs a center-of-gravity shift operation, the closed nature of the hydraulic circuit can prevent the arm segment from slowly sinking or drifting due to the load gravity, and the posture stability can be maintained without additional mechanical brakes.

[0113] Meanwhile, in order to enhance the bending and torsional stiffness of the cantilever structure, the shoulder 42 is also provided with a first inclined brace auxiliary link 405, a second inclined brace auxiliary link 406 and a shoulder driven support rod 407, and the forearm 43 is provided with an elbow-shaped main boom plate 408 and a forearm driven support rod 409. These link components together with the hydraulic rods form a stable triangular or polygonal support system, which effectively disperses the joint stress under heavy load and ensures the structural safety of the hoisting robot arm 4 in the large span extension state.

[0114] Furthermore, combined Figures 12-14 As shown, the slider 7 is threadedly connected to the shoulder joint support 410. The shoulder joint support 410 serves as the root bearing base of the shoulder 42, reliably transmitting the vehicle's weight and inertial force to the frame 61. One end of the shoulder joint support 410 is connected to the first diagonal brace auxiliary link 405 via a locking pivot pin. The first diagonal brace auxiliary link 405 is connected to the first shoulder hydraulic rod 401 via a locking pivot pin, allowing the extension and retraction of the hydraulic rod to drive the first diagonal brace auxiliary link 405 to rotate around the pivot pin.

[0115] The second diagonal brace-shaped auxiliary link 406 is connected to the shoulder driven support link 407 via a locking pivot pin. The second diagonal brace-shaped auxiliary link 406 is also connected to the forearm driven support link 409 via a locking pivot pin. The first shoulder hydraulic rod 401 is connected to the elbow-shaped main arm plate 408 via a linkage mechanism joint pin. The forearm driven support link 409 is welded to the elbow-shaped main arm plate 408, forming a rigid support system. The elbow-shaped main arm plate 408 is connected to the forearm joint hydraulic rod 403 via a locking pivot pin. The forearm joint hydraulic rod 403 is connected to the dovetail-shaped end connecting plate 411 via a linkage mechanism joint pin. The dovetail-shaped end connecting plate 411 is also connected to the first shoulder hydraulic rod 401 via a linkage mechanism joint pin, forming a multi-link closed-loop support system.

[0116] The dovetail-shaped end connecting plate 411 is connected to the wrist joint hydraulic rod 404 and the wrist driven support rod 412 via locking rotating pins. The wrist driven support rod 412 is connected to the locking drive coupling plate 413 via locking rotating pins. The above-mentioned multi-stage linkage hinge structure, through the alternating engagement of the locking rotating pins and the linkage mechanism joint pins, forms a complete mechanical transmission link from the slider 7 to the first coupler 41 at the end. Each hinge point ensures both freedom of motion and structural rigidity under heavy loads.

[0117] See also Figures 12-14 The wrist 44 is connected to the first coupler 41 via a wrist posture adjustment joint 414. The internal components of the wrist posture adjustment joint 414 are connected as follows: the locking drive coupling plate 413 is connected to the clamp connecting rod 416 via a first clamp hinge bearing 415; the clamp connecting rod 416 is connected to the clamp support coupling plate 418 via a second clamp hinge bearing 417; a joint fixing plate 419 is installed at one end of the locking drive coupling plate 413; the joint fixing plate 419 is connected to the joint output flange 420; a coupler connecting flange 421 is installed in the middle of the joint output flange 420; four ball bearings 422 are installed between the coupler connecting flange 421 and the joint output flange 420; elastic retaining rings 423 are installed between the ball bearings 422; and the coupler connecting flange 421 is connected to the first coupler 41.

