Vehicle centering device control method and equipment, storage medium and vehicle centering device

Abstract

The invention discloses a control method and equipment of a vehicle centering device, a storage medium and the vehicle centering device. The vehicle centering device comprises two roller ways, a control module and a control module, an in-place sensor; the control method comprises the steps that the two roller ways are controlled to operate respectively, and vehicles on the roller ways are conveyed to set positions; the roller way enabling the vehicle to trigger the in-place sensor firstly serves as a first roller way, the duration of the first roller way enabling the vehicle to trigger the in-place sensor serves as the first duration, and the other roller way serves as a second roller way; the duration of the second roller way for enabling the vehicle to trigger the in-place sensor is used as second duration; when the second roller way enables the vehicle to trigger the in-place sensor, the first roller way is in a stop state; and according to the difference value between the second duration and the first duration, the running state of the second roller way is adjusted so that the vehicle can be centered. According to the technical scheme, the vehicle body posture of the vehicle is effectively detected and accurately corrected.

Description

Technical Field

[0001] This application belongs to the field of device control, specifically relating to control methods and equipment for vehicle centering devices, storage media, and vehicle centering devices. Background Technology

[0002] With the continuous advancement of urbanization, the urban population and the number of motor vehicles are surging simultaneously. Meanwhile, the scarcity and non-renewability of land resources in core urban areas are becoming increasingly prominent, and parking difficulties have gradually become a significant problem restricting smooth urban traffic flow and affecting the convenience of residents' lives. Against this backdrop, automated multi-level parking garages, with their unique space utilization advantages, significantly increase parking capacity per unit area by expanding parking space vertically. This effectively breaks through the dependence of traditional surface parking lots on land resources, significantly improving land utilization and becoming a key technological means to alleviate urban static traffic pressure and resolve the contradiction between parking resource supply and demand.

[0003] Meanwhile, to meet the demands of efficient modern urban operations, automated parking garages generally integrate automated storage and retrieval with intelligent safety management functions. This aims to further improve parking efficiency and safety by reducing manual intervention and optimizing the storage and retrieval process. Throughout the entire process of a vehicle entering a parking garage, the vehicle's posture after entering the transmission system directly affects whether it can successfully connect to a parking space and whether there is a risk of collision with the equipment inside the garage. Effective detection and precise correction of the vehicle's posture during the storage process are crucial prerequisites for ensuring the safe and stable operation of automated parking garages.

[0004] Therefore, how to effectively detect and accurately correct vehicle body posture is a technical problem that urgently needs to be solved. Summary of the Invention

[0005] The purpose of this application is to achieve effective detection and precise correction of vehicle body posture.

[0006] Other features and advantages of this application will become apparent from the following detailed description, or may be learned in part from practice of this application.

[0007] According to one aspect of the embodiments of this application, a control method for a vehicle centering device is provided, the vehicle centering device comprising: Two roller conveyors are set up in parallel. One of the roller conveyors is used to support the front wheels of the vehicle, and the other is used to support the rear wheels of the vehicle. A position sensor is used to determine whether a vehicle on the roller conveyor has reached a set position. Each roller conveyor corresponds to a set position, and the straight line between the two set positions is perpendicular to each roller conveyor. The control method includes: Control the two roller conveyors to operate separately and transport the vehicles on the roller conveyors to the set position; The first roller conveyor is designated as the roller conveyor that triggers the vehicle's positioning sensor. The duration for which the first roller conveyor triggers the vehicle's positioning sensor is designated as the first duration. The other roller conveyor is designated as the second roller conveyor. The duration during which the second roller conveyor triggers the vehicle's positioning sensor is defined as the second duration; wherein, when the second roller conveyor triggers the vehicle's positioning sensor, the first roller conveyor is in a stopped state; The operating state of the second roller conveyor is adjusted based on the difference between the second duration and the first duration to center the vehicle.

[0008] According to one aspect of the embodiments of this application, adjusting the operating state of the second roller conveyor based on the difference between the second duration and the first duration includes: If the difference between the second duration and the first duration is less than or equal to a set threshold, the second roller conveyor will be stopped. If the difference between the second duration and the first duration is greater than the set threshold, then the compensation duration is calculated based on the compensation coefficient. The second roller conveyor stops operating after the compensation period is controlled.

[0009] According to one aspect of the embodiments of this application, the control method further includes: If the first roller conveyor causes the vehicle to trigger the positioning sensor, and the first roller conveyor is controlled to stop running, then the first value is used as the set threshold. If the second roller conveyor causes the vehicle to trigger the positioning sensor, and controls the first roller conveyor to stop running, then the second value is used as a set threshold, and the first value is greater than the second value.

[0010] According to one aspect of the embodiments of this application, the control method further includes: If the first roller conveyor causes the vehicle to trigger the positioning sensor, and the first roller conveyor is controlled to stop running, then the first coefficient is used as the compensation coefficient. If the second roller conveyor causes the vehicle to trigger the positioning sensor, and controls the first roller conveyor to stop running, then the second coefficient is used as the compensation coefficient, and the first coefficient is less than the second coefficient.

[0011] According to one aspect of the embodiments of this application, the vehicle centering device further includes a limit sensor; The control method further includes: If a vehicle on the roller conveyor triggers the limit sensor, an alarm is issued and the roller conveyor is stopped.

[0012] According to one aspect of the embodiments of this application, the control method further includes: If a vehicle on the roller conveyor triggers the limit sensor, the first roller conveyor is controlled to run in reverse for a third duration, the third duration being shorter than the first duration. Re-execute the control method described in any of the above to center the vehicle.

[0013] According to one aspect of the embodiments of this application, the vehicle alignment device further includes a vehicle detector for sensing whether a vehicle is present on the roller conveyor; The control method further includes: If a vehicle detector detects a vehicle on the roller conveyor for a preset duration, the control method described in any of the above descriptions is executed.

[0014] According to one aspect of the embodiments of this application, a vehicle centering device is provided, comprising: Two roller conveyors are set up in parallel. One of the roller conveyors is used to support the front wheels of the vehicle, and the other is used to support the rear wheels of the vehicle. A position sensor is used to determine whether a vehicle on the roller conveyor has reached a set position. Each roller conveyor corresponds to a set position, and the straight line between the two set positions is perpendicular to each roller conveyor. The control unit is used to execute the control method described in any of the above.

[0015] A control device for a vehicle centering system. According to one aspect of the present application, a control device for a vehicle centering device is provided, including a memory, a processor, and a readable program stored in the memory, wherein the processor executes the readable program to implement the method described in any of the above.

