A system for laterally pushing vehicles

Abstract

This invention includes: roller devices 1 and 2 symmetrically arranged along the longitudinal centerline of the vehicle platform, located at the front end and roller devices 3 and 4 at the rear end; each roller device includes several follower rollers, a set of pushing components, and a corresponding driving device, including a stop device to prevent movement during vehicle misalignment, and a control device; the pushing component includes an externally pushed, slidable pushing member composed of a contact element and a pushing body, a limiting unit to limit the sliding distance, a reset unit to separate after the external force is removed, and a contact detection unit to detect the status; the end component of the linear displacement output of the driving device is mechanically connected to the pushing body of the roller device, and the vehicle is pushed towards the centering direction by the front and rear driving devices with the longitudinal centerline of the vehicle platform as the symmetrical point of view and the same speed and opposite linear displacement; features include no vehicle position detection device; no wheel and tire wear; extended functions include increasing the width of the entrance and exit for vehicle lateral offset; suitable for new products and the upgrading and transformation of old equipment.

Description

Technical Field

[0001] This invention relates to the field of parking equipment technology, specifically to a system for laterally pushing vehicles installed on the platform of a parking equipment. This system can automatically center and displace vehicles parked on the platform without tire friction or wear; furthermore, it can also perform lateral offset to increase the width of entrances and exits. Background Technology

[0002] Parking equipment is widely used in China. However, the width of the parking platform and the width of the entrance / exit of parking equipment are relatively small. In recent years, the number of new energy vehicles has grown rapidly, and the body width of new energy vehicles is significantly wider than that of the same model of fuel vehicle, making the problem of vehicles entering and exiting parking equipment more prominent. If a vehicle is misaligned when parked, the difficulty of entering and exiting is further increased. To solve this problem, the industry has proposed a solution that uses a driven roller to drive the wheel displacement by friction with the tires, thereby causing the vehicle to move in the correct direction. This includes the solutions disclosed in CN118008025A, entitled "A Wide Inner Width Automatic Correction and Centering Lifting and Transverse Parking Equipment and its Usage Method" and CN223434147U, entitled "An Automatic Correction Platform". These solutions have been applied to new products. In practice, it has been found that similar solutions do solve the problem of vehicle centering when parking, but at least the following three problems exist. The first is that the increased manufacturing cost is relatively large. Taking lifting and traversing parking equipment as an example, the price of new products using similar solutions is currently about 1.5 times that of the original products. Even considering the premium of patented technology, the actual cost of the vehicle platform is almost 1.5 times that of the original, which is an indisputable fact. Secondly, the reliability of using photoelectric detection devices for vehicle position detection is poor, and it requires frequent maintenance and adjustment. Thirdly, due to the large mass of the vehicle, the displacement driven by the powered rollers relies on friction, which easily causes tire wear (especially during startup). To address the first and second problems mentioned above, the industry has proposed a solution with publication number CN120968318A, entitled "A Vehicle Position Adjustment and Internal Lateral Movement Widening Mechanism." Although this solution has high reliability in its detection method and relatively low manufacturing cost, it still uses a powered roller drive and fails to solve the tire wear problem. Clearly, if a new solution can be found that further reduces manufacturing costs and addresses the shortcomings of existing technologies (including reducing or even avoiding tire wear), enabling automatic vehicle adjustment and even providing more functions, it will create healthy competition among products and effectively promote the widespread application of parking equipment. Summary of the Invention

[0003] Therefore, the technical problem to be solved by the present invention is to find a solution that can reduce or even avoid tire wear, achieve automatic centering and parking of vehicles, and has low manufacturing or modification costs.

[0004] To address the aforementioned issues, and based on the longitudinal layout of the vehicle platform, the present invention provides a basic scheme for a system for laterally pushing vehicles, comprising a roller device, a drive device, a centering completion detection device, a stop device, and a control device.

[0005] The roller devices are symmetrically arranged on the longitudinal centerline of the vehicle board, and there are four sets in total. They are roller device one and roller device two located at the front end, and roller device three and roller device four located at the rear end. Each roller device includes several follower rollers and a set of pushing components.

[0006] The centerline of the follower roller is parallel to the longitudinal centerline of the vehicle plate, and the upper surface forms a bearing plane. In order to achieve stable bearing, the center distance between any two follower rollers is less than the minimum width of the vehicle wheel. The number and position of the rollers must ensure that the corresponding wheel can fall on the bearing plane when the vehicle is parked normally.

[0007] The pushing component, wherein the pushing member is disposed above the bearing plane, is rod-shaped or plate-shaped, parallel to the center line of the follower roller, and has a length similar to that of the follower roller.

[0008] The drive device is signal-connected to the control device and corresponds to the roller device. It is set on the vehicle board and consists of drive device one, drive device two, drive device three, and drive device four. The output end component is mechanically connected to the push component of the corresponding roller device, so that the two sets of push components located at the front end and rear end of the vehicle board can respectively perform horizontal reciprocating linear displacement with the displacement direction perpendicular to the longitudinal center line of the vehicle board, the same speed, and opposite direction. Among them, the linear displacement that drives the vehicle to automatically center is the push displacement, and the linear displacement opposite to the push displacement is the reset displacement.

[0009] The alignment completion detection device detects whether the vehicle alignment is complete.

[0010] The stop device prevents the vehicle from moving during non-automatic centering.

[0011] The control device is set up separately and connected to the equipment control system via signal; or it is integrated into the equipment operator and connected to the equipment control system via signal; or it is integrated into the equipment control system.

[0012] Based on the above and combined with mechanical common sense, it can be known that: the pushing components of roller devices one and two, which are symmetrically arranged around the longitudinal centerline of the vehicle board, perform horizontal reciprocating linear displacement with the displacement direction perpendicular to the longitudinal centerline of the vehicle board, the same speed, and opposite direction, enabling the front end of the vehicle to achieve automatic centering displacement; the pushing components of roller devices three and four, which are symmetrically arranged around the longitudinal centerline of the vehicle board, perform horizontal reciprocating linear displacement with the displacement direction perpendicular to the longitudinal centerline of the vehicle board, the same speed, and opposite direction, enabling the rear end of the vehicle to achieve automatic centering displacement.

[0013] That is, the pair of push components set in the center are always in a centered state during the reciprocating linear displacement process of the same speed but opposite directions.

[0014] The purpose of setting up the centering completion detection device is to stop the vehicle's displacement in time after it has completed automatic centering, so as to avoid unnecessary pressure on the wheels and tires.

[0015] The purpose of installing a stop device is to prevent or hinder unnecessary lateral displacement of the vehicle.

[0016] For new products, the control device is preferably integrated into the equipment operator or equipment control system; for the upgrading and renovation of old equipment, it is better to set up the control device separately or integrate it into the equipment operator, which can avoid making major changes to the equipment control system and save costs.

[0017] Based on the actual application scenarios of this invention and in conjunction with industry common sense, it can be seen that: First, when a vehicle is parked normally on the platform, the four wheels of the vehicle will be located on the bearing plane formed by the upper surface of the follower rollers of the four sets of roller devices.

[0018] Second, the pushing component moves horizontally back and forth under the drive of the corresponding drive device, and the area involved in the operation is located above the bearing plane of the corresponding roller device.

[0019] Third, the pushing component moves towards the corresponding wheel, and the side adjacent to the wheel first comes into contact with the tire side of the corresponding wheel; the pushing component continues to move, which will push the wheel to move, thereby causing the corresponding end of the vehicle to move synchronously; during the wheel movement, the lower surface of the tire comes into contact with the upper surface of the follower roller, causing the follower roller to roll; as can be known from mechanical common sense, rolling friction is much smaller than sliding friction, so during the automatic vehicle centering operation of the solution described in this invention, no sliding friction will be formed between the wheel tire and the follower roller, and the tire will not wear.

[0020] Fourth, the control device confirms the alignment status of the front and rear ends of the vehicle based on the operator's operation request and the detection results of the alignment completion detection device. As needed, it sends operation signals, including the direction of operation, and stop operation signals to the drive device to realize the automatic alignment displacement of the vehicle parked on the platform.

