Attitude correction device

Abstract

This attitude correction device is provided with a plurality of correction units corresponding to a plurality of wheels of a vehicle, and a control device for controlling the correction units, and each correction unit is provided with: a conveyor for moving the corresponding wheel in the left-right direction of the vehicle; and elevators for moving the conveyor in the vertical direction, and the control device independently controls at least the operation of the elevators of the correction units.

Description

Technical Field

[0001] This disclosure relates to attitude correction devices. Background Technology

[0002] Previously, devices for correcting the attitude of vehicles stopped at battery swapping stations were known. For example, Patent Document 1 discloses a device that corrects yaw angle by pushing the wheel outward from the inside of the wheel, and corrects roll and pitch angle by lifting the bottom surface of the vehicle body upward.

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: Japanese Patent Application Publication No. 2012-6591 Summary of the Invention

[0006] Problems to be solved by the invention

[0007] However, the device in Patent Document 1 is designed for passenger cars, which limits the types of vehicles it can handle.

[0008] One purpose of this disclosure is to provide an attitude correction device that can handle a wider range of vehicle models.

[0009] Solutions to the Problem

[0010] One aspect of the attitude correction device disclosed herein includes a plurality of correction units corresponding to a plurality of wheels of a vehicle and a control device for controlling the correction units. Each correction unit includes: a conveyor for moving the corresponding wheel in the left-right direction of the vehicle; and a lift for moving the conveyor in the up-down direction. The control device independently controls the operation of the lift of each correction unit.

[0011] Effects of the Invention

[0012] According to this disclosure, it can handle a wider range of vehicle models. Attached Figure Description

[0013] Figure 1 This is a top-down view of the battery swapping station.

[0014] Figure 2 This is the first three-dimensional view representing the correction unit.

[0015] Figure 3 This is the second stereoscopic view representing the correction unit.

[0016] Figure 4 This is the third stereoscopic view representing the correction unit.

[0017] Figure 5AIt is a schematic top view of the vehicle before the yaw angle is corrected.

[0018] Figure 5B It is a schematic top view of the vehicle after the yaw angle has been corrected.

[0019] Figure 6A It is a schematic representation of the side view of the vehicle before the pitch angle is corrected.

[0020] Figure 6B It is a schematic representation of the side view of the vehicle after adjusting the pitch angle.

[0021] Figure 7 This is a block diagram representing a structural example of a control device.

[0022] Explanation of reference numerals in the attached figures

[0023] 1: Attitude correction device;

[0024] 10: Conveyor;

[0025] 11: Roller;

[0026] 12: Side components;

[0027] 13: Linear guide rail (for moving parts);

[0028] 14: Moving parts;

[0029] 15: Chain;

[0030] 16: Electric motor;

[0031] 17: Horizontal bar;

[0032] 20: Elevator;

[0033] 21: Bottom surface components;

[0034] 22: Direct-acting guide rail (for wheel section);

[0035] 23a: First moving part;

[0036] 23b: Second moving part;

[0037] 231: Wheel section;

[0038] 232: Support section;

[0039] 233: Nut section;

[0040] 24: Screw components;

[0041] 25: Linkage;

[0042] 26: Electric motor;

[0043] 30: Power input shaft;

[0044] 40: Truck;

[0045] 41a: Right front wheel;

[0046] 41b: Front left wheel;

[0047] 41c: Right rear wheel;

[0048] 41d: Left rear wheel;

[0049] 42: Driver's cab;

[0050] 43: Cargo compartment;

[0051] 44: Battery;

[0052] 45: Wheel detection sensor;

[0053] 46: Load detection sensor;

[0054] 47: Tag detection sensor;

[0055] 100: Correction unit;

[0056] 200: Replace the device;

[0057] 300: Control device;

[0058] 301: Control Department;

[0059] 302: Computing Department. Detailed Implementation

[0060] Below, refer to Figures 1 to 7 The attitude correction device 1 according to the embodiments of the present disclosure will be described.

[0061] The attitude correction device 1 described below is a system for correcting the attitude (specifically, yaw angle, roll angle, and pitch angle) of a stopped vehicle. The attitude correction device 1 has multiple correction units corresponding to multiple wheels of the vehicle and a control device for controlling each of the multiple correction units. In this specification, "vehicle" refers to an automobile with multiple wheels, including not only passenger cars but also commercial vehicles.