[0016] According to one aspect of the embodiments of this application, a readable storage medium is provided, on which a readable program / instruction is stored, which, when executed by a processor, implements the method described in any one of the above-described embodiments.

[0017] In this application, the vehicle alignment device includes: two roller conveyors arranged in parallel, one of which is used to receive the front wheels of the vehicle, and the other is used to receive the rear wheels of the vehicle; a position sensor for determining whether the vehicle on the roller conveyor has reached a set position, each roller conveyor corresponding to a set position, and the straight line between the two set positions is perpendicular to each roller conveyor; the control method includes: controlling the two roller conveyors to operate separately to convey the vehicle on the roller conveyor to the set position; designating the roller conveyor that first triggers the position sensor as the first roller conveyor, the duration for which the first roller conveyor triggers the position sensor as the first duration, and designating the other roller conveyor as the second roller conveyor; the duration for which the second roller conveyor triggers the position sensor as the second duration; wherein, when the second roller conveyor triggers the position sensor, the first roller conveyor is in a stopped state; adjusting the operating state of the second roller conveyor according to the difference between the second duration and the first duration to align the vehicle.

[0018] In this embodiment, efficient and precise vehicle body posture detection and correction can be achieved: First, two parallel roller conveyors respectively support the front and rear wheels, and each roller is equipped with a dedicated positioning sensor (the set position is connected to the vertical roller conveyor). This allows for targeted detection of whether the front and rear wheels have reached the centering reference position, providing accurate data for vehicle body posture detection and avoiding the problem of ignoring the difference between the front and rear wheels in the overall detection. Second, the control system records and adjusts the operating state of the second roller conveyor based on the difference in positioning time between the first and second roller conveyors. This accurately compensates for vehicle body offset caused by asynchronous positioning of the front and rear wheels, avoiding centering errors caused by synchronous stopping. In summary, this solution can achieve efficient vehicle body posture detection and precise correction through accurate detection and targeted compensation, ensuring safe and smooth subsequent parking operations.

[0019] Other features and advantages of this application will become apparent from the following detailed description, or may be learned in part from practice of this application.

[0020] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0021] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0022] Figure 1 A schematic diagram of a vehicle centering device according to an embodiment of this application is shown.

[0023] Figure 2 A schematic diagram of a control method for a vehicle centering device according to an embodiment of this application is shown.

[0024] Figure 3 A flowchart illustrating the adjustment of the operating state of a second roller conveyor based on the difference between a second duration and a first duration, according to one embodiment of this application, is shown.

[0025] Figure 4 A flowchart illustrating the determination of a set threshold according to an embodiment of this application is shown.

[0026] Figure 5 A flowchart illustrating the determination of compensation coefficients according to one embodiment of this application is shown.

[0027] Figure 6 A block diagram of a computer device structure for implementing a control method for a vehicle centering device according to an embodiment of this application is shown. Detailed Implementation

[0028] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided to make this application more comprehensive and complete, and to fully convey the concept of the exemplary embodiments to those skilled in the art.

[0029] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, components, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.

[0030] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0031] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0032] In the embodiments of this application, the terms "module" or "unit" refer to a computer program or part of a computer program that has a predetermined function and works with other related parts to achieve a predetermined goal, and can be implemented wholly or partially using software, hardware (such as processing circuitry or memory), or a combination thereof. Similarly, a processor (or multiple processors or memory) can be used to implement one or more modules or units. Furthermore, each module or unit can be part of an overall module or unit that includes the functionality of that module or unit.

[0033] Please see Figure 1 , Figure 1 A schematic diagram of a vehicle centering device according to an embodiment of this application is shown.

[0034] Vehicle centering device includes Figure 1 The vehicle detection detector shown includes a vehicle detection transmitter and a vehicle detection receiver, used to sense whether a vehicle is present on the roller conveyor.

[0035] The vehicle detection device is the first line of defense in the system. Its installation position precisely corresponds to the initial area where a vehicle enters—specifically, it's set on the roller conveyor entrance side, arranged along the front end of the vehicle's direction of entry. The vehicle detection transmitter and receiver are fixed to brackets on both sides of the two roller conveyors. The beam path is parallel to the roller conveyor entrance plane, and its height is adapted to the chassis or lower half of a typical vehicle (ensuring stable beam blocking when a vehicle enters). One vehicle detection transmitter is close to the limit sensor, while the other is far away, allowing for better detection of the presence of a vehicle on the roller conveyor.

[0036] In actual operation, when no vehicle enters, the infrared beam continuously emitted by the vehicle detection transmitter can reach the receiver directly without obstruction. The vehicle detection receiver outputs a conduction signal (such as a DC24V high level). At this time, the control unit determines that there is no vehicle to be aligned and remains in standby mode. When a vehicle enters the hall and stops at the initial position of the roller conveyor, the vehicle's chassis or body will laterally block the beam of this set of switches. Because the vehicle detection receiver cannot receive a valid light signal, it quickly switches to an obstruction signal (such as a 0V low level) and transmits it to the control unit in real time. Upon receiving this signal, the sensor self-test process is first triggered—the signal path of the position sensor and limit sensor switches is checked for faults. Only after confirming that all switches are in normal condition will the subsequent control method be responded to, and the roller conveyor will be started to align the vehicle.

[0037] The vehicle alignment device includes two roller conveyors arranged in parallel. One roller conveyor supports the front wheels of the vehicle, and the other supports the rear wheels. As... Figure 1The front and rear roller conveyors shown are core components for vehicle carrying and transmission. They are arranged front and rear along the vehicle's direction of travel. The front roller conveyor corresponds to the bearing position of the vehicle's front wheels, and the rear roller conveyor corresponds to the bearing position of the vehicle's rear wheels. They are set in parallel and the spacing is adapted to the wheelbase of a conventional vehicle, forming the basic carrier for vehicle centering and transmission.

[0038] The vehicle alignment device includes two motors, each used to drive the roller conveyor. As... Figure 1 As described herein, the motors include a front roller conveyor motor and a rear roller conveyor motor. The front roller conveyor motor is installed on the side or end of the front roller conveyor and forms a mechanical drive connection with the front roller conveyor. The rear roller conveyor motor is installed on the side or end of the rear roller conveyor and forms a mechanical drive connection with the rear roller conveyor. The installation positions of the motors meet the mechanical adaptation requirements of the roller conveyor power transmission.

