Vehicle position adjustment and internal transverse displacement widening mechanism

Abstract

The application discloses a vehicle position adjusting and internal transverse moving and widening mechanism, which comprises a vehicle plate, a displacement unit composed of a motor speed reducer assembly, a clutch assembly, a first driving assembly and a second driving assembly, a follow-up assembly, a photographing device, a selection key and a control unit. The vehicle plate is divided into two sides by a longitudinal center line, the first driving assembly and the second driving assembly composed of a driving roller and a self-driving transmission pair are arranged on one side, and two sets of follow-up assemblies are arranged on the other side. The photographing range of the photographing device includes an area above an outer frame of the vehicle plate, and the relative position information of the vehicle on the vehicle plate is obtained. The selection key is used to determine the vehicle plate for position adjustment or the vehicle plate and the transverse moving direction for internal transverse moving and widening. The control unit instructs the operation of related components, the motor speed reducer assembly and the clutch assembly are matched, the position adjustment is realized by rotating and transversely moving the vehicle, and the width size of the entrance and exit on the driver side is significantly increased by internal transverse moving and widening. The related scheme is applied to the renewal and reconstruction of new products and equipment of lifting and transverse moving and multi-space simple lifting, and is also applied to a planar parking space.

Description

Technical Field

[0001] This application relates to the field of parking equipment technology, specifically to a vehicle position adjustment and internal lateral movement widening mechanism applied to parking equipment and flat parking spaces. Background Technology

[0002] Parking equipment is widely used in China, with lift-and-slide parking systems and simple lift-and-slide parking systems with multiple parking spaces accounting for over 70% of the market share. These two types of parking equipment are simple in design and cost-effective, but their main problem is the limited width of the entrances and exits, which severely affects the convenience of parking and retrieving vehicles. In addition, the surface parking spaces installed many years ago (especially those in basements) generally have a narrow width (usually only 2400mm), also causing difficulties in parking and retrieving vehicles. To address these problems, a technical solution called "secondary lateral movement" was proposed a few years ago. This solution can help improve the convenience of parking and retrieving vehicles to some extent, but it still has the following problems: First, the increase in entrance and exit width is limited (usually only half the width of the columns, about 75mm); second, the secondary lateral movement of the parking platform affects all parking and retrieval actions, impacting the operating efficiency of the equipment; and third, the original lateral movement detection and positioning method of the equipment needs to be modified.

[0003] In recent years, parking equipment manufacturers have proposed a technical solution to adjust the vehicle position by installing four sets of continuously arranged drive rollers, each driven by an independent power system, on the vehicle platform. However, this technical solution has the disadvantages of relatively high manufacturing costs and limited functionality, resulting in insufficient customer acceptance.

[0004] Clearly, a technical solution that comprehensively addresses the aforementioned issues with a simple structure (including: a simple lifting parking system suitable for lifting and lateral movement parking equipment, multi-space parking equipment, and flat parking spaces, simultaneously achieving vehicle position adjustment and lateral movement widening) and low manufacturing cost remains a pressing issue for the industry. Summary of the Invention

[0005] Therefore, the technical problem to be solved by this application is to find a simple lifting parking device that is applicable to lifting and traversing parking equipment, multi-car parking space settings, and flat parking spaces, which can overcome the defects of limited entrance and exit width in the prior art and realize vehicle position adjustment, and is simple, effective and low in manufacturing cost.

[0006] To address the aforementioned problems, this application provides a vehicle position adjustment and internal lateral movement widening mechanism, characterized in that it comprises: The vehicle platform supports the vehicle and is divided into a first side and a second side along the longitudinal centerline. Each of the two end areas of the first side and the second side has a wheel-bearing area, which refers to the area where the wheels are located when the vehicle is stationary or in motion.

[0007] The displacement unit includes a motor reducer assembly, a clutch assembly, a first drive assembly, and a second drive assembly; The motor reducer assembly is mounted on the vehicle plate; the clutch assembly is mounted on the output end of the motor reducer assembly; the first drive assembly and the second drive assembly are respectively mounted on the two wheel-bearing areas on the first side, including a number of continuously arranged drive rollers for bearing the wheels and a number of self-driven transmission pairs; any two adjacent drive rollers are mechanically connected through a set of self-driven transmission pairs, and the rotation of any drive roller will drive all drive rollers to rotate synchronously and in the same direction through all self-driven transmission pairs.

[0008] The follower assembly consists of two sets, which are respectively installed in the two wheel-bearing areas on the second side, including a number of continuously arranged follower rollers that carry the wheels.

[0009] A photographing device is disposed above the vehicle panel, with the shooting direction facing the vehicle panel and the shooting range including the outer frame area of ​​the vehicle panel, to obtain the relative position information of the vehicle on the vehicle panel.

[0010] The selection key, located on the operation box, is used to determine the vehicle platform whose position is being adjusted or the vehicle platform whose internal lateral movement is being widened, as well as the direction of lateral movement.

[0011] The control unit is connected to the displacement unit, the imaging device, and the selection key.

[0012] The center distance between any two adjacent drive rollers and any two adjacent follower rollers is less than the width of the wheel.

[0013] The output axis of the motor reducer assembly, the center line of the drive roller, and the center line of the follower roller are all horizontally set and parallel to the longitudinal center line of the vehicle plate. The upper planes of the drive roller and the follower roller are on the same horizontal plane.

[0014] The motor reducer assembly and the clutch assembly cooperate with each other. When the clutch assembly is in the disengaged state, the motor reducer assembly drives all the drive rollers of the first drive assembly to rotate synchronously. When the clutch assembly is in the engaged state, the motor reducer assembly drives all the drive rollers of the first drive assembly and the second drive assembly to rotate synchronously.

[0015] When the clutch assembly is disengaged, the motor reducer assembly rotates, causing all the drive rollers of the first drive assembly to rotate synchronously, so that the vehicle located on the vehicle platform rotates relative to the center point of the vehicle platform; during this period, the drive rollers of the second drive assembly and the follower rollers of the two sets of follower assemblies are all follower.

[0016] When the clutch assembly is engaged, the motor reducer assembly rotates, causing all the drive rollers of the first drive assembly to rotate synchronously, and through the clutch assembly, it causes all the drive rollers of the second drive assembly to rotate synchronously, so that the vehicle on the vehicle platform moves laterally relative to the vehicle platform; during this period, the follower rollers of both sets of follower assemblies are follower.

[0017] Optionally, according to the aforementioned vehicle position adjustment and internal lateral movement widening mechanism, the motor reducer assembly includes a bidirectional output motor reducer and a drive shaft, the output ends of the motor reducer are output end one and output end two, and the motor reducer assembly and the clutch assembly cooperate in one of the following two forms.

[0018] In Form 1, the first output end is coaxially mounted and rotates synchronously with one of the drive rollers of the first drive assembly, the second output end is coaxially mounted and rotates synchronously with the input component of the clutch assembly, and the output component of the clutch assembly is coaxially mounted and rotates synchronously with one of the drive rollers of the second drive assembly via the transmission shaft.

[0019] In the second form, the motor reducer assembly further includes a first power transmission pair and a second power transmission pair; the first output end drives the first power transmission pair to rotate, the output end of the first power transmission pair is coaxially mounted and rotates synchronously with one of the drive rollers of the first drive assembly, the second output end is coaxially mounted and rotates synchronously with the input component of the clutch assembly, the output component of the clutch assembly drives the second power transmission pair to rotate through the transmission shaft, and the output end of the second power transmission pair is coaxially mounted and rotates synchronously with one of the drive rollers of the second drive assembly.