[0062] Figure 1This is a top view of the battery swapping station. The attitude correction device 1 is installed, for example, at a battery swapping station where the battery of a vehicle is replaced. The battery swapping station is a facility that includes the attitude correction device 1 and a battery replacement device 200. The replacement device 200 is a device that automatically removes the battery from a vehicle parked nearby and installs a new battery into the vehicle. The attitude correction device 1 has multiple correction units 100a to 100d corresponding to multiple wheels of the vehicle, and a control device 300.

[0063] Correction units 100a to 100d have the same structure as each other. Therefore, when describing the common mechanism and control of the correction units, they are referred to as correction unit 100, while when describing the individual mechanisms and control, they are referred to as correction units 100a to 100d. It should be noted that motor 16, motor 26, and crossbar 17 are all structural elements of correction unit 100, which will be described later.

[0064] Multiple correction units 100a to 100d are configured to correspond to the positions of each wheel at the vehicle's parking position. Furthermore, the vehicle is parked such that each wheel is mounted on a correction unit 100. This results in a state where one correction unit 100 is positioned under each of the multiple wheels of the parked vehicle. It should be noted that, for ease of explanation, in this specification, not only single tires but also double tires (also called twin tires or dual tires) are treated as "one wheel".

[0065] exist Figure 1 In the diagram, the left-right direction (X-direction) on the paper corresponds to the front-back direction of the battery swapping station or vehicle. Additionally, the vertical direction (Y-direction) on the paper corresponds to the left-right direction of the battery swapping station or vehicle. It should be noted that these correspondences are not strictly accurate when the vehicle enters the battery swapping station at an angle.

[0066] In this embodiment, Figure 1 The correction unit 100 located on the front right side in the X direction is designated as correction unit 100a. Correction unit 100a corresponds to the front right wheel of the vehicle. Similarly, the correction unit 100 located on the front left side is designated as correction unit 100b. Correction unit 100b corresponds to the front left wheel of the vehicle. The correction unit 100 located on the rear right side is designated as correction unit 100c. Correction unit 100c corresponds to the rear right wheel of the vehicle. The correction unit 100 located on the rear left side is designated as correction unit 100d. Correction unit 100d corresponds to the rear left wheel of the vehicle.

[0067] The control device 300 is a control device that independently controls each correction unit 100. The control device 300 independently controls at least the elevator 20 of each correction unit 100. By independently controlling at least the elevator 20 of each correction unit 100, the control device 300 can correct the pitch and roll directions of the vehicle mounted on the conveyor 10 of the correction unit 100. The control device 300 controls the motors 16 and 26 of each correction unit 100, thereby controlling the correction unit 100.

[0068] The replacement device 200 is a device that automatically removes the battery from a vehicle parked nearby and installs a new battery into the vehicle.

[0069] Next, the structure of the correction unit 100 will be described. Figure 2 This is a top-view perspective view of the correction unit 100. Figure 2 The correction unit 100 shown is, for example, correction unit 100b. Correction unit 100 includes a conveyor 10 and an elevator 20. The conveyor 10 is a device that moves the corresponding wheel in the left-right direction of the vehicle. The conveyor 10 is a device that moves the corresponding wheel in the left-right direction of the vehicle to correct the vehicle's yaw angle. The elevator 20 is a device that moves the conveyor 10 in the vertical direction. The elevator 20 is a device that raises the conveyor 10 to correct the vertical position of the corresponding vehicle's wheels.

[0070] The conveyor 10 includes multiple rollers 11, side components 12, linear guide rails 13, moving components 14, chains 15, motors 16, and crossbars 17.

[0071] Multiple rollers 11 are arranged to rotate in the left-right direction (Y direction) of the battery swapping station. In this embodiment, the multiple rollers 11 are arranged side by side in two columns. Each roller 11 rotates around a rotation axis 11a set along the front-back direction (X direction) of the battery swapping station.

[0072] Side member 12 is a plate-shaped member that forms the side of the conveyor 10. A linear guide rail 13 is provided on the outer surface of the side member 12. The linear guide rail 13 is a straight guide rail member along the Y direction.

[0073] The moving part 14 is a generally cuboid component, configured to move along the Y direction on the linear guide rail 13. The moving part 14 is fixed to the chain 15 and the crossbar 17.