[0039] The vehicle alignment device includes a position sensor, which determines whether the vehicle on the roller conveyor has reached the set position. Each roller conveyor corresponds to a set position, and the straight line between the two set positions is perpendicular to each roller conveyor. As... Figure 1 As described, each roller conveyor corresponds to one position sensor, namely a front wheel position sensor and a rear wheel position sensor. The lines containing the front wheel position sensors and the rear wheel position sensors are perpendicular to the two roller conveyors.

[0040] The front wheel positioning sensor includes a front wheel positioning transmitter and a front wheel positioning receiver, fixed on both sides of the front roller conveyor along its length. The front wheel positioning transmitter and receiver are symmetrically distributed on both sides of the front roller conveyor. The beam path is perpendicular to the running direction of the front roller conveyor, and its height is aligned with the rim or tire sidewall of the vehicle's front wheel (ensuring that the beam is accurately blocked when the front wheel moves to the reference position). The position of the beam above the front roller conveyor is the set position.

[0041] The rear wheel positioning sensor includes a rear wheel positioning transmitter and a rear wheel positioning receiver. Fixed on both sides of the rear roller conveyor along its length, the transmitter and receiver are symmetrically distributed on both sides of the conveyor. The beam path is perpendicular to the direction of travel of the rear roller conveyor, and its height is aligned with the rim or tire sidewall of the vehicle's front wheel (ensuring precise beam blocking when the front wheel moves to the reference position). The position of the beam above the rear roller conveyor is the set position.

[0042] The vehicle centering device includes a limit sensor, that is... Figure 1The limit protection beam device (limit protection transmitter and limit protection receiver) described herein serves as the last line of defense for ensuring vehicle alignment. It is installed off-center from the normal alignment area, positioned on the limit displacement side of the roller conveyor along the running direction—that is, outside the maximum displacement range required for normal vehicle alignment. The limit protection transmitter and receiver are fixed to opposite sides of the integral structure formed by the two roller conveyors. The beam path covers the area where the vehicle may over-displace, and its height is adapted to the middle or rear of the vehicle body (ensuring detection is triggered if the vehicle exceeds the safe range). In some embodiments, the limiting beam formed by the limit protection beam device is parallel to the positioning beam formed by the positioning sensor, and along the vehicle's positioning movement direction on the roller conveyor (i.e., the direction in which the roller conveyor moves towards the set position). The limiting beam is located in front of and outside the positioning beam along the vehicle's movement direction—that is, along the extension direction of the vehicle's movement towards the set position—maintaining a fixed safe distance from the positioning beam to ensure that the vehicle does not touch the limiting beam when it normally reaches the set position. The limiting beam is only blocked when the vehicle excessively deviates forward beyond the limit.

[0043] Please see Figure 2 , Figure 2 A schematic diagram of a control method for a vehicle centering device according to an embodiment of this application is shown. This application provides the execution steps of a control method for a vehicle centering device, including: Step S110: Control the two roller conveyors to run separately and transport the vehicles on the roller conveyors to the set positions. Step S120: The roller conveyor that first triggers the vehicle's positioning sensor is designated as the first roller conveyor, the duration for which the first roller conveyor triggers the vehicle's positioning sensor is designated as the first duration, and the other roller conveyor is designated as the second roller conveyor. Step S130: The duration during which the second roller conveyor triggers the vehicle's positioning sensor is taken as the second duration; wherein, when the second roller conveyor triggers the vehicle's positioning sensor, the first roller conveyor is in a stopped state. Step S140: Adjust the operating state of the second roller conveyor according to the difference between the second duration and the first duration to center the vehicle.

[0044] The four steps described above are described in detail below.

[0045] This application defines the core components of the vehicle alignment device upon which this solution relies. Its core logic is as follows: using two parallel roller conveyors, each supporting the front and rear wheels of the vehicle, as actuators, and dedicated position sensors for each roller conveyor as detection elements, the system controls the roller conveyor operation step-by-step, records the time difference in the arrival of vehicle components (such as the front and rear wheels) on the roller conveyors, and adjusts the roller conveyor operation state accordingly. Ultimately, this achieves vehicle posture correction on the roller conveyors (i.e., alignment, ensuring the vehicle's forward direction is perpendicular or nearly perpendicular to the roller conveyor's running direction). This system is suitable for scenarios such as automated parking systems and intelligent roller conveyor systems.

[0046] Roller conveyors refer to cylindrical track assemblies that are driven by motors and can roll, serving as the vehicle's load-bearing and transport mechanism. In the embodiments of this application, the two sets of roller conveyors correspond to the front and rear wheels of the vehicle, respectively, and remain parallel to ensure that the transport direction is consistent.

[0047] Position sensors are sensing elements (such as photoelectric switches, infrared sensors, etc.) used to detect whether a vehicle (wheel) has reached a preset target position. Each roller conveyor has one sensor, which can accurately determine whether the wheel on a single set of roller conveyors is in position.

[0048] The set position refers to the vehicle's pre-marked positioning reference point on the roller conveyor based on the positioning sensors. The line connecting the set positions of the two roller conveyors is perpendicular to the roller conveyor and is the core reference for determining vehicle alignment (e.g., if the line connecting the front and rear wheels is perpendicular to the roller conveyor, it means the vehicle's direction is perpendicular to the roller conveyor's running direction, and the vehicle has not deviated). As described above, the beams of light formed above the roller conveyor by the front and rear wheel positioning sensors represent the set position.

[0049] In step S110, the drive mechanisms (such as motors) of the two roller conveyors are controlled to operate independently, so that the two sets of roller conveyors drive the front wheels and rear wheels to move to their respective set positions. Here, the separate operation does not require the speed to be exactly the same, nor does it require that they start running at the same time. It is only required that the direction is towards the set position to ensure that the vehicle as a whole moves towards the centering reference direction.

[0050] In some embodiments, the two roller conveyors operate simultaneously at the same speed.

[0051] In step S120, signals from two position sensors are received in real time. When one of the sensors outputs a position signal first (i.e., a certain roller conveyor transports a vehicle to the corresponding set position first), the roller conveyor corresponding to that position sensor is marked as the first roller conveyor. At the same time, the time from the start of the first roller conveyor to the triggering of the position signal (the signal generated by the position sensor being triggered) is recorded and defined as the first duration. The roller conveyor that does not trigger the position sensor signal is marked as the second roller conveyor.

[0052] In step S130, when the second roller conveyor triggers the positioning signal, the first roller conveyor stops operating. It is important to clarify that the first roller conveyor stops operating at two times: First, when the first roller conveyor triggers the positioning sensor, it stops operating. Second, when the second roller conveyor triggers the positioning sensor, it stops operating.