[0021] Fifth, the system's equipment operator must be equipped with a "centering" button for the operator to select automatic vehicle centering. This is essential, as automatic vehicle centering is a new function, and existing equipment operators do not have a corresponding button.

[0022] Optionally, one of the optional configurations for the push component based on the aforementioned basic scheme is as follows: the initial position of the push component is located near the middle area of ​​the vehicle panel, the direction of the push displacement is from the initial position outwards, and the endpoint position is when the vehicle completes automatic centering; the direction of the reset displacement is from the endpoint position back to the initial position.

[0023] Optionally, based on the aforementioned basic scheme, the second optional scheme for the push component is as follows: the initial position of the push component is located near the outer region of the vehicle panel, the direction of the push displacement is from the initial position to the middle region, and the endpoint position is when the vehicle completes automatic centering; the direction of the reset displacement is from the endpoint position to the initial position.

[0024] In the above scheme, the "initial position of the pushing component" refers to the position of the pushing component before the vehicle enters the platform and is parked.

[0025] Optionally, one of the drive device configuration schemes based on the aforementioned basic scheme is as follows: drive device one, drive device two, drive device three, and drive device four are each driven by four independently configured power units.

[0026] Optionally, a second configuration of the drive device based on the aforementioned basic scheme is as follows: drive device one and drive device two are driven by one power unit; drive device three and drive device three are driven by another power unit.

[0027] Optionally, a third configuration of the drive device based on the aforementioned basic scheme is as follows: the drive device one, the drive device two, the drive device three, and the drive devices are driven by the same power unit.

[0028] The three options mentioned above each have their own characteristics: The first option involves separate drives for the front left, front right, rear left, and rear right. It has many common components and, after the vehicle automatically centers and shifts, it can also make lateral shifts on the platform, increasing the width of the entrance and exit.

[0029] The second approach involves separate front-end and back-end drivers, which simplifies the structure but only enables automatic vehicle centering.

[0030] The third option can be seen as a further simplification of the second option, with the lowest cost. However, since only one power unit is used for both the front and rear ends, the displacement stops after automatic alignment is completed at either the front or rear end of the vehicle. Considering that the possibility of a difference between the shortest distance between the two front wheels and the two rear wheels is usually small, and even if there is a difference, the size will not be large, it can basically meet the requirements.

[0031] Optionally, based on the selection of the power unit and output end component of the aforementioned scheme: the power unit is selected from motor reducer and linear push rod reducer motor; the output end component of the drive device is selected from push rod, rack and pinion, screw, oscillating rod and chain.

[0032] The power unit directly drives the output terminal component; or, the output terminal component is driven through an intermediate transmission mechanism.

[0033] The intermediate transmission mechanism may be selected from one or a combination of multiple of the following: a gear transmission mechanism, a gear and rack transmission mechanism, a sprocket and chain transmission mechanism, a synchronous belt transmission mechanism, a worm gear transmission mechanism, or a planar hinge transmission mechanism.

[0034] The functions of the intermediate transmission mechanism include: increasing the number of output components, changing the output direction, converting rotational displacement into linear displacement, and transmitting power over long distances.

[0035] Based on the application scenarios of the present invention and the conventional technologies and structures in the machinery industry, it can be seen that in order to realize the reciprocating linear displacement of the pushing component of the roller device, the power unit and output end component of the drive device can be selected in a variety of combinations.

[0036] for example: The linear actuator is driven directly by a geared motor; or, the linear actuator is driven through an intermediate transmission mechanism.

[0037] The linear actuator is driven directly by a geared motor; or, the oscillating rod is driven through an intermediate transmission mechanism.

[0038] The motor reducer drives the rack via gears; or, it drives the gears via an intermediate transmission mechanism, which then drives the rack.

[0039] The motor reducer drives the screw through a nut; or, the nut is driven through an intermediate transmission mechanism, which then drives the screw.

[0040] The motor reducer drives the chain via a sprocket; or, the sprocket is driven by an intermediate transmission mechanism, which then drives the chain.

[0041] Furthermore, long-distance power transmission can be achieved using sprocket and chain or synchronous belt drive mechanisms, and the output direction can be changed using bevel gear or helical gear drive mechanisms, etc.

[0042] The above are standard technologies in the machinery industry and will not be elaborated upon here.

[0043] Since the power unit and intermediate transmission mechanism of the drive unit are relatively large, they are suitable to be set in the middle area of ​​the vehicle platform (which corresponds to the middle area of ​​the vehicle and has a high clearance height) or on the side of the vehicle platform away from the lane.

[0044] Furthermore, based on the aforementioned optional schemes for selecting the power unit and output terminal components: the motor used in the motor reducer or push rod reducer motor adopts dual-speed drive or frequency conversion drive; the entire process of the push component resetting displacement is high-speed operation, and the initial stage during the push displacement process in which all the push components are in the separated state is high-speed operation, and when any of the push components is in the attached state, it changes to low-speed operation.

[0045] The purpose of this solution is to improve the system's operating efficiency.

[0046] Optionally, according to one of the configuration schemes of the centering completion detection device based on the aforementioned basic scheme: the centering completion detection device is disposed inside the pushing component, including a contact element, a pushing body, a limiting unit, a reset unit, and a contact detection unit.

[0047] The contact member directly contacts the vehicle's wheel, is mounted on the pusher body, and allows the contact member to slide linearly or swing relative to the pusher body. The two extreme positions respectively allow the contact member and the pusher body to be in a fitted state or a separated state.

[0048] The limiting unit limits the maximum range of the separation state and ensures that the contact element is always constrained by the pushing body.

[0049] The reset unit removes the external force that drives the contact to move in the contacting direction, and the contact and the pushing body are in a separated state. Under normal working conditions, the external force is the reaction force exerted by the wheel on the contact after the contact touches the wheel. When in the contacting state, the adjacent sides of the contact and the pushing body touch and transmit force to each other. When in the separated state, the adjacent sides of the two separate and form a gap.

[0050] The contact detection unit is signal-connected to the control device and is used to detect the current state of the contact element. When the state changes, it sends a jump signal. When the contact element slides from the separated state to the forming contact state under the action of an external force, overcoming the reset force of the reset unit, the contact detection unit sends a jump signal indicating that the external force has been applied to the control device, indicating that the contact element has made effective contact with the side of the wheel tire. When there is no external force or the external force is removed, the reset force of the reset unit causes the contact element to slide from the forming contact state to the forming separation state, and the contact detection unit sends a jump signal indicating that the external force has been removed to the control device, indicating that the contact element has no effective contact with the side of the wheel tire.

[0051] This solution employs a method of directly detecting whether the pushing component has made or is about to make contact with the wheel tire. Roller devices 1 and 2 form one group, and roller devices 3 and 4 form another. When the contact detection units of roller devices 1 and 2 both issue a contact state transition signal, it indicates that the automatic alignment of the front end of the vehicle is complete, and the control device instructs drive devices 1 and 2 to stop operating. When the contact detection units of roller devices 3 and 4 both issue a contact state transition signal, it indicates that the automatic alignment of the rear end of the vehicle is complete, and the control device instructs drive devices 3 and 4 to stop operating. Because the contact state transition signal from the contact detection unit is issued immediately when the separation state changes but before actual contact is formed, it ensures that both pushing components in the same group are in a state of actual pushing.

[0052] Clearly, the pushing component of this solution is mechanically connected to the output end component of the power unit of the corresponding drive device through the pushing body; the pushing component contacts one side of the wheel tire through a contact member.

[0053] The relative linear sliding or relative swing displacement between two parts with limiting and resetting functions is a common mechanical structure, which will not be elaborated here.

[0054] Optionally, according to the second configuration scheme of the alignment completion detection device based on the aforementioned basic scheme: the alignment completion detection device includes a galvanometer connected to the control device and installed on the main circuit of the power unit that drives the drive device, and the control device is equipped with a maximum current threshold exceeding the normal drive alignment displacement.