[0118] The four ball bearings 422 provide low-friction relative rotational freedom, allowing the first coupler 41 to adaptively adjust its angle at the moment of docking, compensating for alignment deviations caused by manufacturing errors or uneven ground. The elastic retaining ring 423 acts as a preload and buffer, eliminating impact vibrations caused by bearing clearances. This flexible connection design not only improves the success rate of automatic docking, but more importantly, during the process of the lifting robotic arm 4 moving backward along the robotic arm slide 62 to adjust its center of gravity, the wrist joint can slightly release the additional bending moment generated by the change in geometric position, avoiding the direct transmission of excessive torsional stress to the coupler locking mechanism or the connection point of the front lifting docking trolley 5, thereby protecting the integrity of the entire mechanical transmission chain.

[0119] In summary, the embodiments of the present invention, through the coordinated design of the slider slide joint, the hydraulically driven multi-link articulated chain, and the flexible wrist joint, endow the lifting robot arm 4 with both high load-bearing rigidity and flexible attitude fine-tuning capabilities. This enables it not only to complete conventional handling operations, but also to act as an active and controllable counterweight unit, accurately and safely performing dynamic center of gravity adjustment tasks during ramp transfer.

[0120] Therefore, by configuring the lifting robotic arm 4 to include three sequentially hinged arm segments—shoulder 42, forearm 43, and wrist 44—the lifting robotic arm 4 possesses multiple rotational degrees of freedom. Combined with linear drive components, it provides a strong attitude-maintaining torque, enabling the lifting robotic arm 4 to flexibly complete lifting and docking actions. Simultaneously, the shoulder 42 is fixedly connected to the slider 7, allowing the entire lifting robotic arm 4 to move longitudinally along the robotic arm slide 62. During downhill transport, the lifting robotic arm 4 moves backward along the robotic arm slide 62 and pulls the front-mounted lifting trolley 5. At this time, the mass of the lifting robotic arm 4 itself becomes an active counterweight, participating in the dynamic control of the vehicle's center of gravity, mechanically counteracting the forward tilting inertial torque during downhill transport, and improving transport stability.

[0121] Figure 15 This is a schematic diagram of the coupler structure provided in an embodiment of the present invention. See also... Figure 15 The first coupler 41 and the second coupler 52 both include a coupler body 521, a coupler motor 522, a coupler tail pin 523, a coupler tongue 524, a coupler tongue 525, and a coupler tongue pin 526.

[0122] The hook body 521 is the main load-bearing frame of the coupler. One side of the hook body 521 is hinged to the coupler tongue 525 through the coupler tongue pin 526, so that the coupler tongue 525 can rotate around the pin to realize the hooking or unhooking action.

[0123] The coupler tongue 525 is keyed to the coupler tongue 524, which in turn is connected to the coupler tail pin 523. The coupler tail pin 523 is connected to the coupler motor 522. This keyed connection ensures that the coupler tongue 525 and coupler tongue 524 rotate synchronously in the circumferential direction while maintaining a defined relative position in the axial direction, providing a precise motion transmission basis for subsequent locking linkage. The coupler motor 522 is typically fixedly installed inside or on the side wall of the coupler body 521 as the active drive source. Its output end is connected to the coupler tail pin 523 through transmission components such as a lead screw and nut pair, gear rack and pinion, or cam mechanism, converting the rotational motion of the motor into the linear lifting motion of the tail pin.

[0124] The coupler motor 522 is configured to drive the coupler tail pin 523 to move up and down. The coupler tail pin 523 and the coupler tongue 524 are linked: when the coupler tail pin 523 is raised, the coupler tongue 524 is in a rotatable state to unlock; when the coupler tail pin 523 is lowered and inserted into the positioning hole on the coupler tongue 524, the coupler tongue 524 is locked to achieve docking lock.