[0053] After the second roller conveyor drives the wheel to its corresponding set position and triggers the positioning signal (the signal generated after the positioning sensor is triggered), the time from the start of the second roller conveyor to the triggering of the positioning signal is recorded and defined as the second duration.

[0054] In step S140, the difference between the second duration and the first duration is calculated (the larger the difference, the higher the degree of asynchronous positioning of the front and rear wheels, and the more severe the vehicle body offset). The severity of the offset is used to control whether the second roller conveyor performs compensation operation to complete the vehicle alignment. Adjustments are made as needed based on the degree of offset to avoid overcorrection leading to new offsets, and to ensure that significant offsets are accurately corrected, ultimately achieving effective vehicle posture alignment.

[0055] In this embodiment, the device employs a design where two parallel roller conveyors respectively support the front and rear wheels of the vehicle, along with dedicated positioning sensors for each conveyor. This allows for individual detection of whether the front and rear wheels have reached their corresponding preset positions, avoiding the shortcomings of traditional overall detection that ignores the positional differences between the front and rear wheels. Furthermore, the line connecting the two preset positions is perpendicular to the roller conveyors, providing a clear benchmark for centering and significantly improving the accuracy of vehicle posture detection. On the other hand, the difference between the first and second time intervals quantifies the degree of offset, allowing for targeted adjustments to the second roller conveyor's operating state. This enables on-demand correction, preventing residual offset caused by simultaneous shutdown of both roller conveyors and ensuring the reliability and accuracy of the centering operation. Moreover, this solution is not dependent on fixed vehicle parameters and can adapt to vehicles with different wheelbases and track widths, meeting the multi-vehicle parking needs of automated parking systems. Precise centering prevents vehicle-equipment collisions, reducing vehicle and equipment wear and tear, and preventing malfunctions such as jamming and inability to park due to offset. This enhances the safety and stability of the parking system, indirectly reducing maintenance costs and troubleshooting time.

[0056] Please see Figure 3 , Figure 3 A flowchart illustrating the adjustment of the operating state of a second roller conveyor based on the difference between a second duration and a first duration, according to an embodiment of this application, is shown. This application embodiment provides step S140 for adjusting the operating state of the second roller conveyor based on the difference between the second duration and the first duration, including: Step S141: If the difference between the second duration and the first duration is less than or equal to a set threshold, then control the second roller conveyor to stop running; Step S142: If the difference between the second duration and the first duration is greater than a set threshold, then calculate the compensation duration based on the compensation coefficient. Step S143: Control the second roller conveyor to run for the compensation time and then stop operation.

[0057] The above three steps are described in detail below.

[0058] The threshold setting refers to the critical value of the time difference calibrated in advance through testing, representing the maximum acceptable range of vehicle body deviation: when the difference is less than or equal to the threshold, the degree of deviation does not affect subsequent parking operations; when the difference is greater than the threshold, the deviation needs to be compensated and corrected.

[0059] The compensation coefficient is a fixed proportional coefficient (such as 0.8-1.2) determined in advance through testing. It is used to convert the time difference into the additional running time required for the second roller conveyor. The coefficient must be matched with parameters such as roller conveyor speed and vehicle weight to ensure that the compensation force is appropriate for the degree of offset.

[0060] The compensation time refers to the extra running time of the second roller conveyor, calculated by multiplying the difference by the compensation coefficient. Its purpose is to compensate for the position difference between the front and rear wheels and correct the vehicle body offset through the extra transmission of the second roller conveyor.

[0061] In step S141, the difference between the second duration and the first duration is calculated first, and then the difference is compared with a preset threshold. If the difference is less than or equal to the preset threshold, it means that the time difference between the front and rear wheels is small and the degree of vehicle body offset is within an acceptable range (not affecting subsequent parking and docking). Then the second roller conveyor is put into a stopped operation state.

[0062] In step S142, if the difference is greater than a set threshold, it indicates a large difference in the arrival time of the front and rear wheels, and the vehicle body offset exceeds the acceptable range, requiring additional transmission correction. The compensation duration is then determined based on a preset compensation coefficient. The preset compensation coefficient is invoked, and the compensation duration can be the product of the difference and the compensation coefficient, in time units (e.g., a difference of 0.6 seconds and a coefficient of 0.8 result in a compensation duration of 0.48 seconds), thereby determining the specific additional running time required for the second roller conveyor.

[0063] In step S143, the second roller conveyor drive mechanism is operated for a compensation time, and the second roller conveyor drives the corresponding wheel (the wheel on the rear position side) to continue to transport to the set position; when the running time reaches the calculated compensation time, the second roller conveyor is stopped.

[0064] The second roller conveyor can stop operating when the position sensor is triggered. If the difference between the second duration and the first duration is less than or equal to a set threshold, the second roller conveyor remains stopped. If the difference between the second duration and the first duration is greater than the set threshold, the second roller conveyor will be controlled to run for a compensation period before shutting down.

[0065] The second roller conveyor can continue operating when the position sensor is triggered. If the difference between the second and first durations is less than or equal to a set threshold, the second roller conveyor will stop operating. If the difference between the second and first durations is greater than the set threshold, the second roller conveyor will continue operating for a compensation period before shutting down.

[0066] This application significantly optimizes vehicle centering performance in terms of control precision, scenario adaptability, and practical application value. Firstly, by setting thresholds to clearly define the boundaries of whether offset requires compensation, it precisely avoids the problems of overcompensation leading to new deviations when offset is small, and residual offset when offset is large. Simultaneously, by calculating the compensation duration using compensation coefficients, the abstract degree of offset is transformed into specific executable operating parameters. This upgrades centering operations from subjective judgment based on experience to data-driven quantitative control, significantly reducing operational errors and ensuring precise matching of correction force and offset degree under different offset scenarios, thus significantly improving the reliability of vehicle posture correction. Secondly, precise compensation control completely eliminates vehicle offset, avoiding damage caused by collisions between the vehicle and garage equipment. Furthermore, the centered vehicle can seamlessly connect to subsequent storage and retrieval processes without manual secondary adjustments, effectively avoiding problems such as machine stalls and repeated centering. This significantly improves the operating efficiency and safety redundancy of automated parking systems, perfectly meeting the automation and high reliability requirements of intelligent parking equipment.