[0074] Chain 15 is an annular component wound around motor 16 and sprocket (reference numerals omitted), and rotates under the rotational force of motor 16. The operation of motor 16 is controlled by control device 300, described later. Motor 16 is an example of the first motor.

[0075] The crossbar 17 is an elongated member extending in the X direction. The crossbar 17 is configured to move in the Y direction on the upper side of the conveyor 10 (specifically, on the plurality of rollers 11). The crossbar 17 is an ejector member that moves on the rollers 11 in conjunction with the moving member 14 to eject the wheels mounted on the conveyor 10 in the Y direction.

[0076] Figure 2 The positions of the crossbar 17 and the moving part 14 shown are before the movement begins (hereinafter referred to as the standby position). If, when the crossbar 17 and the moving part 14 are in the standby position, the chain 15 is rotated counterclockwise by the drive of the motor 16, the moving part 14, fixed to the chain 15, moves along the Y direction on the linear guide rail 13. Linked to the movement of the moving part 14, the crossbar 17, fixed to the moving part 14, also moves toward the motor 16 on the plurality of rollers 11. When a wheel is mounted on the conveyor 10, the moving crossbar 17 pushes the wheel out, and the wheel moves along the Y direction. By moving the wheel along the Y direction, the tilt of the vehicle in the yaw direction can be corrected.

[0077] It should be noted that, in order to return the crossbar 17, which has moved toward motor 16, to... Figure 2 In the standby position shown, the chain 15 is rotated clockwise by the motor 16. This causes the crossbar 17 to move to the power input shaft 30 (described later) and return to the standby position.

[0078] Next, using Figure 3 and Figure 4 The elevator 20, which is provided in the correction unit 100, is a device for correcting the tilt (roll angle and pitch angle) of the vehicle in the roll and pitch directions. Figure 3 and Figure 4 It shows that Figure 2 The state after one of the side components 12 shown (the side component 12 on the side where the chain 15 is provided) is removed.

[0079] The elevator 20 includes a base component 21, a linear guide rail 22, a first moving component 23a, a second moving component 23b, a screw component 24, and a connecting rod 25. Additionally, the elevator 20 also includes a motor 26.

[0080] It should be noted that, in Figure 3 , Figure 4 Although it is obscured and cannot be seen, it is on the inside of the picture ( Figure 2 The side component 12 (the side without chain 15) is also equipped with a linear guide rail 22, a first moving component 23a, a second moving component 23b, and a connecting rod 25.

[0081] The bottom component 21 is a plate-shaped component disposed below the plurality of rollers 11. A linear guide rail 22 is provided on the upper surface of the bottom component 21. The linear guide rail 22 is a straight guide rail component along the Y direction.

[0082] The first moving part 23a and the second moving part 23b are parts capable of moving along the Y direction. The first moving part 23a and the second moving part 23b respectively have a wheel part 231, a support part 232 and a nut part 233.

[0083] The wheel section 231 is configured to be able to rotate and move along the Y direction on the linear guide rail 22.

[0084] The support portion 232 is a component that supports the wheel portion 231 and the nut portion 233. The support portion 232 is provided with one nut portion 233 and two wheel portions 231 (see reference). Figure 3 ).

[0085] The nut portion 233 is a cylindrical component into which the end of the screw component 24 is inserted. An internal thread is provided on the inner circumferential surface of the nut portion 233.

[0086] The screw component 24 is a rod-shaped component with external threads on its outer circumferential surfaces at both ends. The external threads at both ends engage with the internal threads of the nut portion 233 of the first moving component 23a and the internal threads of the nut portion 233 of the second moving component 23b, respectively.

[0087] When transmitting power from the power input shaft 30 (details will be described later), the screw component 24 moves towards... Figure 3 The axis rotates in the direction of arrow B, and through the thread action of the internal and external threads, the first moving part 23a moves in the direction of arrow C, and the second moving part 23b moves in the direction of arrow D.

[0088] The connecting rod 25 is a plate-shaped component that connects the wheel section 231 to the roller 11.

[0089] The power input shaft 30 is fed from the motor 26 (described later) (see reference). Figure 4 , Figure 5A , Figure 5B The power input shaft 30 is connected to the screw component 24. Thus, power from the motor 26 is transmitted to the screw component 24 via the power input shaft 30.