[0020] The first power transmission pair and the second power transmission pair each include a main sprocket, a driven sprocket, and a chain; the chain is a roller chain or a toothed chain, and meshes with the main sprocket and the driven sprocket.

[0021] Optionally, according to the aforementioned vehicle position adjustment and internal lateral movement widening mechanism, the motor reducer assembly includes a unidirectional output motor reducer and a drive shaft, and the motor reducer assembly and the clutch assembly cooperate in one of the following three forms.

[0022] In Form 1, the output end of the motor reducer is coaxially mounted and rotates synchronously with one of the drive rollers at one end of the first drive assembly, and the input component of the clutch assembly is coaxially mounted on any drive roller at the other end of the first drive assembly. The output component of the clutch assembly is coaxially mounted and rotates synchronously with any drive roller of the second drive assembly via the transmission shaft.

[0023] In the second configuration, the motor reducer assembly further includes a first power transmission pair and a second power transmission pair; the output end of the motor reducer drives the first power transmission pair to rotate, and the output end of the first power transmission pair is coaxially mounted and rotates synchronously with one of the drive rollers of the first drive assembly; the output end of the motor reducer is also coaxially mounted and rotates synchronously with the input component of the clutch assembly, and the output component of the clutch assembly drives the second power transmission pair to rotate via the transmission shaft, and the output end of the second power transmission pair is coaxially mounted and rotates synchronously with one of the drive rollers of the second drive assembly.

[0024] Form 3, the motor reducer assembly further includes a power transmission pair 1; the output end of the motor reducer drives the power transmission pair 1 to rotate, and the output end of the power transmission pair 1 is coaxially mounted and rotates synchronously with one of the drive rollers of the first drive assembly; the output end of the power transmission pair 1 is also coaxially mounted and rotates synchronously with the input component of the clutch assembly, and the output component of the clutch assembly is coaxially mounted and rotates synchronously with one of the drive rollers of the second drive assembly via the transmission shaft.

[0025] The first power transmission pair and the second power transmission pair each include a main sprocket, a driven sprocket, and a chain; the chain is a roller chain or a toothed chain, and meshes with the main sprocket and the driven sprocket.

[0026] Clearly, all of the above solutions can achieve the goal of "the motor reducer assembly and the clutch assembly cooperating with each other, so that when the clutch assembly is in the disengaged state, the motor reducer assembly drives all the drive rollers of the first drive assembly to rotate synchronously; when the clutch assembly is in the engaged state, the motor reducer assembly simultaneously drives all the drive rollers of the first drive assembly and the second drive assembly to rotate synchronously".

[0027] Optionally, according to the aforementioned vehicle position adjustment and internal lateral movement widening mechanism, one side of the first drive component and the second drive component is defined as the starting side, and the other side is defined as the ending side.

[0028] Optionally, according to the aforementioned vehicle position adjustment and internal lateral movement widening mechanism, the self-driven transmission pair includes a main gear, an intermediate gear, and a driven gear.

[0029] The first drive roller on the starting side is defined as the first master roller; then, moving towards the ending side, the drive roller adjacent to the first master roller is the first slave roller, and the first slave roller also serves as the second master roller, and the drive roller adjacent to the second master roller is the second slave roller; the arrangement of the master rollers and slave rollers thereafter is similar.

[0030] The self-driven transmission pair that drives the first driven roller to rotate is defined as the first self-driven transmission pair, and the self-driven transmission pair that drives the second driven roller to rotate is defined as the second self-driven transmission pair; the arrangement of the subsequent self-driven transmission pairs is similar.

[0031] The first self-driven transmission pair is configured as follows: the main gear is coaxially mounted and rotates synchronously with the first main roller, the driven gear is coaxially mounted and rotates synchronously with the first driven roller, and the intermediate gear is positioned between the main gear and the driven gear, meshing with both the main gear and the driven gear respectively. The second self-driven transmission pair is configured as follows: the driven gear of the first self-driven transmission pair serves as the main gear of the second self-driven transmission pair, the driven gear of the second self-driven transmission pair is coaxially mounted and rotates synchronously with the second driven roller, and the intermediate gear is positioned between the main gear and the driven gear, meshing with both the main gear and the driven gear respectively. The configuration methods for the main gear, intermediate gear, and driven gear of subsequent self-driven transmission pairs are similar.

[0032] The feature of this technical solution is that the plurality of driving rollers of the first driving component and the second driving component are arranged continuously, and the self-driven transmission pair includes a main gear, an intermediate gear, and a driven gear.

[0033] Optionally, according to the aforementioned vehicle position adjustment and internal lateral movement widening mechanism, the self-drive transmission pair includes a main sprocket, a driven sprocket, and a chain; the chain is a roller chain or a toothed chain.

[0034] The first drive roller on the starting side is defined as the first master roller; then, moving towards the ending side, the drive roller adjacent to the first master roller is the first slave roller, and the first slave roller also serves as the second master roller, and the drive roller adjacent to the second master roller is the second slave roller; the arrangement of the master rollers and slave rollers thereafter is similar.

[0035] The self-driven transmission pair that drives the first driven roller to rotate is defined as the first self-driven transmission pair, and the self-driven transmission pair that drives the second driven roller to rotate is defined as the second self-driven transmission pair; the arrangement of the subsequent self-driven transmission pairs is similar.

[0036] The first self-driven transmission pair is configured such that the main sprocket, driven sprocket, and chain are installed coaxially with the first main roller and rotate synchronously, the driven sprocket is installed coaxially with the first driven roller and rotates synchronously, and the chain meshes with the main sprocket and driven sprocket. The second self-driven transmission pair is configured such that the main sprocket is installed coaxially with the second main roller and rotates synchronously, the driven sprocket is installed coaxially with the second driven roller and rotates synchronously, and the chain meshes with the main sprocket and driven sprocket. The configuration of the main sprocket, driven sprocket, and chain for subsequent self-driven transmission pairs follows the same principle.

[0037] The feature of this technical solution is that the plurality of drive rollers of the first drive assembly and the second drive assembly are arranged continuously, and the self-driven transmission pair includes a main sprocket, a driven sprocket, and a chain.

[0038] Optionally, according to the aforementioned vehicle position adjustment and internal lateral movement widening mechanism, the plurality of drive rollers of the first drive assembly and the second drive assembly are arranged continuously, wherein one side is defined as the starting side and the other side is the ending side; and, a follower roller is provided between any two drive rollers, which is horizontally arranged and whose center line is parallel to the longitudinal center line of the vehicle plate.

[0039] The first drive roller on the starting side is defined as the first master roller. Then, moving towards the ending side, the follower roller adjacent to the first master roller is the first follower roller, and the drive roller adjacent to the first follower roller is the first slave roller. The first slave roller also serves as the second master roller, the follower roller adjacent to the second master roller is the second follower roller, and the drive roller adjacent to the second follower roller is the second slave roller. The arrangement of the master roller, follower roller, and slave roller is then deduced in the same manner.

[0040] The self-driven transmission pair that drives the first driven roller to rotate is defined as the first self-driven transmission pair, and the self-driven transmission pair that drives the second driven roller to rotate is defined as the second self-driven transmission pair; the arrangement of the subsequent self-driven transmission pairs is similar.