[0067] Please see Figure 4 , Figure 4 A flowchart illustrating the determination of a set threshold according to an embodiment of this application is shown. Embodiments of this application provide steps for determining a set threshold, including: Step S201: If the first roller conveyor causes the vehicle to trigger the positioning sensor, and the first roller conveyor is controlled to stop running, then the first value is used as the set threshold. In step S202, if the second roller conveyor causes the vehicle to trigger the positioning sensor and the first roller conveyor stops running, then the second value is used as the set threshold, and the first value is greater than the second value.

[0068] The two steps described above are described in detail below.

[0069] This application refines the rules for determining the threshold value—based on the triggering time of the first roller conveyor stopping (two different scenarios), two different threshold values ​​(a first value and a second value) are set, and it is clearly stated that the first value is greater than the second value. By distinguishing between different scenarios of the first roller conveyor stopping (stopping when it reaches its own position or stopping when the second roller conveyor reaches its position), the set threshold value is precisely matched with the scenario offset risk, avoiding the problem of overcompensation or undercompensation of a single threshold in different risk scenarios, further optimizing the accuracy of centering control, and ensuring that the first roller conveyor can reasonably determine whether to initiate compensation operation under different stopping times.

[0070] The first value refers to the set threshold used when the first roller stops running when it triggers the positioning sensor. The value is relatively large (such as 0.5 seconds), which corresponds to a scenario with a low risk of vehicle body deviation.

[0071] The second value refers to the set threshold used when the first roller stops running when the second roller triggers the positioning sensor. The value is relatively small (e.g., 0.3 seconds), corresponding to scenarios with a higher risk of vehicle body deviation.

[0072] A threshold is set to determine whether the difference between the second duration and the first duration needs to be compensated. In this embodiment, its value is no longer fixed, but is dynamically adjusted according to the timing of the first roller conveyor stop, to adapt to the offset risk of different scenarios.

[0073] In step S201, the stopping timing of the first roller conveyor is first identified—when the first roller conveyor triggers its corresponding positioning sensor, the controller immediately stops the first roller conveyor (without waiting for the second roller conveyor to reach its position); then it waits for the second roller conveyor to trigger its positioning sensor. Theoretically, both stop at the set position, which is equivalent to a preliminary alignment. Although the early stopping of the first roller conveyor will not continuously move the wheels already in position, the continued operation of the second roller conveyor will cause the wheels on the first roller conveyor to move along with it, resulting in vehicle body deviation. The risk of vehicle body deviation is low, so a preset first value (a larger value) is determined as the current alignment control threshold for subsequent judgment on whether the time difference needs compensation.

[0074] In step S202, if the first roller conveyor does not stop immediately after triggering its own positioning sensor, but continues to run until the second roller conveyor triggers its positioning sensor, the controller will then control the first roller conveyor to stop. At this time, since the first roller conveyor continues to run before the second roller conveyor reaches its positioning position, there is no initial correction for the vehicle body deviation, and the deviation risk is high. Therefore, the preset second value (smaller value) is determined as the current set threshold.

[0075] In this embodiment, by setting thresholds (a first value greater than a second value) based on the different stopping times of the first roller conveyor, the scenario adaptability and accuracy of centering control are significantly improved: when the first roller conveyor stops as soon as it reaches its position, the vehicle body has low risk of deviation due to the lack of continuous offset force from the first roller conveyor, and initial centering has already been achieved. In this case, a larger first value can avoid overcompensation for minute time differences, reducing the ineffective operation loss of the roller conveyor and the centering time consumption; when the first roller conveyor stops only when the second roller conveyor reaches its position, the continuous operation of the first roller conveyor can easily amplify the vehicle body deviation, and a smaller second value can identify the difference that needs to be compensated earlier, avoiding deviations exceeding the safe range and eliminating the risk of collision between the vehicle and the equipment. This scenario-based dynamic threshold adjustment design not only solves the industry pain point of over-operation in low-risk scenarios and compensation lag in high-risk scenarios with a single fixed threshold, but also eliminates the need for additional sensors or drive hardware. It can adapt to different deviation risk scenarios through logic optimization alone, ensuring vehicle centering accuracy while reducing system hardware costs and operating losses, and further improving the reliability, safety, and efficiency of centering operations in application scenarios such as automated parking garages.

[0076] Please see Figure 5 , Figure 5 A flowchart illustrating the determination of a compensation coefficient according to an embodiment of this application is shown. Embodiments of this application provide steps for determining the compensation coefficient, including: Step S301: If the first roller conveyor causes the vehicle to trigger the positioning sensor, and the first roller conveyor stops running, then the first coefficient is used as the compensation coefficient. In step S302, if the second roller conveyor causes the vehicle to trigger the positioning sensor and the first roller conveyor to stop running, then the second coefficient is used as the compensation coefficient, and the first coefficient is less than the second coefficient.

[0077] The two steps described above are described below.

[0078] This application embodiment sets two different compensation coefficients (a first coefficient and a second coefficient) based on the triggering timing of the first roller conveyor stopping, with the first coefficient being smaller than the second coefficient. By associating the stopping timing of the first roller conveyor with the magnitude of the compensation coefficient, the compensation intensity is precisely matched to the vehicle body offset risk: when the first roller conveyor stops early, the offset risk is low, and it is equivalent to having already undergone preliminary alignment, so a smaller coefficient is used to avoid overcompensation; when the first roller conveyor stops late, the offset risk is high, so a larger coefficient is used to ensure sufficient compensation, further optimizing the targeting of alignment control, avoiding the problem of insufficient or excessive compensation with a single compensation coefficient in different scenarios, and improving the accuracy and reliability of vehicle body posture correction.

[0079] The first coefficient refers to the compensation coefficient used when the first roller stops running when it triggers the positioning sensor. The value is relatively small (such as 0.6-0.8), which is suitable for scenarios with low risk of vehicle body deviation.

[0080] The second coefficient refers to the compensation coefficient used when the first roller conveyor stops running when the second roller conveyor triggers the positioning sensor. The value is relatively large (such as 0.9-1) to adapt to scenarios with a high risk of vehicle body deviation.

[0081] The compensation coefficient is a proportional parameter used to calculate the compensation duration. Its value is dynamically adjusted according to the timing of the first roller conveyor stop, ensuring that the compensation intensity matches the risk of deviation.

[0082] In step S301, the stopping timing of the first roller conveyor is first identified. When the first roller conveyor triggers its corresponding positioning sensor, the controller immediately stops the first roller conveyor (without waiting for the second roller conveyor to reach its position); then it waits for the second roller conveyor to trigger its positioning sensor. Theoretically, both stop at their set positions, which is equivalent to a preliminary alignment. Although the early stopping of the first roller conveyor does not continuously move the wheels already in position, the continued operation of the second roller conveyor will cause the wheels on the first roller conveyor to move along with it. In this case, the vehicle body offset is small, so the preset first coefficient (a smaller value) is determined as the current compensation coefficient for subsequent calculation of the compensation duration (if compensation is required).