[0090] Figure 3The positions of the conveyor 10, the first moving part 23a, and the second moving part 23b shown are their positions before movement begins (hereinafter referred to as the "standby position"). If the first moving part 23a and the second moving part 23b are in the standby position, and power is input to the power input shaft 30 via the drive of the motor 26, then the screw part 24, which receives this power, moves towards... Figure 3 The direction of arrow B shown rotates. Accompanying this rotation, the first moving part 23a moves towards... Figure 3 The second moving part 23b moves in the direction of arrow C shown, and moves in the direction of arrow C. Figure 3 The arrow D indicates that the movement is in the direction of the arrow. Accompanying this movement, the connecting rod 25 of the first moving part 23a moves in the direction of the arrow D. Figure 4 As shown by arrow E, the second moving part 23b's connecting rod 25 rotates in the direction of the arrow E. Figure 4 The direction of arrow F shown is rotated. Accompanying this rotation, the conveyor 10 moves towards... Figure 4 The arrow G indicates an upward direction. Through the above actions, the vertical position of the wheels of the vehicle mounted on the conveyor 10 changes, thereby correcting the vehicle's tilt in the lateral and pitch directions.

[0091] It should be explained that, in order to make such Figure 4 The first moving part 23a and the second moving part 23b, which had reached the vicinity of each end of the linear guide rail 22, returned to... Figure 3 The standby position shown allows the screw component 24 to be aligned with... Figure 3 Power is applied to the screw component 24 by rotating the axis in the direction opposite to that of arrow B. Thus, the first moving component 23a moves towards... Figure 3 The second moving part 23b moves in the direction of arrow D shown. Figure 3 Move in the direction of arrow C as shown, thus returning to the standby position.

[0092] The structure of the correction unit 100 has been described above.

[0093] Next, using Figure 5A and Figure 5B An example of correcting the tilt in the yaw direction of a vehicle is explained. Figure 5A It is a schematic top view of the vehicle before the yaw angle is corrected. Figure 5B This is a schematic top view of the vehicle after correcting for the yaw angle. It should be noted that, for ease of explanation, [the following text is missing]. Figure 5A and Figure 5B The diagram of the control device 300 is omitted in the text.

[0094] Correction units 100a to 100d are placed on the ground. Furthermore, correction units 100a to 100d are configured according to vehicle type (e.g., light truck, conventional truck, mini-truck, medium-duty truck, large truck, etc.). The right front wheel is mounted on correction unit 100a, the left front wheel on correction unit 100b, the right rear wheel on correction unit 100c, and the left rear wheel on correction unit 100d.

[0095] Figure 5A The positions of the crossbars 17 in each of the correction units 100a to 100d shown are: Figure 2 , Figure 3 The shown is the standby position. In the standby position, the crossbar 17 is located inside the vehicle's wheels.

[0096] Motor 26 is a motor that outputs power to the power input shaft 30 of each of the correction units 100a to 100d. One motor 26 is connected to each of the power input shafts 30 of correction units 100a to 100d. This allows power to be supplied to the elevator 20 independently for each correction unit 100. It should be noted that a single motor 26 can also be shared by multiple correction units 100. In this case, the elevator 20 of each correction unit 100 can be independently controlled by using gears and clutches, etc., that transmit the output of motor 26 to each correction unit 100. Motor 26 is an example of a second motor.

[0097] Figure 5A Showing the view from directly above Figure 4 The state of the truck 40 (an example of a vehicle) stopped on the correction units 100a to 100d shown.

[0098] Truck 40 has a right front wheel 41a, a left front wheel 41b, a right rear wheel 41c, a left rear wheel 41d, a cab 42, a cargo box 43, and a battery 44. The right front wheel 41a and the left front wheel 41b are located below the cab 42, while the right rear wheel 41c, the left rear wheel 41d, and the battery 44 are located below the cargo box 43. The right front wheel 41a and the left front wheel 41b are single tires, while the right rear wheel 41c and the left rear wheel 41d are dual tires. It should be noted that, as described above, the right rear wheel 41c and the left rear wheel 41d, being dual tires, are treated as a single wheel.

[0099] like Figure 5A As shown, the right front wheel 41a is mounted on the correction unit 100a, the left front wheel 41b is mounted on the correction unit 100b, the right rear wheel 41c is mounted on the correction unit 100c, and the left rear wheel 41d is mounted on the correction unit 100d.

