Wheel positioning device and lifting machine

Abstract

The invention provides a wheel positioning device and a lifting machine. The wheel positioning device comprises a first driving part and a pushing part; the first driving part comprises a driving piece and a lead screw nut mechanism, the lead screw nut mechanism comprises a rotating unit and a sliding unit which are matched with each other, the driving piece is connected with the rotating unit, and the sliding unit is connected with the pushing part; the first driving part is used for driving the first pushing part and the second pushing part to synchronously move oppositely in the width direction of the vehicle so as to abut against wheels on the corresponding sides of the vehicle. The driving mode of the lead screw nut mechanism is reliable, the first pushing part and the second pushing part can be driven to stably push the wheels in the width direction of the vehicle, so that the vehicle can be parked at the proper position of the lifting machine, and the positioning precision of the vehicle in the battery replacing station is improved. According to the lifting machine, the pushing parts push the wheels from the inner sides of the two wheels, compared with the mode that the wheels are pushed from the outer sides of the wheels, the space between the two wheels is fully utilized, the structure of the lifting machine is more compact, and the occupied space is smaller.

Description

Technical Field

[0001] The present invention relates to the field of electric vehicle battery swapping, and particularly to a wheel positioning device and a lift. Background Art

[0002] Nowadays, electric vehicles are becoming increasingly popular among consumers. The energy used by electric vehicles is basically electricity. After the electric energy of an electric vehicle is used up, it needs to be charged. Due to the limitations of current battery technology and charging technology, it takes a relatively long time to fully charge an electric vehicle, which is not as simple and fast as directly refueling a fuel vehicle. Therefore, in order to reduce the waiting time of users, replacing the battery when the electric energy of the electric vehicle is almost exhausted is an effective means. In order to facilitate the replacement of the battery of an electric vehicle and meet the battery swapping needs of electric vehicles, it is necessary to build a battery swapping station so that when the battery pack of an electric vehicle is out of power, the electric vehicle can drive into the battery swapping station to perform battery swapping. The battery swapping station is equipped with a lift, which is used to lift the electric vehicle when the electric vehicle is performing battery swapping operations, so as to facilitate the battery swapping equipment to run under the electric vehicle to perform battery swapping operations on the electric vehicle.

[0003] Since the actual driving direction of an electric vehicle during driving is difficult to be completely parallel to the driving direction specified by the battery swapping station, the body of the electric vehicle parked on the lift is inclined, and the position of the electric vehicle in the vehicle width direction does not exactly correspond to the battery swapping equipment, resulting in problems such as battery swapping failure or repeated battery swapping operations. To solve the above technical problems, the wheel positioning device in the prior art adjusts the position of the electric vehicle in the vehicle width direction by pushing two coaxial wheels in the vehicle width direction, so that it corresponds to the battery swapping equipment, improving the success rate and efficiency of battery swapping.

[0004] However, in the prior art, the wheel positioning device pushes the wheels of the electric vehicle from the outside of the electric vehicle, that is, the wheel pushing part is arranged on the outside of the electric vehicle, resulting in a relatively large space occupied by the entire lift. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to overcome the defect that the entire lift occupies a relatively large space due to pushing the wheels of the electric vehicle from the outside of the electric vehicle in the prior art, and to provide a wheel positioning device and a lift.

[0006] The present invention solves the above technical problems through the following technical solutions:

[0007] A wheel positioning device is installed on the frame body of a lift. The wheel positioning device includes a first driving part and a pushing part;

[0008] The first driving part includes a driving member and a lead screw nut mechanism. The lead screw nut mechanism includes a rotating unit and a sliding unit that cooperate with each other. The driving member is connected to the rotating unit, and the sliding unit is connected to the pushing part.

[0009] The pushing part includes a first pushing part and a second pushing part that are spaced apart in the vehicle width direction. The first driving part is located between the first pushing part and the second pushing part in the vehicle width direction. The first driving part is used to drive the first pushing part and the second pushing part to move synchronously away from each other in the vehicle width direction to push against the wheels on the corresponding side of the vehicle.

[0010] In this solution, the wheel positioning device can adjust the distance between the two wheels of the vehicle in its width direction through the first pushing part and the second pushing part according to the wheelbase of different vehicles, so that the vehicle can be parked at a suitable position on the lift, improving the positioning accuracy of the vehicle in the battery swapping station, facilitating the battery swapping equipment to swap the battery of the vehicle, and improving the success rate and efficiency of battery swapping. The structure of the lead screw nut mechanism is simple, and the driving method is more reliable, which can drive the first pushing part and the second pushing part to smoothly push the wheels in the vehicle width direction, improving the reliability of wheelbase adjustment and the accuracy of wheel positioning. The pushing part pushes the wheels from the inner sides of the two wheels. Compared with pushing the wheels from the outer sides of the wheels, the space between the two wheels is fully utilized, making the structure of the lift more compact and occupying less space.

[0011] Preferably, the driving member includes a driving motor and a speed reducer. The power output end of the driving motor is connected to the power input end of the speed reducer, and the power output end of the speed reducer is connected to the power input end of the rotating unit.

[0012] In this solution, the speed reducer can adjust the output speed of the driving motor to meet the requirements of the lift.

[0013] Preferably, the speed reducer includes a first power output end and a second power output end. The rotating unit includes a first rotating unit and a second rotating unit. The sliding unit includes a first sliding unit and a second sliding unit. The first power output end is connected to the first rotating unit. The first sliding unit cooperates with the first rotating unit, and the first pushing part is connected to the first sliding unit. The second power output end is connected to the second rotating unit. The second sliding unit cooperates with the second rotating unit, and the second pushing part is connected to the second sliding unit.

