A track beam device of a stereo garage and a stereo garage

Abstract

This application provides a track beam device for a multi-level parking garage and the multi-level parking garage itself. The track beam device includes an upper track beam, which in turn includes an H-shaped steel main beam; a pair of H-shaped steel secondary beams located on both sides of the H-shaped steel main beam, with the upper and lower surfaces of the pair of H-shaped steel secondary beams forming a first track surface and a second track surface, respectively; and a plurality of reinforcing units evenly spaced between the H-shaped steel main beam and the pair of H-shaped steel secondary beams along the extension direction of the H-shaped steel main beam, and connected to both the H-shaped steel main beam and the pair of H-shaped steel secondary beams. This application, through the parallel arrangement of the H-shaped steel main beam and the two H-shaped steel secondary beams, enables the upper track beam to form a composite beam structure, thereby significantly improving the lateral stiffness and bending resistance of the upper track beam and evenly distributing the dynamic load of the vehicle platform.

Description

Technical Field

[0001] This utility model relates to the field of automated parking system technology, specifically to a track beam device for an automated parking system and an automated parking system. Background Technology

[0002] With the rapid increase in car ownership in modern society, parking difficulties have become a major problem facing cities. Traditional surface parking lots require a large amount of land resources, which are becoming increasingly scarce. Therefore, multi-level parking garages have emerged, providing more parking spaces on limited land areas and effectively improving land utilization. In some older communities, the initial planning for community construction often resulted in a severe shortage of parking spaces, making the construction of multi-level parking garages essential. However, these older communities share a common problem: the space available for building multi-level parking garages is very limited and often narrow, posing a significant obstacle to their construction. Furthermore, the high traffic density in older communities also necessitates improved parking efficiency. Clearly, most existing multi-level parking garages are insufficient to solve the parking renovation problems in older communities.

[0003] Non-interference automated parking systems are a new type of parking solution that allows vehicles to enter or exit the parking garage directly without needing to maneuver around other vehicles. These systems are designed to improve parking efficiency, reduce waiting time, and maximize the use of limited space. Specifically, a non-interference automated parking system typically includes an intelligent lifting and transfer machine, a charging vehicle platform, tracks, a main frame, a control system, and safety protection devices. When parking, the upper parking platform moves outwards and then rotates 90 degrees to descend to the ground. Vehicles can drive directly in and out without reversing, making it simple and efficient.

[0004] Although non-collision automated parking systems are widely used in older communities due to their advantages such as small footprint, high access efficiency, high space utilization, simple installation, and reliable safety, the vehicle platform in these systems is typically connected to the tracks in the main frame only on one side. During long-term operation, the tracks often bear significant loads, which places higher demands on the structural strength and load-bearing capacity of the tracks.

[0005] However, the existing track structure is relatively simple, mostly made of a single H-beam. If such a track is subjected to dynamic loads for a long time, it is prone to local deformation due to stress concentration, which will affect the accuracy of the vehicle platform's running trajectory and even cause safety hazards. In addition, the vehicle platform's wheels usually rely on a single track surface for guidance and lack multi-dimensional constraints. When moving at high speed or under uneven load, the vehicle platform is prone to deflection or shaking.

[0006] This shows that existing technologies need further improvement and enhancement. Utility Model Content

[0007] In view of the above problems, this utility model provides a track beam device for a three-dimensional parking garage and a three-dimensional parking garage. It not only has the advantages of a three-dimensional parking garage without obstacle avoidance, but also improves the structural strength and load-bearing capacity of the upper track beam by configuring multiple H-beams and multiple reinforcing units in the upper track beam, thereby greatly avoiding local deformation of the track beam device and significantly improving the safety and stability of the vehicle platform during operation.

[0008] To achieve the above objectives, the technical solution adopted by this utility model is as follows:

[0009] In a first aspect, this utility model provides a track beam device for a three-dimensional parking garage, including an upper track beam, the upper track beam comprising:

[0010] H-beam main beam;

[0011] A pair of H-beam sub-beams are located on both sides of the H-beam main beam, and the upper surfaces of the pair of H-beam sub-beams form the first track surface;

[0012] A pair of baffles are connected to the outer ends of a pair of H-shaped steel sub-beams, and the bottom surfaces of the pair of baffles form a second track surface;

[0013] Several reinforcing units are evenly spaced between the H-beam main beam and a pair of H-beam secondary beams along the extension direction of the H-beam main beam, and are respectively connected to the H-beam main beam and the pair of H-beam secondary beams.