[0055] This solution employs an indirect measurement method using current detection. Logically, the normal driving displacement of a vehicle involves pushing the wheels against rolling friction. In actual operation, only one pushing component applies force at either the front or rear end, resulting in a relatively small operating current in the corresponding power circuit. However, if the pushing component continues to move after the front or rear end of the vehicle is aligned, two aligning components will simultaneously push the vehicle in opposite directions, preventing any displacement. Because the galvanometer has high accuracy and sensitivity, and the electrical signal response is fast enough, any attempt by the pushing component to continue moving after alignment will significantly increase the current in the corresponding power circuit, exceeding a threshold and triggering an automatic disconnection of the power circuit, stopping the corresponding drive unit; alternatively, the control device may instruct the corresponding drive unit to stop operating.

[0056] A preferred approach to this scheme is to superimpose the current values ​​of the power circuits of drive device one and drive device two and then compare them with a threshold, and to superimpose the current values ​​of the power circuits of drive device three and drive device four and then compare them with a threshold, so as to further reduce the reaction time.

[0057] Additionally, if image capturing units are already installed above the front and rear ends of the vehicle platform, these units can be used to achieve the centering detection required by the present invention. Specifically, roller devices one and two form one group, and roller devices three and four form another group. During the vehicle's centering displacement operation, if the front capturing unit determines that the front-end centering is about to be completed by capturing an image, it sends a signal indicating that the front-end centering is complete to the control device, and the control device instructs drive devices one and two to stop operating. If the rear capturing unit determines that the rear-end centering is about to be completed by capturing an image, it sends a signal indicating that the rear-end centering is complete to the control device, and the control device instructs drive devices three and four to stop operating. However, it should be noted that the accuracy of this method is not very high because the pushing components are easily affected by the vehicle's outline.

[0058] Optionally, one of the stopping device configuration schemes based on the aforementioned basic scheme is as follows: the stopping device is automatically formed by a specially designed structure; specifically, the bearing plane is set horizontally in the longitudinal direction and tilted inwards in the transverse direction with the outer position slightly higher than the middle area.

[0059] Setting the load-bearing plane horizontally is the conventional practice; this design changes it to a longitudinally horizontal load-bearing plane with a lateral inward tilt. Its advantage is that after the vehicle is aligned, a centripetal force naturally converges towards the longitudinal centerline of the vehicle deck, improving the stability of the parked vehicle. Obviously, the angle between this lateral inward tilting load-bearing plane and the horizontal plane cannot be too large, otherwise it will increase the difficulty of the vehicle deck structure design and affect the normal entry and exit of the vehicle.

[0060] Optionally, a second setting scheme for the stopping device based on the aforementioned basic scheme is as follows: the stopping device is set in conjunction with the roller device, including gears, intermediate wheels, and stopping units.

[0061] The gear is fastened to one end of the follower roller, and the intermediate wheel is mounted on the vehicle plate and positioned between every two adjacent follower rollers, meshing with the two adjacent gears, so that the relevant follower rollers are connected to form a linkage mechanism through the gear and the intermediate wheel.

[0062] The stopping unit includes a fixed component and a movable component. The fixed component is fastened to the vehicle plate, and the movable component is signal-connected to the control device and is displaceable on the fixed component. The displacement includes a pendulum reciprocating displacement or a reciprocating linear displacement with two extreme positions. In one extreme position, the movable component contacts and locks at least one tooth profile of any of the gears and / or any of the intermediate wheels, so that the follower rollers located in the linkage mechanism cannot rotate freely and are in a stopped state. In the other extreme position, the movable component disengages from the gears and the intermediate wheels, and all the follower rollers can rotate freely and are in a follower state.

[0063] Clearly, the operating state of the drive device is interlocked with the function of the corresponding stop unit. When the drive device is in operation, the corresponding stop unit is in a follow-up state; when the drive device is stopped, the corresponding stop unit is in a stopped state. Therefore, the control device sends a signal according to operational needs to cause the stop unit to switch states between the two extreme positions.

[0064] Combining conventional electromechanical technology, the moving parts of the stop unit are preferably electromagnetically driven.

[0065] Optionally, a third setting scheme for the stop device based on the aforementioned basic scheme: the stop device is equipped with an operating device, which has a dedicated reset button; after the vehicle completes automatic alignment, the state is maintained until the operator presses the reset button, at which point the control device instructs the drive device of the corresponding vehicle plate to perform a reset displacement operation.

[0066] The three solutions for the above-mentioned stopping device are as follows: the first solution is to enhance the vehicle's centering effect by utilizing its own structural characteristics, thereby indirectly preventing the vehicle from misaligning; the second solution is to use a mechanical stopping method to force the follower roller to stop rotating and increase the friction force for the vehicle's misalignment, thereby preventing the vehicle from misaligning; the third solution is to set a reset button in the equipment operation box, so that the state after the vehicle is automatically aligned is maintained, keeping the vehicle in a stopped state until the reset button is pressed.

[0067] Furthermore, an advanced scheme based on one of the aforementioned basic schemes for setting up the drive device includes: the system further includes a lateral offset limiting unit and an offset reset detection unit; after the vehicle completes automatic centering and parking, the control device, according to operational requirements, instructs drive device one, drive device two, drive device three, and drive device four to simultaneously perform reciprocating linear displacement at the same speed and in the same direction, driving the vehicle to perform a lateral offset on the vehicle platform that increases the width of the entrance / exit, and an offset reset displacement from the end position of the lateral offset to the centering position; the lateral offset limiting unit is used to limit the end position of the lateral offset; the offset reset detection unit is used to detect whether the offset reset displacement is completed.

[0068] In addition to automatic vehicle centering, this solution also adds the functions of lateral vehicle offset and increasing the width of entrances and exits. Since this is a new feature, existing equipment operators do not have corresponding buttons. Therefore, the system's equipment operator must be equipped with two buttons, "Offset" and "Reset," or a single "Offset / Reset" toggle button, for the operator to select whether to offset the vehicle laterally or reset the displacement from the endpoint of the lateral offset to the intermediate position.

[0069] The lateral offset limiting unit and offset reset detection unit described in this solution are commonly used mechanisms in the mechanical industry, and will not be elaborated here.

[0070] It should be further noted that the term "mechanical connection" in all embodiments of the present invention is a conventional definition, including fastening connection, rotating connection, helical connection, or hinge connection.

[0071] The present invention provides a system for laterally pushing vehicles, which has the following advantages compared with the closest prior art.

[0072] First, there is no need to set up special vehicle position detection devices such as image capture or radar ranging, which further simplifies the control process and reduces production costs.

[0073] Second, the rolling friction generated by the lateral displacement of the vehicle on the platform using the pushing method is far less than the friction required by the roller drive method in the prior art. Therefore, the wheel tires will not wear during the vehicle displacement process in the present invention.

[0074] Third, it is equipped with a stop device to prevent unnecessary lateral displacement of the vehicle.

[0075] Fourth, the expanded functions include lateral offset and reset functions for increasing the width of entrances and exits.

[0076] Therefore, the present invention has significant differences compared with the prior art and has significant improvements in performance.

[0077] It should be further noted that the solution of the present invention can be applied to both new products and the upgrading and transformation of existing equipment, thus further expanding the scope of application. Attached Figure Description

[0078] To more clearly illustrate the specific embodiments of the present invention or the solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0079] Figures 1 to 5 This is a schematic diagram of the operation of an embodiment of the automatic vehicle centering system in which the pushing component is located near the middle of the vehicle platform.

