Track adjustment mechanism, lifting device and battery swap station comprising same

Abstract

The application provides a wheel track adjusting mechanism, a lifting device and a battery swap station comprising the same. The wheel track adjusting mechanism is arranged on a frame body of a vehicle carrying platform and comprises a wheel placing part for supporting a wheel, a pushing part for pushing the wheel along a vehicle width direction and a driving mechanism. The driving mechanism is movably connected with the pushing part. The lifting device comprises the wheel track adjusting mechanism and the frame body. When the wheel placing part moves along a vehicle length direction, the pushing part moves synchronously with the wheel placing part, and the pushing part moves along the vehicle length direction relative to the driving mechanism. The pushing part moves synchronously with the wheel placing part, so that the pushing part always pushes a middle position of the wheel when the wheel track is adjusted by the pushing part, and the wheel is prevented from being pushed to be skewed, so that the wheel track adjusting accuracy is improved or failure is avoided. Meanwhile, the driving mechanism does not need to move with the wheel placing part, the structure is simpler and the mechanism operation is more stable.

Description

Technical Field

[0001] This invention relates to the field of battery swapping for electric vehicles, and particularly to a wheel track adjustment mechanism, a lifting device, and a battery swapping station including the same. Background Technology

[0002] Electric vehicles are becoming increasingly popular with consumers. Since they primarily use electricity, they need to be recharged after the battery is depleted. However, due to current limitations in battery and charging technology, fully charging an electric vehicle takes a considerable amount of time, unlike the quick and easy process of refueling a gasoline car. Therefore, replacing the battery when it's nearly depleted is an effective way to reduce user waiting time. To facilitate battery replacement and meet the battery swapping needs of electric vehicles, battery swapping stations need to be built. These stations are equipped with lifting modules to elevate the electric vehicle during the swapping process, allowing the swapping equipment to be positioned underneath it for the swap.

[0003] During the process of an electric vehicle driving to the lifting module, it is difficult for the actual driving direction of the electric vehicle to be completely parallel to the driving direction specified by the battery swapping station and to stop precisely at the required position on the lifting module. As a result, the positions of the electric vehicle and the battery swapping equipment are not completely aligned during the battery swapping process, which may lead to battery swapping failure or repeated battery swapping operations.

[0004] In existing technology, in order to adjust the wheelbase of electric vehicles with different wheelbases, the lifting module is equipped with a wheelbase adjustment mechanism and a track width adjustment mechanism. The wheelbase adjustment mechanism is adjusted into position before the electric vehicle is parked on the support of the lifting module. That is, the wheel placement part used to support the wheel moves along the length of the vehicle through a hydraulic cylinder. After the electric vehicle moves onto the lifting module, the track width adjustment mechanism adjusts the position of the electric vehicle in the track width direction. However, because the track width adjustment mechanism is connected to the support of the lifting module and cannot adjust its position synchronously with the wheel placement part, the pushing part of the track width adjustment mechanism used to push the wheel to adjust the track width is no longer located in the middle position of the wheel placement part. As a result, the pushing part cannot guarantee that it will always push the wheel to the middle position during track width adjustment, causing the wheel to be pushed off course, resulting in poor track width adjustment accuracy or failure. Summary of the Invention

[0005] The present invention addresses the technical problem that the pushing part of the existing wheel track adjustment mechanism cannot guarantee that the wheel will always be pushed to the middle position when adjusting the wheel track, resulting in the wheel being pushed off course, and thus the wheel track adjustment accuracy is poor or fails. The present invention provides a wheel track adjustment mechanism, a lifting device, and a battery swapping station including the present invention.

[0006] The present invention solves the above-mentioned technical problems through the following technical solution:

[0007] A wheel track adjustment mechanism is installed on the frame of a vehicle platform. The wheel track adjustment mechanism includes a wheel placement part for supporting the wheel, a pushing part for pushing the wheel along the width direction of the vehicle, and a drive mechanism. The drive mechanism is movably connected to the pushing part.

[0008] When the wheel placement part moves along the length of the vehicle, the pushing part moves synchronously with the wheel placement part, and the pushing part moves relative to the drive mechanism along the length of the vehicle.

[0009] In this design, the pushing unit moves synchronously with the wheel placement unit, ensuring that when the wheel track is adjusted by the pushing unit, the pushing unit always pushes the wheel to the middle position, avoiding the wheel being pushed off course, which would lead to poor wheel track adjustment accuracy or failure. At the same time, this structure does not require the drive mechanism to move with the wheel placement unit, making the structure simpler and the mechanism more stable in operation.

[0010] Preferably, the pushing part includes:

[0011] A push plate for pushing the wheel, the push plate being disposed above the wheel placement part;

[0012] A connecting rod that moves synchronously with the wheel placement part, the first end of the connecting rod being connected to the push plate, and the second end of the connecting rod being movably connected to the drive mechanism.