[0014] And / or, the driving motor is a servo motor.

[0015] In this solution, the above settings enable a single driving member to drive both the first pushing portion and the second pushing portion simultaneously, reducing the number and cost of driving members and making the structure of the first driving portion more compact. Compared with stepping motors, servo motors have higher control precision, so they can more accurately control the distance that the pushing portion moves in the vehicle width direction. As a result, there is no need to specifically set up a position detection mechanism to detect whether the pushing portion has moved into place, simplifying the structure of the wheel positioning device.

[0016] Preferably, the rotating unit includes a lead screw, and the first driving portion further includes a coupling. The power output end of the speed reducer is connected to the lead screw through the coupling.

[0017] In this solution, the coupling is used to firmly connect the power output end of the speed reducer and the lead screw to rotate together, transmit motion and torque, and can compensate for the offset (including axial offset, radial offset, angular offset or combined offset) between the two shafts due to reasons such as inaccurate manufacturing and installation, deformation during operation, or thermal expansion, as well as relieve shock and absorb vibration.

[0018] Preferably, the pushing portion includes a push plate and a connecting rod. The first end of the connecting rod is connected to the push plate, and the second end of the connecting rod is connected to the sliding unit.

[0019] In this solution, the connecting rod effectively extends the stroke of the pushing portion and can adapt to vehicles of various wheelbase models.

[0020] Preferably, the number of the connecting rods in the same pushing portion is multiple, and the multiple connecting rods are arranged at intervals in the vehicle driving direction and are connected to the same push plate.

[0021] In this solution, the above settings push the push plate simultaneously through multiple connecting rods, improving the stability of the push plate during movement, and thus realizing the smooth pushing of the vehicle wheels.

[0022] Preferably, the first driving portion further includes a connecting member, and the connecting member is fixed on the sliding unit. The second ends of the multiple connecting rods are all connected to the connecting member.

[0023] In this solution, the connecting member facilitates the connection between the multiple connecting rods and the sliding unit, reduces the connection difficulty between the multiple connecting rods and the sliding unit, and can avoid designing the size of the sliding unit too large, preventing the sliding unit from interfering with other structures of the lift during movement and improving the reliability of the wheel positioning process.

[0024] Preferably, the wheel positioning device further includes a guiding portion, and the guiding portion is connected to the connecting member. The guiding portion is used to guide the connecting member to move in the vehicle width direction.

[0025] In this solution, the guiding part is used to guide the moving direction of the connecting part, ensuring that the connecting part and the pushing part can move along the vehicle width direction, and improving the reliability of wheel alignment.

[0026] Preferably, the number of the guiding parts is multiple, and the multiple guiding parts are arranged at intervals along the vehicle driving direction.

[0027] In this solution, multiple guiding parts can improve the supporting effect on the connecting part, enhance the stability during the movement of the connecting part, and thus improve the reliability of wheel alignment.

[0028] Preferably, the rotating unit is arranged at the central position of the connecting part in the vehicle driving direction, and at least one guiding part is arranged on each side of the rotating unit in the vehicle driving direction.

[0029] In this solution, setting the rotating unit at the center of the connecting part makes the force on the connecting part more uniform, and can stably drive the pushing part to move along the vehicle width direction, improving the reliability of wheel alignment. Guiding parts are arranged on both sides of the rotating unit, so that both sides of the connecting part are well supported, further enhancing the stability during the movement of the connecting part.

[0030] Preferably, the wheel alignment device includes a first guiding part and a second guiding part, the first guiding part and the second guiding part are connected to both ends of the same connecting part in the vehicle driving direction, and multiple connecting rods are located between the first guiding part and the second guiding part in the vehicle driving direction.

[0031] In this solution, the above setting further improves the stable pushing of the wheels of the vehicle.

[0032] Preferably, the wheel alignment device further includes a wheel placing part for supporting the wheel, the wheel placing part includes a first wheel placing part and a second wheel placing part, and the first wheel placing part and the second wheel placing part are arranged at intervals along the vehicle width direction;

[0033] Along the vehicle width direction, the first pushing part, the first driving part and the second pushing part are all located between the first wheel placing part and the second wheel placing part, the first wheel placing part and the first pushing part are correspondingly arranged, and the second wheel placing part and the second pushing part are correspondingly arranged.

[0034] In this solution, the above setting enables the pushing part to push the wheel from the inner sides of the two wheels. Compared with pushing the wheel from the outer side of the wheel, it makes full use of the space between the two wheels, making the structure of the lift more compact and occupying less space.

[0035] A lift, the lift includes a frame body and the wheel alignment device as described above.

[0036] In this solution, a lift is used to lift a vehicle during the vehicle battery swapping process to ensure that there is enough space at the bottom of the vehicle for the battery swapping equipment to drive in, thereby facilitating the battery swapping operation of the vehicle.

[0037] The positive and progressive effects of the present invention are as follows: The wheel positioning device can adjust the distance between two wheels of a vehicle in its width direction through the first pushing part and the second pushing part according to the wheelbase of different vehicles, so that the vehicle can be parked at a suitable position on the lift, thereby improving the positioning accuracy of the vehicle in the battery swapping station, facilitating the battery swapping equipment to swap the battery of the vehicle, and improving the success rate and efficiency of battery swapping. The structure of the screw nut mechanism is simple, and the driving method is more reliable. It can drive the first pushing part and the second pushing part to smoothly push the wheels in the width direction of the vehicle, improve the reliability of wheelbase adjustment, and improve the accuracy of wheel positioning. The pushing part pushes the wheels from the inner sides of the two wheels. Compared with pushing the wheels from the outer sides of the wheels, the space between the two wheels is fully utilized, making the structure of the lift more compact and occupying less space. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 It is a schematic three-dimensional structure diagram of a battery swapping station according to an embodiment of the present invention.