[0041] The first self-driven transmission pair is configured such that the main sprocket, driven sprocket, and chain are installed coaxially with the first main roller and rotate synchronously, the driven sprocket is installed coaxially with the first driven roller and rotates synchronously, and the chain meshes with the main sprocket and driven sprocket. The second self-driven transmission pair is configured such that the main sprocket is installed coaxially with the second main roller and rotates synchronously, the driven sprocket is installed coaxially with the second driven roller and rotates synchronously, and the chain meshes with the main sprocket and driven sprocket. The configuration of the main sprocket, driven sprocket, and chain for subsequent self-driven transmission pairs follows the same principle.

[0042] The technical solution is characterized in that the plurality of drive rollers of the first drive assembly and the second drive assembly are arranged continuously, and a follower roller with a horizontal setting and a center line parallel to the longitudinal center line of the vehicle plate is provided between any two drive rollers. The self-drive transmission pair includes a main sprocket, a driven sprocket, and a chain.

[0043] The difference between this technical solution and the aforementioned technical solutions is that this technical solution sets a follower roller between every two drive rollers, which increases the center distance between the two drive rollers without affecting the load-bearing effect.

[0044] As is common sense, for sprocket / chain drives (especially roller chain drives), there should be a reasonable center distance between the two sprockets; if it is too small, it will affect the smoothness of the transmission. Therefore, the advantage of this technical solution is that it increases the center distance between the two sprockets of the self-drive transmission pair, which helps to improve the smoothness of the transmission between the two sprockets of the self-drive transmission pair.

[0045] Optionally, according to the aforementioned vehicle position adjustment and internal lateral movement widening mechanism, the selection key includes a vehicle board selection key and an adjustment key. After the operator selects a vehicle board using the vehicle board selection key, the operator presses the adjustment key, and the control unit begins to adjust the position of the vehicle parked on the vehicle board.

[0046] The technical solution described in this application, which uses a manual operation method for vehicle position adjustment in a single run, includes the following steps.

[0047] First, the operator determines the vehicle platform that needs to be adjusted by operating the selection key, and the relevant information is sent to the control unit.

[0048] Second, the control unit instructs the camera to enter the working state; and makes four judgments respectively: no adjustment is needed, rotation adjustment is needed, horizontal adjustment is needed, and both rotation and horizontal adjustment are needed. Then, based on the above second to fourth judgments, corresponding displacement command schemes are formulated respectively.

[0049] Third, the control unit sends relevant instructions to the displacement unit to drive the vehicle to move in a suitable direction, and the camera takes pictures of the vehicle body according to a preset photo interval, and sends the relevant image information to the control unit.

[0050] Fourth, the control unit compares the image information containing the vehicle outline and the vehicle panel outline with the corresponding vehicle displacement positioning image information.

[0051] Fifth, when the vehicle is adjusted to the correct displacement position, the control unit instructs the displacement unit to stop operating and instructs the camera device to stop working.

[0052] The above operation resulted in the vehicle that needed positioning being correctly parked in the middle of the platform.

[0053] Optionally, according to the aforementioned vehicle position adjustment and internal lateral movement widening mechanism, the selection key includes a vehicle platform selection key. After the operator selects a vehicle platform through the vehicle platform selection key, the control unit automatically determines whether a vehicle is to be stored, automatically determines whether the vehicle storage action is completed, and automatically adjusts the position of the vehicle parked on the vehicle platform.

[0054] The technical solution described in this application employs an automatic operation method for vehicle position adjustment, which includes the following steps.

[0055] First, the control unit uses the camera to confirm whether the vehicle platform selected by the operator is performing a parking operation.

[0056] Second, the control unit instructs the camera to enter the working state; confirms that the stored vehicle has successively gone through the processes of stopping on the vehicle platform, opening the driver's side door, the driver leaving the vehicle, closing the door, and the driver leaving the vehicle platform, and then makes four judgments on the vehicle: no adjustment is needed, rotation adjustment is needed, lateral adjustment is needed, and both rotation and lateral adjustment are needed, and then formulates corresponding displacement instruction schemes according to the second to fourth judgments above.

[0057] Third, the control unit sends relevant instructions to the displacement unit to drive the vehicle to move in a suitable direction, and the camera takes pictures of the vehicle body according to a preset photo interval, and sends the relevant image information to the control unit.

[0058] Fourth, the control unit compares the image information containing the vehicle outline and the vehicle panel outline with the corresponding vehicle displacement positioning image information.

[0059] Fifth, when the vehicle is adjusted to the correct displacement position, the control unit instructs the displacement unit to stop operating and instructs the camera device to stop working.

[0060] The above operation resulted in the vehicle that needed positioning being correctly parked in the middle of the platform.

[0061] Optionally, according to the aforementioned vehicle position adjustment and internal lateral movement widening mechanism, the selection key further includes directional keys; the directional keys include a left shift key and a right shift key; the operator determines the vehicle platform to be lateralized using the vehicle platform selection key, and then determines the lateral movement direction of the vehicle using the directional keys.

[0062] The technical solution described in this application, wherein the internal horizontal widening is achieved through a single manual operation, includes the following steps.

[0063] First, the operator determines the vehicle body that needs lateral displacement and the direction of the lateral displacement by operating the selection key, and the relevant information is sent to the control unit.

[0064] Second, the control unit instructs the displacement unit to operate based on the information, and instructs the photographing device to enter working mode. The displacement unit drives the vehicle to move in a specified lateral direction, and the photographing device takes pictures of the vehicle body at preset photographing intervals, sending the relevant image information to the control unit.

[0065] Third, the control unit compares the image information containing the vehicle outline and the vehicle panel outline with the pre-set image information of the vehicle displacement position.

[0066] Fourth, when the vehicle is in position, the control unit instructs the displacement unit to stop operating and the camera to stop working.

[0067] The result of the above operation is that the vehicle platform that needs to access the vehicle gains an additional entrance / exit width dimension on the driver's side.

[0068] Optionally, according to the aforementioned vehicle position adjustment and internal lateral movement widening mechanism, the function of the control unit is embedded inside the operation box; or, it is embedded inside the control system of the device.

[0069] Clearly, it is feasible to integrate the function of the control unit into the operating box or into the control system of the equipment. For upgrading old equipment and for application in flat parking spaces, the cost of integrating the function of the control unit into the operating box is relatively lower.

[0070] The vehicle position adjustment and internal lateral movement widening mechanism provided in this application, applicable to lifting and lateral movement parking equipment, simple lifting parking equipment with multiple parking spaces, and flat parking spaces, has the following advantages compared with the closest prior art.

[0071] The mechanism has a simple structure, requiring only one set of motor reducer assembly and one set of clutch assembly to drive two sets of drive assemblies. Under the command and control of the control unit, it can simultaneously perform vehicle alignment (including rotational alignment and lateral alignment) and internal lateral widening of the driver's side entrance / exit. Both vehicle alignment and internal lateral widening can be operated manually or automatically, and the widening size significantly exceeds the size achievable by the "secondary lateral movement" technology. The operation will not create a tunnel that affects the driver's entry and exit (the "secondary lateral movement" technology will create a tunnel), and the operation will not affect the operation of the equipment (the equipment needs to be stopped when the "secondary lateral movement" is running).

[0072] Therefore, the technical solution of this application is significantly different from the prior art and has a significant improvement in performance.

[0073] It should be further noted that the technical solution of this application can be applied not only to new products, but also to the upgrading and transformation of existing equipment and the performance improvement of flat parking spaces, thus further expanding the scope of application. Attached Figure Description

[0074] To more clearly illustrate the technical solutions in the specific embodiments of this application or 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 this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0075] Figures 1 to 5 These are five different configurations of the motor reducer assembly and clutch assembly in the technical solution of this application (corresponding to Embodiments 1 to 5 respectively).