[0125] When the first coupler 41 and the second coupler 52 need to be docked and locked, the coupler motor 522 drives the coupler tail pin 523 to move downwards, precisely inserting it into the preset positioning hole on the coupler tongue 524. At this time, the rotational freedom of the coupler tongue 524 is rigidly restricted by the tail pin, preventing any angular displacement relative to the coupler body 521, thus firmly locking the two couplers together. This rigid locking mechanism based on pin-hole engagement has higher shear strength and fatigue resistance than traditional spring clips or friction plate locking mechanisms. It can effectively withstand the huge alternating loads generated during slope transportation due to vehicle center of gravity shift, acceleration and deceleration inertia, and road bumps, preventing accidental disengagement. Conversely, when separation is required, the coupler motor 522 drives the coupler tail pin 523 to rise and exit the positioning hole, releasing the constraint on the coupler tongue 524 and allowing it to return to a free rotation state.

[0126] In the complex conditions of a semi-enclosed garage, the electrical system may face risks such as power outages, signal interference, or motor failures. To ensure that the coupler will not accidentally open under any abnormal circumstances, the lifting mechanism of the coupler tail pin 523 is designed with self-locking or gravity-reset functions. For example, a preload spring can be installed above the coupler tail pin 523, or the gravitational potential energy of the coupler tail pin 523 itself can be used so that when the coupler motor 522 loses power or driving force, the coupler tail pin 523 can automatically remain in the locked position inserted into the positioning hole, or automatically fall into the locked position. Unlocking can only be achieved when the motor actively applies sufficient lifting force to overcome the spring force or gravity.

[0127] Therefore, the coupler motor 522 is configured to drive the coupler tail pin 523 to move up and down. The coupler tail pin 523 and the coupler tongue 524 are linked: when the coupler tail pin 523 is raised, the coupler tongue 524 is in a rotatable state to unlock. When the coupler tail pin 523 is lowered and inserted into the positioning hole on the coupler tongue 524, the coupler tongue 524 is locked to achieve docking lock. This design allows the coupler to maintain the lock by mechanical structure rather than electricity in the locked state. Even in the event of power failure or electrical fault, the coupler tail pin 523 remains in the positioning hole due to its own weight, and the coupler tongue 524 remains in the locked state. This effectively prevents accidental disengagement due to vibration or impact during ramp transportation and greatly improves connection safety.

[0128] Those skilled in the art will understand that the accompanying drawings are merely schematic diagrams of one embodiment, and the modules or processes shown in the drawings are not necessarily essential for implementing the present invention.

[0129] Those skilled in the art will understand that the modules in the apparatus of the embodiments can be distributed in the apparatus of the embodiments as described in the embodiments, or they can be located in one or more devices different from this embodiment with corresponding changes. The modules of the above embodiments can be combined into one module, or they can be further divided into multiple sub-modules.

[0130] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. An automatic wheel binding device, characterized in that, include: The first wheel support bracket and the second wheel support bracket are set opposite to each other; The opposing surfaces of the first wheel support rod and the second wheel support rod are both provided with arc surfaces, which are used to support the vehicle wheels; The first wheel support rod is equipped with a tensioning belt gripping device and a first tensioning belt traction device; The second wheel support rod is equipped with a tensioning belt tensioning device and a second tensioning belt traction device, wherein the tensioning belt tensioning device contains a tensioning belt; The second tensioning belt traction device is configured to pull the tensioning belt to rotate around the vehicle wheel. After the second tensioning belt traction device completes its operation, the first tensioning belt traction device pulls the second tensioning belt traction device to continue rotating until the tensioning belt engages with the tensioning belt gripping device, so that the tensioning belt wraps around and binds the vehicle wheel.