[0039] Figure 2 It is a schematic top view structure diagram inside a battery swapping station according to an embodiment of the present invention.

[0040] Figure 3 It is a schematic three-dimensional structure diagram of a front lift according to an embodiment of the present invention.

[0041] Figure 4 It is a schematic internal structure diagram of a front lift according to an embodiment of the present invention.

[0042] Figure 5 It is a schematic bottom view structure diagram of a front lift according to an embodiment of the present invention.

[0043] Figure 6 It is a schematic top view structure diagram of a front lift according to an embodiment of the present invention.

[0044] Figure 7 It is a schematic three-dimensional structure diagram of a wheel placement part according to an embodiment of the present invention.

[0045] Figure 8 It is a schematic structure diagram of the cooperation between a first driving part and a pushing part according to an embodiment of the present invention.

[0046] Figure 9 It is another schematic structure diagram of the cooperation between a first driving part and a pushing part according to an embodiment of the present invention.

[0047] Figure 10Schematic perspective view of the first pushing part according to an embodiment of the present invention.

[0048] Description of reference numerals:

[0049] Battery replacement chamber 11

[0050] Charging chamber 12

[0051] Front lift 131

[0052] Rear lift 132

[0053] Frame body 21

[0054] Base 22

[0055] Lifting mechanism 23

[0056] First wheel placement part 41

[0057] Second wheel placement part 42

[0058] Roller mechanism 43

[0059] Roller unit 431

[0060] Roller 4311

[0061] Mounting bracket 44

[0062] Mounting groove 441

[0063] Through hole 442

[0064] First pushing part 51

[0065] Second pushing part 52

[0066] Push plate 53

[0067] Connecting rod 54

[0068] Connecting shaft 55

[0069] Bearing 56

[0070] Connecting block 57

[0071] Sleeve 58

[0072] First driving part 6

[0073] Driving member 61

[0074] Driving motor 611

[0075] Reducer 612

[0076] First power output end 6121

[0077] Second power output end 6122

[0078] Ball screw nut mechanism 63

[0079] First rotation unit 631

[0080] Second rotation unit 632

[0081] Ball screw 634

[0082] First sliding unit 635

[0083] Second sliding unit 636

[0084] Slider 637

[0085] Connecting piece 64

[0086] Chute 641

[0087] Second driving part 7

[0088] Fixing part 71 of the cylinder

[0089] Piston 72 of the cylinder

[0090] First guiding part 81

[0091] Second guiding part 82

[0092] Guide rail 83

[0093] Guide block 84 Specific implementation manner

[0094] Next, a preferred embodiment is given and the present invention will be more clearly and completely described with reference to the accompanying drawings.

[0095] This embodiment discloses a battery swapping station, as Figure 1 and Figure 2 shown, the battery swapping station is used for swapping the batteries of electric vehicles.

[0096] As Figure 1 and Figure 2 shown, the battery swapping station includes a battery swapping chamber 11, a charging chamber 12, and a battery swapping device (not shown in the figure) that shuttles between the battery swapping chamber 11 and the charging chamber 12. The charging chamber 12 is adjacent to the battery swapping chamber 11. In this embodiment, the number of charging chambers 12 is two, which are respectively arranged on both sides of the battery swapping chamber 11. The battery swapping chamber 11 is used to carry electric vehicles with batteries to be replaced. The electric vehicle drives into and docks at the battery swapping chamber 11. The battery swapping device disassembles the discharged battery to be charged on the electric vehicle and installs a fully charged battery. After the battery swapping device disassembles the discharged battery on the electric vehicle, it transports it to the charging chamber 12 for charging. In other alternative embodiments, the number of charging chambers 12 can also be one or more, and the positions of the charging chamber 12 and the battery swapping chamber 11 can also be adjusted according to actual needs.

[0097] Since the battery is generally installed at the chassis position of the electric vehicle, the battery swapping device needs to access the bottom of the electric vehicle to perform the battery swapping operation. Therefore, in order to ensure that there is sufficient height at the bottom of the electric vehicle for the battery swapping device to access, a lifting module for lifting the electric vehicle is provided in the battery swapping chamber 11 of the battery swapping station to raise or lower the electric vehicle, so as to form a space at the bottom of the electric vehicle for the battery swapping device to perform the battery swapping operation.

[0098] As Figure 2 shown, the lifting module includes a front lifter 131 and a rear lifter 132, and the front lifter 131 and the rear lifter 132 are arranged at intervals along the vehicle traveling direction ( Figure 2 the X direction in

[0099] ). The front lifter 131 is used to lift the two front wheels of the electric vehicle, and the rear lifter 132 is used to lift the two rear wheels of the electric vehicle. When the front wheels and the rear wheels of the electric vehicle are respectively moved onto the front lifter 131 and the rear lifter 132, the front lifter 131 and the rear lifter 132 lift the electric vehicle simultaneously to ensure that the whole electric vehicle can be lifted smoothly. Figures 3 - 5 As shown, the front lifter 131 in this embodiment is a lifter provided with a wheel positioning device, which can realize the adjustment of the wheelbase and the track width of the electric vehicle. Among them, the track width adjustment refers to adjusting the position of the two wheels of the electric vehicle on the same axis (two front wheels or two rear wheels) in the vehicle width direction ( Figure 2 the Y direction in

[0100] ). It should be noted that Figures 1 - 3 the structure of the lifter shown in Figures 4 - 10 is not exactly the same as the shape of the lifter shown in Figures 1 - 3 .