[0080] In the diagram: 01-Roller device one; 02-Roller device two; 03-Roller device three; 04-Roller device four; 05-Car platform; 06-Longitudinal center line of the car platform; 10-Follower roller mechanism one; 11-Pushing component one; 20-Follower roller mechanism two; 21-Pushing component two; 30-Follower roller mechanism three; 31-Pushing component three; 40-Follower roller mechanism four; 41-Pushing component four; 71-Left front wheel; 72-Right front wheel; 73-Left rear wheel; 74-Right rear wheel; 75-Front wheel center line; 76-Rear wheel center line; C0-Initial position of left front wheel; D0-Initial position of right front wheel; E0-Initial position of left rear wheel; F0-Initial position of right rear wheel; G0-Initial position of pushing component one; H0 - Initial position of push component 2; J0 - Initial position of push component 3; K0 - Initial position of push component 4; G1 - Step 1 position of push component 1; H1 - Step 1 position of push component 2; J1 - Step 1 position of push component 3; K1 - Step 1 position of push component 4; G2 - Step 2 position of push component 1; H2 - Step 2 position of push component 2; J2 - Step 2 position of push component 3; K2 - Step 2 position of push component 4; G3 - Step 3 position of push component 1; H3 - Step 3 position of push component 2; J3 - Step 3 position of push component 3; K3 - Step 3 position of push component 4; L1 - Straight-line distance from the inner side of the front wheel; L2 - Straight-line distance from the inner side of the rear wheel; L3 - Initial position of the left front wheel and push component 1 Initial straight-line distance; L4 - Initial straight-line distance between the right front wheel and pusher component two; L5 - Initial straight-line distance between the left rear wheel and pusher component three; L6 - Initial straight-line distance between the right rear wheel and pusher component four; LA0 - Initial straight-line distance between the left front wheel and the longitudinal centerline of the vehicle platform; LB0 - Initial straight-line distance between the right front wheel and the longitudinal centerline of the vehicle platform; LC0 - Initial straight-line distance between the left rear wheel and the longitudinal centerline of the vehicle platform; LD0 - Initial straight-line distance between the right rear wheel and the longitudinal centerline of the vehicle platform; LA1 - Straight-line distance between the left front wheel and the longitudinal centerline of the vehicle platform in step one; LB1 - Straight-line distance between the right front wheel and the longitudinal centerline of the vehicle platform in step one; LC1 - Straight-line distance between the left rear wheel and the longitudinal centerline of the vehicle platform in step one; LD1 - Straight-line distance between the right rear wheel and the longitudinal centerline of the vehicle platform in step one. Distance; M1 - Push distance in step one; LA2 - Straight-line distance between the left front wheel and the longitudinal center line of the vehicle platform in step two; LB2 - Straight-line distance between the right front wheel and the longitudinal center line of the vehicle platform in step two; LC2 - Straight-line distance between the left rear wheel and the longitudinal center line of the vehicle platform in step two; LD2 - Straight-line distance between the right rear wheel and the longitudinal center line of the vehicle platform in step two; M2 - Push distance in step two; LA3 - Straight-line distance between the left front wheel and the longitudinal center line of the vehicle platform in step three; LB3 - Straight-line distance between the right front wheel and the longitudinal center line of the vehicle platform in step three; LC3 - Straight-line distance between the left rear wheel and the longitudinal center line of the vehicle platform in step three; LD3 - Straight-line distance between the right rear wheel and the longitudinal center line of the vehicle platform in step three; M3 - Push distance of the front push component in step three; M4 - Push distance of the rear push component in step three.

[0081] Figure 6 This invention presents a schematic diagram showing the structure of the pushing component of two sets of roller devices, which is driven simultaneously by a vertically mounted motor reducer through a gear and rack transmission mechanism.

[0082] In the diagram: 01-Roller device one; 02-Roller device two; 05-Car plate; 06-Longitudinal center line of the car plate; 10-Follower roller mechanism one; 11-Pushing component one; 20-Follower roller mechanism two; 21-Pushing component two; 81-Motor reducer; 82-Synchronous belt drive mechanism two; 83-Gear and rack drive mechanism two; 84-Gear and rack drive mechanism one; 85-Synchronous belt drive mechanism one; H0-Initial position of pushing component two; H4-Ending position of pushing component two; G0-Initial position of pushing component one; G4-Ending position of pushing component one.

[0083] Figure 7 This invention presents a schematic diagram showing the structure of the pushing components of two sets of roller devices, which are driven by two horizontally mounted motor reducers through a gear and rack transmission mechanism.

[0084] In the diagram: 01-Roller device one; 02-Roller device two; 05-Car plate; 06-Longitudinal center line of the car plate; 10-Follower roller mechanism one; 11-Pushing component one; 20-Follower roller mechanism two; 21-Pushing component two; 91-Motor reducer one; 92-Gear and rack transmission mechanism one; 93-Motor reducer two; 94-Gear and rack transmission mechanism two; H0-Initial position of pushing component two; H4-Ending position of pushing component two; G0-Initial position of pushing component one; G4-Ending position of pushing component one.

[0085] Figure 8 This invention presents a schematic diagram showing the structure of the pushing component of two sets of roller devices, in which a motor reducer drives the two roller devices simultaneously through a screw / nut transmission mechanism.

[0086] In the diagram: 01-Roller device one; 02-Roller device two; 05-Car plate; 06-Longitudinal center line of the car plate; 10-Follower roller mechanism one; 11-Pushing component one; 20-Follower roller mechanism two; 21-Pushing component two; 81-Motor reducer; 82-Sprocket and chain drive mechanism; 83-Nut one and push rod one; 84-Screw one; 85-Screw two; 86-Nut two and push rod two; H0-Initial position of pushing component two; H4-Ending position of pushing component two; G0-Initial position of pushing component one; G4-Ending position of pushing component one.

[0087] Figure 9 , Figure 10 This invention presents a schematic diagram of the structure of a pushing component of a two-roller device, in which a motor reducer drives two sets of planar hinges through a screw / nut transmission mechanism.

[0088] In the diagram: 01-Roller assembly one; 02-Roller assembly two; 05-Car plate; 06-Longitudinal center line of the car plate; 10-Follower roller mechanism one; 11-Pushing component one; 20-Follower roller mechanism two; 21-Pushing component two; 91-Nut and slide rail; 92-Plane hinge two; 92a-Upper roller two; 92b-Fixed shaft two; 92c-Swing rod two; 92d-Lower roller two; 93-Plane hinge one; 93a-Upper roller one; 93b-Fixed shaft one; 93c-Swing rod one; 93d-Lower roller one; 94-Motor reducer; 95-Screw; H0-Initial position of pushing component two; H4-Ending position of pushing component two; G0-Initial position of pushing component one; G4-Ending position of pushing component one.

[0089] Figure 11 This invention presents a schematic diagram showing the structure of the pushing components of two sets of roller devices, each driven by a sprocket and chain transmission mechanism, using two horizontally mounted motor reducers.

[0090] In the diagram: 01-Roller assembly one; 02-Roller assembly two; 05-Car plate; 06-Longitudinal center line of the car plate; 10-Follower roller mechanism one; 11-Pushing component one; 20-Follower roller mechanism two; 21-Pushing component two; 81-Sprocket and chain transmission mechanism one; 81a-Upper drive wheel one; 81b-Motor reducer one; 81c-Lower drive wheel one; 81d-Lower chain one; 81e-Lower driven wheel one; 81f-Upper driven wheel one. Drive wheel 1; 81g - Upper chain 1; 91 - Sprocket and chain transmission mechanism 2; 91a - Upper drive wheel 2; 91b - Motor reducer 2; 91c - Lower drive wheel 2; 91d - Lower chain 2; 91e - Lower driven wheel 2; 91f - Upper driven wheel 2; 91g - Upper chain 2; H0 - Initial position of push component 2; H4 - End position of push component 2; G0 - Initial position of push component 1; G4 - End position of push component 1. Detailed Implementation

[0091] The solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0092] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. Example

[0093] like Figures 1 to 5The diagram shown is a schematic of the automatic centering operation of a vehicle with the pushing component positioned near the center of the vehicle platform, according to the present invention.

[0094] For simplicity, Figures 1 to 5 The distance dimensions are all measured and described based on the intersection of the vertical projection of the relevant components on the horizontal plane and the longitudinal centerline of the vehicle panel.