[0013] In this solution, by setting the second end of the connecting rod to be movably connected to the drive mechanism, when movement along the length of the vehicle is required, the follow-up movement between the push unit and the wheel placement unit can be conveniently and reliably realized.

[0014] Preferably, the drive mechanism includes:

[0015] A drive unit and a connector are provided. The connector is connected to the power output end of the drive unit. The connector moves along the width direction of the vehicle under the drive of the drive unit. The second end of the connecting rod can slide relative to the connector in the length direction of the vehicle.

[0016] In this solution, the movable connection is achieved by sliding the second end of the connecting rod relative to the connecting piece. The structure is simple and helps to simplify the structure of the wheel track adjustment mechanism.

[0017] Preferably, the connector has a groove extending along the length of the vehicle, and the second end of the connecting rod has a connecting shaft, which is located in the groove and can move within the groove along the length of the vehicle.

[0018] In this solution, the second end of the connecting rod slides relative to the connecting piece through the cooperation of the connecting shaft and the sliding groove. The structure is simple and occupies less space.

[0019] Preferably, the groove extends through the connector, the connecting shaft passes through the groove, and both ends of the connecting shaft are connected to the connecting rod.

[0020] In this solution, the slide is designed as a groove for the vertically penetrating connecting parts, that is, the slide is actually a long slot, and the connecting shaft passes through the slide from top to bottom, with both ends of the connecting shaft connected to the connecting rod, thereby preventing the connecting shaft from coming out of the slide in the vertical direction.

[0021] Preferably, the connecting shaft is provided with a bearing, and the connecting shaft is slidably connected to the slide groove through the bearing.

[0022] In this design, bearings are installed to facilitate the sliding of the connecting shaft within the groove, thereby reducing the friction between the connecting shaft and the groove and extending the service life of that area.

[0023] Preferably, the second end of the connecting rod is connected to the connecting shaft via a connecting block, the connecting block being U-shaped, and both ends of the connecting shaft being connected to the U-shaped opening of the connecting block.

[0024] In this design, by setting a connecting block with a U-shaped opening, the connection between the connecting block and the connecting shaft can be easily achieved. During the sliding process of the connecting shaft in the groove, the U-shaped opening can also play a guiding role, thereby improving the reliability and stability of the sliding of the connecting shaft in the groove.

[0025] Preferably, there are two connecting rods arranged in parallel to each other, and the second ends of the two connecting rods are connected to the connecting block through a support plate.

[0026] In this design, the use of two connecting rods improves the reliability of the connection between the push plate and the connecting parts, thereby enhancing the reliability of wheel track adjustment and the stability of the follow-up movement of the push unit and the wheel placement unit. Furthermore, the two connecting rods are connected to the connecting block via a support plate. On one hand, the two connecting rods share a single connecting block, which simplifies the structure; on the other hand, the support plate ensures the consistency of the two connecting rods, further improving the stability of the mechanism's operation.

[0027] Preferably, the wheel placement portion includes a vertically arranged mounting wall, and the first end of the connecting rod passes through the mounting wall.

[0028] This solution provides a specific method for the wheel placement part to drive the push part to move, and the structure is easy to install and process. In addition, the mounting wall can also limit the displacement of the push plate along the width direction of the vehicle.

[0029] Preferably, the wheel placement part further includes a sleeve disposed on the mounting wall, and the first end of the connecting rod passes through the sleeve and is connected to the push plate.

[0030] In this design, the sleeve increases the axial contact area between the connecting rod and the mounting wall. In addition, the sleeve provides support for the connecting rod, which helps to ensure the reliability and stability of the connecting rod's movement along the width direction of the electric vehicle, thereby further improving the reliability of wheel track adjustment.

[0031] Preferably, the inner wall of the sleeve matches the shape of the circumferential outer surface of the connecting rod.

[0032] In this solution, the above-mentioned structural configuration can increase the circumferential contact area between the sleeve and the connecting rod, thereby enabling the sleeve to reliably support the connecting rod.

[0033] Preferably, the sleeve includes a flange and a straight cylinder coaxially connected, the flange being fitted and connected to the inner side of the mounting wall, and the straight cylinder extending out of the mounting wall.

[0034] In this scheme, the above-mentioned structural design helps to improve the structural strength of the mounting wall at the sleeve, thereby ensuring the driving effect of the sleeve and the mounting wall on the connecting rod.

[0035] Preferably, there are two wheel placement parts, and the two coaxially arranged wheel positions are spaced apart, and the pushing part is arranged in a one-to-one correspondence with the wheel placement parts.

[0036] In this solution, the above-mentioned structural configuration enables synchronous adjustment of the wheel track between two coaxial wheels, which helps to improve the efficiency of wheel track adjustment.

[0037] Preferably, the drive mechanism is located between the two wheel mounting portions along the vehicle width direction.

[0038] In this design, the drive mechanism is positioned between the two wheel placement sections, making full use of the space between the two wheels and resulting in a more compact wheel track adjustment mechanism that occupies less space.