[0101] In this embodiment, the wheel positioning device is only provided on the front lifter 131, and the adjustment of the wheelbase and the track width of the whole electric vehicle can be realized by adjusting the positions of the two front wheels of the electric vehicle. In other alternative embodiments, the wheel positioning device can also be provided on the rear lifter 132, or the wheel positioning device can be provided on both the front lifter 131 and the rear lifter 132 to improve the accuracy of the adjustment of the wheelbase and the track width of the electric vehicle.

[0102] As Figure 3 and Figure 4As shown in the figure, the front lift 131 includes a frame body 21, a base 22, a lifting mechanism 23, and a wheel positioning device. The lifting mechanism 23 is connected between the frame body 21 and the base 22. The base 22 is installed in the battery swapping chamber 11. The frame body 21 is used to carry the wheels of the vehicle during battery swapping. The lifting mechanism 23 drives the frame body 21 to move up and down in the vehicle height direction ( Figure 1 the Z direction in

[0103] ), and thus drives the electric vehicle parked on the frame body 21 to move up and down in the vehicle height direction. The wheel positioning device is installed on the frame body 21 of the lift, and is used to adjust the position of the electric vehicle in the vehicle driving direction and the vehicle width direction, so that the electric vehicle can be accurately parked directly above the battery swapping device during battery swapping, reducing the battery swapping failure rate and improving the battery swapping efficiency. Figures 4 - 6 As shown in the figure, the wheel positioning device includes a wheel placement part, a pushing part, a first driving part 6, and a second driving part 7.

[0104] As Figure 4 , Figure 6 and Figure 7 shown in the figure, the wheel placement part is used to support the wheels of the electric vehicle. The wheel placement part includes a first wheel placement part 41 and a second wheel placement part 42. The first wheel placement part 41 and the second wheel placement part 42 are arranged at intervals in the vehicle width direction. The first wheel placement part 41 and the second wheel placement part 42 are used to respectively carry the two front wheels of the electric vehicle.

[0105] In this embodiment, the structures of the first wheel placement part 41 and the second wheel placement part 42 are the same. Taking the first wheel placement part 41 as an example, the specific structures of the first wheel placement part 41 and the second wheel placement part 42 are briefly described below.

[0106] As Figure 7 shown in the figure, the first wheel placement part 41 includes a roller mechanism 43 and a mounting frame 44. The roller mechanism 43 is arranged inside the mounting frame 44 and is connected to the mounting frame 44. The roller mechanism 43 includes two sets of roller units 431 arranged in a V shape. The wheels of the electric vehicle are parked on the roller mechanism 43, and the center of the wheels is located on the symmetry plane of the two sets of roller units 431. Each set of roller units 431 includes a plurality of rollers 4311 arranged in sequence in the vehicle width direction. The axis direction of the rollers 4311 is perpendicular to the vehicle width direction, so that the rollers 4311 can roll when the wheels move in the vehicle width direction, reducing the resistance when the wheels move, as well as the wear of the rollers 4311 and the wheels, improving the service life of the lift and the user experience.

[0107] Furthermore, as Figure 7As shown, the roller mechanism 43 is completely accommodated within the mounting groove 441 of the mounting bracket 44, that is, the highest point of the roller mechanism 43 is flush with the upper end of the mounting groove 441 at most. Since the rollers 4311 of the two sets of roller units 431 extend upward in a direction away from each other, that is, the rollers 4311 are inclined outwardly with respect to the frame body 21 from bottom to top. Therefore, by providing the mounting groove 441 on the mounting bracket 44 for accommodating the roller mechanism 43, when the vehicle moves onto the roller mechanism 43 within the mounting groove 441, the wheels will not be blocked by the rollers 4311, enabling the vehicle to travel more smoothly. Moreover, it can also reduce the impact damage of the wheels on the rollers 4311 and improve the service life of the roller mechanism 43.

[0108] In other alternative embodiments, the roller mechanism 43 may not be completely accommodated within the mounting groove 441, but may be slightly higher than the upper end of the mounting groove 441.

[0109] As Figure 4 , Figure 6 , Figure 8 and Figure 9 shown, the pushing part includes a first pushing part 51 and a second pushing part 52, and the first pushing part 51 and the second pushing part 52 are spaced apart in the vehicle width direction. The first driving part 6 is connected to the two pushing parts and is used to drive the first pushing part 51 and the second pushing part 52 to move synchronously away from each other in the vehicle width direction to push the wheels on the corresponding side of the vehicle. Specifically, as Figure 6 shown, in the vehicle width direction, the first pushing part 51 and the second pushing part 52 are located between the first wheel placement part 41 and the second wheel placement part 42 (that is, the first pushing part 51 and the second pushing part 52 are arranged between two coaxial wheels). The first wheel placement part 41 and the first pushing part 51 are correspondingly arranged, and the second wheel placement and the second pushing part 52 are correspondingly arranged. When the electric vehicle is parked on the front lift 131, the two pushing parts are located between the two front wheels. The pushing parts can push the wheels from the inner sides of the two wheels. Compared with pushing the wheels from the outer sides of the wheels, the space between the two wheels is fully utilized, making the structure of the lift more compact and occupying less space.