2. The automatic wheel binding device as described in claim 1, characterized in that, Both the first tightening belt traction device and the second tightening belt traction device have a three-layer nested structure, including an inner traction device, a middle traction device, and an outer traction device; The inner traction device is disposed within the middle traction device, and the middle traction device is disposed within the outer traction device; The deployment angle of each traction device is 60° and the initial state of the outer traction device is the 60° deployment state. The middle layer traction device of the second tightening belt traction device unfolds to a cumulative 120° and drives its own inner layer traction device to unfold. During the unfolding process, the inner layer traction device of the second tightening belt traction device hooks the tightening belt and unfolds to a cumulative 180°. There is a gap between the inner traction device of the first tightening belt traction device and the outer traction device of the second tightening belt traction device. After the second tightening belt traction device is activated, the middle traction device of the first tightening belt traction device extends to a cumulative 120°, causing its own inner traction device to connect with the outer traction device of the second tightening belt traction device. When the inner traction device of the first tightening belt traction device extends to a cumulative 180°, the tightening belt and the tightening belt gripping device are engaged, forming a wraparound binding to the vehicle wheel.

3. The automatic wheel binding device as described in claim 2, characterized in that, Each layer of the traction device includes a traction motor, a traction arc plate, traction gears, and traction tooth tracks; The traction motor is fixedly connected to one end of the traction arc plate, the traction motor is connected to the traction gear, the traction gear meshes with the traction tooth path, and the traction motor drives the traction gear to rotate on the traction tooth path to drive the traction arc plate to perform circular motion; The inner traction device is disposed within the traction arc plate of the middle traction device, and the middle traction device is disposed within the traction arc plate of the outer traction device; The end of the traction arc plate of the inner traction device of the second tightening belt traction device is provided with a traction hook, which is used to pull the tightening belt; The end of the traction arc plate of the inner traction device of the first tightening belt traction device is provided with a traction connecting pin, which is used to connect with the traction arc plate of the outer traction device of the second tightening belt traction device.

4. The automatic wheel binding device as described in claim 3, characterized in that, The tightening device for the tightening belt also includes a tightening motor and a tightening disc; The tightening belt is wound around the tightening disc, and the tightening motor drives the tightening disc to rotate to wind up or release the tightening belt. The head of the tightening belt is equipped with a double hook structure, which includes a tightening belt traction hook and a tightening belt fixing hook. The tightening belt traction hook is engaged with the traction tongue hook, and the tightening belt fixing hook is engaged with the tightening belt gripping device.

5. The automatic wheel binding device as described in claim 1, characterized in that, The tightening belt gripping device includes a gripping motor, a gripping clamp, two connecting plates, two gear plates, and a fixing plate; The gripper includes two gripping arms, the middle parts of which are rotatably connected to one end of the two connecting plates via hinge pins, and the other ends of the two connecting plates are rotatably connected to the fixing plate via hinge pins. The lower ends of the two clamping arms are rotatably connected to the non-gear ends of the two gear plates via hinge pins, and the gear ends of the two gear plates mesh with each other; The middle part of one of the two gear plates is rotatably connected to the fixed plate via a first shaft, and the middle part of the other gear plate is fixedly connected to one end of a second shaft. The other end of the second shaft passes through the fixed plate and is connected to the gripping motor. The gripping motor is configured to drive the second shaft to rotate, thereby driving the corresponding gear plate to rotate, and through the meshing transmission of the two gear plates, driving the other gear plate to rotate, so that the upper ends of the two gripping arms close to grip the tightening belt.

6. A robotic arm lifting and parking device, characterized in that, include: Lifting robotic arm, front-mounted lifting and docking trolley, and ramp transfer trolley; The front-mounted vehicle-lifting shuttle trolley is equipped with four sets of opening and closing mechanisms. Each set of opening and closing mechanisms is connected to the corresponding automatic wheel binding device as described in any one of claims 1-5. The front-mounted vehicle-lifting shuttle trolley is configured to move to the bottom of the vehicle waiting to be parked, and use the four sets of opening and closing mechanisms to unfold the four automatic wheel binding devices to the bottom of the four wheels of the vehicle waiting to be parked and bind the four wheels. The ramp transfer trolley is equipped with a frame on top, and a robotic arm slide is provided on the upper part of the frame. The lifting robotic arm is slidably connected to the robotic arm slide. The end of the lifting robotic arm is equipped with a first hook, and the front end of the front-mounted vehicle lifting shuttle trolley is equipped with a second hook. The lifting robotic arm is configured to move the front-mounted vehicle lifting shuttle trolley to the top of the ramp transfer trolley and engage with it by engaging the first hook and the second hook. During the downhill transfer process, the front-mounted vehicle lifting shuttle trolley is pulled backward along the robotic arm slide to shift the center of gravity of the waiting vehicle backward.