[0100] exist Figure 5AIn this diagram, line X1 is a virtual line passing through the center of the truck 40 in the width direction and extending along the length direction. Line X2 is a virtual line extending along the surface of the changing device 200 opposite the right side of the truck 40. Line X3 is a virtual line extending along the surface of the changing device 200 opposite the left side of the truck 40. The distance between lines X1 and X2 is greater than the distance between lines X1 and X3. Therefore, Figure 5A The truck 40 shown stopped with its yaw angle tilted.

[0101] exist Figure 5A In the state where the motor 16 of each correction unit 100 is driven, the crossbar 17 in the standby position moves in conjunction with the rotation of the chain 15 of each correction unit 100 and the movement of the moving part 14.

[0102] The control device 300 controls the motor 16 of the correction unit 100a to make the crossbar 17 contact the inside of the right front wheel 41a and push the right front wheel 41a in the direction of arrow I. Simultaneously, the control device 300 controls the motor 16 of the correction unit 100d to make the crossbar 17 contact the inside of the left rear wheel 41d and push the left rear wheel 41d in the direction of arrow J. Through this control, the tilt in the yaw direction of the truck 40 is corrected. Furthermore, the control device 300 controls the motor 16 of each of the correction units 100a to 100d to control the position of the truck 40 in the Y direction.

[0103] Through the above control, the tilt in the yaw direction and the position in the Y direction of truck 40 are corrected. This state is as follows: Figure 5B As shown. In Figure 5B In the equation, the distance between line X1 and line X2 is equal to the distance between line X1 and line X3, and line X1 is parallel to lines X2 and X3. Therefore, in... Figure 5B In this configuration, the truck 40 maintains a certain distance between its left and right sides and the replacement device 200, and is positioned parallel to the replacement device 200 in the length direction of the truck.

[0104] Next, using Figure 6A and Figure 6B An example of correction for tilt in the pitch direction of a vehicle is explained. Figure 6A It is a schematic representation of the side view of the vehicle before the pitch angle is corrected. Figure 6B It is a schematic representation of the side view of the vehicle after adjusting the pitch angle.

[0105] Figure 6A Showing the view from the front and side Figure 5B The status of truck 40 shown. Figure 6A The truck 40 shown is positioned with the front of the vehicle body lower than the rear, and is tilted in the pitch direction.

[0106] In this case, the control device 300 drives the motor 26 connected to the correction unit 100a and correction unit 100b. Thus, in each of the correction units 100a and 100b, Figure 3 and Figure 4 The elevator 20 shown is activated. Specifically, in conjunction with the rotation of the shaft of the screw component 24, the movement of the first moving component 23a and the second moving component 23b, and the rotation of each link 25, the respective conveyors 10 of the correction units 100a and 100b rise in the direction of arrow G. As a result, the right front wheel 41a and the left front wheel 41b, respectively mounted on the correction units 100a and 100b, rise in the direction of arrow G.

[0107] The tilt of the truck 40 is corrected by raising each conveyor 10 via each elevator 20. The state at this time is as follows: Figure 6B As shown. In Figure 6B In the middle, the front of the truck body is lifted up so that the front and rear of the truck body are kept level.

[0108] Next, a corrective example of tilting in the lateral direction of the vehicle will be explained.

[0109] This is set to be visible when viewed from the front. Figure 5B The truck 40 shown has its left side lower than its right side, resulting in a tilted position in the lateral direction. In this situation, compared to... Figure 5B The motors 26 connected to the correction units 100b and 100d shown are driven respectively. Thus, in each of the correction units 100b and 100d, Figure 3 , Figure 4 The elevator 20 shown is activated. Specifically, in conjunction with the rotation of the shaft of the screw component 24, the movement of the first moving component 23a and the second moving component 23b, and the rotation of each link 25, the respective conveyors 10 of the correction units 100b and 100d rise in the direction of arrow G. As a result, the left front wheel 41b and the left rear wheel 41d, respectively mounted on the correction units 100b and 100d, rise in the direction of arrow G.

[0110] The tilt of the truck 40 is corrected by raising each conveyor 10 via each elevator 20. At this time, the left side of the vehicle body is raised, so that the left and right sides of the truck 40 are kept level.

[0111] Reference Figure 7 The control device 300 is described below. Figure 7 This is a block diagram showing the structure of the attitude correction device 1, including the control device 300.

