Centering device of carrier roller carrier

Abstract

The utility model discloses a centering device for a carrier roller carrier, which belongs to the technical field of stereo garages and comprises a front wheel carrier roller group and a rear wheel carrier roller group which are mounted on a carrier frame and are respectively driven by a carrying power mechanism. The front wheel carrier roller set and the rear wheel carrier roller set each comprise a plurality of carrier rollers arranged in parallel, the axis of a vehicle tire is parallel to the plane where the axes of all the carrier rollers are located, a swing arm driven by a centering stop power mechanism is arranged on one side of the carrier frame, and a centering stop roller is rotationally installed on the swing arm. The alignment stop roller is arranged at the end of the front wheel carrier roller set or the end of the rear wheel carrier roller set, and the carrying power mechanism and the alignment stop power mechanism are both connected with a control unit. The utility model solves the technical problem that vehicle tire treads or hubs are easy to damage in a mechanical forced pushing centering mode, and is widely applied to stereo garages.

Description

Technical Field

[0001] The utility model belongs to the technical field of stereo garages, and in particular relates to a roller carrier centering device. Background Art

[0002] During the process of storing and retrieving vehicles in the three-dimensional parking equipment, a carrier is needed to carry the vehicle. In order to ensure the accurate position of the vehicle on the carrier, a centering mechanism is usually required to be set on the carrier. The existing centering mechanisms all adopt mechanical forced pushing, using a push rod to push the tires of the vehicle to force the vehicle to straighten. This method is likely to cause damage to the tire tread or wheel hub of the vehicle, and the structure of this mechanical centering mechanism is complex and the control is cumbersome.

[0003] Therefore, in the field of stereo garage technology, there is still a need for research and improvement on the roller carrier centering device, which is also a research hotspot and focus in the current stereo garage technology field, and is also the starting point for the completion of the present utility model. Utility Model Content

[0004] Therefore, the technical problem to be solved by the utility model is to provide a roller carrier centering device to solve the technical problem that the mechanical forced pushing centering method easily causes damage to the vehicle tire tread or wheel hub.

[0005] In order to solve the above technical problems, the technical solution of the utility model is: a roller conveyor centering device, comprising a front wheel roller group and a rear wheel roller group installed on a conveyor frame and driven by a conveying power mechanism respectively, a vehicle stop mechanism is provided at one end of the conveyor frame, the front wheel roller group and the rear wheel roller group each include a plurality of parallel rollers, the axis of the vehicle tire is arranged parallel to the plane where the axes of all rollers are located, a swing arm driven by a centering stop power mechanism is provided on one side of the conveyor frame, a centering stop roller is rotatably installed on the swing arm, the axis of the centering stop roller is parallel to the axis of the roller, the centering stop roller is arranged at the end of the front wheel roller group or the rear wheel roller group, and the conveying power mechanism and the centering stop power mechanism are both connected to a control unit.

[0006] As an improvement, an in-place detection sensor is provided on the carrier frame at one side of the centering stop roller, and the in-place detection sensor is connected to the control unit.

[0007] As a further improvement, the vehicle stopping mechanism comprises a stopper bar mounted on the carrier frame, a plurality of rollers are rotatably mounted on the stopper bar, and the axes of the rollers are arranged perpendicularly to the plane where the axes of all the rollers are located.

[0008] As a further improvement, a guide mechanism for guiding the vehicle onto the roller is provided at one end of the carrier frame away from the vehicle stopping mechanism.

[0009] As a further improvement, the guide mechanism includes two guide members fixedly mounted on the carrier frame, the two guide members are opposite and wedge-shaped, and the distance between the two guide members toward one end of the roller is smaller than the distance between the two guide members away from the one end of the roller.

[0010] As a further improvement, the two guide members are symmetrically arranged about the symmetry center line, and the vertical distance from the end of the guide member facing one end of the roller to the symmetry center line is smaller than the minimum vertical distance from the surface of the centering stop roller to the symmetry center line.