[0076] In the diagram: 30 - vehicle body; 31 - longitudinal centerline of vehicle body; 40 - first drive assembly; 41 - second drive assembly; 42 - follower assembly; 51 - motor reducer; 52A - main sprocket one; 53A - chain one; 54A - driven sprocket one; 52B - main sprocket two; 53B - chain two; 54B - driven sprocket two; 55 - clutch input component; 56 - clutch output component; 57 - bearing housing; 58 - drive shaft.

[0077] Figures 6 to 8 These are schematic diagrams of vehicle adjustment and operation according to the technical solution of this application.

[0078] In the diagram: 10 - Vehicle; 11 - Vehicle longitudinal centerline; 30 - Vehicle plate; 31 - Vehicle plate longitudinal centerline; 40 - First drive assembly; 41 - First drive assembly; 42 - Follower assembly; 51 - Motor reducer; 52 - Main sprocket; 53 - Chain; 54 - Driven sprocket; 55 - Clutch input component; 56 - Clutch output component; 57 - Bearing housing; 58 - Drive shaft.

[0079] Figures 9 to 11 These are schematic diagrams (plan views) of the changes in the width of the vehicle platform entrance and exit, respectively, for existing products, the "secondary lateral movement" technical solution, and the technical solution of this application.

[0080] In the diagram: 01 - Parking Space 1; 02 - Parking Space 2; 03 - Parking Space 3; 11 - Vehicle 1; 12 - Vehicle 2; 13 - Vehicle 3; 21 - Platform 1; 22 - Platform 2; 23 - Platform 3; 31A - Center line of Parking Space 1; 31B - Center line of Platform 1; 31C - Center line of Vehicle 1; 32A - Center line of Parking Space 2; 32B - Center line of Platform 2; 32C - Center line of Vehicle 2; 33A - Center line of Parking Space 3; 33B - Center line of Platform 3; 33C - Center line of Vehicle 3.

[0081] Figure 12 This is a schematic diagram of one embodiment of the self-driven transmission pair in the technical solution of this application (top view, corresponding to embodiment six). In the diagram: 21-First self-driven transmission pair; 22-Second self-driven transmission pair; 23-Third self-driven transmission pair; 24-Fourth self-driven transmission pair; 25-Fifth self-driven transmission pair; 21A-Main gear one; 21B-Intermediate gear one; 21C-Driven gear one; 22A-Main gear two; 22B-Intermediate gear two; 22C-Driven gear two; 23A-Main gear three; 23B-Intermediate gear three; 23C-Driven gear three; 24A-Main gear four; 24B-Intermediate gear four; 24C-Driven gear four; 25A-Main gear five; 25B-Intermediate gear five; 30-Bearing housing; 61-Drive roller one; 62-Drive roller two; 63-Drive roller three; 64-Drive roller four; 65-Drive roller five.

[0082] Figure 13 This is a schematic diagram of the second embodiment of the self-driven transmission pair in the technical solution of this application (top view, corresponding to embodiment seven); In the diagram: 21-First self-driven transmission pair; 22-Second self-driven transmission pair; 23-Third self-driven transmission pair; 24-Fourth self-driven transmission pair; 25-Fifth self-driven transmission pair; 21A-Main sprocket one; 21B-Chain one; 21C-Driven sprocket one; 22A-Main sprocket two; 22B-Chain two; 22C-Driven sprocket two; 23A-Main sprocket three; 23B-Chain three; 23C-Driven sprocket three; 24A-Main sprocket four; 24B-Chain four; 24C-Driven sprocket four; 25A-Main sprocket five; 25B-Chain five; 30-Bearing housing; 61-Drive roller one; 62-Drive roller two; 63-Drive roller three; 64-Drive roller four; 65-Drive roller five.

[0083] Figure 14 This is a schematic diagram of the third embodiment of the self-driven transmission pair in the technical solution of this application (top view, corresponding to embodiment eight); In the diagram: 21-First self-driven transmission pair; 22-Second self-driven transmission pair; 23-Third self-driven transmission pair; 21A-Main sprocket one; 21B-Chain one; 21C-Driven sprocket one; 22A-Main sprocket two; 22B-Chain two; 22C-Driven sprocket two; 23A-Main sprocket three; 23B-Chain three; 30-Bearing housing; 61-Drive roller one; 62-Drive roller two; 63-Drive roller three; 71-Follower roller one; 72-Follower roller two. Detailed Implementation

[0084] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0085] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments. Example 1

[0086] like Figure 1 The diagram shows a top view of the first configuration of the motor reducer assembly and clutch assembly in the technical solution of this application.

[0087] First, examine the layout of the vehicle body, the first drive assembly, the second drive assembly, and the follow-up assembly.

[0088] As shown in the figure, the vehicle plate 30 is arranged longitudinally and divided into a first side and a second side according to the longitudinal center line 31 of the vehicle plate (the left side is the first side and the right side is the second side in this embodiment). The first drive assembly 40 and the second drive assembly 41 are respectively set in the two wheel-bearing areas on the first side (the upper and lower areas on the left side of the figure). Two sets of follow-up assemblies 42 are respectively set in the two wheel-bearing areas on the second side (the upper and lower areas on the right side of the figure).

[0089] The following examines the composition of the motor reducer assembly and the clutch assembly.

[0090] As shown in the figure, the motor reducer 51 is located above the left side of the vehicle plate 30. It has bidirectional output. Output end one (the upper output end shown in the figure) is coaxially mounted and rotates synchronously with one of the drive rollers of the first drive assembly. Output end two (the lower output end shown in the figure) is coaxially mounted and rotates synchronously with the input component of the clutch assembly (clutch input component 55 shown in the figure). The output component of the clutch assembly (clutch output component 56 shown in the figure) is coaxially mounted and rotates synchronously with one of the drive rollers of the second drive assembly through the transmission shaft 58.

[0091] Clearly, this embodiment corresponds to the first configuration of the bidirectional output motor reducer assembly and clutch assembly in the aforementioned technical solution. Example 2

[0092] like Figure 2 As shown, this is a second configuration of the motor reducer assembly and clutch assembly in the technical solution of this application (top view).

[0093] The layout of the vehicle plate, the first drive assembly, the second drive assembly, and the follow-up assembly in this embodiment is the same as in Embodiment 1, and will not be repeated here.

[0094] The following examines the composition of the motor reducer assembly and the clutch assembly.

[0095] As shown in the figure, the motor reducer assembly of this embodiment also includes a power transmission pair one mainly composed of a main sprocket 52A, a chain 53A, and a driven sprocket 54A, and a power transmission pair two mainly composed of a main sprocket 52B, a chain 53B, and a driven sprocket 54B. The motor reducer 51 is located above the middle area of ​​the vehicle plate 30 and has bidirectional output. Output end one (shown as the upper output end in the figure) drives the power transmission pair one to rotate. The output end of the power transmission pair one is coaxially mounted and rotates synchronously with one of the drive rollers of the first drive assembly. Output end two (shown as the lower output end in the figure) is coaxially mounted and rotates synchronously with the input component of the clutch assembly (shown as the clutch input component 55). The output component of the clutch assembly (shown as the clutch output component 56) drives the power transmission pair two to rotate through the transmission shaft 58. The output end of the power transmission pair two is coaxially mounted and rotates synchronously with one of the drive rollers of the second drive assembly.

[0096] Clearly, this embodiment corresponds to the second configuration of the bidirectional output motor reducer assembly and clutch assembly in the aforementioned technical solution. Example 3

[0097] like Figure 3 The diagram shows a third configuration of the motor reducer assembly and clutch assembly in the technical solution of this application (top view).