[0110] Furthermore, the center of the pushing part is located on the symmetry plane of the two sets of roller units 431 on the corresponding side, so that the pushing part can push the center of the wheel on the corresponding side, preventing the wheel from shifting during the process of being pushed by the pushing part and improving the accuracy of wheelbase adjustment. In other alternative embodiments, it is also possible that the central area of the pushing part is located between the two sets of roller units 431. Among them, the central area of the pushing part, in addition to including the exact center of the pushing part, may also refer to a space around the exact center of the pushing part. The exact center of the pushing part is the center of the pushing part as described above. Those skilled in the art can make adjustments according to the actual situation, but should try to ensure that the wheels are evenly stressed during the process of being pushed by the pushing part.

[0111] As Figure 6 and Figure 8 shown, in the vehicle width direction, the first driving part 6 is located between the first pushing part 51 and the second pushing part 52. In this embodiment, the space between the first pushing part 51 and the second pushing part 52 is fully utilized to arrange the first driving member 61, making the mechanism of the lift more compact.

[0112] As Figure 6 and Figure 8 shown, the first driving part 6 includes a driving member 61 and a screw nut mechanism 63. In this embodiment, the screw nut mechanism 63 is used as the transmission mechanism between the driving member 61 and the pushing part, for transmitting the driving force generated by the driving member 61 to the pushing part to control the movement of the pushing part in the vehicle width direction. The structure of the screw nut mechanism 63 is simple, and the driving method is more reliable, which can drive the first pushing part 51 and the second pushing part 52 to smoothly push the wheels in the vehicle width direction, improve the reliability of the wheelbase adjustment, and improve the accuracy of the wheel alignment.

[0113] As Figure 8 and the figure shown, the screw nut mechanism 63 includes a rotating unit and a sliding unit that cooperate with each other. The driving member 61 is connected to the rotating unit, and the sliding unit is connected to the pushing part, so as to realize the connection between the driving member 61 and the pushing part through the cooperation between the rotating unit and the sliding unit. Specifically, the rotating unit in this embodiment includes a screw rod 634, and the sliding unit includes a slider 637. The screw rod 634 is connected to the driving member 61. The screw rod 634 extends in the vehicle width direction and can rotate along its own axis under the driving force of the driving member 61. The slider 637 is sleeved on the screw rod 634. The rotational movement of the screw rod 634 can be converted into a linear movement of the slider 637 in the vehicle width direction, and then the movement of the slider 637 drives the pushing part to move in the vehicle width direction.

[0114] Among them, the specific structure of the screw nut mechanism 63 belongs to the prior art in this field, and the working principle of the screw nut mechanism 63 will not be elaborated here. Those skilled in the art can apply the existing form of the screw nut mechanism 63 (such as the screw rod 634 and the slider 637 forming a ball screw pair, the screw rod 634 and the slider 637 being threadedly engaged, etc.) to this embodiment.

[0115] Furthermore, the first driving part 6 further includes a connecting member 64. The connecting member 64 is fixed on the sliding unit, and the pushing part is connected to the sliding unit through the connecting member 64, so as to reduce the connection difficulty between the pushing part and the sliding unit, and the size of the sliding unit does not need to be designed too large, avoiding interference between the sliding unit and other structures of the lift during the movement process, and improving the reliability of the wheel alignment process.

[0116] In other alternative embodiments, the pushing part can also be directly connected to the sliding unit.

[0117] Further, as Figure 6 shown, the rotating unit is arranged at the central position of the connecting member 64 in the vehicle traveling direction, that is, the lead screw 634 and the slider 637 connected to the lead screw 634 are arranged at the central position of the connecting member 64 in the vehicle traveling direction, so that the force on the connecting member 64 is more uniform, and it can stably drive the pushing part to move in the vehicle width direction, improving the reliability of wheel alignment.

[0118] As Figure 8 shown, the driving member 61 includes a driving motor 611 and a speed reducer 612. The power output end of the driving motor 611 is connected to the power input end of the speed reducer 612, and the power output end of the speed reducer 612 is connected to the power input end of the rotating unit. The speed reducer 612 can adjust the output speed of the driving motor 611 to control the speed of the rotating unit, so that the first driving part 6 can apply a suitable acting force to the pushing part to meet the requirements of the lift.

[0119] The driving motor 611 in this embodiment is preferably a servo motor. Compared with a stepping motor, a servo motor has higher control precision. Therefore, it can more accurately control the moving distance of the pushing part in the vehicle width direction, so that there is no need to specially set up a position detection mechanism to detect whether the pushing part moves in place, simplifying the structure of the wheel alignment device. In other alternative embodiments, the driving motor 611 can also be a stepping motor, and the cost of a stepping motor is lower than that of a servo motor, thus reducing the cost of the lift.

[0120] Further, as Figure 8 shown, the first driving part 6 further includes a coupling (not shown in the figure). The power output end of the speed reducer 612 is connected to the lead screw 634 of the rotating unit through the coupling. The coupling is used to firmly connect the power output end of the speed reducer 612 and the lead screw 634 to rotate together, transmit motion and torque, and can compensate for the offset (including axial offset, radial offset, angular offset or combined offset) between the two shafts due to inaccurate manufacturing and installation, deformation during work or thermal expansion, etc., and relieve shock and absorb vibration.

[0121] In other alternative embodiments, the power output end of the speed reducer 612 and the lead screw 634 can also be connected in other ways.