[0014] In some embodiments, the inner surfaces of a pair of baffles form a third track surface.

[0015] In some embodiments, the length of the H-beam main beam is less than the length of a pair of H-beam secondary beams, and there is an equal length difference between the two ends of the H-beam main beam and the two ends of the pair of H-beam secondary beams.

[0016] In some embodiments, the H-beam main girder includes a main girder web arranged in a vertical direction and a pair of horizontal main girder flanges respectively connected to the upper and lower sides of the main girder web; any H-beam secondary girder includes a secondary girder web arranged in a vertical direction and a pair of horizontal secondary girder flanges respectively connected to the upper and lower sides of the secondary girder web.

[0017] In some embodiments, each reinforcing unit includes: a reinforcing plate, which is connected to a pair of secondary beam flange plates respectively; and a reinforcing block adjacent to the reinforcing plate, which is connected to the web of the main beam and the web of the secondary beam respectively.

[0018] In some embodiments, the track beam assembly further includes a lower track beam located below the upper track beam, the lower track beam comprising:

[0019] H-beam support beam;

[0020] A pair of side plates are connected to the outer ends of the H-beam support beam, and the outer surfaces of the pair of side plates form a fourth track surface;

[0021] Several reinforcing units are evenly spaced between the H-beam support beam and a pair of side plates along the extension direction of the H-beam support beam, and are respectively connected to the H-beam support beam and the pair of side plates.

[0022] In some embodiments, the H-beam main beam, a pair of H-beam secondary beams, a pair of baffles and several reinforcing units are connected by welding; the H-beam support beam, a pair of side plates and several reinforcing units are connected by welding.

[0023] Secondly, this utility model also provides a three-dimensional parking garage, including a front column, a rear column aligned with the front column, and the above-mentioned track beam device, as well as a vehicle carrying platform;

[0024] The front and rear ends of the track beam device are connected to the front column and the rear column, respectively. The vehicle platform includes a vehicle platform, a frame whose lower end is connected to the side of the vehicle platform, and traveling units respectively set on the frame.

[0025] In some embodiments, the walking unit includes an upper walking wheel, a middle walking wheel, and a lower walking wheel respectively disposed at the upper end, middle part, and lower end of the upright. The upper walking wheel can move along a first track surface and a third track surface, the middle walking wheel can move along a second track surface, and the lower walking wheel can move along a fourth track surface.

[0026] In some embodiments, the track beam assembly further includes a travel drive unit disposed above the lower track beam, and the travel drive unit is connected to the vehicle platform.

[0027] Due to the adoption of the above technical solution, the technical effects achieved by this utility model are as follows:

[0028] Firstly, the track beam device for the automated parking system provided by this invention comprises an upper track beam consisting of an H-beam main beam, a pair of H-beam secondary beams, and several reinforcing units. The parallel arrangement of the H-beam main beam and the two side H-beam secondary beams creates a composite beam structure, significantly improving the lateral stiffness and bending resistance of the upper track beam and evenly distributing the dynamic load of the vehicle platform. Furthermore, the first and second track surfaces provide bidirectional constraints on the vehicle platform's wheels, greatly reducing the risk of misalignment during vehicle operation. Additionally, the evenly distributed reinforcing units connect the H-beam main beam and the H-beam secondary beams, suppressing localized stress concentration and preventing deformation or cracking of the upper track beam due to fatigue during long-term use, thus extending the equipment's service life.

[0029] Secondly, the automated parking system provided by this invention integrates a track beam device into its overall structure, combining it with the front and rear columns and the vehicle platform to form a complete automated parking system. This structural design allows for high space utilization, providing more parking space on limited land and effectively alleviating urban parking difficulties. Simultaneously, the excellent structural strength and load-bearing capacity of the track beam device ensure the stable operation and safe use of the vehicle platform, improving the overall performance and reliability of the automated parking system and enabling it to better meet user needs.