[0095] First, examine Figure 1 As shown in the figure, four sets of roller devices are symmetrically arranged around the longitudinal centerline 06 of the vehicle platform 05 (in the figure, only the follower roller mechanism represented by a thick outer frame and a mesh-like inner frame, and the pusher component represented by a long rectangular solid line are shown in each set of roller devices). These are roller device 01, represented by follower roller mechanism 10 and pusher component 11 located in the upper left corner; roller device 02, represented by follower roller mechanism 20 and pusher component 21 located in the upper right corner; roller device 03, represented by follower roller mechanism 30 and pusher component 31 located in the lower left corner; and roller device 04, represented by follower roller mechanism 40 and pusher component 41 located in the lower right corner. Among them, pusher component 11 is currently located at the initial position G0 of pusher component 1, pusher component 21 is currently located at the initial position H0 of pusher component 2, pusher component 31 is currently located at the initial position J0 of pusher component 3, and pusher component 41 is currently located at the initial position K0 of pusher component 4. There are currently no vehicles parked on vehicle board 05.

[0096] Investigation Figure 2 . Figure 2 As shown, the vehicle has been driven into and parked on the platform 05 (only the projections of four wheels on the platform 05 are shown in the figure); among them, the left front wheel 71, the right front wheel 72, the left rear wheel 73, and the right rear wheel 74 are respectively located on the bearing planes of the following roller mechanism 10, the following roller mechanism 20, the following roller mechanism 30, and the following roller mechanism 40.

[0097] As can be seen in the picture, the vehicle was not parked in the center, with the front wheels swaying and deviating laterally; the rear wheels also deviated laterally.

[0098] As shown in the figure: the initial distance from the inner side of the left front wheel 71 to the longitudinal center line 06 of the vehicle board is LA0, the initial distance from the inner side of the right front wheel 72 to the longitudinal center line 06 of the vehicle board is LB0, and the distance between the inner sides of the front wheels is L1=LA0+LB0; the initial distance from the inner side of the left rear wheel 73 to the longitudinal center line 06 of the vehicle board is LC0, the initial distance from the inner side of the right rear wheel 74 to the longitudinal center line 06 of the vehicle board is LD0, and the distance between the inner sides of the rear wheels is L2=LC0+LD0.

[0099] As shown in the figure: the initial distance between the inside of the left front wheel 71 and the pusher component 11 is L3, the initial distance between the inside of the right front wheel 72 and the pusher component 21 is L4, the initial distance between the inside of the left rear wheel 73 and the pusher component 31 is L5, and the initial distance between the inside of the right rear wheel 74 and the pusher component 41 is L6; it can be seen from the figure that L4 is greater than L3, L3 is greater than L5, and L6 is greater than L5.

[0100] Assuming the vehicle is automatically centered, pusher component 11, pusher component 21, pusher component 31, and pusher component 41 simultaneously move outward at the same linear displacement speed.

[0101] Taking the initial position of the pushing component as a reference, and ignoring the impact of swaying that may occur when the vehicle is laterally displaced, thus affecting the lateral distance, the following judgments can be made for this embodiment: Step 1: When the pushing displacement distance is L5, the pushing component 31 begins to contact the inner side of the left rear wheel 73. When the displacement continues, it will push the left rear wheel 73 outward (i.e., to the left side of the figure) and cause the right rear wheel 74 to move to the left side of the figure simultaneously.

[0102] Step two: When the pushing displacement distance is L3, the pushing component 11 begins to contact the inner side of the left front wheel 71. As the displacement continues, it will push the left front wheel 71 outward (i.e., to the left in the diagram), and cause the right front wheel 72 to move synchronously to the left in the diagram. At this time, the left rear wheel 73 and the right rear wheel 74 have moved synchronously to the left in a straight line, with a distance of L3-L5.

[0103] Step 3: When the pushing displacement distance is (L3+L4) / 2, the front end of the vehicle is aligned, the pushing component at the front end stops moving, and the pushing component at the rear end continues to move. When the displacement distance of the push component at the rear end is (L5+L6) / 2, the rear end of the vehicle is aligned and the push component at the rear end stops displacing.

[0104] Investigation Figure 3 . Figure 3 As shown in the first step above, the displacement distance of the pushing component is M1, which is equivalent to L5. The pushing component 31 in the figure begins to contact the inner side of the left rear wheel 73. When it continues to move, it will push the left rear wheel 73 outward (i.e., to the left side of the figure) and cause the right rear wheel 74 to move to the left side of the figure simultaneously.

[0105] Investigation Figure 4 . Figure 4As shown in step two above, the displacement distance of the pushing component is M2, which is equivalent to L3. The pushing component 11 in the diagram begins to contact the inner side of the left front wheel 71. When the displacement continues, it will push the left front wheel 71 outward (i.e., to the left in the diagram), and cause the right front wheel 72 to move synchronously to the left in the diagram. At this time, the left rear wheel 73 and the right rear wheel 74 have moved synchronously to the left in a straight line, with a distance of L3-L5.

[0106] Investigation Figure 5 . Figure 5 As shown in step three above, the displacement distance of the front-end pushing component is half of L3+L4. The front end of the vehicle is aligned, and the corresponding pushing component stops moving. The displacement distance of the rear-end pushing component is half of L5+L6. The rear end of the vehicle is aligned, and the corresponding pushing component stops moving.

[0107] This embodiment describes in detail the automatic vehicle centering process when the pushing component is positioned near the center of the vehicle platform. The automatic vehicle centering process when the pushing component is positioned near the outer edge of the vehicle platform can be derived from the schematic diagram and related description of this embodiment, and will not be repeated here. Example

[0108] like Figure 6 The diagram shown is a structural schematic of the pushing component of two sets of roller devices, in which a vertically mounted motor reducer drives the two sets of roller devices simultaneously through a gear and rack transmission mechanism.

[0109] Figure 6 The figure shows the front end area of ​​the vehicle panel 05. Two sets of roller devices are symmetrically arranged with respect to the longitudinal center line 06 of the vehicle panel 05. The roller device 01 is represented by the follower roller mechanism 10 and the pusher component 11 located in the upper left corner, and the roller device 02 is represented by the follower roller mechanism 20 and the pusher component 21 located in the upper right corner. The pusher component 11 is currently located at the initial position G0 of the pusher component 1, and the pusher component 21 is currently located at the initial position H0 of the pusher component 2.

[0110] As shown in the figure, the output end of the motor reducer 81, which is vertically mounted above the middle area of ​​the vehicle panel 05, is equipped with synchronous belt drive mechanism one 85 and synchronous belt drive mechanism two 82, which serve as intermediate transmission mechanisms to increase the number of output components and realize long-distance power transmission. From the specific scenario of this embodiment and combined with common sense of mechanical transmission, it can be known that synchronous belt drive mechanism one 85 and synchronous belt drive mechanism two 82 have the same structural parameters and each includes a driving pulley, a transmission belt, and a driven pulley.

[0111] As shown in the figure: the output of synchronous belt drive mechanism 85 drives gear and rack drive mechanism 84; the output of synchronous belt drive mechanism 82 drives gear and rack drive mechanism 83. From the specific scenario of this embodiment and common knowledge of mechanical transmission, it can be seen that gear and rack drive mechanism 84 and gear and rack drive mechanism 83 have the same structural parameters and respectively include a drive gear and a rack; the driven pulley of synchronous belt drive mechanism 85 is coaxially and securely mounted to the drive gear of gear and rack drive mechanism 84, and the driven pulley of synchronous belt drive mechanism 82 is coaxially and securely mounted to the drive gear of gear and rack drive mechanism 83.

[0112] As shown in the figure: the left end of the rack of gear and rack transmission mechanism 84 is mechanically connected to the pushing component 11; the right end of the rack of gear and rack transmission mechanism 83 is mechanically connected to the pushing component 21.

[0113] According to common knowledge about mechanical transmission: The motor reducer 81 rotates counterclockwise, driving the pushing component 11 to move linearly to the left through the synchronous belt drive mechanism 85 and the gear and rack drive mechanism 84, while simultaneously driving the pushing component 21 to move synchronously to the right through the synchronous belt drive mechanism 82 and the gear and rack drive mechanism 83; finally, the pushing component 11 and the pushing component 21 reach the end position G4 of the pushing component 1 and the end position H4 of the pushing component 2, respectively.