[0122] As Figure 6As shown, the speed reducer 612 includes a first power output end 6121 and a second power output end 6122. The rotating unit includes a first rotating unit 631 and a second rotating unit 632. The sliding unit includes a first sliding unit 635 and a second sliding unit 636. The first power output end 6121 is connected to the first rotating unit 631. The first sliding unit 635 cooperates with the first rotating unit 631. The first pushing part 51 is connected to the first sliding unit 635. The second power output end 6122 is connected to the second rotating unit 632. The second sliding unit 636 cooperates with the second rotating unit 632. The second pushing part 52 is connected to the second sliding unit 636. In this embodiment, by using one driving part 61, the driving of both the first pushing part 51 and the second pushing part 52 can be achieved simultaneously, reducing the number and cost of the driving parts 61 and making the structure of the first driving part 6 more compact.

[0123] In this embodiment, one first driving part 6 drives both the first pushing part 51 and the second pushing part 52 to move in the vehicle width direction. In other alternative embodiments, two first driving parts 6 can also be provided to separately control the first pushing part 51 and the second pushing part 52 to move in the vehicle width direction.

[0124] The structures of the first pushing part 51 and the second pushing part 52 in this embodiment are the same. Taking the first pushing part 51 as an example, the specific structures of the first pushing part 51 and the second pushing part 52 are briefly described below.

[0125] As shown in Figure 4 、 Figure 6 、 Figures 8 - 10 As shown, the first pushing part 51 includes a push plate 53 and a connecting rod 54. The push plate 53 is arranged in the installation groove 441 of the installation frame 44. The connecting rod 54 is arranged outside the installation frame 44. The first end of the connecting rod 54 passes through the installation frame 44 and is connected to the push plate 53. The second end of the connecting rod 54 is connected to the connecting piece 64. The connecting rod 54 effectively extends the stroke of the pushing part and can adapt to vehicles of various wheelbase models.

[0126] In this embodiment, the connection manner between the push plate 53 and the connecting rod 54 is a detachable connection, specifically a threaded connection. Specifically, the push plate 53 is provided with a first connection hole penetrating in the vehicle width direction. One end of the connecting rod 54 facing the push plate 53 is provided with a second connection hole. The first connection hole and the second connection hole are threadedly connected through a fastener. Among them, the fastener can be a bolt or other fastening structures capable of achieving threaded connection. The threaded connection manner has a simple structure and high connection strength.

[0127] In other alternative embodiments, the push plate 53 and the connecting rod 54 can also adopt other detachable connection manners to facilitate the installation between the two and make the production and processing of individual structures more convenient.

[0128] Furthermore, as shown inFigure 4 and Figure 6 As shown in Figure 6 , the pushing part further includes a sleeve 58. The sleeve 58 is fixed on the outer side wall of the mounting bracket 44. The connecting rod 54 passes through the sleeve 58 and is connected to the push plate 53. The sleeve 58 can guide the moving direction of the connecting rod 54, avoiding deviation during the movement in the vehicle width direction due to the excessive length of the connecting rod 54, so as to ensure that the push plate 53 of the pushing part can always abut against the center of the wheel, improving the success rate and efficiency of battery swapping.

[0129] In other alternative embodiments, the sleeve 58 may not be provided either.

[0130] As Figure 8 shown, in this embodiment, the number of the connecting rods 54 in the first pushing part 51 is multiple, and the multiple connecting rods 54 are arranged at intervals in the vehicle traveling direction. Specifically, in this embodiment, the first pushing part 51 includes two connecting rods 54 arranged in parallel with each other. The first ends of the two connecting members 64 are both connected to the push plate 53 in the first pushing part 51, and the second ends of the two connecting members 64 are both connected to the connecting member 64. In this embodiment, the push plate 53 is pushed by multiple connecting rods 54 at the same time, improving the stability during the movement of the push plate 53, and further realizing the stable pushing of the wheels of the vehicle.

[0131] In this embodiment, the wheelbase of the electric vehicle is adjusted first, and then the track width of the electric vehicle is adjusted. That is, after adjusting the position of the electric vehicle in the vehicle traveling direction, the wheels of the vehicle are pushed by the pushing part. As Figure 6 shown, in the initial state, the two connecting rods 54 are symmetrically arranged with respect to the lead screw 634 in the vehicle width direction, making the force on the connecting member 64 and the multiple connecting rods 54 more uniform, and being able to drive the pushing part to move smoothly in the vehicle width direction, improving the reliability of wheel positioning. Among them, the initial state means that the electric vehicle has just stopped on the lift, and the pushing part has not moved in the vehicle width direction and the vehicle traveling direction.

[0132] In other alternative embodiments, the multiple connecting rods 54 may not be symmetrically arranged with respect to the lead screw 634 in the vehicle width direction, as long as it is ensured that the pushing part can move smoothly.

[0133] In other alternative embodiments, the number of the connecting rods 54 in the first pushing part 51 can be one or more.

[0134] As Figure 5As shown, the second driving part 7 is connected to the wheel placement part and is used to drive the wheel placement part to move in the vehicle traveling direction. Specifically, in this embodiment, the second driving part 7 is a cylinder. The fixed part 71 of the cylinder is fixed on the frame body 21, and the piston 72 of the cylinder is connected to the mounting bracket 44 of the wheel placement part. The piston 72 of the cylinder extends and retracts in the vehicle traveling direction, thereby driving the connected wheel placement part to move in the vehicle traveling direction to achieve the wheelbase adjustment of the electric vehicle.

[0135] In other alternative embodiments, the second driving part 7 can also be a hydraulic cylinder or other driving structures that can achieve the movement of the wheel placement part in the vehicle traveling direction.