[0030] The above description is merely an overview of the technical solutions of the present utility model embodiments. In order to better understand the technical means of the present utility model embodiments and to implement them in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the present utility model embodiments more obvious and understandable, specific embodiments of the present utility model are described below. Attached Figure Description

[0031] The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0032] Figure 1 This is a schematic diagram of the structure of an upper track beam provided by this utility model;

[0033] Figure 2 This utility model provides Figure 1 An enlarged schematic diagram of part A in the middle;

[0034] Figure 3 This is a structural schematic diagram of a lower track beam provided by this utility model;

[0035] Figure 4 This utility model provides Figure 3 Enlarged schematic diagram of part B;

[0036] Figure 5 This is a structural schematic diagram of a three-dimensional parking garage provided by this utility model;

[0037] Figure 6 This is a structural schematic diagram of a vehicle platform provided by this utility model;

[0038] Figure 7 This is a schematic diagram of another vehicle platform provided by this utility model;

[0039] Figure 8 This utility model provides Figure 7 An enlarged schematic diagram of section C;

[0040] Figure 9This is a structural schematic diagram of a track beam device provided by this utility model.

[0041] In the picture:

[0042] 100 upper track beam, 110 H-beam main beam, 111 main beam web, 112 main beam flange plate, 120 H-beam secondary beam, 121 secondary beam web, 122 secondary beam flange plate, 130 reinforcing unit, 131 reinforcing plate, 132 reinforcing block, 140 baffle plate;

[0043] 200 lower track beam, 210 H-beam support beam, 211 support beam web, 212 support beam flange, 220 side plate, 230 reinforcement unit, 240 travel drive unit;

[0044] 300 automated parking system, 310 front pillar, 320 rear pillar, 330 vehicle platform, 331 vehicle tray, 332 frame, 333 traveling unit, 3331 upper traveling wheel, 3332 middle traveling wheel, 3333 lower traveling wheel. Detailed Implementation

[0045] Exemplary embodiments of the present invention will now be described in more detail with reference to the accompanying drawings. Although exemplary embodiments of the present invention are shown in the drawings, it should be understood that the present invention may be implemented in various forms and should not be limited to the embodiments set forth herein.

[0046] Reference Figure 1 and Figure 2 As shown, this utility model embodiment provides a track beam device for a three-dimensional parking garage, including an upper track beam 100, which comprises an H-shaped steel main beam 110, a pair of H-shaped steel secondary beams 120, and several reinforcing units 130. The pair of H-shaped steel secondary beams 120 are located on both sides of the H-shaped steel main beam 110, and their upper surfaces form a first track surface. The upper track beam 100 also includes a pair of baffles 140 connected to the outer ends of the pair of H-shaped steel secondary beams 120, and the lower surfaces of the pair of baffles 140 form a second track surface. Furthermore, along the extension direction of the H-shaped steel main beam 110, several reinforcing units 130 are evenly spaced between the H-shaped steel main beam 110 and the pair of H-shaped steel secondary beams 120, and are connected to both the H-shaped steel main beam 110 and the pair of H-shaped steel secondary beams 120.

[0047] In the context of increasingly scarce urban space in modern cities, multi-level parking garages have become a key facility for solving parking problems due to their efficient use of space. The multi-level parking garage solution disclosed in this embodiment, with its unique design concept and technological innovation, not only improves the operational efficiency of the garage, but also demonstrates significant advantages in terms of economy and adaptability.

[0048] However, it should be noted that when the track beam device of the automated parking system in this embodiment is used in conjunction with the vehicle platform, especially when connected to one side of the vehicle platform, the track beam device often needs to withstand the pressure from the weight of the vehicle and the upper track beam 100. Since this pressure is mostly vertically downward, this often results in significant shear stress at the connection between the vehicle platform and the track beam device. Furthermore, compared to the commonly used double-sided connection method of the vehicle platform in the present embodiment, the single-sided connection method of the vehicle platform in this embodiment exacerbates the aforementioned shear stress. In addition, the upper track beam 100 in the track beam device of this embodiment, as a key component for supporting the vehicle and the vehicle platform, needs to ensure not only the connection strength between itself and the vehicle platform, but also good structural strength to support different types of vehicles.

[0049] Based on this, in order to ensure the stability of the cooperation between the track beam device and the vehicle platform, as well as the reliability during long-term operation and use, this embodiment, on the one hand, arranges an H-beam main beam 110 and a pair of H-beam secondary beams 120 in the upper track beam 100 to form a composite beam structure; on the other hand, it arranges multiple reinforcing units 130 in the upper track beam 100 to further improve the structural strength of the upper track beam 100 itself, as well as the connection stability between the upper track beam 100 and the vehicle platform.