[0011] After adopting the above technical solution, the beneficial effects of the utility model are:

[0012] (1) The embodiment of the utility model uses the rotation of the roller to drive the vehicle to translate, and completes the centering at the position of the center stop roller. Compared with the traditional rigid forced centering, the utility model is a flexible centering, which avoids damaging the tread and hub of the wheel.

[0013] (2) Since the roller is provided on the barrier rod, the tread of the tire abuts against the roller. When the vehicle moves along the axial direction of the tire, the roller rotates due to friction, and rolling friction is formed between the tire and the roller, which reduces the friction force and effectively protects the tread of the vehicle tire.

[0014] (3) Since the carrier frame is provided with a guide mechanism, after the vehicle enters the carrier frame, when the vehicle is traveling in a straight line, the wheels will not press the centering stop roller, thereby preventing the centering stop roller from being unable to flip over and thus failing to center the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the implementation of the utility model or the technical solution in the prior art, the following is a brief introduction to the drawings required for the implementation or the prior art description. Obviously, the drawings in the following description are only exemplary, and for ordinary technicians in this field, other implementation drawings can be derived from the provided drawings without creative work.

[0016] The structures, proportions, sizes, etc. illustrated in this specification are only used to match the contents disclosed in the specification so as to facilitate understanding and reading by persons familiar with the technology. They are not used to limit the conditions under which the present invention can be implemented, and therefore have no substantial technical significance. Any structural modification, change in proportion or adjustment in size shall still fall within the scope of the technical contents disclosed in the present invention without affecting the effects and purposes that can be achieved by the present invention.

[0017] Figure 1 It is a structural schematic diagram of an embodiment of the utility model;

[0018] Figure 2 yes Figure 1 Schematic diagram of the structure viewed from above;

[0019] Figure 3 It is a schematic diagram of the installation structure of the stop roller in the embodiment of the utility model;

[0020] Figure 4 yes Figure 1 A is a schematic diagram of the partially enlarged structure of the middle part;

[0021] In the figure: 1. carrier frame, 2. front wheel roller group, 3. rear wheel roller group, 4. vehicle stop mechanism, 401. stop rod, 402. roller, 5. center stop mechanism, 501. crank connecting rod assembly, 502. swing arm, 503. center stop roller, 6. in-position detection sensor, 7. tire, 8. roller. DETAILED DESCRIPTION

[0022] The following is a specific embodiment of the present invention. People familiar with the technology can easily understand the other advantages and functions of the present invention from the contents disclosed in this specification. Obviously, the described embodiment is a part of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0023] The terms such as "front", "back", "left", "right", "inside", "outside", "middle", etc. cited in this specification are only for the convenience of description and are not intended to limit the scope of application of the present invention. Changes or adjustments to their relative relationships shall be regarded as within the scope of application of the present invention without substantially changing the technical content.