[0039] Preferably, the drive mechanism includes:

[0040] A rotationally symmetrical mechanism, wherein the rotationally symmetrical mechanism is symmetrical about its own center of rotation, and the center of rotation of the rotationally symmetrical mechanism is rotatably connected to the frame body, and the rotationally symmetrical mechanism includes two power output ends that output forces in opposite directions;

[0041] Two connectors, each of which is connected to one of the two power output terminals;

[0042] A drive unit, the power output end of which is connected to the connector and drives the two connectors to move synchronously in opposite directions along the width of the vehicle.

[0043] In this design, a rotationally symmetrical mechanism can drive the two push units to move synchronously, ensuring the synchronization of the wheel adjustments on both sides.

[0044] The present invention also provides a lifting device, which includes the above-mentioned wheel track adjustment mechanism and the frame body.

[0045] Preferably, the lifting device further includes a wheelbase adjustment mechanism disposed on the frame body, wherein the power output end of the wheelbase adjustment mechanism is connected to the wheel placement part and drives it to move along the length direction of the vehicle.

[0046] In this solution, the above-mentioned structural configuration is adopted, and the wheelbase adjustment mechanism adapts to vehicles with different wheelbases, so that the lifting device can realize both wheelbase and track width adjustment, and the drive mechanism in the wheelbase adjustment mechanism does not need to follow up when adjusting the wheelbase.

[0047] The present invention also provides a battery swapping station, which includes the above-mentioned lifting device for lifting two coaxial wheels of a vehicle.

[0048] The positive and progressive effects of this invention are as follows:

[0049] In this wheel track adjustment mechanism, when the wheel placement part moves along the length of the vehicle, the pushing part moves synchronously with the wheel placement part. The pushing part moves relative to the drive mechanism along the length of the vehicle, thereby ensuring that when the wheel track is adjusted by the pushing part, the pushing part always pushes the wheel to the middle position, avoiding the wheel being pushed off course, which would lead to poor wheel track adjustment accuracy or failure. At the same time, this structure does not require the drive mechanism to move with the wheel placement part, making the structure simpler and the mechanism more stable in operation. Attached Figure Description

[0050] Figure 1 This is a three-dimensional structural diagram of the battery swapping station according to Embodiment 1 of the present invention.

[0051] Figure 2 This is a top view of the battery swapping station according to Embodiment 1 of the present invention.

[0052] Figure 3 This is a schematic diagram of the lifting device according to Embodiment 1 of the present invention.

[0053] Figure 4 This is another structural schematic diagram of the lifting device according to Embodiment 1 of the present invention.

[0054] Figure 5 This is a schematic diagram of the wheel track adjustment mechanism in Embodiment 1 of the present invention.

[0055] Figure 6 This is a partial structural schematic diagram of the wheel track adjustment mechanism according to Embodiment 1 of the present invention, wherein the wheel placement part is not shown in the figure.

[0056] Figure 7 This is a schematic diagram of the wheel placement part in the wheel track adjustment mechanism of Embodiment 1 of the present invention, wherein a sleeve is schematically shown in the figure.

[0057] Figure 8 This is a partial internal structure diagram of the rotationally symmetrical mechanism in the wheel track adjustment mechanism of Embodiment 1 of the present invention.

[0058] Figure 9 This is a schematic diagram of the connection between the pusher and the sleeve in the wheel track adjustment mechanism of Embodiment 1 of the present invention.

[0059] Explanation of reference numerals in the attached figures:

[0060] 11. Battery Swapping Room

[0061] 12 Charging Room

[0062] 13 Vehicle Platform

[0063] 2 Lifting device

[0064] 21. Frame

[0065] 211 First Receiving Tank

[0066] 212 Cover Plate

[0067] 22 Base

[0068] 23 Lifting mechanism

[0069] 24 Wheelbase adjustment mechanism

[0070] 241 Wheel placement section

[0071] 2411 Installation Wall

[0072] 2412 Mounting Frame

[0073] 2413 Roller Mechanism

[0074] 2414 Second Reception Tank

[0075] 2415 base plate

[0076] 2416 Sleeve

[0077] 2417 Flange

[0078] 2418 Straight Tube

[0079] 242 Promotion Department

[0080] 2421 Push Plate

[0081] 2422 Connecting rod

[0082] 2423 Connecting Shaft

[0083] 2424 Connector Block

[0084] 2425 First Support Plate

[0085] 243 Drive mechanism

[0086] 2431 Drive Unit

[0087] 2432 Connector

[0088] 2433 Slide

[0089] 2434 guide rail

[0090] 2435 Slider

[0091] 2436 First Link

[0092] 2437 Second Link

[0093] 2438 Spindle

[0094] 2439 Rotating rod

[0095] 2440 Second Support Plate

[0096] 2441 Second Bearing

[0097] 2442 bearing housing Detailed Implementation

[0098] The present invention will be described more clearly and completely below with reference to a preferred embodiment and the accompanying drawings.