[0083] In step S302, if the first roller conveyor does not stop immediately after triggering its own positioning sensor, but continues to run until the second roller conveyor triggers its positioning sensor, the controller will then control the first roller conveyor to stop. At this time, since the first roller conveyor continues to run before the second roller conveyor reaches its positioning position, it is easy to drive the wheels that have already reached their positioning position to move, resulting in a greater degree of vehicle body deviation and a higher risk. Therefore, the preset second coefficient (larger value) is determined as the current compensation coefficient.

[0084] This application's embodiment adopts a scenario-based dynamic adjustment design for compensation coefficients. Without the need for additional hardware such as sensors and drive motors, it can adapt to different offset risk scenarios simply by optimizing the control logic. This not only solves the industry pain point of over-operation in low-risk scenarios and compensation lag in high-risk scenarios with a single fixed compensation coefficient, but also reduces system hardware costs and maintenance difficulty. While ensuring vehicle alignment accuracy in scenarios such as automated parking garages, it further improves the safety and efficiency of alignment operations, adapting to alignment needs of multiple vehicle models and multiple operating states.

[0085] In some embodiments, the vehicle alignment device includes a limit sensor; if a vehicle on the roller conveyor triggers the limit sensor, an alarm is issued and the roller conveyor is controlled to stop operating.

[0086] Throughout the entire vehicle alignment process (i.e., the entire journey in which the two roller conveyors move the vehicle to the designated position), the controller continuously receives detection signals from the limit sensors and determines in real time whether the vehicle has entered the detection range of the limit sensors due to posture deviation (such as the front wheels exceeding the side of the roller conveyor or the vehicle body tilting close to the garage frame), triggering an abnormal signal. When the controller receives an abnormal trigger signal from the limit sensors, it immediately initiates dual emergency operations: first, it sends a start command to the alarm device, alerting staff to the presence of an abnormal vehicle deviation through audible and visual signals (such as a buzzer sounding and a warning light flashing); second, it simultaneously stops the rotation of both sets of roller conveyors, terminating vehicle transmission and preventing the vehicle from continuing to move while in a deviated state.

[0087] This application embodiment constructs a crucial safety barrier for the vehicle alignment process by adding limit sensors and emergency logic that triggers an alarm and stops the system, significantly improving system safety and reliability. The limit sensors clearly define the safety boundary for vehicle deviation, overcoming the shortcomings of traditional alignment devices that rely solely on position sensors for detection and lack deviation limit protection. This prevents vehicles from excessively deviating due to initial excessive deviation or abnormal roller conveyor operation, which could lead to collisions with garage frames, roller conveyor supports, and other equipment, causing paint damage or equipment deformation. The immediate cessation of all roller conveyor operation upon triggering can terminate vehicle transmission immediately, preventing the roller conveyor from continuing to operate and causing further vehicle deviation, thus preventing the accident from escalating at its source and reducing failure losses. The design of issuing alarms simultaneously can quickly transmit abnormal information to staff, preventing abnormal states from going undetected and handled for extended periods, shortening fault response time, and reducing secondary risks caused by delayed handling (such as subsequent vehicles being unable to enter or equipment jamming).

[0088] In some embodiments, if a vehicle on the roller conveyor triggers a limit sensor, the first roller conveyor is controlled to run in reverse for a third duration, which is less than the first duration; and the embodiments of any of the above are re-executed to center the vehicle.

[0089] When a vehicle triggers the limit sensor, the controller controls the first roller conveyor to reverse and starts timing. When the running time reaches the preset third duration, the controller stops the first roller conveyor from reversing. Because the third duration is shorter than the first duration, it ensures that the first roller conveyor can only retract the vehicle from the limit position to a safe range, and will not retract to the initial state before forward transmission has started, thus avoiding new position confusion.

[0090] The third duration refers to the preset time for the first roller conveyor to reverse, and it is specified that it is less than the first duration (the first duration is the time for the first roller conveyor to move forward until the position sensor is triggered), to ensure that the reverse retraction range is controllable and to avoid excessive retraction that could cause the vehicle to leave the roller conveyor or return to a state with a more serious initial offset.

[0091] In this embodiment, when the vehicle triggers the limit sensor due to deviation, two key steps can be executed directly after the alarm and shutdown operations are performed: first, the first roller conveyor is controlled to run in reverse for a third duration, and then the centering control method of any embodiment is re-executed. Through the combined operation of reverse retraction and secondary centering, automated correction after deviation anomalies is achieved, avoiding reliance on manual intervention caused by only a shutdown alarm, and improving the closed-loop anomaly handling of the centering system.

[0092] This application's embodiments not only fill the functional gap of traditional alignment systems lacking automatic correction after anomalies, but also ensure alignment accuracy after anomaly handling through controllable reverse time and mature alignment logic, reducing the risk of equipment scratches caused by manual adjustment errors, while shortening anomaly handling time (no need to wait for manual intervention), improving the overall operating efficiency of automated parking garages, and making the alignment system more reliable and practical when facing offset anomalies.

[0093] In some embodiments, if a vehicle on the roller conveyor triggers the limit sensor, the roller conveyor is controlled to run in reverse for a fourth duration and then stop. The fourth duration is less than the first duration. The running duration of the second roller conveyor at this time is taken as the fifth duration. The limit compensation duration is determined based on the difference between the fifth duration and the first duration and the limit compensation coefficient. The second roller conveyor is controlled to run limit compensation. The control method as described in any of the above embodiments is re-executed to center the vehicle.

[0094] The fourth duration refers to the preset time for all roller conveyors to reverse, and it is clearly less than the first duration (the first duration is the time from the first roller conveyor's forward movement to triggering the positioning sensor). This ensures that the retraction range is controllable, pulling the vehicle back to a safe range while avoiding excessive retraction that could cause the vehicle to detach from the roller conveyor or become disoriented in its initial position. The fifth duration refers to the cumulative running time of the second roller conveyor from startup to its current state before the vehicle triggers the limit sensor. It is a key parameter for quantifying the degree of offset of the second roller conveyor (rear positioning side). The limit compensation coefficient is a compensation ratio parameter that has been pre-calibrated through testing and is adapted to abnormal limit scenarios. Unlike the conventional centering compensation coefficient, it needs to match the offset characteristics of the vehicle after retraction to ensure accurate compensation. The limit compensation duration is the result calculated by combining the fifth duration and the first duration. It is the core basis for the second roller conveyor to perform initial limit compensation and is used to pre-correct residual offset after retraction. The limit compensation coefficient can be the product of the difference between the fifth duration and the first duration and the compensation coefficient. Limit compensation refers to the directional operation performed by the second roller conveyor according to the limit compensation time. Its purpose is to correct the basic offset of the vehicle after retraction before re-alignment, so as to lay the foundation for subsequent accurate alignment.