[0024] like Figure 1 and Figure 2 As shown, the utility model provides a roller carrier centering device, including a front wheel roller group 2 and a rear wheel roller group 3 installed on a carrier frame 1 and driven by a transport power mechanism respectively. A vehicle stop mechanism 4 is provided at one end of the carrier frame 1. The front wheel roller group 2 and the rear wheel roller group 3 each include a plurality of rollers 8 arranged in parallel. The axis of the vehicle tire 7 is arranged parallel to the plane where the axes of all the rollers 8 are located. Here, the transport power mechanism is preferably a transport motor, and the transport motor is connected to the rollers 8 through a chain drive. In order to follow the principle of "whoever is in place stops", the front wheel roller group 2 and the rear wheel roller group 3 each use a transport motor, the front wheel of the vehicle is located at the front wheel roller group 2, and the rear wheel of the vehicle is located at the rear wheel roller group 3. The rollers 8 are driven to rotate by the transport power mechanism, thereby driving the vehicle to move horizontally, as shown in FIG. Figure 3As shown, a centering stop mechanism 5 is provided on one side of the carrier frame 1, and the centering stop mechanism 5 includes a swing arm 502 driven by a centering stop power mechanism, and the swing arm 502 is rotatably mounted on the carrier frame 1 through a hinge shaft, and the hinge shaft is located in the middle of the swing arm 502, and the hinge shaft can be used as the shaft end of the adjacent roller 8, and the centering stop power mechanism includes a crank connecting rod assembly 501 driven by a centering motor, and the end of the crank connecting rod assembly 501 is hinged to one end of the swing arm 502, and the swing arm 502 is rotatably mounted. There is a centering stop roller 503, which is arranged on the end of the swing arm 502 away from the crank connecting rod assembly 501. The axis of the centering stop roller 503 is parallel to the axis of the roller 8. The centering stop roller 503 is arranged at the end of the front wheel roller group 2 or the rear wheel roller group 3. Usually, a group of centering stop rollers 503 are arranged at the ends of the front wheel roller group 2 and the rear wheel roller group 3 to ensure the centering of the front and rear wheels of the vehicle. The transport power mechanism and the centering stop power mechanism are both connected to the control unit. An in-place detection sensor 6 is provided on one side of the centering stop roller 503 on the transporter frame 1. The in-place detection sensor 6 is preferably a diffuse reflection photoelectric switch, an ultrasonic detector, a laser radar, etc. Those skilled in the art can choose to use it according to their needs, and will not be repeated here. The in-place detection sensor 6 is connected to the control unit, and the control unit is preferably a PLC programmable controller. Two in-place detection sensors 6 are provided, and the two in-place detection sensors 6 correspond to the front wheel roller group and the rear wheel roller group respectively. When the in-place detection sensor 6 corresponding to the front wheel roller group 2 detects the vehicle, the roller 8 of the front wheel roller group 2 stops rotating. When the in-place detection sensor 6 corresponding to the rear wheel roller group 3 detects the vehicle, the roller 8 of the rear wheel roller group 3 stops rotating. When both in-place detection sensors 6 detect the vehicle, it is considered that the vehicle is in place.

[0025] like Figure 4As shown, the vehicle stop mechanism 4 includes a stop rod 401 installed on the carrier frame 1, and a plurality of rollers 402 are rotatably installed on the stop rod 401. All rollers 402 are arranged in a row along the extension direction of the stop rod 401, and the axes of the rollers 402 are perpendicular to the plane where the axes of all rollers 8 are located. The existing vehicle stops are all fixed parts. When the vehicle moves along the axial direction of the tire 7, there is sliding friction between the tire 7 and the vehicle stop, which not only has a large friction force but also damages the tread of the tire 7. The utility model arranges rollers 402 on the stop rod 401, and the tread of the tire 7 abuts against the rollers 402. When the vehicle moves along the axial direction of the tire 7, the rollers 402 rotate with the friction, and rolling friction is formed between the tire 7 and the rollers 402, thereby reducing the friction force and effectively protecting the tread of the vehicle tire 7. Usually, the barrier rod 401 is connected to the front barrier power, and the barrier rod 401 can be flipped up or down. There are many ways and structures for this. Those skilled in the art can refer to the existing technology to achieve it, and will not be repeated here. When the vehicle enters the carrier frame 1, the barrier rod 401 flips up to block the vehicle from exceeding the front limit position. When the vehicle drives out of the carrier frame 1, the barrier rod 401 falls down and the vehicle drives out.