[0050] It should be noted that the number of reinforcing units 130 between the H-beam main beam 110 and the H-beam secondary beam 120 can be reasonably configured according to the specific dimensions of the upper track beam 100, user needs, or product design requirements, and this application does not limit this. For example, when the length of the H-beam main beam 110 and a pair of H-beam secondary beams 120 is 4.1 meters, there can be 14 reinforcing units 130 along the extension direction of the upper track beam 100. Seven reinforcing units 130 are evenly spaced between the H-beam main beam 110 and one of its H-beam secondary beams 120, and the other seven are evenly spaced between the H-beam main beam 110 and another H-beam secondary beam 120.

[0051] In the track beam device provided by this utility model, the upper track beam 100 is composed of an H-beam main beam 110, a pair of H-beam secondary beams 120, and several reinforcing units 130. The parallel arrangement of the H-beam main beam 110 and the two H-beam secondary beams 120 forms a composite beam structure, significantly improving the lateral stiffness and bending resistance of the upper track beam 100 and evenly distributing the dynamic load of the vehicle platform. Furthermore, the first and second track surfaces provide bidirectional constraints for the wheels of the vehicle platform, greatly reducing the risk of misalignment during vehicle operation. Additionally, the evenly distributed reinforcing units 130 connect the H-beam main beam 110 and the H-beam secondary beams 120, thereby suppressing local stress concentration and preventing deformation or cracking of the upper track beam 100 due to fatigue during long-term use, thus extending the service life of the equipment.

[0052] In some embodiments, continue to refer to Figure 1 and Figure 2 As shown, the inner surfaces of a pair of baffles 140 form a third track surface.

[0053] The baffle 140 serves several purposes. First, it further improves the track system of the track beam device, providing additional guidance and limiting for the upper traveling wheel 3331 in the traveling unit 333, ensuring the accurate movement of the vehicle platform on the track and preventing it from deviating from the track. Second, the third track surface formed on the inner side of the baffle 140, together with the first and second track surfaces, forms a three-dimensional guiding structure, further constraining the lateral displacement of the vehicle platform and improving the stability of the vehicle platform's operation. Third, the baffle 140 can be welded to the outer end of the H-beam sub-beam 120, which can also strengthen the torsional resistance of the H-beam sub-beam 120, reducing the transmission of vibration and deformation, thereby improving the stability and safety of the automated parking system.

[0054] In some embodiments, the length of the H-beam main beam 110 is less than the length of a pair of H-beam secondary beams 120, and there is an equal length difference between the two ends of the H-beam main beam 110 and the two ends of the pair of H-beam secondary beams 120.

[0055] The length of the H-beam main girder 110 is shorter than that of the H-beam secondary girder 120. This allows the main girder 110 to primarily bear the concentrated load in the middle, while the extended portions at both ends of the secondary girder 120 can disperse edge stress, thus preventing premature fatigue at the ends of the main girder 110. Furthermore, the shorter length of the main girder reduces the self-weight of the track beam assembly, lowering material costs and manufacturing complexity. Additionally, the equal length difference ensures uniform stress distribution within the track beam assembly, preventing stress concentration issues caused by structural asymmetry. This further improves the structural strength and stability of the track beam assembly, extending its service life.

[0056] For example, the length of the H-beam main beam 110 can be A, the length of the H-beam secondary beam 120 can be B, and the length difference between the H-beam main beam 110 and the H-beam secondary beam 120 is C; wherein, C is preferably between 5-15cm. For example, when A is 400cm and B is 390cm, C is 10cm. This application does not limit the specific dimensions of the H-beam main beam 110 and the H-beam secondary beam 120.

[0057] In some embodiments, refer to Figure 2 As shown, the H-beam main beam 110 includes a main beam web 111 arranged in the vertical direction and a pair of horizontal main beam flanges 112 respectively connected to the upper and lower sides of the main beam web 111; any H-beam secondary beam 120 includes a secondary beam web 121 arranged in the vertical direction and a pair of horizontal secondary beam flanges 122 respectively connected to the upper and lower sides of the secondary beam web 121.

[0058] The web and flange structures of the H-beam main girder 110 and H-beam secondary girder 120 conform to industrial standards, facilitating the procurement and processing of components and reducing equipment production costs. Furthermore, this structure of the main and secondary girders possesses excellent mechanical properties, effectively withstanding various loads generated during the operation of the vehicle platform, such as vertical loads, horizontal loads, and bending moments. Simultaneously, the cross-sectional shape of the H-beams allows the main and secondary girders to have higher bending and torsional resistance within the same cross-sectional area, further enhancing the load-bearing capacity and stability of the track beam assembly and providing a more reliable guarantee for the safe operation of the automated parking system.