[0099]

Example 1

[0100] like Figure 1 and Figure 2As shown in the figure, this embodiment discloses a specific implementation of a battery swapping station. The battery swapping station includes a battery swapping room 11, a charging room 12, and battery swapping equipment (not shown) that travels between the battery swapping room 11 and the charging room 12. The charging room 12 is arranged adjacent to the battery swapping room 11. In this embodiment, there are two charging rooms 12, located on opposite sides of the battery swapping room 11. The battery swapping room 11 is used to carry electric vehicles whose battery packs need to be replaced. The electric vehicle drives into and parks in the battery swapping room 11. The battery swapping equipment removes the old battery pack from the electric vehicle and installs a fully charged new battery pack. After removing the old battery from the electric vehicle, the battery swapping equipment transports it to the charging room 12 for charging. In other alternative embodiments, there may be one or more charging rooms 12, and the positions of the charging room 12 and the battery swapping room 11 may be adjusted according to actual needs.

[0101] Since the battery pack is installed under the chassis of the electric vehicle, the battery swapping equipment needs to enter and exit the bottom of the electric vehicle to perform the battery swapping operation, i.e., replacing the battery pack. Therefore, to ensure that the bottom of the electric vehicle has sufficient height for the battery swapping equipment to enter and exit, the battery swapping station includes a vehicle-carrying platform 13, which extends through the battery swapping compartment 11. A lifting device 2 for raising the electric vehicle is installed at the vehicle-carrying platform 13 within the battery swapping station to elevate the electric vehicle (along the vehicle height direction, i.e., along the vehicle height direction). Figure 1 (in the Z direction) to create a space at the bottom of the electric vehicle for battery swapping equipment to perform battery swapping operations.

[0102] The lifting device 2 in this embodiment is suitable for electric vehicles with different wheelbases and track widths. It helps electric vehicles parked on the lifting device 2 to correct their position so that they can face the battery swapping equipment directly, thereby improving battery swapping efficiency.

[0103] like Figure 2 As shown, the lifting device 2 is installed inside the battery swapping room 11. Two lifting devices 2 are correspondingly installed inside the battery swapping room 11, and the two lifting devices 2 are positioned along the vehicle's travel direction. Figure 2 The lifting devices 2 are spaced apart in the X direction (i.e., the length direction of the vehicle). One lifting device 2 is used to lift the two front wheels of the electric vehicle, and the other lifting device 2 is used to lift the two rear wheels. When the front and rear wheels of the electric vehicle move onto the two lifting devices 2 respectively, the two lifting devices 2 lift the electric vehicle simultaneously to ensure that the entire electric vehicle can be lifted smoothly. It should be noted that the two lifting devices 2 can adopt the same structure or different structures. Figure 2 The Y direction corresponds to the vehicle width direction.

[0104] like Figure 3 and Figure 5As shown, the lifting device 2 includes a frame 21 and a wheelbase adjustment mechanism 24 mounted on the frame 21. Additionally, the lifting device 2 includes a base 22 and a lifting mechanism 23. The lifting mechanism 23 is connected to both the frame 21 and the base 22, and drives the frame 21 to move up and down relative to the base 22 in the height direction. This lifting device allows for vehicle height adjustment, ensuring sufficient space underneath the vehicle for battery swapping equipment.

[0105] Combination Figure 3 and Figure 4 It is understood that the frame body 21 is provided with an upward-facing first receiving groove 211, located between the two wheel placement parts 241 (one of the components of the wheel track adjustment mechanism 24, see below for details). The wheel track adjustment mechanism 24, except for the structure at the wheel placement parts 241, is located within the first receiving groove 211. A cover plate 212 is also provided above the first receiving groove 211. The cover plate 212 is used to cover the opening above the first receiving groove 211 to prevent dust and other impurities from entering the interior of the wheel track adjustment mechanism 24 through the opening, ensuring the normal operation of the wheel track adjustment mechanism 24 and improving the dustproof effect.

[0106] like Figure 3-9 As shown, this embodiment provides a wheelbase adjustment mechanism 24, which includes a wheel placement part 241 for supporting the wheel, a pushing part 242 for pushing the wheel along the vehicle width direction, and a drive mechanism 243. The drive mechanism 243 is movably connected to the pushing part 242. When the wheel placement part 241 moves along the vehicle length direction (i.e., ... Figure 2 When the vehicle moves in the X direction, the pusher 242 moves synchronously with the wheel placement part 241, and the pusher 242 moves relative to the drive mechanism 243 along the length direction of the vehicle.

[0107] It should be noted that the movement of the wheel placement part 241 along the length of the wheel mainly occurs during the wheelbase adjustment process of the electric vehicle. Correspondingly, the lifting device 2 also includes a wheelbase adjustment mechanism mounted on the frame 21. The power output end of the wheelbase adjustment mechanism is connected to the wheel placement part 241 and drives it to move along the length of the vehicle. The wheelbase adjustment mechanism enables wheelbase adjustment, allowing the lifting device 2 to perform both track width and wheelbase adjustment without requiring the drive mechanism 243 in the track width adjustment mechanism 24 to follow suit during wheelbase adjustment.