[0026] like Figure 1 As shown, a guide mechanism for guiding the vehicle to enter the roller 8 is provided on the end of the carrier frame 1 away from the vehicle stop mechanism 4, and the guide mechanism includes two guide members fixedly mounted on the carrier frame 1, the two guide members are opposite and wedge-shaped, and the distance between the two guide members at the end facing the roller 8 is smaller than the distance between the two guide members at the end away from the roller 8. Under the guidance of the guide members, the vehicle can smoothly enter the appropriate area of ​​the carrier frame 1, and the two guide members are symmetrically arranged about the symmetry center line, and the vertical distance from the end of the guide member at the end facing the roller 8 to the symmetry center line is smaller than the minimum vertical distance from the surface of the centering stop roller 503 to the symmetry center line, that is, after the vehicle enters the carrier frame 1, when driving in a straight line, the wheels will not press on the centering stop roller 503, thereby avoiding the centering stop roller 503 being unable to flip over and the vehicle being unable to be centered.

[0027] When in use, the stop bar 401 is turned up, and the vehicle enters the carrier frame 1 under the guidance of the guide member. After the vehicle reaches the position of the stop bar 401, the sensor there reminds the owner that the vehicle is in place, and the vehicle enters the centering process. At this time, the stop bar 401 does not fall, and the centering stop roller 503 is turned up. The control unit controls the roller 8 to roll at a certain speed, driving the vehicle to move in the direction of the centering stop roller 503. When the vehicle moves to the centering stop roller 503, the centering stop roller 503 blocks the tire 7. At the same time, the in-place detection sensor 6 detects that the vehicle has been transported to this position, and the device defaults to the vehicle being centered. The utility model uses the roller 8 to rotate and drive the vehicle to translate to the position of the centering stop roller 503 to complete the centering. Compared with the traditional rigid forced centering, the utility model is a flexible centering, which avoids damaging the tread and hub of the wheel.

[0028] Although the utility model has been described in detail above with general descriptions and specific embodiments, it is obvious to those skilled in the art that some modifications or improvements can be made to the utility model. Therefore, these modifications or improvements made without departing from the spirit of the utility model are within the scope of protection claimed by the utility model.

Claims

1. A roller carrier centering device, comprising a front wheel roller group and a rear wheel roller group mounted on a carrier frame and driven by a transport power mechanism respectively, a vehicle stop mechanism is provided at one end of the carrier frame, the front wheel roller group and the rear wheel roller group each comprising a plurality of rollers arranged in parallel, characterized in that: The axis of the vehicle tire is arranged parallel to the plane where the axes of all rollers are located. A swing arm driven by a center stop power mechanism is provided on one side of the transporter frame. A center stop roller is rotatably mounted on the swing arm. The axis of the center stop roller is parallel to the axis of the roller. The center stop roller is arranged at the end of the front wheel roller group or the rear wheel roller group. The transport power mechanism and the center stop power mechanism are both connected to a control unit.

2. The roller carrier centering device according to claim 1, characterized in that: An in-position detection sensor is provided on the carrier frame at one side of the centering stop roller, and the in-position detection sensor is connected to the control unit.

3. The roller carrier centering device according to claim 1, characterized in that: The vehicle stopping mechanism comprises a stopper rod mounted on the carrier frame, a plurality of rollers are rotatably mounted on the stopper rod, and the axes of the rollers are arranged perpendicularly to the plane where the axes of all the rollers are located.

4. The roller carrier centering device according to claim 1, 2 or 3, characterized in that: A guide mechanism for guiding the vehicle onto the roller is provided on one end of the carrier frame away from the vehicle stopping mechanism.

5. The roller carrier centering device according to claim 4, characterized in that: The guide mechanism comprises two guide members fixedly mounted on the carrier frame, the two guide members are opposite and wedge-shaped, and the distance between the two guide members at one end facing the roller is smaller than the distance between the two guide members at one end away from the roller.

6. The roller carrier centering device according to claim 5, characterized in that: The two guide members are symmetrically arranged about the symmetry center line, and the vertical distance from the end of the guide member facing one end of the roller to the symmetry center line is smaller than the minimum vertical distance from the surface of the centering stop roller to the symmetry center line.

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