[0114] The motor reducer 81 rotates clockwise, driving the pushing component 11 to move linearly to the left and right through the synchronous belt drive mechanism 85 and the gear and rack drive mechanism 84. At the same time, it drives the pushing component 21 to move linearly to the left through the synchronous belt drive mechanism 82 and the gear and rack drive mechanism 83. Finally, the pushing component 11 and the pushing component 21 return to the initial position G0 of the pushing component 1 and the initial position H0 of the pushing component 2, respectively.

[0115] In short, the reciprocating rotation of the motor reducer 81 drives the first pushing component 11 and the second pushing component 21 to perform linear displacement at the same speed but in opposite directions.

[0116] It is obvious that the synchronous belt drive mechanism in this embodiment can be replaced by a sprocket and chain drive mechanism.

[0117] Furthermore, since the pushing force acts on the middle position of the pushing component, but the point where the pushing component contacts the wheel is not necessarily in the middle, to prevent the pushing component from deflecting or deforming, in addition to increasing the rigidity of the pushing component and the connecting parts, rollers can be installed under both ends of the pushing component, and guide rails to accommodate the sliding of the rollers can be provided at corresponding positions on the vehicle body to increase the rigidity of the related structure. Of course, increasing the number of connection points with the pushing component (for example, changing from one in the middle position to one at each end in the embodiment) also helps to improve the rigidity and stability of the pushing component. Example

[0118] like Figure 7 The diagram shows a schematic of the invention where two horizontally mounted motor reducers drive the pushing components of two sets of roller devices via a gear and rack transmission mechanism. Clearly, this embodiment does not include an intermediate transmission mechanism; the right motor reducer drives the rack via gears.

[0119] Figure 7 The figure shows the front end area of ​​the vehicle panel 05. Two sets of roller devices are symmetrically arranged with respect to the longitudinal center line 06 of the vehicle panel 05. The roller device 01 is represented by the follower roller mechanism 10 and the pusher component 11 located in the upper left corner, and the roller device 02 is represented by the follower roller mechanism 20 and the pusher component 21 located in the upper right corner. The pusher component 11 is currently located at the initial position G0 of the pusher component 1, and the pusher component 21 is currently located at the initial position H0 of the pusher component 2.

[0120] As shown in the figure, a motor reducer 91 is installed above the middle area of ​​the vehicle plate 05, and a gear and rack transmission mechanism 92 is installed at the output end; a motor reducer 93 is installed below the motor reducer 91, and a gear and rack transmission mechanism 94 is installed at the output end. From the specific scenario of this embodiment and combined with common sense of mechanical transmission, it can be known that: the structural parameters of the motor reducer 91 and the motor reducer 93 are the same; the structural parameters of the gear and rack transmission mechanism 92 and the gear and rack transmission mechanism 94 are the same, and each includes a drive gear and a rack; the drive gear of the gear and rack transmission mechanism 92 is fixedly installed on the output shaft of the motor reducer 91, and the left end of the rack is mechanically connected to the pusher component 11; the drive gear of the gear and rack transmission mechanism 94 is fixedly installed on the output shaft of the motor reducer 93, and the right end of the rack is mechanically connected to the pusher component 21.

[0121] According to common knowledge about mechanical transmission: Motor reducer 91 rotates counterclockwise, driving pusher 11 to move linearly to the left through gear and rack transmission mechanism 84; motor reducer 93 rotates clockwise at the same time, driving pusher 21 to move linearly to the right through gear and rack transmission mechanism 94; finally, pusher 11 and pusher 21 reach pusher 1's termination position G4 and pusher 2's termination position H4 respectively.

[0122] The motor reducer 91 rotates clockwise, driving the pusher 11 to move linearly to the right through the gear and rack transmission mechanism 84; at the same time, the motor reducer 93 rotates counterclockwise, driving the pusher 21 to move linearly to the left through the gear and rack transmission mechanism 94; finally, the pusher 11 and the pusher 21 return to the initial position G0 of the pusher 1 and the initial position H0 of the pusher 2, respectively.

[0123] In short, the motor reducer 1 91 and the motor reducer 2 93 work together to reciprocate, driving the pusher component 1 11 and the pusher component 2 21 to make linear displacements in the same speed but in opposite directions at the same speed.

[0124] Similar to Embodiment 2, since the pushing force acts on the middle position of the pushing component, but the point where the pushing component contacts the wheel is not necessarily in the middle position, to prevent the pushing component from deflecting or deforming, in addition to increasing the rigidity of the pushing component and the connecting parts, rollers can be installed below both ends of the pushing component, and guide rails to accommodate the sliding of the rollers can be provided at corresponding positions on the vehicle board to increase the rigidity of the related structure. Of course, increasing the number of connection points with the pushing component (for example, changing from one in the middle position in the embodiment to one at each end) also helps to improve the rigidity and stability of the pushing component. Example

[0125] like Figure 8 The diagram shown is a structural schematic of the pushing component of the present invention, in which a motor reducer drives two sets of roller devices simultaneously through two sets of screw transmission mechanisms.

[0126] Figure 8 The figure shows the front end area of ​​the vehicle panel 05. Two sets of roller devices are symmetrically arranged with respect to the longitudinal center line 06 of the vehicle panel 05. Roller device one is represented by the follower roller mechanism 10 and pusher component 11 located in the upper left corner, and roller device two is represented by the follower roller mechanism 20 and pusher component 21 located in the upper right corner. Among them, pusher component 11 is currently located at the initial position G0 of pusher component one, and pusher component 21 is currently located at the initial position H0 of pusher component two.

[0127] As shown in the figure, a sprocket and chain transmission mechanism 82 is installed at the output end of the motor reducer 81, which is horizontally mounted above the middle area of ​​the vehicle plate 05. This serves as an intermediate transmission mechanism to increase the number of output components and achieve long-distance power transmission. The left and right ends of the driven sprocket of the sprocket and chain transmission mechanism 82 are respectively fastened with screw 1 84 and screw 2 85. The right end of nut 1 and push rod 1 83 is machined with an internal thread matching screw 1 84, and the left end is mechanically connected to push component 11. The left end of nut 2 and push rod 2 86 is machined with an internal thread matching screw 2 85, and the right end is mechanically connected to push component 2 21. From the specific scenario of this embodiment and combined with common sense about mechanical transmission, it can be known that screw 1 84 and screw 2 85 have the same lead but opposite directions of rotation.

[0128] According to common knowledge about mechanical transmission: The rotation of the motor reducer 81 drives the push screw 84 and the second screw 85 to rotate synchronously through the sprocket and chain transmission mechanism 82, thereby causing the push component 11 and the push component 21 to make linear displacements in opposite directions at the same speed. The rotation of the motor reducer 81 in one direction causes the push component 11 and the push component 21 to reach the end position of push component 1 and the end position of push component 2, respectively, and the rotation in the other direction causes the push component 11 and the push component 21 to return to the initial position of push component 1, G0 and the initial position of push component 2, H0, respectively.

[0129] In short, the motor reducer 81 reciprocates and drives the first pushing component 11 and the second pushing component 21 to perform linear displacement at the same speed but in opposite directions.

[0130] It is obvious that the sprocket and chain drive mechanism in this embodiment can be replaced by a synchronous belt drive mechanism.

[0131] Examples 2 to 4 only show schematic diagrams of the drive device and roller device at the front end of the vehicle board. The drive device and roller device at the rear end of the vehicle board can be derived from the relevant descriptions.

[0132] Examples 2 to 4 only introduce several structures for driving the push component in the middle position. It can also be modified to drive at both ends of the push component. The specific implementation method can be derived from conventional mechanical transmission technology by referring to Examples 2 to 4 and related descriptions, which will not be elaborated here. Example

[0133] like Figure 9 , Figure 10 The diagram shown is a schematic representation of the structure of the pushing component of the present invention, in which a motor reducer drives two sets of planar hinges to drive two sets of roller devices through a pair of planar hinge transmission mechanisms.