[0098] The layout of the vehicle plate, the first drive assembly, the second drive assembly, and the follow-up assembly in this embodiment is the same as in Embodiment 1, and will not be repeated here.

[0099] The following examines the composition of the motor reducer assembly and the clutch assembly.

[0100] As shown in the figure, the motor reducer 51 is located above the left side of the vehicle plate 30. It is a unidirectional output, and its output end is coaxially mounted and rotates synchronously with one of the drive rollers at one end of the first drive assembly (the upper end of the figure). The input component of the clutch assembly (clutch input component 55 shown in the figure) is coaxially mounted on any drive roller at the other end of the first drive assembly (the lower end of the figure). The output component of the clutch assembly (clutch output component 56 shown in the figure) is coaxially mounted and rotates synchronously with any drive roller of the second drive assembly via the transmission shaft 58.

[0101] Clearly, this embodiment corresponds to the first configuration of the motor reducer assembly and clutch assembly of the unidirectional output motor reducer in the aforementioned technical solution. Example 4

[0102] like Figure 4 The diagram shows the fourth configuration of the motor reducer assembly and clutch assembly in the technical solution of this application (top view).

[0103] The layout of the vehicle plate, the first drive assembly, the second drive assembly, and the follow-up assembly in this embodiment is the same as in Embodiment 1, and will not be repeated here.

[0104] The following examines the composition of the motor reducer assembly and the clutch assembly.

[0105] As shown in the figure, the motor reducer assembly of this embodiment also includes a first power transmission pair mainly composed of a first main sprocket 52A, a first chain 53A, and a first driven sprocket 54A, and a second power transmission pair mainly composed of a second main sprocket 52B, a second chain 53B, and a second driven sprocket 54B. The motor reducer 51 is located above the middle area of ​​the vehicle plate 30 and has a unidirectional output. The output end drives the first power transmission pair to rotate. The output end of the first power transmission pair is coaxially mounted and rotates synchronously with one of the drive rollers of the first drive assembly. The output end of the motor reducer is also coaxially mounted and rotates synchronously with the input component of the clutch assembly (clutch input component 55 shown in the figure). The output component of the clutch assembly (clutch output component 56 shown in the figure) drives the second power transmission pair to rotate through the transmission shaft 58. The output end of the second power transmission pair is coaxially mounted and rotates synchronously with one of the drive rollers of the second drive assembly.

[0106] Clearly, this embodiment corresponds to the second configuration of the motor reducer assembly and clutch assembly of the unidirectional output motor reducer in the aforementioned technical solution. Example 5

[0107] like Figure 5 The diagram shows the fourth configuration of the motor reducer assembly and clutch assembly in the technical solution of this application (top view).

[0108] The layout of the vehicle plate, the first drive assembly, the second drive assembly, and the follow-up assembly in this embodiment is the same as in Embodiment 1, and will not be repeated here.

[0109] The following examines the composition of the motor reducer assembly and the clutch assembly.

[0110] As shown in the figure, the motor reducer assembly of this embodiment also includes a power transmission pair mainly composed of a main sprocket 52A, a chain 53A, and a driven sprocket 54A. The motor reducer 51 is located above the middle area of ​​the vehicle plate 30 and has a unidirectional output. The output end drives the power transmission pair 1 to rotate. The output end of the power transmission pair 1 is coaxially mounted and rotates synchronously with one of the drive rollers of the first drive assembly. The output end of the power transmission pair 1 is also coaxially mounted and rotates synchronously with the input component of the clutch assembly (clutch input component 55 shown in the figure). The output component of the clutch assembly (clutch output component 56 shown in the figure) is coaxially mounted and rotates synchronously with one of the drive rollers of the second drive assembly through the transmission shaft 58.

[0111] Clearly, this embodiment corresponds to the third configuration of the motor reducer assembly and clutch assembly of the unidirectional output motor reducer in the aforementioned technical solution.

[0112] For clarity, the installation details of "coaxial installation and synchronous rotation with the drive drum" in the above embodiments one to five are omitted (as this is conventional technology); in the above embodiments, two sets of bearing seats 57 support the drive shaft 58, which will be explained uniformly here.

[0113] like Figures 6 to 8 The diagram shown is a schematic diagram of vehicle adjustment and operation according to the technical solution of this application.

[0114] As shown in the figure, a vehicle 10 is parked on the platform 30 (only its outline is shown in the figure). The illustrated motor reducer assembly also includes a power transmission pair mainly composed of a main sprocket 52, a chain 53, and a driven sprocket 54. The motor reducer 51 is located above the middle area of ​​the platform 30 and is a unidirectional output. The output end drives the power transmission pair 1 to rotate. The output end of the power transmission pair 1 is coaxially mounted and rotates synchronously with one of the drive rollers of the first drive assembly. The output end of the power transmission pair 1 is also coaxially mounted and rotates synchronously with the input component of the clutch assembly (clutch input component 55 shown in the figure). The output component of the clutch assembly (clutch output component 56 shown in the figure) is coaxially mounted and rotates synchronously with one of the drive rollers of the second drive assembly via a transmission shaft 58. Obviously, this actually corresponds to the third configuration of the unidirectional output motor reducer assembly and clutch assembly in the aforementioned technical solution.

[0115] First, examine Figure 6 As can be seen in the figure, the vehicle 10 is tilted to the right relative to the vehicle platform 30 (the longitudinal centerline 11 of the vehicle and the longitudinal centerline 31 of the vehicle platform form an angle).

[0116] Then examine Figure 7 As can be seen in the figure, vehicle 10 is offset to the right relative to vehicle panel 30 (the longitudinal centerline 11 of the vehicle and the longitudinal centerline 31 of the vehicle panel form a distance).

[0117] Final Examination Figure 8 As can be seen in the figure, vehicle 10 is located in the middle of vehicle platform 30 (the longitudinal centerline 11 of the vehicle coincides with the longitudinal centerline 31 of the vehicle platform).

[0118] for Figure 6The adjustment in the deflection state shown only requires the control unit to issue a command to disengage the clutch assembly and to rotate the motor reducer 51 counterclockwise. This drives all the drive rollers of the first drive assembly to rotate counterclockwise synchronously through the power transmission pair, thus causing the vehicle 10 to deflect to the left (at this time, all the drive rollers of the second drive assembly and all the follower rollers of the two follower assemblies follow). During this process, the control unit commands the camera to work and detect the adjustment process of the vehicle 10 until the longitudinal centerline 11 of the vehicle is parallel to the longitudinal centerline 31 of the vehicle board.

[0119] for Figure 7 The adjustment under the shown offset state only requires the control unit to issue a command to engage the clutch assembly and to rotate the motor reducer 51 counterclockwise. This drives all the drive rollers of the first drive assembly to rotate counterclockwise synchronously through the power transmission pair. At the same time, the clutch assembly and the transmission shaft 58 drive all the drive rollers of the second drive assembly to rotate counterclockwise synchronously, thus causing the vehicle 10 to shift to the left (at this time, all the follower rollers of the two follower assemblies follow). During this process, the control unit commands the camera to work and detect the adjustment process of the vehicle 10 until the longitudinal centerline 11 of the vehicle coincides with the longitudinal centerline 31 of the vehicle board.

[0120] When vehicle 10 exhibits both deflection and offset, the aforementioned deflection and offset correction operations can be repeated, which will not be elaborated upon here.