[0108] In a preferred embodiment, such as Figure 3-6 , Figure 9As shown, the pushing unit 242 includes a push plate 2421 for pushing the wheel and a connecting rod 2422 that moves synchronously with the wheel placement part 241. The push plate 2421 is disposed above the wheel placement part 241. The driving mechanism 243 includes a driving unit 2431 and a connecting member 2432. The connecting member 2432 is a horizontally arranged plate structure. The connecting member 2432 is connected to the power output end of the driving unit 2431. The connecting member 2432 moves along the width direction of the vehicle under the drive of the driving unit 2431. The first end of the connecting rod 2422 is connected to the push plate 2421, and the second end of the connecting rod 2422 can slide relative to the connecting member 2432 in the length direction of the vehicle.

[0109] It should be noted that the second end of the connecting rod 2422 and the connector 2432 can also be connected in other ways, such as by making the second end of the connecting rod 2422 roll relative to the connector 2432, which will not be elaborated here.

[0110] In this embodiment, the connection is achieved by a connecting shaft 2423 sliding within a vertically extending groove 2433. Specifically, the connecting member 2432 has a groove 2433 extending along the length of the vehicle, and the second end of the connecting rod 2422 has a vertically extending connecting shaft 2423. The connecting shaft 2423 is located within the groove 2433 and can move within it along the length of the vehicle. The groove 2433 extends vertically through the connecting member 2432, and the connecting shaft 2423 passes through the groove 2433, with both ends of the connecting shaft 2423 connected to the connecting rod 2422. At least as... Figure 9 As shown, the through groove 2433 in this embodiment is actually equivalent to a waist-shaped hole.

[0111] In this embodiment, at least as Figure 9 As shown, the second end of the connecting rod 2422 is connected to the connecting shaft 2423 via a connecting block 2424. The connecting block 2424 is U-shaped, and both ends of the connecting shaft 2423 are connected to the U-shaped opening of the connecting block 2424. By providing a connecting block 2424 with a U-shaped opening, the connection between the connecting rod 2422 and the connecting shaft 2423 can be easily achieved. During the sliding process of the connecting shaft 2423 within the slide groove 2433, the U-shaped opening can further guide the connecting shaft 2423, thereby improving the reliability and stability of the sliding within the slide groove 2433 and preventing the connecting shaft 2423 from coming off the slide groove 2433 in the vertical direction.

[0112] like Figure 4-6 , Figure 9As shown, in this embodiment, in order to improve the reliability of wheel track adjustment and the stability of the following movement of the push part 242 and the wheel placement part, the connecting rod 2422 is set as two rods and arranged parallel to each other, and the second ends of the two connecting rods 2422 are connected to the connecting block 2424 through the first support plate 2425.

[0113] Here, the provision of two connecting rods 2422 improves the reliability of the connection between the push plate 2421 and the connecting member 2432, thereby enhancing the reliability of the wheel track adjustment and the stability of the follow-up movement of the push unit 242 and the wheel placement unit. Furthermore, the two connecting rods 2422 are connected to the connecting block 2424 via the first support plate 2425. On one hand, the two connecting rods 2422 share a single connecting block 2424, which simplifies the structure; on the other hand, the first support plate 2425 ensures the consistency of the two connecting rods 2422, further improving the stability of the mechanism's operation.

[0114] In this embodiment, as understood in conjunction with 5-7, the wheel placement part 241 includes a mounting frame 2412 and a wheel bearing mechanism. The mounting frame 2412 has a second receiving groove 2414 formed by an upwardly opening recess. The wheel bearing mechanism is disposed within the second receiving groove 2414. The mounting frame 2412 includes a base plate 2415 and a vertically arranged mounting wall 2411. The mounting wall 2411 is circumferentially disposed at the edge of the base plate 2415. The first end of the connecting rod 2422 passes through the mounting wall 2411, extends into the second receiving groove 2414, and is connected to the vertically arranged push plate 2421. The push plate 2421 is located above the wheel bearing mechanism. When the wheel placement part 241 moves along the length direction of the vehicle under the drive of the wheelbase adjustment mechanism, the mounting wall 2411 drives the connecting rod 2422 to move synchronously, thereby realizing the follow-up movement of the connecting rod 2422 and the wheel placement part 241. Furthermore, the mounting wall 2411 can also limit the displacement of the push plate 2421 along the width direction of the vehicle.