7. The robotic arm lifting and parking device as described in claim 6, characterized in that, Each opening and closing mechanism includes two opening and closing components. Each opening and closing component includes a guide rail base, an opening and closing drive motor, an opening and closing drive slider, an opening and closing connecting rod slide, an opening and closing connecting rod slider, an opening and closing connecting rod, an opening and closing connecting rod hinge seat, an opening and closing driven rod pin, and an opening and closing driven rod. The opening and closing drive motor is fixedly connected to the guide rail base. The guide rail base is provided with a guide rail. The opening and closing linkage slide is slidably connected to the guide rail through the opening and closing drive slider. The opening and closing linkage is slidably connected to the opening and closing linkage slide through the opening and closing linkage slider. One end of the opening and closing linkage is hinged to the opening and closing linkage slider, and the other end of the opening and closing linkage is hinged to the opening and closing linkage hinge seat. The opening and closing linkage hinge seat is fixedly connected to the opening and closing driven rod. The opening and closing driven rod is rotatably connected to the opening and closing driven rod pin. The opening and closing driven rod pin is fixedly connected to the guide rail base. The opening and closing driven rod is connected to the corresponding wheel support rod. The opening and closing drive motor is configured to drive the opening and closing drive slider to slide along the guide rail. The opening and closing drive slider drives the opening and closing connecting rod slider to slide along the opening and closing connecting rod slide, thereby driving the opening and closing driven rod to rotate around the opening and closing driven rod pin to open and close the corresponding wheel support rod.

8. The robotic arm lifting and parking device as described in claim 7, characterized in that, The wheel support rod is equipped with a support rod drive motor, a drive bearing, a support rod shaft, and two driven bearings. The support rod shaft is fixedly connected to the opening and closing driven rod. The drive bearing is provided in the middle of the support rod shaft, and two driven bearings are provided at both ends. The drive bearing is connected to the wheel support rod in a transmission manner. The two driven bearings are clearance-fitted with the wheel support rod. The support rod drive motor is connected to the drive bearing. The support rod drive motor is configured to drive the drive bearing to rotate, and through the drive bearing and the two driven bearings, drive the wheel support rod to rotate until its own arc surface is opposite to the arc surface of the corresponding wheel support rod to support the vehicle wheel.

9. The robotic arm lifting and parking device as described in claim 6, characterized in that, A slider is slidably installed in the slide rail of the robotic arm. The lifting robotic arm includes three arm segments that are hinged in sequence, namely the shoulder, forearm and wrist. The shoulder is fixedly connected to the slider. A linear drive is provided between two adjacent arm segments and inside the arm segment. The extension and retraction movement of the linear drive drives the corresponding arm segment to rotate around the hinge point. The wrist end is provided with the first hook.

10. The robotic arm lifting and parking device as described in claim 6, characterized in that, Both the first coupler and the second coupler include a coupler body, a coupler motor, a coupler tail pin, a coupler tongue, a coupler tongue, and a coupler tongue pin; One side of the hook body is hinged to the coupler tongue via the coupler tongue pin, the coupler tongue is keyed to the coupler tongue, the coupler tongue is connected to the coupler tail pin, and the coupler tail pin is connected to the coupler motor; The coupler motor is configured to drive the coupler tail pin to move up and down. The coupler tail pin and the coupler tongue are linked: when the coupler tail pin is raised, the coupler tongue is in a rotatable state to unlock; when the coupler tail pin is lowered and inserted into the positioning hole on the coupler tongue, the coupler tongue is locked to achieve docking lock.

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