[0059] Furthermore, continue to refer to Figure 1 and Figure 2 As shown, each reinforcing unit 130 includes a reinforcing plate 131 and a reinforcing block 132. The reinforcing plate 131 is connected to a pair of secondary beam flange plates 122 respectively. The reinforcing block 132 is arranged adjacent to the reinforcing plate 131 and is connected to the main beam web plate 111 and the secondary beam web plate 121 respectively.

[0060] The reinforcing unit 130 of this structure can tightly connect the main beam and the secondary beam together to form an integral structure, thereby effectively improving the rigidity and deformation resistance of the track beam device, and can strengthen the H-beam main beam 110 and H-beam secondary beam 120 from different parts. Specifically, the reinforcing plate 131 enhances the strength of the secondary beam flange plate 122 and reduces the local buckling of the secondary beam flange plate 122; the reinforcing block 132 plays a connecting and reinforcing role between the main beam web plate 111 and the secondary beam web plate 121, suppressing the shear deformation of the web plate, and together improving the overall structural strength of the upper track beam 100, preventing structural damage caused by the movement of the vehicle platform and the load during long-term use.

[0061] In other embodiments, reference is made to Figure 3 and Figure 4 As shown, the track beam device also includes a lower track beam 200 located below the upper track beam 100, and the lower track beam 200 includes an H-beam support beam 210, a pair of side plates 220, and several reinforcing units 230. The pair of side plates 220 are respectively connected to the outer ends of the H-beam support beam 210, and the outer surfaces of the pair of side plates 220 form a fourth track surface. Along the extending direction of the H-beam support beam 210, several reinforcing units 230 are evenly spaced between the H-beam support beam 210 and the pair of side plates 220, and are respectively connected to the H-beam support beam 210 and the pair of side plates 220. Preferably, the H-beam support beam 210 includes a support beam web 211 arranged vertically and a pair of horizontal support beam flanges 212 respectively connected to the upper and lower sides of the support beam web 211.

[0062] The lower track beam 200 is designed to work in coordination with the upper track beam 100 to share the weight and inertial force of the vehicle platform, thereby reducing the load on the single-layer track beam. At the same time, the fourth track surface formed by the outer side of the side plate 220 can further constrain the travel trajectory of the lower traveling wheels 3333 at the bottom of the vehicle platform, thus forming a double-layer guiding mechanism with the upper track beam 100 to prevent the vehicle platform from deviating during operation, thereby improving the operating efficiency and reliability of the automated parking system.

[0063] In addition, the multiple reinforcing units 230 are evenly distributed in the lower track beam 200, which can enhance the structural strength and stability of the lower track beam 200, ensuring that it can withstand various loads generated during the operation of the vehicle platform, and further improving the overall performance of the automated parking system.

[0064] In addition, one or more support columns can be installed at intervals between the upper and lower track beams to enhance the rigidity of the upper and lower track beams. This, combined with the load-bearing scenarios of the upper and lower tracks, makes the track wheels of the vehicle platform move more stably and reduces noise.

[0065] Optionally, the reinforcing unit 230 can be a reinforcing plate, reinforcing block, reinforcing rib, etc., and this application does not limit the specific structure of the reinforcing unit 230. Correspondingly, the number of reinforcing units 230 can also be reasonably configured according to the specific dimensions of the lower track beam 200, user needs, or product design requirements, and this application does not limit this as well.

[0066] In some embodiments, the H-beam main beam 110, a pair of H-beam secondary beams 120, a pair of baffles 140 and a plurality of reinforcing units 130 are connected by welding; the H-beam support beam 210, a pair of side plates 220 and a plurality of reinforcing units 230 are connected by welding.

[0067] Welded connections offer high strength, ensuring robust connections between components. This prevents loosening or separation of parts when the track beam assembly bears the weight of the vehicle platform and dynamic loads generated by its movement, thus guaranteeing the safe operation of the automated parking system. Furthermore, the all-welded structure reduces potential vibration and noise during operation, and the elimination of the need for regular tightening inspections lowers maintenance costs.