[0115] Furthermore, the wheel placement part 241 also includes a sleeve 2416 disposed on the mounting wall 2411, and the first end of the connecting rod 2422 passes through the sleeve 2416 and connects to the push plate 2421. The sleeve 2416 increases the axial contact area between the connecting rod 2422 and the mounting wall 2411. In addition, the sleeve 2416 can support the connecting rod 2422, which is beneficial to the reliability and stability of the movement of the connecting rod 2422 along the width direction of the electric vehicle, thereby further improving the reliability of wheel track adjustment.

[0116] In a preferred embodiment, in order to increase the circumferential contact area between the sleeve 2416 and the connecting rod 2422, thereby enabling the sleeve 2416 to reliably support the connecting rod 2422, the inner wall of the sleeve 2416 is configured to match the shape of the circumferential outer surface of the connecting rod 2422.

[0117] Specifically, sleeve 2416 includes a flange 2417 and a straight cylinder 2418 coaxially connected. The flange 2417 is fitted and detachably connected to the inner side of the mounting wall 2411 by bolts, and the straight cylinder 2418 extends out of the mounting bracket 2412 from the mounting wall 2411. This arrangement helps to improve the structural strength of the mounting bracket 2412 at sleeve 2416, thereby ensuring the driving effect of sleeve 2416 and mounting wall 2411 on connecting rod 2422.

[0118] Furthermore, in this embodiment, in order to simultaneously adjust the wheel track of two coaxial wheels, there are two wheel placement parts 241, and the positions of the two coaxial wheels are spaced apart. The pushing part 242 is arranged in a one-to-one correspondence with the wheel placement part 241, and as shown... Figure 4-6 As shown, along the vehicle width direction, the drive mechanism 243 is located between the two wheel placement portions 241. Here, by placing the drive mechanism 243 between the two wheel placement portions 241, the space between the two wheels is fully utilized, making the structure of the wheel track adjustment mechanism 24 more compact and taking up less space.

[0119] To achieve synchronous propulsion of two coaxial wheels, specifically, as follows: Figure 4-6 As shown, the drive mechanism 243 includes a rotationally symmetrical mechanism, a drive unit 2431, and two aforementioned connecting members 2432. The rotationally symmetrical mechanism is centrally symmetrical about its own center of rotation, and the center of rotation of the rotationally symmetrical mechanism is rotatably connected to the frame body 21. The rotationally symmetrical mechanism includes two power output ends that output forces in opposite directions. The two connecting members 2432 are respectively connected to the two power output ends. The power output end of the drive unit 2431 is connected to the connecting members 2432 and drives the two connecting members 2432 to move synchronously in opposite directions along the vehicle width direction. Here, the rotationally symmetrical mechanism can drive the two push units 242 to move synchronously, ensuring the synchronicity of the wheel adjustments on both sides.

[0120] Specifically, such as Figure 6 and Figure 8 As shown, the rotationally symmetric mechanism includes a first link 2436, a rotating member, and a second link 2437 connected in sequence. The center of the rotating member is the rotation center, and the rotating member can rotate relative to the frame 21 around its own rotation center, that is, the rotating member is rotatably connected to the frame 21. The first end of the first link 2436 and the first end of the second link 2437 are respectively hinged to the two ends of the rotating member, and the first link 2436 and the second link 2437 are centrally symmetric with respect to the rotation center of the rotating member. The second end of the first link 2436 and the second end of the second link 2437 are respectively hinged to the connecting member 2432 on the corresponding side.

[0121] The rotating component includes a rotating shaft 2438 and a rotating rod 2439. The first end of the rotating shaft 2438 is located at the middle of the rotating rod 2439, which refers to the center position of the rotating rod 2439. The rotating shaft 2438 passes through the frame body 21 and is rotatably connected to it. With this structure, the rotation of the rotating shaft 2438 drives the rotation of the rotating rod 2439, which in turn drives the rotation of the first connecting rod 2436 and the second connecting rod 2437. The rotating shaft 2438, located at the middle of the rotating rod 2439, enables the rotating rod 2439 to rotate around its center, thus ensuring that the first connecting rod 2436 and the second connecting rod 2437 rotate in opposite directions at the same angle, achieving the same movement distance of the two pushing parts 242 in the vehicle width direction.

[0122] Furthermore, such as Figure 8 As shown, the rotating component also includes a second bearing 2441, a bearing housing 2442, and a second support plate 2440. The rotating shaft 2438 is rotatably connected to the frame body 21 via the second bearing 2441. Specifically, the second bearing 2441 is disposed within the bearing housing 2442, the bearing housing 2442 is connected to the second support plate 2440, and the second support plate 2440 is mounted on the frame body 21. This structure reduces the friction experienced by the rotating shaft 2438 during rotation, preventing wear on the rotating shaft 2438 from affecting the normal operation of the wheelbase adjustment mechanism 24, and also facilitates the installation of the rotationally symmetrical mechanism.

[0123] Furthermore, the drive mechanism 243 also includes a guide rail 2434 and a slider 2435 used in cooperation. The guide rail 2434 and the slider 2435 are respectively disposed on the opposite end faces of the first receiving groove 211 of the frame body 21 and the connector 2432. The guide rail 2434 extends along the width direction of the vehicle, so that the connector 2432 can move along the width direction of the vehicle under the cooperative guidance of the guide rail 2434 and the slider 2435, thereby improving the stability and reliability of its movement.