[0121] like Figures 9 to 11 As shown, these are existing products ( Figure 9 ), "secondary transverse movement" technical solution ( Figure 10 ) and the technical solution of this application ( Figure 11 A schematic diagram of the width variation of the vehicle platform entrance and exit (a plan view). Figures 9 to 11 All parking spaces have three bays (bay 1 01, bay 2 02, and bay 3 03); above each bay are parking platforms (platform 1 21, plaque 2 22, and plaque 3 23), the outline of which is shown in the diagram; vehicles (vehicle 1 11, vehicle 2 12, and vehicle 3 13) are parked on these platforms, their outlines also shown in the diagram. The right side of each vehicle's outline is a thick solid line, indicating the driver's side.

[0122] Figures 1 to 3 All are assumed to be: parking space center distance 2400mm, vehicle platform width 2350mm, and vehicle width 2000mm.

[0123] Figures 9 to 11It is assumed that vehicle 11, which is parked on platform 21, is ready to be retrieved; moreover, platform 21 is a lifting platform and cannot be moved laterally.

[0124] from Figure 9 As can be seen, due to the lack of "entrance / exit widening" technology in existing products, the center lines 31A of parking space one, 31B of vehicle platform one, and 31C of vehicle one are always on a straight line; similarly, the center lines 32A of parking space two, 32B of vehicle platform two, 32C of vehicle two, and 33A of parking space three, 33B of vehicle platform three, and 33C of vehicle three are all on a straight line; the theoretical width of the entrance / exit on the driver's side of vehicle one 11 is 400mm.

[0125] Figure 10 As shown, a "secondary lateral movement" technique is employed. Vehicle platform 22, carrying vehicle platform 22, and vehicle platform 3, carrying vehicle platform 33, simultaneously shift laterally to the right. This lateral movement causes the center lines 32B and 32C of vehicle platform 2 to shift from the center line 32A of parking space 2, and the center lines 33B and 33C of vehicle platform 3 to shift from the center line 33A of parking space 3. The displacement distance is 75mm, resulting in an entrance / exit width of 400 + 75 = 475mm for the driver's side of vehicle platform 11. It must be noted that during the "secondary lateral movement," all platforms except vehicle platform 11 undergo lateral movement.

[0126] Figure 11 As shown, the entrance / exit widening technology of this application is adopted. Under the drive of the displacement unit, vehicle 12 on platform 22 moves laterally to the right without platform 22 remaining stationary (this lateral displacement causes the centerline 32C of vehicle 12 to shift from the centerline 32B of platform 2 and the centerline 32A of parking space 2). Theoretically, the displacement distance is 200mm, making the entrance / exit width on the driver's side of vehicle 11 400+200=600mm. It can be seen that the operation of the entrance / exit widening technology of this application only involves one platform, and this platform does not need to move; only the vehicle moves.

[0127] As can be seen from the above, the technical solution of this application can significantly increase the width of the driver's side entrance and exit, and completely solve the problem of narrow entrances and exits in the prior art. Example 6

[0128] Figure 12 The diagram shown is a top view of the first embodiment of the self-driven transmission pair in the technical solution of this application.

[0129] Comparing the above content Figure 12 As can be seen, the self-driven transmission pair in this embodiment includes a main gear, an intermediate gear, a driven gear, and a driving roller arranged continuously.

[0130] As shown in the figure, the drive rollers are arranged horizontally and continuously from left to right, with the left side as the starting side and the right side as the ending side. The drive rollers shown in the figure are 61, 62, 63, 64, and 65.

[0131] As shown in the figure, bearing seats 30 are provided at the shaft ends of both the drive roller and the intermediate roller.

[0132] Comparing the above content Figure 12 It can be known that: The leftmost drive roller 61 is defined as the first master roller, the drive roller 62 adjacent to the first master roller (i.e., drive roller 61) is the first slave roller, the first slave roller (i.e., drive roller 62) also serves as the second master roller, and the drive roller 63 adjacent to the second master roller (i.e., drive roller 62) is the second slave roller; the arrangement of the master rollers and slave rollers thereafter is similar.

[0133] The self-driven transmission pair that drives the first driven roller (i.e., drive roller 2 62) to rotate is defined as the first self-driven transmission pair 21, and the self-driven transmission pair that drives the second driven roller (i.e., drive roller 3 63) to rotate is defined as the second self-driven transmission pair 22; the arrangement of the subsequent self-driven transmission pairs is similar.

[0134] The first self-driven transmission pair 21 is configured as follows: the main gear 21A, intermediate gear 21B, and driven gear 21C are coaxially mounted and rotate synchronously with the first main roller (i.e., drive roller 61); the driven gear 21C is coaxially mounted and rotates synchronously with the first driven roller (i.e., drive roller 62); and the intermediate gear 21B is positioned between the main gear 21A and the driven gear 21C, meshing with both the main gear 21A and the driven gear 21C respectively. The second self-driven transmission pair 22 has a main gear 22A, an intermediate gear 21B, and a driven gear 21C. The method for setting 22B and the driven gear 22C is as follows: the driven gear 21C of the first self-driven transmission pair 21 serves as the master gear 22A of the second self-driven transmission pair 22. The driven gear 22C of the second self-driven transmission pair 22 is coaxially mounted and rotates synchronously with the second driven roller (i.e., the drive roller 63). The intermediate gear 22B is set between the master gear 22A and the driven gear 22C, and meshes with the master gear 22A and the driven gear 22C respectively. The method for setting the master gear, intermediate gear, and driven gear of the subsequent self-driven transmission pairs is similar.

[0135] As shown in the diagram, when any one drive roller rotates, it causes all drive rollers to rotate synchronously and in the same direction. Example 7

[0136] Figure 13 The diagram shown is a top view of the second embodiment of the self-driven transmission pair in the technical solution of this application.

[0137] Comparing the above content Figure 13 As can be seen, the self-driven transmission pair in this embodiment includes a main sprocket, a slave sprocket, a chain, and a drive roller arranged continuously.

[0138] As shown in the figure, the drive rollers are arranged horizontally and continuously from left to right, with the left side as the starting side and the right side as the ending side. The drive rollers shown in the figure are 61, 62, 63, 64, and 65.

[0139] As shown in the figure, each shaft end of the drive roller is equipped with a bearing housing 30.

[0140] Comparing the above content Figure 13 It can be known that: The leftmost drive roller 61 is defined as the first master roller, and the drive roller 62 adjacent to the first master roller (i.e., drive roller 61) is the first slave roller; the first slave roller (i.e., drive roller 62) also serves as the second master roller, and the drive roller 63 adjacent to the second master roller (i.e., drive roller 62) is the second slave roller; the arrangement of the master rollers and slave rollers thereafter is similar.

[0141] The self-driven transmission pair that drives the first driven roller (i.e., drive roller 2 62) to rotate is defined as the first self-driven transmission pair 21, and the self-driven transmission pair that drives the second driven roller (i.e., drive roller 3 63) to rotate is defined as the second self-driven transmission pair 22; the arrangement of the subsequent self-driven transmission pairs is similar.

[0142] The first self-driven transmission pair 21 is configured as follows: the main sprocket 21A, the driven sprocket 21C, and the chain 21B are installed coaxially with the first main roller (i.e., drive roller 61) and rotate synchronously; the driven sprocket 21C is installed coaxially with the first driven roller (i.e., drive roller 62) and rotates synchronously; and the chain 21B meshes with the main sprocket 21C and the driven sprocket 21C. The second self-driven transmission pair 22 is configured as follows: the main sprocket 22A, the driven sprocket 22C, and the chain 22B are installed coaxially with the second main roller (i.e., drive roller 62) and rotate synchronously; the driven sprocket 22C is installed coaxially with the second driven roller (i.e., drive roller 63) and rotates synchronously; and the chain 22B meshes with the main sprocket 22A and the driven sprocket 22C. The configuration of the main sprockets, driven sprockets, and chains for subsequent self-driven transmission pairs follows the same principle.