[0068] Additionally, refer to Figures 5-7 As shown, this utility model embodiment also provides a three-dimensional parking garage 300, including a front column 310, a rear column 320 aligned with the front column 310, and the aforementioned track beam device, as well as a vehicle platform 330. The front and rear ends of the track beam device are connected to the front column 310 and the rear column 320, respectively. The vehicle platform 330 includes a vehicle platform 331, a frame 332 whose lower end is connected to the side of the vehicle platform 331, and traveling units 333 respectively disposed on the frame 332.

[0069] The relative movement between the track beam device and the vehicle platform 330 is achieved through the cooperation between the traveling unit 333 and the upper track beam 100 / lower track beam 200. Optionally, the traveling unit 333 can be a traveling wheel, a traveling slider, etc., and this application does not limit the specific structure of the traveling unit 333.

[0070] Furthermore, the vehicle carrier 331 is designed to bear the full weight of the vehicle, ensuring safe and reliable handling during every loading and unloading. Preferably, the surface of the vehicle carrier 331 may be covered with an anti-slip material, providing additional stability for the vehicle during movement.

[0071] Furthermore, referring to Figure 7 and Figure 8 As shown, the traveling unit 333 may include an upper traveling wheel 3331, a middle traveling wheel 3332, and a lower traveling wheel 3333 respectively disposed at the upper, middle, and lower ends of the upright frame 332. The upper traveling wheel 3331 can move along a first track surface and a third track surface, the middle traveling wheel 3332 can move along a second track surface, and the lower traveling wheel 3333 can move along a fourth track surface. Preferably, there are multiple upper traveling wheels 3331, middle traveling wheels 3332, and lower traveling wheels 3333.

[0072] The upper traveling wheel 3331 includes at least two sets of wheels. One set of wheels has its rotation axis horizontally perpendicular to the extension direction of the upper track beam 100, and is called a horizontal wheel. The other set of wheels has its rotation axis vertically perpendicular to the extension direction of the upper track beam 100, and is called a vertical wheel. Furthermore, the horizontal wheel can press against the first track surface, while the vertical wheel can closely adhere to the third track surface, thus forming a limiting and guiding mechanism together.

[0073] The rotation axis of the middle traveling wheel 3332 is parallel to the rotation axis of the horizontal wheel, and both are horizontal and perpendicular to the extension direction of the upper track beam 100. The middle traveling wheel 3332 can be in close contact with the second track surface, so that it and the horizontal wheel in the upper traveling wheel 3331 act on the upper and lower surfaces of the upper track beam 100 respectively to form a clamping limit and guide for the upper track beam 100.

[0074] The rotation axis of the lower traveling wheel 3333 is parallel to the rotation axis of the vertical wheel, and both are perpendicular to the extension direction of the lower track beam 200. The lower traveling wheel 3333 can be in close contact with the fourth track surface, thereby realizing the sliding fit between the lower traveling wheel 3333 and the lower track beam 200.

[0075] Furthermore, guide angles or ramps (not marked in the figure) can be provided at both ends of the H-beam main beam 110, H-beam secondary beam 120 and baffle 140 in the upper track beam 100, and at both ends of the H-beam support beam 210 and side plate 220 in the lower track beam 200, to guide the movement of the upper traveling wheel 3331, the middle traveling wheel 3332 and the lower traveling wheel 3333 respectively, so that each traveling wheel can move more easily and accurately along each track surface.

[0076] This multi-wheel design effectively distributes the weight of the vehicle platform 330, reduces the load on individual wheels, minimizes wear between the wheels and the track surface, and extends the service life of the wheels and track beams. Simultaneously, multi-point support improves the stability and smoothness of the vehicle platform 330 during operation, reducing swaying and vibration, and enhancing the user's parking experience. Furthermore, the multi-wheel configuration provides omnidirectional guidance in all directions (up, down, left, right, forward, and backward), ensuring the accuracy of the vehicle platform 330's trajectory.

[0077] In some embodiments, refer to Figure 9 As shown, the track beam device also includes a travel drive unit 240 disposed above the lower track beam 200, and the travel drive unit 240 is connected to the vehicle platform 331 to drive the vehicle platform 331 to move along the upper track beam 100 and the lower track beam 200.

[0078] As the power hub of the vehicle platform 330, the walking drive unit 240 preferably transmits power to the vehicle platform 330 through a precision mechanical transmission device, such as a chain, sprocket and motor, so that it can move along the first track surface, the second track surface, the third track surface and the fourth track surface formed by the upper track beam 100 and the lower track beam 200.