[0134] First, examine Figure 9 . Figure 9The figure shows the front end area of ​​the vehicle panel 05. Two sets of roller devices are symmetrically arranged with respect to the longitudinal center line 06 of the vehicle panel 05. Roller device one is represented by the follower roller mechanism 10 and pusher component 11 located in the upper left corner, and roller device two is represented by the follower roller mechanism 20 and pusher component 21 located in the upper right corner. Among them, pusher component 11 is currently located at the initial position G0 of pusher component one, and pusher component 21 is currently located at the initial position H0 of pusher component two.

[0135] It should be noted that the reciprocating linear displacement of the pushing component must be parallel displacement. Preferably, in this embodiment, rollers with axes perpendicular to the vehicle plane are provided at both ends of the pushing component, and two grooves with centerlines perpendicular to the longitudinal centerline of the vehicle plane are provided at corresponding positions on the vehicle plane, so that when the pushing component makes a horizontal reciprocating linear displacement, it is constrained by the two grooves provided on the vehicle plane through the two rollers. For clarity, Figure 9 , Figure 10 No relevant structure is displayed.

[0136] As shown in the figure, a screw 95 is installed at the output end of the motor reducer 94, which is horizontally mounted above the middle area of ​​the vehicle plate 05; an internal thread matching the screw 95 is machined at the middle position of the nut and slide rail 91, and it is assembled on the screw 95; a horizontally set groove with its center line perpendicular to the longitudinal center line 06 of the vehicle plate is machined above the nut and slide rail 91; a horizontally set groove with its center line parallel to the longitudinal center line 06 of the vehicle plate is machined above the pushing component 11 and the pushing component 21; a planar hinge 1 93 and a planar hinge 2 92 are symmetrically arranged on the left and right sides of the longitudinal center line 06 of the vehicle plate; as shown in the figure, the planar hinge 1 93 includes a rocker arm 93c, an upper roller 93a, a fixed rotating shaft 93b, and a lower roller 93d; correspondingly, the planar hinge 2 92 includes a rocker arm Components include: 92c (upper roller 92a), 92b (fixed shaft 92b), and 92d (lower roller 92d); 93b and 92b are fixedly mounted on the vehicle plate 05, with their center lines perpendicular to the plane of the vehicle plate 05; 93c and 92c are machined with circular holes that slide to match the fixed shafts 93b and 92b, respectively, allowing them to swing horizontally around the fixed shafts 93b and 92b; 93a and 92a are respectively located on the left and right sides of the inner area of ​​the nut and slide rail 91 (currently located near the ends); 93d and 92d are respectively located in the inner areas of the slide grooves of the pusher component 11 and the pusher component 21 (currently located at the bottom).

[0137] Investigation Figure 10When the motor reducer 94 rotates, it drives the screw 95 to rotate, causing the nut and slide rail 91 to move downwards as shown in the figure, and causing the rocker arm 93c to rotate clockwise around the fixed shaft 93b. During this period, the upper end of the rocker arm 93c is constrained by the groove of the nut and slide rail 91 and moves downwards to the right, while the lower end of the rocker arm 93c is constrained by the groove of the pusher component 11 and moves upwards to the left, causing the pusher component 11 to move to the left. The displacement process is from the initial position G0 of the pusher component 1 to the final position G4 of the pusher component 1. Correspondingly, the upper end of the rocker arm 92c is constrained by the groove of the nut and slide rail 91 and moves downwards to the left, while the lower end of the rocker arm 92c is constrained by the groove of the pusher component 21 and moves upwards to the right, causing the pusher component 21 to move to the right. The displacement process is from the initial position H0 of the pusher component 2 to the final position H4 of the pusher component 2.

[0138] The reverse rotation of the motor reducer 94 will cause the first pusher 11 to move to the right, from the end position G4 of the first pusher 1 to the initial position G0; at the same time, it will cause the second pusher 21 to move to the right, from the end position H4 of the second pusher 2 to the initial position H0.

[0139] In short, the motor reducer 94 reciprocates to drive the first pushing component 11 and the second pushing component 21 to perform linear displacement at the same speed but in opposite directions. Example

[0140] like Figure 11 The diagram shown illustrates the structure of the pushing components of two sets of roller devices in this embodiment of the invention, where two horizontally mounted motor reducers drive the two sets of roller devices via a sprocket and chain transmission mechanism. This embodiment does not include an intermediate transmission mechanism.

[0141] Figure 11 The figure shows the front end area of ​​the vehicle panel 05. Two sets of roller devices are symmetrically arranged with respect to the longitudinal center line 06 of the vehicle panel 05. The roller device 01 is represented by the follower roller mechanism 10 and the pusher component 11 located in the upper left corner, and the roller device 02 is represented by the follower roller mechanism 20 and the pusher component 21 located in the upper right corner. The pusher component 11 is currently located at the initial position G0 of the pusher component 1, and the pusher component 21 is currently located at the initial position H0 of the pusher component 2.

[0142] As shown in the figure, motor reducers 81b and 91b with outputs at the top and bottom ends are respectively installed on the left and right sides of the middle area of ​​the vehicle plate 05. The output shaft of motor reducer 81b drives sprocket and chain transmission mechanism 81 and causes the pusher component 11 to move. The output shaft of motor reducer 91b drives sprocket and chain transmission mechanism 91 and causes the pusher component 21 to move.

[0143] As can be seen in the image: The sprocket and chain drive mechanism 81 includes an upper driving wheel 81a, an upper driven wheel 81f, and an upper chain 81g. The upper driving wheel 81a is fixedly mounted on the upper output shaft of the motor reducer 81b, the upper driven wheel 81f is located on the far left of the diagram, and the upper chain 81g winds around and meshes with the upper driving wheel 81a and the upper driven wheel 81f. The sprocket and chain drive mechanism 81 also includes a lower driving wheel 81c, a lower chain 81d, and a lower driven wheel 81e. The lower driving wheel 81c is fixedly mounted on the lower output shaft of the motor reducer 81b, the lower driven wheel 81e is located on the far left of the diagram, and the lower chain 81d winds around and meshes with the lower driving wheel 81c and the lower driven wheel 81e. The upper and lower ends of the pushing component 11 are mechanically connected to the upper chain 81g and the lower chain 81d at positions close to the longitudinal center line 06 of the vehicle board.

[0144] The sprocket and chain drive mechanism 291 includes an upper driving wheel 291a, an upper driven wheel 291f, and an upper chain 291g. The upper driving wheel 291a is fixedly mounted on the upper output shaft of the motor reducer 291b, the upper driven wheel 291f is located on the far right of the diagram, and the upper chain 291g winds around and meshes with the upper driving wheel 291a and the upper driven wheel 291f. The sprocket and chain drive mechanism 291 also includes a lower driving wheel 291c, a lower chain 291d, and a lower driven wheel 291e. The lower driving wheel 291c is fixedly mounted on the lower output shaft of the motor reducer 291b, the lower driven wheel 291e is located on the far right of the diagram, and the lower chain 291d winds around and meshes with the lower driving wheel 291c and the lower driven wheel 291e. The upper and lower ends of the pushing component 21 are mechanically connected to the upper chain 291g and the lower chain 291d at positions near the longitudinal center line 06 of the vehicle board.

[0145] According to common knowledge about mechanical transmission: The motor reducer 81b rotates counterclockwise, driving the pusher 11 to move linearly to the left through the sprocket and chain transmission mechanism 81; the motor reducer 91b rotates clockwise at the same time, driving the pusher 21 to move linearly to the right through the sprocket and chain transmission mechanism 91; finally, the pusher 11 and the pusher 21 reach the end position G4 of the pusher 1 and the end position H4 of the pusher 2, respectively.

[0146] The motor reducer 81b rotates clockwise, driving the pusher 11 to move linearly to the right through the sprocket and chain transmission mechanism 81; the motor reducer 91b rotates counterclockwise at the same time, driving the pusher 21 to move linearly to the left through the sprocket and chain transmission mechanism 91; finally, the pusher 11 and the pusher 21 return to the initial position G0 of the pusher 1 and the initial position H0 of the pusher 2, respectively.

[0147] In short, the motor reducer 81b and the motor reducer 91b work together to reciprocate, driving the pusher component 11 and the pusher component 21 to make linear displacements at the same speed but in opposite directions.