[0124] Specifically, in this embodiment, the bottom of the connector 2432 is provided with two oppositely arranged sliders 2435, and the frame body 21 is correspondingly installed with two oppositely arranged guide rails 2434. Along the length direction of the vehicle, the guide rails 2434 are located at both ends of the connector 2432.

[0125] The following is a brief description of the process by which the drive mechanism 243 drives the push plate 2421 to adjust the wheel track of two coaxial wheels.

[0126] The two ends of the connector 2432 are respectively connected to the slider 2435 on the guide rail 2434 on the corresponding side. The power output end of the drive unit 2431 (a cylinder is used as the drive unit 2431 in this case), that is, the free end of the cylinder's telescopic rod, is connected to one end of the connector 2432 to push the connector 2432 to move along the vehicle width direction, thereby causing the push plates 2421 to move closer or further apart in the vehicle width direction.

[0127] In this embodiment, by adopting the above structure, the rotationally symmetrical mechanism can drive the two push units 242 to move synchronously using only one drive mechanism 243. This not only ensures the synchronicity of the movement of the two push units 242 and avoids the occurrence of asynchronous movement of the two push units 242, but also improves the wheel track adjustment accuracy of the two coaxial wheels.

[0128] In a preferred embodiment, such as Figure 4-5 As shown, two cylinders are configured, and the free ends of the cylinder extension rods are connected to both ends of the same connector 2432. With the above structure, the same pusher 242 is driven by two cylinders, making the thrust of the cylinders on the first connector 2432 more balanced and improving the stability of the pusher plate 2421 when pushing the wheel.

[0129] In this embodiment, when the wheel track adjustment mechanism drives the wheel placement part 241 to adjust along the length of the vehicle, the pushing part 242 moves synchronously with the wheel placement part 241. Then, the driving mechanism drives the pushing part to adjust the wheel track, ensuring that when the wheel track is adjusted by the pushing part 242, the pushing part 242 always pushes the middle position of the wheel, avoiding the wheel being pushed off course, which would lead to poor wheel track adjustment accuracy or failure.

[0130] In other specific embodiments, the lifting device 2 is not installed at the vehicle platform 13 of the battery swapping station, so the wheel track adjustment mechanism disclosed in this embodiment is installed on the vehicle platform 13, which will not be described in detail here.

[0131]

Example 2

[0132] Example 2 provides another specific implementation of the wheel track adjustment mechanism 24. The structure of the wheel track adjustment mechanism 24 in Example 2 is basically the same as that in Example 1, the main difference being that the connection method between the connecting rod 2422 and the connecting member 2432 in Example 2 is different. In Example 2 and Example 1, the same reference numerals refer to the same components.

[0133] Specifically, the connector 2432 has a groove 2433 extending along the length of the vehicle. This groove 2433 is not continuous vertically. The second end of the connecting rod 2422 has a connecting shaft 2423, which is located within the groove 2433 and can move within it along the length of the vehicle. The sliding of the second end of the connecting rod 2422 relative to the connector 2432 is achieved through the cooperation between the connecting shaft 2423 and the groove 2433. This design is simple and occupies minimal space.

[0134]

Example 3

[0135] Example 3 provides another specific implementation of the wheel track adjustment mechanism 24. The structure of the wheel track adjustment mechanism 24 in Example 3 is basically the same as that in Example 2 or Example 1. The main difference is that, in order to reduce the friction between the connecting shaft and the slide groove and extend the service life of the part, a bearing is provided on the connecting shaft 2423, and the connecting shaft is slidably connected to the slide groove through the bearing.

[0136]

Example 4

[0137] like Figure 3-4 and Figure 7 As shown, Embodiment 4 provides another specific implementation of the lifting device 2. The structure of the wheel track adjustment mechanism 24 in Embodiment 4 is basically the same as that in Embodiments 1-3. The difference is that the wheel bearing mechanism of the two wheel placement parts 241 in Embodiment 4 includes two sets of roller mechanisms 2413 that are inclined relative to the horizontal plane. The two sets of roller mechanisms 2413 are V-shaped, which realizes the limitation of the wheel in the forward direction of the vehicle, avoids the wheel from moving forward or backward, and thus achieves a safer and more reliable wheel positioning.

[0138] Each roller mechanism 2413 includes multiple rotatable rollers arranged sequentially along the width direction of the vehicle, and the axis of the rollers is perpendicular to the width direction of the vehicle 2418. In this embodiment, the same reference numerals as in Embodiment 1 refer to the same elements.

[0139] In other embodiments, two sets of roller mechanisms 2413 arranged in a V-shape may be provided on one of the wheel placement parts 241, and a horizontally arranged roller mechanism 2413 may be provided on the other wheel placement part 241; or, both wheel placement parts 241 may be horizontally arranged, which will not be described in detail here.