[0079] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of the present invention may be practiced without these specific details. Similarly, for the sake of brevity and to aid in understanding one or more aspects of the invention, in the above description of exemplary embodiments of the invention, various features of the embodiments of the invention are sometimes grouped together in a single embodiment, figure, or description thereof. The claims, which follow the detailed description, are hereby expressly incorporated into that detailed description, wherein each claim itself constitutes a separate embodiment of the invention.

[0080] It should be noted that the above embodiments are illustrative of the present invention and not restrictive of it, and that those skilled in the art can devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses should not be construed as limiting the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The present invention can be implemented by means of hardware comprising several different elements and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means can be embodied by the same item of hardware. The use of the words first, second, third, etc., does not indicate any order. These words can be interpreted as names. The steps in the above embodiments, unless otherwise specified, should not be construed as limiting the order of execution.

Claims

1. A track beam device for a three-dimensional parking garage, characterized in that, Includes an upper track beam, the upper track beam comprising: H-beam main beam; A pair of H-beam sub-beams are located on both sides of the H-beam main beam, and the upper surfaces of the pair of H-beam sub-beams form a first track surface; A pair of baffles are respectively connected to the outer ends of a pair of H-shaped steel sub-beams, and the lower bottom surfaces of the pair of baffles form a second track surface; Several reinforcing units are evenly spaced between the H-beam and a pair of H-beam sub-beams along the extension direction of the H-beam main beam, and are respectively connected to the H-beam main beam and the pair of H-beam sub-beams.

2. The track beam device according to claim 1, characterized in that, The inner surfaces of the pair of baffles form a third track surface.

3. The track beam device according to claim 1, characterized in that, The length of the H-beam main beam is less than the length of the pair of H-beam secondary beams, and there is an equal length difference between the two ends of the H-beam main beam and the two ends of the pair of H-beam secondary beams.

4. The track beam device according to claim 3, characterized in that, The H-beam main beam includes a main beam web plate arranged in a vertical direction and a pair of horizontal main beam flange plates respectively connected to the upper and lower sides of the main beam web plate; Each of the H-beam sub-beams includes a sub-beam web arranged in the vertical direction and a pair of horizontal sub-beam flanges respectively connected to the upper and lower sides of the sub-beam web.

5. The track beam device according to claim 4, characterized in that, Each of the aforementioned reinforcing units includes: The reinforcing plates are respectively connected to a pair of the sub-beam flange plates; The reinforcing blocks adjacent to the reinforcing plate are connected to the web of the main beam and the web of the secondary beam, respectively.

6. The track beam device according to claim 2, characterized in that, The track beam assembly also includes a lower track beam located below the upper track beam, the lower track beam comprising: H-beam support beam; A pair of side plates are respectively connected to the outer ends of the H-shaped steel support beam, and the outer surfaces of the pair of side plates form a fourth track surface; A plurality of reinforcing units are evenly spaced between the H-beam and the pair of side plates along the extension direction of the H-beam support beam, and are respectively connected to the H-beam support beam and the pair of side plates.

7. The track beam device according to claim 6, characterized in that, The H-beam main beam, the pair of H-beam secondary beams, the pair of baffles, and the plurality of reinforcing units are connected by welding. The H-beam support beam, the pair of side plates, and the plurality of reinforcing units are connected by welding.

8. A multi-level parking garage, characterized in that, It includes a front column, a rear column aligned with the front column, and a track beam assembly as described in any one of claims 1-7, as well as a vehicle platform; The front and rear ends of the track beam device are connected to the front column and the rear column, respectively. The vehicle platform includes a vehicle platform, a frame whose lower end is connected to the side of the vehicle platform, and a traveling unit respectively disposed on the frame.

9. The automated parking garage according to claim 8, characterized in that, The walking unit includes an upper walking wheel, a middle walking wheel, and a lower walking wheel respectively disposed at the upper, middle, and lower ends of the upright frame. The upper walking wheel can move along the first and third track surfaces, the middle walking wheel can move along the second track surface, and the lower walking wheel can move along the fourth track surface.

10. The automated parking garage according to claim 8, characterized in that, The track beam device also includes a travel drive unit disposed above the lower track beam, and the travel drive unit is connected to the vehicle platform.

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