[0148] It needs to be further explained that: 1. The sprocket and chain drive mechanism shown in this embodiment is a roller chain. Obviously, a plate chain drive mechanism or a toothed chain drive mechanism can be used to replace the roller chain drive mechanism. For details, please refer to this embodiment, which will not be elaborated here.

[0149] Second, since the reciprocating linear displacement distance of the pushing component is not long, the reciprocating displacement distance of the chain in this embodiment only needs to match the reciprocating linear displacement distance of the pushing component. It is sufficient to ensure that the chain can engage with the drive wheel throughout the entire reciprocating linear displacement process of the pushing component. Therefore, to facilitate the connection of the pushing component, a linear screw can be used on one section of the chain. One end of the linear screw is connected to the pushing component with front and rear nuts and then to one end of the chain, while the other end is connected to one end of the chain.

[0150] Regarding the above embodiments, it should be further explained that: I. Each embodiment only shows the case where the pushing component is located near the middle area of ​​the vehicle panel; the case where the pushing component is located near the outer area of ​​the vehicle panel can be derived from the embodiments and will not be described in detail here.

[0151] 2. In practical applications, the same type of drive device is usually used at both the front and rear ends of the vehicle platform; however, different types of drive devices can also be used respectively.

[0152] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention, and no reference numerals in the specification should be construed as limiting the scope of the claims.

[0153] This specification uses specific examples to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. Furthermore, those skilled in the art will recognize that, based on the ideas of the present invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A system for laterally pushing a vehicle, characterized in that: Includes a roller assembly, a drive unit, a centering completion detection device, a stop device, and a control device; The roller devices are symmetrically arranged on the longitudinal centerline of the vehicle board, and there are four sets in total. They are roller device one and roller device two located at the front end, and roller device three and roller device four located at the rear end. Each roller device includes several follower rollers and a set of pushing components. The centerline of the follower roller is parallel to the longitudinal centerline of the vehicle plate, and the upper surface forms a bearing plane. The pushing component, wherein the pushing member is disposed above the bearing plane, is rod-shaped or plate-shaped, parallel to the center line of the follower roller, and has a length similar to that of the follower roller; The drive device is signal-connected to the control device and corresponds to the roller device. It is set on the vehicle board and consists of drive device one, drive device two, drive device three, and drive device four. The output end component is mechanically connected to the push component of the corresponding roller device, so that the two sets of push components located at the front and rear ends of the vehicle board can respectively perform horizontal reciprocating linear displacement with the displacement direction perpendicular to the longitudinal center line of the vehicle board, the same speed, and opposite direction. The alignment completion detection device detects whether the vehicle alignment is complete. The stop device prevents the vehicle from moving during non-automatic centering; The control device is set up separately and is connected to the equipment control system via signals. Alternatively, it can be integrated into the equipment operator and connected to the equipment control system via signals; or it can be integrated into the equipment control system.

2. The system for laterally pushing a vehicle according to claim 1, characterized in that: The initial position of the pushing component is located near the middle area of ​​the vehicle panel, the direction of the pushing displacement is from the initial position to the outer area, and the endpoint position is when the vehicle completes automatic centering; the direction of the reset displacement is from the endpoint position back to the initial position.

3. The system for laterally pushing a vehicle according to claim 1, characterized in that: The initial position of the pushing component is located near the outer region of the vehicle panel, the direction of the pushing displacement is from the initial position to the middle region, and the endpoint position is when the vehicle completes automatic centering; the direction of the reset displacement is from the endpoint position back to the initial position.

4. The system for laterally pushing a vehicle according to claim 1, characterized in that: The drive device one, drive device two, drive device three, and drive device four are each driven by four independently configured power units.

5. The system for laterally pushing a vehicle according to claim 1, characterized in that: The first and second drive devices are driven by one power unit; the third drive device is driven by another power unit.

6. The system for laterally pushing a vehicle according to claim 1, characterized in that: The drive device 1, the drive device 2, the drive device 3, and the drive device are all driven by the same power unit.

7. A system for laterally pushing a vehicle according to claims 4 to 6, characterized in that: The power unit is selected from either a motor reducer or a linear actuator reducer motor; the output end component of the drive device is selected from either a linear actuator, a rack and pinion, a screw, a oscillating rod, or a chain. The power unit directly drives the output terminal component; or, the output terminal component is driven through an intermediate transmission mechanism. The intermediate transmission mechanism may be selected from one or a combination of multiple of the following: a gear transmission mechanism, a gear and rack transmission mechanism, a sprocket and chain transmission mechanism, a synchronous belt transmission mechanism, a worm gear transmission mechanism, or a planar hinge transmission mechanism.

8. The system for laterally pushing a vehicle according to claim 7, characterized in that: The motor used in the motor reducer or push rod reducer motor is a dual-speed drive or a frequency conversion drive.

9. The system for laterally pushing a vehicle according to claim 1, characterized in that: The centering completion detection device is located inside the pushing component and includes a contact element, a pushing body, a limiting unit, a reset unit, and a contact detection unit. The contact member directly contacts the wheel of the vehicle, is mounted on the push body, and allows the contact member to slide linearly or swing relative to the push body. The two extreme positions respectively allow the contact member and the push body to be in a fitted state or a separated state. The limiting unit limits the maximum range of the separation state and ensures that the contact element is always constrained by the pushing body. The reset unit removes the external force that drives the contact to move in the fitting direction, and the contact is then separated from the pusher body. The contact detection unit is connected to the control device and is used to detect the current state of the contact. When the state changes, it sends a jump signal.

10. The system for laterally pushing a vehicle according to claim 1, characterized in that: The alignment completion detection device includes a signal connection to the control device and a galvanometer installed on the main circuit of the power unit that drives the drive device. The control device is equipped with a maximum current threshold that exceeds the normal drive alignment displacement.

11. The system for laterally pushing a vehicle according to claim 1, characterized in that: The stop device is automatically formed by a specially designed structure; specifically, the bearing plane is set horizontally in the longitudinal direction and tilted inwards in the transverse direction with the outer position slightly higher than the middle area.

12. The system for laterally pushing a vehicle according to claim 1, characterized in that: The stopping device is configured in conjunction with the roller device and includes a gear, a median wheel, and a stopping unit. The gear is fastened to one end of the follower roller, and the intermediate wheel is mounted on the car plate and is disposed between every two adjacent follower rollers, meshing with the two adjacent gears, so that the relevant follower rollers are connected to form a linkage mechanism through the gear and the intermediate wheel; The stopping unit includes a fixed component and a movable component. The fixed component is fastened to the vehicle plate, and the movable component is signal-connected to the control device and is displaceable on the fixed component. The displacement includes a pendulum reciprocating displacement or a reciprocating linear displacement with two extreme positions. In one extreme position, the movable component contacts and locks at least one tooth profile of any of the gears and / or any of the intermediate wheels, so that the follower rollers located in the linkage mechanism cannot rotate freely and are in a stopped state. In the other extreme position, the movable component disengages from the gears and the intermediate wheels, and all the follower rollers can rotate freely and are in a follower state.

13. The system for laterally pushing a vehicle according to claim 1, characterized in that: The stop device is equipped with an operator, which has a dedicated reset button. After the vehicle completes automatic alignment, the state remains unchanged until the operator presses the reset button. The control device then instructs the drive device of the corresponding vehicle plate to perform a reset displacement operation.

14. The system for laterally pushing a vehicle according to claim 4, characterized in that: The system also includes a lateral offset limiting unit and an offset reset detection unit. After the vehicle completes automatic centering and parking, the control device, according to operational requirements, instructs drive device one, drive device two, drive device three, and drive device four to simultaneously perform reciprocating linear displacement at the same speed and in the same direction, driving the vehicle to perform a lateral offset on the vehicle platform that increases the width of the entrance / exit, and an offset reset displacement from the end position of the lateral offset to the centering position. The lateral offset limiting unit is used to limit the end position of the lateral offset. The offset reset detection unit is used to detect whether the offset reset displacement is completed.

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