[0112] The control device 300 is, for example, a computer configured in a battery swapping station. Although not shown in the figures, the control device 300 includes, for example, a CPU (Central Processing Unit), a ROM (Read Only Memory) storing a computer program, and RAM (Random Access Memory) as working memory. The various parts described below are implemented by executing a computer program read from the ROM by the CPU in the RAM. It should be noted that the control device 300 may also be included in the structural elements of the correction unit 100.

[0113] like Figure 7 As shown, the control device 300 is electrically connected to the wheel detection sensor 45, the load detection sensor 46, the mark detection sensor 47, the motor 16, and the motor 26, respectively.

[0114] Wheel detection sensors 45 are respectively disposed in multiple correction units 100. The wheel detection sensors 45 detect whether a wheel is mounted on the correction unit 100 (specifically the conveyor 10). When the wheel detection sensor 45 detects that a wheel is mounted, it outputs its detection result to the control device 300.

[0115] Load detection sensors 46 are respectively installed in multiple correction units 100. After the crossbar 17 begins to move, the load detection sensors 46 detect whether the load (torque value) of the motor 16 reaches or exceeds a specified value. When the load reaches or exceeds the specified value, the load detection sensors 46 output their detection results to the control device 300.

[0116] The mark detection sensor 47, for example a camera, captures an image of a mark applied to a designated part of the vehicle (e.g., battery 44) and outputs the resulting image to a control device 300 that controls the image. The mark detection sensor 47 is positioned at a location where it can capture the mark.

[0117] The markings are used to detect the tilt of the vehicle in the roll and pitch directions. For example, the markings for detecting the tilt in the pitch direction are applied to the side of the vehicle (a position that can be visually identified when viewing the vehicle from the side), and the markings for detecting the tilt in the roll direction are applied to the front of the vehicle (a position that can be visually identified when viewing the vehicle from the front).

[0118] It should be noted that the wheel detection sensor 45, load detection sensor 46, and marker detection sensor 47 may also be included in the attitude correction device 1. Furthermore, the wheel detection sensor 45, load detection sensor 46, and marker detection sensor 47 are respectively examples of the first detection device, the second detection device, and the third detection device.

[0119] like Figure 7 As shown, the control device 300 has a control unit 301 and a calculation unit 302.

[0120] When the control unit 301 receives detection results from all wheel detection sensors 45 indicating that a wheel has been detected, it drives each motor 16 to begin moving each crossbar 17 which is in the standby position. At this time, the control device 300 drives each motor 16 in a manner that makes each crossbar 17 move at a constant speed.

[0121] Subsequently, when the control unit 301 receives detection results from all load detection sensors 46 indicating that the load has reached or exceeded a specified value, it determines that all crossbars 17 have made contact with the wheels and stops driving each motor 16 to stop the uniform speed movement of each crossbar 17. This allows for correction of tilt in the yaw direction.

[0122] After correcting the tilt in the yaw direction, the control unit 301 drives the motor 26 to cause the elevator 20 to perform an action that raises the conveyor 10 by the amount of rise calculated by the calculation unit 302 (also referred to as "lifting amount," details of which will be described later). Thus, tilt in the yaw and pitch directions can be corrected separately.

[0123] Furthermore, when the control unit 301 receives a notification from the replacement device 200 indicating that the replacement of battery 44 has been completed, it first controls the motor 26 to return the conveyor 10 to its original position, and then controls the motor 16 to return the crossbar 17 to its original position. This allows the vehicle to start.

[0124] The computing unit 302 uses known image analysis techniques to detect how much the position of the marker in the image received from the marker detection sensor 47 is tilted relative to a predetermined marker position (hereinafter referred to as "tilt amount"). The "predetermined marker position" referred to here is the position of the marker when the vehicle is not tilted in either the lateral or pitch directions.

[0125] Furthermore, the calculation unit 302 calculates the rise based on the detected tilt amounts in the roll and pitch directions, according to the transmission 10 of each of the multiple correction units 100.

[0126] It should be noted that if no tilt is detected in either the roll or pitch directions, the calculation unit 302 does not calculate the rise. In this case, the elevator 20 is not operated.