[0143] As shown in the diagram, when any one drive roller rotates, it causes all drive rollers to rotate synchronously and in the same direction. Example 8

[0144] Figure 14The diagram shown is a top view of the third embodiment of the self-driven transmission pair in the technical solution of this application.

[0145] Comparing the above content Figure 14 As can be seen, the self-driven transmission pair in this embodiment includes a main sprocket, a driven sprocket, and a chain, with a follower roller provided between every two drive rollers.

[0146] As shown in the figure, the drive roller and follower roller are arranged horizontally and alternately from left to right, with the left side as the starting side and the right side as the ending side. The figure shows drive roller 1 61, follower roller 1 71, drive roller 2 62, follower roller 2 72, drive roller 3 63, and follower roller 3 73.

[0147] As shown in the figure, bearing seats 30 are provided at the shaft ends of both the drive roller and the follower roller.

[0148] Comparing the above content Figure 14 It can be known that: The leftmost drive roller 61 is defined as the first master roller, the follower roller 71 adjacent to the first master roller (i.e., drive roller 61) is the first follower roller, and the drive roller 62 adjacent to the first follower roller (i.e., follower roller 71) is the first slave roller; the first slave roller (i.e., drive roller 62) also serves as the second master roller, the follower roller 72 adjacent to the second master roller (i.e., drive roller 62) is the second follower roller, and the drive roller 63 adjacent to the second follower roller (i.e., follower roller 72) is the second slave roller, and the arrangement of the master roller, follower roller, and slave roller is similar.

[0149] The self-driven transmission pair that drives the first driven roller (i.e., driving roller 2 62) to rotate is defined as the first self-driven transmission pair 21, and the self-driven transmission pair that drives the second driven roller (i.e., moving roller 3 63) to rotate is defined as the second self-driven transmission pair 22; the arrangement of the subsequent self-driven transmission pairs is similar.

[0150] The first self-driven transmission pair 21 is configured as follows: the main sprocket 21A, the driven sprocket 21C, and the chain 21B are installed coaxially with the first main roller (i.e., drive roller 61) and rotate synchronously; the driven sprocket 21C is installed coaxially with the first driven roller (i.e., drive roller 62) and rotates synchronously; and the chain 21C meshes with the main sprocket 21A and the driven sprocket 21C. The second self-driven transmission pair 22 is configured as follows: the main sprocket 22A, the driven sprocket 22C, and the chain 22B are installed coaxially with the second main roller (i.e., drive roller 62) and rotate synchronously; the driven sprocket 22C is installed coaxially with the second driven roller (i.e., drive roller 63) and rotates synchronously; and the chain 22B meshes with the main sprocket 22A and the driven sprocket 22C. The configuration of the main sprockets, driven sprockets, and chains for subsequent self-driven transmission pairs follows the same principle.

[0151] As shown in the diagram, when any one drive roller rotates, it causes all drive rollers to rotate synchronously and in the same direction.

[0152] It should be noted that, for those skilled in the art, it is obvious that this application is not limited to the details of the above exemplary embodiments, and that this application can be implemented in other specific forms without departing from the spirit or essential characteristics of this application. Therefore, the embodiments should be regarded as exemplary and non-limiting in all respects, and the scope of this application is defined by the appended claims rather than the foregoing description. Therefore, all variations falling within the meaning and scope of equivalents of the claims are intended to be included in this application, and no reference numerals in the specification should be regarded as limiting the claims involved.

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

Claims

1. A vehicle position adjustment and internal lateral movement widening mechanism, characterized in that, include: The vehicle platform supports the vehicle and is divided into a first side and a second side along the longitudinal centerline. Each of the two end areas of the first side and the second side has a wheel-bearing area, which refers to the area where the wheels are located when the vehicle is stationary or in motion. The displacement unit includes a motor reducer assembly, a clutch assembly, a first drive assembly, and a second drive assembly; The motor reducer assembly is mounted on the vehicle plate; the clutch assembly is mounted on the output end of the motor reducer assembly; the first drive assembly and the second drive assembly are respectively mounted on the two wheel-bearing areas on the first side, including a number of continuously arranged drive rollers for bearing the wheels and a number of self-driven transmission pairs; any two adjacent drive rollers are mechanically connected through a set of self-driven transmission pairs, and the rotation of any drive roller will drive all drive rollers to rotate synchronously and in the same direction through all self-driven transmission pairs; The follower assembly consists of two sets, which are respectively installed in the two wheel-bearing areas on the second side, including a number of continuously arranged follower rollers for bearing the wheels; A photographing device is disposed above the vehicle panel, with the shooting direction facing the vehicle panel and the shooting range including the outer frame area of ​​the vehicle panel, to obtain the relative position information of the vehicle on the vehicle panel; The selection key is located on the operation box and is used to determine the vehicle platform whose position is adjusted or the vehicle platform whose internal lateral movement is widened and the direction of lateral movement. A control unit, wherein the control unit is connected by circuitry to the displacement unit, the imaging device, and the selection key; The center distance between any two adjacent drive rollers and any two adjacent follower rollers is less than the width of the wheel. The output axis of the motor reducer assembly, the center line of the drive roller, and the center line of the follower roller are all set horizontally and parallel to the longitudinal center line of the vehicle plate. The upper planes of the drive roller and the follower roller are on the same horizontal plane. The motor reducer assembly and the clutch assembly cooperate with each other. When the clutch assembly is in the disengaged state, the motor reducer assembly drives all the drive rollers of the first drive assembly to rotate synchronously. When the clutch assembly is in the engaged state, the motor reducer assembly drives all the drive rollers of the first drive assembly and the second drive assembly to rotate synchronously.

2. The vehicle position adjustment and internal lateral movement widening mechanism according to claim 1, characterized in that, The motor reducer assembly includes a bidirectional output motor reducer and a drive shaft. The output ends of the motor reducer are output end one and output end two, respectively. The motor reducer assembly and the clutch assembly cooperate in one of the following two forms: In Form 1, the first output end is coaxially mounted and rotates synchronously with one of the drive rollers of the first drive assembly, the second output end is coaxially mounted and rotates synchronously with the input component of the clutch assembly, and the output component of the clutch assembly is coaxially mounted and rotates synchronously with one of the drive rollers of the second drive assembly via the transmission shaft. In the second form, the motor reducer assembly further includes a first power transmission pair and a second power transmission pair; the first output end drives the first power transmission pair to rotate, the output end of the first power transmission pair is coaxially mounted and rotates synchronously with one of the drive rollers of the first drive assembly, the second output end is coaxially mounted and rotates synchronously with the input component of the clutch assembly, the output component of the clutch assembly drives the second power transmission pair to rotate through the transmission shaft, and the output end of the second power transmission pair is coaxially mounted and rotates synchronously with one of the drive rollers of the second drive assembly; The first and second power transmission pairs each include a main sprocket, a driven sprocket, and a chain; the chain is a roller chain or a toothed chain, and meshes with the main sprocket and the driven sprocket.