[0136] Furthermore, the pushing part can move synchronously with the wheel placement part relative to the first driving part 6 in the vehicle traveling direction, ensuring that the pushing part and the wheel placement part can move the same distance in the vehicle traveling direction, so that the push plate 53 can also align with the center of the wheel after moving in the vehicle traveling direction, thereby pushing against the center of the wheel, ensuring uniform force on the wheel, avoiding tilting during the movement of the wheel, improving the wheel positioning accuracy, ensuring that the vehicle can accurately stop directly above the battery swapping device during battery swapping, reducing the battery swapping failure rate, and improving the battery swapping efficiency.

[0137] Specifically, as Figure 6 and Figure 7 shown, a through hole 442 for the connecting rod 54 to pass through is provided on the side wall of the mounting bracket 44, and the shape of the through hole 442 matches the shape of the outer peripheral surface of the connecting rod 54. When the wheel placement part moves in the vehicle traveling direction, the inner peripheral surface of the through hole 442 abuts against the outer peripheral surface of the connecting rod 54, and the inner wall surface of the through hole 442 exerts a force towards the vehicle traveling direction on the connecting rod 54, thereby realizing the movement of the pushing part in the vehicle traveling direction. Moreover, the through hole 442 can also limit the movement of the pushing part relative to the wheel placement part in the vehicle traveling direction, ensuring that the push plate 53 of the pushing part can always abut against the center of the wheel, improving the success rate and efficiency of battery swapping.

[0138] In other alternative embodiments, the synchronous movement of the pushing part and the wheel placement part in the vehicle traveling direction can also be achieved by other means.

[0139] Since the screw-nut mechanism 63 drives the movement of the pushing part by changing the rotational movement of the rotating unit into the linear movement of the sliding unit, the length of the screw rod 634 in the vehicle width direction is relatively long and extends to the connecting rod 54. Therefore, as Figure 8As shown, the second ends of the two connecting rods 54 in this embodiment are each independently connected to the connecting member 64, which can avoid setting a connecting structure between the two connecting rods 54 to achieve the connection with the connecting member 64. Thus, when the pushing portion moves in the vehicle traveling direction, it can avoid the interference between the connecting structure and the rotating unit, and improve the reliability of the position adjustment of the vehicle in the vehicle traveling direction.

[0140] In addition, since the connecting rod 54 is connected to the sliding unit through the connecting member 64, sufficient moving space of the connecting rod 54 in the vehicle traveling direction can be ensured without designing the sliding unit too large.

[0141] In other alternative embodiments, when the connecting member 64 is not provided, the second ends of the plurality of connecting rods 54 can also be directly and independently connected to the sliding unit respectively.

[0142] As Figures 8 - 10 shown, a chute 641 extending in the vehicle traveling direction is formed on the connecting member 64. A connecting shaft 55 is provided at the second end of the connecting rod 54. The connecting shaft 55 is arranged in the chute 641 and can move in the chute 641 in the vehicle traveling direction. The two ends of the chute 641 in the vertical direction penetrate through the connecting member 64. The connecting shaft 55 passes through the chute 641 and both ends of the connecting shaft 55 in the vertical direction are connected to the connecting rod 54. As Figure 8 shown, the vertically penetrating chute 641 in this embodiment is actually equivalent to an oblong hole. In this embodiment, the cooperation between the connecting shaft 55 and the chute 641 realizes the sliding of the second end of the connecting rod 54 relative to the connecting member 64. The structure is simple, occupies less space, and prevents the connecting shaft 55 from disengaging from the chute 641 in the vertical direction.

[0143] Furthermore, a bearing 56 is provided on the connecting shaft 55. The connecting shaft 55 is slidably connected to the chute 641 through the bearing 56 to reduce the friction between the connecting shaft 55 and the chute 641 and extend the service life at this place. In other alternative embodiments, the bearing 56 may not be provided on the connecting shaft 55, and the connecting shaft 55 directly abuts against the groove wall of the chute 641.

[0144] Furthermore, as Figure 10As shown, the second end of the connecting rod 54 is connected to the connecting shaft 55 through the connecting block 57. The connecting block 57 is U-shaped, and the opening of the connecting block 57 faces the connecting member 64. The two ends of the connecting shaft 55 in the vertical direction are respectively connected to the U-shaped opening of the connecting block 57. By providing the connecting block 57 with a U-shaped opening, the connection between the connecting block 57 and the connecting shaft 55 can be conveniently achieved. During the sliding process of the connecting shaft 55 in the chute 641, the U-shaped opening can further play a guiding role to improve the reliability and stability of the sliding of the connecting shaft 55 in the chute 641 and prevent the connecting shaft 55 from disengaging from the chute 641 in the vertical direction.

[0145] In other alternative embodiments, the connecting block 57 can be designed into other shapes that can achieve the above effects, or the connecting rod 54 can also be directly connected to the connecting shaft 55.

[0146] As Figure 8 and Figure 9 shown, the wheel alignment device further includes a guiding portion. The guiding portion is connected to the connecting member 64 and is used to guide the connecting member 64 to move in the vehicle width direction, ensuring that the connecting member 64 and the pushing portion can move in the vehicle width direction and improving the reliability of wheel alignment. Among them, the guiding portion includes a guide rail 83 and a guide block 84. The guide rail 83 is fixed on the frame body 21 and extends in the vehicle width direction. The guide block 84 is fixed on the connecting member 64 and is slidably engaged with the guide rail 83 to achieve the guiding of the pushing portion in the vehicle width direction.

[0147] In other alternative embodiments, the guiding portion may not be provided.