[0095] First, upon detecting the limit sensor trigger signal, the two sets of roller conveyor drive mechanisms are controlled to run synchronously in opposite directions, and a timer is started simultaneously. When the running time reaches the fourth time interval (which is less than the first time interval, so the reversal distance is controllable), both roller conveyors stop synchronously. During this process, the two roller conveyors run synchronously in opposite directions to avoid exacerbating the body tilt or deviation caused by a single roller conveyor running in opposite directions.

[0096] Secondly, calculate the difference between the fifth duration and the first duration (the larger the difference, the more severe the side offset of the second roller); then call the preset limit compensation coefficient, and calculate the limit compensation duration through the difference and the limit compensation coefficient.

[0097] Next, a forward running command is sent to the second roller conveyor drive mechanism to make it run according to the limit compensation time. After the operation is completed, the second roller conveyor stops. At this time, due to the directional compensation of the second roller conveyor, the basic offset of the vehicle has been initially corrected, and the vehicle body posture is closer to the centering reference.

[0098] Finally, after the limit compensation is completed, the controller selects the control method described in any of the above embodiments based on the current vehicle posture (such as the degree of pre-correction offset) and restarts the roller conveyor transmission, position detection, and state adjustment process until the vehicle is aligned.

[0099] This application embodiment significantly improves the stability, accuracy, and automation level of the alignment system under abnormal limit scenarios through multi-roller coordinated retraction, targeted limit compensation, and layered processing logic for secondary alignment. Compared to a single-roller retraction scheme, controlling all rollers to run synchronously in reverse for a fourth duration (with controllable duration) avoids exacerbating vehicle body tilt or offset caused by single-roller retraction, ensuring the vehicle smoothly retracts to a safe range. The degree of offset is quantified by the difference between the fifth and first durations, and the limit compensation duration is calculated using the limit compensation coefficient. Then, the second roller is controlled to perform limit compensation, which can specifically pre-correct residual offset after retraction, avoiding the need for direct re-alignment. Because the initial offset is too large, the secondary trigger limit or correction is incomplete, which greatly reduces the difficulty and time consumption of the subsequent centering process. Finally, the control method is re-executed, and the final correction can be completed by using the accurate detection and dynamic adjustment logic of the previous scheme. This forms a complete closed loop of abnormal triggering, coordinated backoff, pre-compensation, and accurate centering. No manual intervention is required to adjust the vehicle position, which significantly reduces labor costs and operational errors. At the same time, it improves the centering accuracy after abnormal handling, avoids the collision between the vehicle and the garage equipment due to residual offset, shortens the total time of abnormal handling, and further ensures the operating efficiency and safety of the automated parking garage. This makes the centering system more reliable and practical in complex abnormal scenarios.

[0100] In some embodiments, if the first roller conveyor is stopped when the wheel reaches the set position on the first roller conveyor, the third coefficient is used as the limit compensation coefficient; if the first roller conveyor is stopped when the wheel reaches the set position on the second roller conveyor, the fourth coefficient is used as the limit compensation coefficient, and the third coefficient is less than the fourth coefficient.

[0101] The third coefficient refers to the limit compensation coefficient used when the first roller conveyor stops running when its own wheel reaches the set position. This coefficient is relatively small and suitable for situations with low deviation due to limit anomalies. The fourth coefficient refers to the limit compensation coefficient used when the first roller conveyor stops running when the second roller conveyor's wheel reaches the set position. This coefficient is relatively large and suitable for situations with high deviation due to limit anomalies. The value of the limit compensation coefficient is dynamically adjusted according to the stopping time of the first roller conveyor to ensure that the compensation force matches the deviation risk in limit anomaly scenarios.

[0102] First, the stop trigger condition of the first roller conveyor is identified. When the wheel on the first roller conveyor reaches its corresponding set position and triggers the positioning sensor, the controller immediately controls the first roller conveyor to stop running (without waiting for the wheel on the second roller conveyor to arrive). At this time, because the first roller conveyor stops early, it does not continue to drive the wheel that has arrived to move. Even if the limit sensor is triggered later, the overall deviation of the vehicle body is relatively small. Therefore, the preset third coefficient (smaller value) is determined as the current limit compensation coefficient and used to calculate the limit compensation duration later.

[0103] Secondly, if the wheel on the first roller reaches the set position and triggers the positioning sensor, the controller does not stop immediately, but continues to run until the wheel on the second roller reaches the set position before controlling the first roller to stop. At this time, because the first roller continues to run before the second roller reaches the position, it is easy to drive the wheel that has reached the position to move, which will aggravate the vehicle body deviation. Even if the limit sensor is triggered later, the deviation will be more serious. Therefore, the preset fourth coefficient (larger value) is determined as the current limit compensation coefficient.

[0104] This application embodiment achieves precise matching between compensation intensity and offset risk in abnormal limit scenarios by setting limit compensation coefficients differently according to the stopping time of the first roller conveyor (the third coefficient is less than the fourth coefficient): the first roller conveyor stops when its own wheels are in place, the vehicle body offset is small and the risk is low, and the smaller third coefficient can avoid overcompensation causing new deviations and reduce roller conveyor energy consumption and mechanical wear; the first roller conveyor stops only when the wheels of the second roller conveyor are in place, the vehicle body offset is large and the risk is high, and the larger fourth coefficient can ensure sufficient compensation and avoid secondary triggering of limit or incomplete correction during subsequent re-alignment.

[0105] In some embodiments, a vehicle centering device includes: two roller conveyors arranged in parallel, one of which is used to receive the front wheels of a vehicle and the other is used to receive the rear wheels of a vehicle; a position sensor for determining whether a vehicle on the roller conveyor has reached a set position, each roller conveyor corresponding to a set position, and the straight line between the two set positions being perpendicular to each roller conveyor; and a control unit for executing the control method of any one of the above embodiments.

[0106] In some embodiments of this application, the vehicle alignment device further includes a vehicle detector for sensing whether a vehicle exists on the roller conveyor; if the vehicle detector senses that a vehicle exists on the roller conveyor for a preset duration, the control method of any one of the above embodiments is executed.