3. The vehicle position adjustment and internal lateral movement widening mechanism according to claim 1, characterized in that, The motor reducer assembly includes a unidirectional output motor reducer and a drive shaft. The motor reducer assembly and the clutch assembly cooperate in one of the following three forms: In Form 1, the output end of the motor reducer is coaxially mounted and rotates synchronously with one of the drive rollers at one end of the first drive assembly, and the input component of the clutch assembly is coaxially mounted on any drive roller at the other end of the first drive assembly. The output component of the clutch assembly is coaxially mounted and rotates synchronously with any drive roller of the second drive assembly via the transmission shaft. In the second configuration, the motor reducer assembly further includes a first power transmission pair and a second power transmission pair; the output end of the motor reducer drives the first power transmission pair to rotate, and the output end of the first power transmission pair is coaxially mounted and rotates synchronously with one of the drive rollers of the first drive assembly; the output end of the motor reducer is also coaxially mounted and rotates synchronously with the input component of the clutch assembly, and the output component of the clutch assembly drives the second power transmission pair to rotate via the transmission shaft, and the output end of the second power transmission pair is coaxially mounted and rotates synchronously with one of the drive rollers of the second drive assembly; Form 3, the motor reducer assembly further includes a power transmission pair 1; the output end of the motor reducer drives the power transmission pair 1 to rotate, and the output end of the power transmission pair 1 is coaxially mounted and rotates synchronously with one of the drive rollers of the first drive assembly; the output end of the power transmission pair 1 is also coaxially mounted and rotates synchronously with the input component of the clutch assembly, and the output component of the clutch assembly is coaxially mounted and rotates synchronously with one of the drive rollers of the second drive assembly via the transmission shaft; The first and second power transmission pairs each include a main sprocket, a driven sprocket, and a chain; the chain is a roller chain or a toothed chain, and meshes with the main sprocket and the driven sprocket.

4. The vehicle position adjustment and internal lateral movement widening mechanism according to claim 1, characterized in that, One side of the first driving component and the second driving component is defined as the starting side, and the other side is defined as the ending side.

5. The vehicle position adjustment and internal lateral movement widening mechanism according to claim 4, characterized in that, The self-driven transmission pair includes a main gear, an intermediate gear, and a driven gear; The first drive roller on the starting side is defined as the first master roller; then, moving towards the ending side, the drive roller immediately adjacent to the first master roller is the first slave roller, and the first slave roller also serves as the second master roller, and the drive roller immediately adjacent to the second master roller is the second slave roller; the arrangement of the master rollers and slave rollers thereafter is similar. The self-driven transmission pair that drives the first rotating drum is defined as the first self-driven transmission pair, and the self-driven transmission pair that drives the second rotating drum is defined as the second self-driven transmission pair; the arrangement of the subsequent self-driven transmission pairs is similar. The first self-driven transmission pair is configured as follows: the main gear is coaxially mounted and rotates synchronously with the first main roller, the driven gear is coaxially mounted and rotates synchronously with the first driven roller, and the intermediate gear is positioned between the main gear and the driven gear, meshing with both the main gear and the driven gear respectively. The second self-driven transmission pair is configured as follows: the driven gear of the first self-driven transmission pair serves as the main gear of the second self-driven transmission pair, the driven gear of the second self-driven transmission pair is coaxially mounted and rotates synchronously with the second driven roller, and the intermediate gear is positioned between the main gear and the driven gear, meshing with both the main gear and the driven gear respectively. The configuration methods for the main gear, intermediate gear, and driven gear of subsequent self-driven transmission pairs are similar.

6. The vehicle position adjustment and internal lateral movement widening mechanism according to claim 4, characterized in that, The self-driven transmission pair includes a master sprocket, a slave sprocket, and a chain; the chain is a roller chain or a toothed chain; The first drive roller on the starting side is defined as the first master roller; then, moving towards the ending side, the drive roller immediately adjacent to the first master roller is the first slave roller, and the first slave roller also serves as the second master roller, and the drive roller immediately adjacent to the second master roller is the second slave roller; the arrangement of the master rollers and slave rollers thereafter is similar. The self-driven transmission pair that drives the first rotating drum is defined as the first self-driven transmission pair, and the self-driven transmission pair that drives the second rotating drum is defined as the second self-driven transmission pair; the arrangement of the subsequent self-driven transmission pairs is similar. The first self-driven transmission pair is configured such that the main sprocket, driven sprocket, and chain are installed coaxially with the first main roller and rotate synchronously, the driven sprocket is installed coaxially with the first driven roller and rotates synchronously, and the chain meshes with the main sprocket and driven sprocket. The second self-driven transmission pair is configured such that the main sprocket is installed coaxially with the second main roller and rotates synchronously, the driven sprocket is installed coaxially with the second driven roller and rotates synchronously, and the chain meshes with the main sprocket and driven sprocket. The configuration of the main sprocket, driven sprocket, and chain for subsequent self-driven transmission pairs follows the same principle.

7. The vehicle position adjustment and internal lateral movement widening mechanism according to claim 1, characterized in that, One side of the first drive assembly and the second drive assembly is defined as the starting side, and the other side is defined as the ending side; and a follower roller is provided horizontally between any two drive rollers, with its center line parallel to the longitudinal center line of the vehicle board; The first drive roller on the starting side is defined as the first master roller. Then, moving towards the ending side, the follower roller adjacent to the first master roller is the first follower roller, and the drive roller adjacent to the first follower roller is the first slave roller. The first slave roller also serves as the second master roller, the follower roller adjacent to the second master roller is the second follower roller, and the drive roller adjacent to the second follower roller is the second slave roller. The arrangement of the master roller, follower roller, and slave roller is then deduced in the same manner. The self-driven transmission pair that drives the first rotating drum is defined as the first self-driven transmission pair, and the self-driven transmission pair that drives the second rotating drum is defined as the second self-driven transmission pair; the arrangement of the subsequent self-driven transmission pairs is similar. The first self-driven transmission pair is configured such that the main sprocket, driven sprocket, and chain are installed coaxially with the first main roller and rotate synchronously, the driven sprocket is installed coaxially with the first driven roller and rotates synchronously, and the chain meshes with the main sprocket and driven sprocket. The second self-driven transmission pair is configured such that the main sprocket is installed coaxially with the second main roller and rotates synchronously, the driven sprocket is installed coaxially with the second driven roller and rotates synchronously, and the chain meshes with the main sprocket and driven sprocket. The configuration of the main sprocket, driven sprocket, and chain for subsequent self-driven transmission pairs follows the same principle.

8. The vehicle position adjustment and internal lateral movement widening mechanism according to claim 1, characterized in that, The selection keys include a vehicle board selection key and an adjustment key. After the operator selects a vehicle board using the vehicle board selection key, the operator presses the adjustment key, and the control unit begins to adjust the position of the vehicle parked on the vehicle board.

9. The vehicle position adjustment and internal lateral movement widening mechanism according to claim 1, characterized in that, The selection keys include a vehicle platform selection key. After the operator selects a vehicle platform using the vehicle platform selection key, the control unit automatically determines whether a vehicle is to be stored, automatically determines whether the vehicle storage action is completed, and automatically adjusts the position of the vehicle parked on the vehicle platform.

10. A vehicle position adjustment and internal lateral movement widening mechanism according to claim 8 or 9, characterized in that, The selection keys also include directional keys; the directional keys include a left shift key and a right shift key; the operator uses the vehicle board selection keys to select the vehicle board that needs to be moved laterally, and then uses the directional keys to determine the lateral movement direction of the vehicle.

11. The vehicle position adjustment and internal lateral movement widening mechanism according to claim 1, characterized in that, The function of the control unit is integrated inside the operation box; or, it is integrated into the control system of the device.

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