[0140] In the description of this invention, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship when the device or component is in normal use. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0141] While specific embodiments of the present invention have been described above, those skilled in the art should understand that these are merely illustrative examples, and the scope of protection of the present invention is defined by the appended claims. Those skilled in the art can make various changes or modifications to these embodiments without departing from the principles and essence of the present invention, but all such changes and modifications fall within the scope of protection of the present invention.

Claims

1. A track adjusting mechanism installed on a frame body of a vehicle carrier platform, characterized by, The wheel track adjusting mechanism comprises a wheel placing part for supporting a wheel, a pushing part for pushing the wheel along the vehicle width direction, and a driving mechanism, the driving mechanism being movably connected with the pushing part; When the wheel placing part moves along the vehicle length direction, the pushing part moves synchronously with the wheel placing part, and the pushing part moves along the vehicle length direction relative to the driving mechanism.

2. Track adjustment mechanism according to claim 1, characterized in that The pushing part comprises: a pushing plate for pushing the wheel, the pushing plate being arranged above the wheel placing part; a connecting rod moving synchronously with the wheel placing part, a first end of the connecting rod being connected with the pushing plate, and a second end of the connecting rod being movably connected with the driving mechanism.

3. Track adjustment mechanism according to claim 2, characterized in that The driving mechanism comprises: a driving unit and a connecting piece, the connecting piece being connected with the power output end of the driving unit, the connecting piece moving along the vehicle width direction under the driving of the driving unit, and the second end of the connecting rod being slidably connected with the connecting piece along the vehicle length direction.

4. Track adjustment mechanism according to claim 3, characterized in that A sliding groove extending along the vehicle length direction is arranged on the connecting piece, and a connecting shaft is arranged on the second end of the connecting rod, the connecting shaft being arranged in the sliding groove and moving along the vehicle length direction in the sliding groove.

5. Track adjustment mechanism according to claim 4, characterized in that The sliding groove penetrates the connecting piece, the connecting shaft is arranged in the sliding groove, and both ends of the connecting shaft are connected with the connecting rod.

6. Track adjustment mechanism according to claim 4 or 5, characterized in that A bearing is arranged on the connecting shaft, and the connecting shaft is slidably connected with the sliding groove through the bearing.

7. The track adjustment mechanism of claim 5, wherein, The second end of the connecting rod is connected with the connecting shaft through a connecting block, the connecting block is in a U shape, and both ends of the connecting shaft are connected with the U-shaped opening of the connecting block.

8. Track adjustment mechanism according to claim 7, characterized in that The connecting rod is arranged in parallel with two connecting rods, and the second ends of the two connecting rods are connected with the connecting block through a supporting plate.

9. The track adjustment mechanism of claim 2, wherein, The wheel placing part comprises a vertically arranged mounting wall, and the first end of the connecting rod penetrates the mounting wall.

10. Track adjustment mechanism according to claim 9, characterized in that The wheel placing part further comprises a sleeve arranged on the mounting wall, and the first end of the connecting rod penetrates the sleeve and is connected with the pushing plate.

11. The track adjustment mechanism of claim 10, wherein, The inner wall of the sleeve is matched with the circumferential outer surface of the connecting rod.

12. The track adjustment mechanism of claim 11, wherein, The sleeve comprises a flange plate and a straight cylinder connected coaxially, the flange plate is connected with the inner side of the mounting wall, and the straight cylinder extends out of the mounting wall.

13. The track adjustment mechanism of claim 1, wherein, There are two wheel placing parts, and the two wheel placing parts are arranged in parallel with two wheels.

14. The track adjustment mechanism of claim 13, wherein, Along the vehicle width direction, the driving mechanism is located between the two wheel placing parts.

15. The track adjustment mechanism of claim 13, wherein, The driving mechanism comprises: a rotationally symmetric mechanism, the rotationally symmetric mechanism being centrally symmetric relative to the rotation center of itself, the rotation center of the rotationally symmetric mechanism being rotationally connected with the frame body, and the rotationally symmetric mechanism comprising two power output ends outputting forces in opposite directions; two connecting pieces, the two connecting pieces being connected with the two power output ends, respectively; a driving unit, the power output end of the driving unit being connected with the connecting pieces and driving the two connecting pieces to move synchronously along the vehicle width direction towards opposite directions.

16. A lifting device, characterized in that The frame body comprises the wheel track adjusting mechanism and the frame body.

17. The lifting device of claim 16, wherein, The lifting device further comprises a wheelbase adjustment mechanism arranged on the frame body, a power output end of the wheelbase adjustment mechanism being connected to the wheel placing part and driving the wheel placing part to move along the length direction of the vehicle.

18. A battery swap station, characterized by, It comprises a lifting device as claimed in claim 16 or 17 for lifting two coaxial wheels of a vehicle.

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