[0127] Furthermore, the above description uses a load detection sensor 46 as an example to detect whether the crossbar 17 is in contact with the wheel, but it is not limited to this. Instead of the load detection sensor 46, a device mounted on the crossbar 17 and capable of measuring the distance between the crossbar 17 and the wheel (e.g., a photoelectric sensor and a limit switch) can be used.

[0128] Furthermore, in the above description, the movement of the crossbar 17 begins when the loading of all wheels is detected, but it is not limited to this. For example, the movement of the crossbar 17 may also begin when the loading of all wheels is detected and the ignition of the vehicle is detected to be off.

[0129] The control device 300 has been described above.

[0130] As described above, the attitude correction device 1 of this embodiment has a plurality of correction units 100a to 100b corresponding to a plurality of wheels 41a to 41d of the truck 40, and a control device 300 for controlling the correction units 100a to 100b. The attitude correction device 1 is characterized in that each correction unit 100a to 100b has: a conveyor 10 for moving the corresponding wheels 41a to 41d in the left-right direction of the truck 40; and a lift 20 for moving the conveyor 10 in the up-down direction. The control device 300 independently controls the operation of the lift 20 of each correction unit 100a to 100b.

[0131] In the device described in Patent Document 1, a passenger car is assumed to be the target of correction, and the method for correcting roll and pitch angles involves lifting the underside of the vehicle using a lift. Since commercial vehicles are heavier and have a higher underside (greater distance from the ground to the underside) compared to passenger cars, applying this method to commercial vehicles (e.g., trucks) would result in a larger device requiring more installation space and a longer lifting time. Furthermore, various devices are mounted on the underside of commercial vehicles (e.g., the chassis frame), and if the lift comes into contact with these devices while the vehicle is being lifted, the devices could potentially be damaged.

[0132] In contrast, the correction unit 100 employs a method of lifting each wheel using a lift as a method for correcting roll and pitch angles. This allows for a compact device that requires less installation space, reduces the time needed for the lifting action, and prevents damage to equipment on the vehicle's underside. Thus, the correction unit 100 can be used not only with passenger cars but also with commercial vehicles, enabling it to handle a wider range of vehicle types.

[0133] Furthermore, since the motor 26 is located outside the conveyor 10 in the correction unit 100, a low floor (in other words, a shorter length in the vertical direction) can be achieved, enabling miniaturization. As a result, there is no need for a slot to embed the correction unit 100, nor is a large lifting ramp required, thus reducing the installation area of ​​the battery swapping station and lowering construction costs.

[0134] It should be noted that this disclosure is not limited to the description of the above embodiments, and various modifications can be made without departing from its spirit.

[0135] Industrial applicability

[0136] The correction unit disclosed herein is useful for techniques such as correcting the attitude of vehicles stopped in places like battery swapping stations.

Claims

1. An attitude correction device comprising a plurality of correction units corresponding to a plurality of wheels of a vehicle and a control device for controlling the correction units, characterized in that, The correction unit has: A conveyor that moves the corresponding wheels in the left-right direction of the vehicle; and The elevator moves the conveyor in the vertical direction. The control device independently controls the operation of the elevator in each correction unit.

2. The attitude correction device as described in claim 1, wherein, The conveyor has: Multiple rollers rotate in the left and right directions of the vehicle; The ejection component moves on the upper side of the plurality of rollers; as well as The first motor causes the ejector component to move in the direction of the roller's rotation.

3. The attitude correction device as described in claim 2, wherein, The elevator has a second motor for raising the conveyor. The control device controls the first motor and the second motor independently.

4. The attitude correction device as described in claim 3, wherein, It also includes a first detection device that detects whether the wheel is mounted on the conveyor. When the first detection device detects that all of the plurality of wheels are mounted on the conveyor of the plurality of correction units, the control device controls the first motor of the conveyor to begin the movement of the ejection component.

5. The attitude correction device as described in claim 4, wherein, It also includes a second detection device that detects the load applied to the first motor. After the movement of the ejection component begins, when the second detection device detects that the load applied to the first motor of all of the plurality of correction units is above a threshold, the control device controls the first motor to stop the movement of the ejection component.

6. The attitude correction device as described in claim 5, wherein, The control device begins controlling the elevator after stopping the movement of the ejection component of the conveyor of all of the plurality of correction units.

7. The attitude correction device as described in claim 6, wherein, It also has a third detection device for detecting the tilt of the vehicle. The control device controls the elevator in the plurality of correction units according to the tilt.

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