[0107] Figure 6 A computer device structural block diagram is shown for a method of controlling a vehicle centering device according to an embodiment of this application.

[0108] It should be noted that, Figure 6The computer device 800 shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0109] like Figure 6 As shown, the computer device 800 includes a central processing unit (CPU) 801, which can perform various appropriate actions and processes based on programs stored in read-only memory (ROM) 802 or programs loaded from storage section 808 into random access memory (RAM). The RAM 803 also stores various programs and data required for device operation. The CPU 801, ROM 802, and RAM 803 are interconnected via a bus 804. An input / output interface 805 (I / O interface) is also connected to the bus 804.

[0110] The following components are connected to the input / output interface 805: an input section 806 including a keyboard, mouse, etc.; an output section 807 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 808 including a hard disk, etc.; and a communication section 809 including a network interface card such as a local area network card, modem, etc. The communication section 809 performs communication processing via a network such as the Internet. A drive 810 is also connected to the input / output interface 805 as needed. A removable medium 811, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., is installed on the drive 810 as needed so that computer programs read from it can be installed into the storage section 808 as needed.

[0111] Specifically, according to embodiments of this application, the processes described in the various method flowcharts can be implemented as computer software programs. For example, embodiments of this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 809, and / or installed from removable medium 811. When the computer program is executed by central processing unit 801, it performs the various functions defined in the device of this application.

[0112] It should be noted that the computer-readable medium shown in the embodiments of this application can be a computer-readable signal medium, a computer-readable storage medium, or any combination thereof. A computer-readable storage medium can be, for example,—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor device, apparatus, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution device, apparatus, or apparatus. In this application, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such transmitted data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. The computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution device, apparatus, or apparatus. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0113] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of devices, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, may be implemented using a dedicated hardware-based device that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0114] It should be noted that although several modules or units for the device used to perform actions have been mentioned in the detailed description above, this division is not mandatory. In fact, according to the embodiments of this application, the features and functions of two or more modules or units described above can be embodied in one module or unit. Conversely, the features and functions of one module or unit described above can be further divided and embodied by multiple modules or units.

[0115] Through the above description of the embodiments, those skilled in the art will readily understand that the exemplary embodiments described herein can be implemented by software or by combining software with necessary hardware. Therefore, the technical solutions according to the embodiments of this application can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (such as a CD-ROM, USB flash drive, external hard drive, etc.) or on a network, including several instructions to cause a computing device (such as a personal computer, server, touch terminal, or network device, etc.) to execute the methods according to the embodiments of this application.

[0116] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein.

[0117] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A control method for a vehicle centering device, characterized in that, The vehicle centering device includes: Two roller conveyors are set up in parallel. One of the roller conveyors is used to support the front wheels of the vehicle, and the other is used to support the rear wheels of the vehicle. A position sensor is used to determine whether a vehicle on the roller conveyor has reached a set position. Each roller conveyor corresponds to a set position, and the straight line between the two set positions is perpendicular to each roller conveyor. The control method includes: Control the two roller conveyors to operate separately and transport the vehicles on the roller conveyors to the set position; The first roller conveyor is designated as the roller conveyor that triggers the vehicle's positioning sensor. The duration for which the first roller conveyor triggers the vehicle's positioning sensor is designated as the first duration. The other roller conveyor is designated as the second roller conveyor. The duration during which the second roller conveyor triggers the vehicle's positioning sensor is defined as the second duration; wherein, when the second roller conveyor triggers the vehicle's positioning sensor, the first roller conveyor is in a stopped state; The operating state of the second roller conveyor is adjusted based on the difference between the second duration and the first duration to center the vehicle.

2. The control method according to claim 1, characterized in that, Adjusting the operating state of the second roller conveyor based on the difference between the second duration and the first duration includes: If the difference between the second duration and the first duration is less than or equal to a set threshold, the second roller conveyor will be stopped. If the difference between the second duration and the first duration is greater than the set threshold, then the compensation duration is calculated based on the compensation coefficient. The second roller conveyor stops operating after the compensation period is controlled.

3. The control method according to claim 2, characterized in that, The control method further includes: If the first roller conveyor causes the vehicle to trigger the positioning sensor, and the first roller conveyor is controlled to stop running, then the first value is used as the set threshold. If the second roller conveyor causes the vehicle to trigger the positioning sensor, and controls the first roller conveyor to stop running, then the second value is used as a set threshold, and the first value is greater than the second value.

4. The control method according to claim 2, characterized in that, The control method further includes: If the first roller conveyor causes the vehicle to trigger the positioning sensor, and the first roller conveyor is controlled to stop running, then the first coefficient is used as the compensation coefficient. If the second roller conveyor causes the vehicle to trigger the positioning sensor, and controls the first roller conveyor to stop running, then the second coefficient is used as the compensation coefficient, and the first coefficient is less than the second coefficient.

5. The control method according to claim 1, characterized in that, The vehicle centering device also includes a limit sensor; The control method further includes: If a vehicle on the roller conveyor triggers the limit sensor, an alarm is issued and the roller conveyor is stopped.

6. The control method according to claim 5, characterized in that, The control method further includes: If a vehicle on the roller conveyor triggers the limit sensor, the first roller conveyor is controlled to run in reverse for a third duration, the third duration being shorter than the first duration. The control method as described in any one of claims 1 to 5 is re-executed to center the vehicle.

7. The control method according to claim 1, characterized in that, The vehicle alignment device also includes a vehicle detector for sensing whether a vehicle is present on the roller conveyor. The control method further includes: If a vehicle detector detects a vehicle on the roller conveyor for a preset duration, the control method described in any one of claims 1 to 6 is executed.

8. A vehicle centering device, characterized in that, include: Two roller conveyors are set up in parallel. One of the roller conveyors is used to support the front wheels of the vehicle, and the other is used to support the rear wheels of the vehicle. A position sensor is used to determine whether a vehicle on the roller conveyor has reached a set position. Each roller conveyor corresponds to a set position, and the straight line between the two set positions is perpendicular to each roller conveyor. A control unit is used to execute the control method according to any one of claims 1 to 7.

9. A control device for a vehicle centering mechanism, comprising a memory, a processor, and a readable program stored in the memory, characterized in that, The processor executes the readable program to implement the control method according to any one of claims 1 to 7.

10. A readable storage medium, characterized in that, It stores a readable program / instruction, which, when executed by a processor, implements the control method according to any one of claims 1 to 7.

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