[0148] As Figure 6 、 Figure 8 and Figure 9 shown, the number of guiding portions is multiple, and the multiple guiding portions are arranged at intervals in the vehicle traveling direction. The multiple guiding portions can improve the supporting effect on the connecting member 64 and the stability during the movement of the connecting member 64, thereby improving the reliability of wheel alignment. Specifically, one guiding portion is provided on each side of the rotating unit in the vehicle traveling direction, namely the first guiding portion 81 and the second guiding portion 82. The first guiding portion 81 and the second guiding portion 82 are connected to the two ends of the same connecting member 64 in the vehicle traveling direction. By arranging guiding portions on both sides of the rotating unit, both sides of the connecting member 64 are well supported, further improving the stability during the movement of the connecting member 64.

[0149] In other alternative embodiments, the number of guiding portions can also be only one, or multiple guiding portions can also be arranged on only one side of the rotating unit in the vehicle traveling direction, or more guiding portions can be arranged on both sides of the rotating unit in the vehicle traveling direction.

[0150] AsFigure 6 As shown, the two connecting rods 54 are located between the first guiding portion 81 and the second guiding portion 82 in the vehicle traveling direction to prevent interference between the connecting rods 54 and the two guiding portions when the connecting rods 54 move in the vehicle traveling direction. In other alternative embodiments, when the number of the connecting rods 54 is other, all the connecting rods 54 in the pushing portion are located between the first guiding portion 81 and the second guiding portion 82.

[0151] In other alternative embodiments, the connecting rods 54 may also be located outside the first guiding portion 81 and the second guiding portion 82.

[0152] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is the orientation or positional relationship based on the orientation or positional relationship of the device or component during normal use, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or component referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present invention.

[0153] Although the specific embodiments of the present invention have been described above, those skilled in the art should understand that this is only an example, and the protection scope of the present invention is defined by the appended claims. Without departing from the principles and essence of the present invention, those skilled in the art can make various changes or modifications to these embodiments, but these changes and modifications all fall within the protection scope of the present invention.

Claims

1. A wheel alignment device is installed on the frame body of a lift, and is characterized in that, The wheel alignment device includes a first driving part and a pushing part; The first driving part includes a driving member and a screw-nut mechanism. The screw-nut mechanism includes a rotating unit and a sliding unit that cooperate with each other. The driving member is connected to the rotating unit, and the sliding unit is connected to the pushing part; The pushing part includes a first pushing part and a second pushing part that are spaced apart in the vehicle width direction. The first driving part is located between the first pushing part and the second pushing part in the vehicle width direction. The first driving part is used to drive the first pushing part and the second pushing part to move synchronously away from each other in the vehicle width direction to push against the wheels on the corresponding side of the vehicle.

2. The wheel alignment device according to claim 1, characterized in that, The driving member includes a driving motor and a speed reducer. The power output end of the driving motor is connected to the power input end of the speed reducer, and the power output end of the speed reducer is connected to the power input end of the rotating unit.

3. The wheel alignment device according to claim 2, characterized in that, The speed reducer includes a first power output end and a second power output end. The rotating unit includes a first rotating unit and a second rotating unit. The sliding unit includes a first sliding unit and a second sliding unit. The first power output end is connected to the first rotating unit. The first sliding unit cooperates with the first rotating unit, and the first pushing part is connected to the first sliding unit. The second power output end is connected to the second rotating unit. The second sliding unit cooperates with the second rotating unit, and the second pushing part is connected to the second sliding unit; and / or, the driving motor is a servo motor; and / or, the rotating unit includes a lead screw. The first driving part further includes a coupling. The power output end of the speed reducer is connected to the lead screw through the coupling.

4. The wheel alignment device according to claim 1, characterized in that, The pushing part includes a push plate and a connecting rod. The first end of the connecting rod is connected to the push plate, and the second end of the connecting rod is connected to the sliding unit.

5. The wheel alignment device according to claim 4, characterized in that The number of the connecting rods in the same pushing part is multiple. The multiple connecting rods are spaced apart in the vehicle traveling direction and are connected to the same push plate.

6. The wheel alignment device according to claim 5, wherein The first driving part further includes a connecting piece. The connecting piece is fixed on the sliding unit, and the second ends of the multiple connecting rods are all connected to the connecting piece.

7. The wheel alignment device according to claim 6, characterized in that, The wheel alignment device further includes a guiding part. The guiding part is connected to the connecting piece and is used to guide the connecting piece to move in the vehicle width direction.

8. The wheel alignment device according to claim 7, wherein, The number of the guiding parts is multiple. The multiple guiding parts are spaced apart in the vehicle traveling direction; and / or, the rotating unit is arranged at the central position of the connecting piece in the vehicle traveling direction, and at least one guiding part is arranged on each side of the rotating unit in the vehicle traveling direction; and / or, the wheel alignment device includes a first guiding part and a second guiding part. The first guiding part and the second guiding part are connected to both ends of the same connecting piece in the vehicle traveling direction. The multiple connecting rods are located between the first guiding part and the second guiding part in the vehicle traveling direction.

9. The wheel alignment device according to any one of claims 1-8, characterized in that, The wheel alignment device further includes a wheel placement portion for supporting the wheel. The wheel placement portion includes a first wheel placement portion and a second wheel placement portion, and the first wheel placement portion and the second wheel placement portion are spaced apart in the vehicle width direction. In the vehicle width direction, the first pushing portion, the first driving portion, and the second pushing portion are all located between the first wheel placement portion and the second wheel placement portion. The first wheel placement portion and the first pushing portion are correspondingly arranged, and the second wheel placement portion and the second pushing portion are correspondingly arranged.

10. A lift, characterized in that, The lift includes a frame body and the wheel alignment device according to any one of claims 1-9.

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