CN115285880A - Lifting module for correcting multi-vehicle-type vehicle body and battery replacement station comprising same - Google Patents

Lifting module for correcting multi-vehicle-type vehicle body and battery replacement station comprising same Download PDF

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Publication number
CN115285880A
CN115285880A CN202111463427.1A CN202111463427A CN115285880A CN 115285880 A CN115285880 A CN 115285880A CN 202111463427 A CN202111463427 A CN 202111463427A CN 115285880 A CN115285880 A CN 115285880A
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China
Prior art keywords
wheel
vehicle
rotating
pushing
rotational symmetry
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Granted
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CN202111463427.1A
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Chinese (zh)
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CN115285880B (en
Inventor
张建平
朱明厚
庄智敏
胡海龙
刘青
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Aulton New Energy Automotive Technology Co Ltd
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Aulton New Energy Automotive Technology Co Ltd
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Priority to CN202111463427.1A priority Critical patent/CN115285880B/en
Publication of CN115285880A publication Critical patent/CN115285880A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
    • B66F7/00—Lifting frames, e.g. for lifting vehicles; Platform lifts
    • B66F7/06—Lifting frames, e.g. for lifting vehicles; Platform lifts with platforms supported by levers for vertical movement
    • B66F7/065—Scissor linkages, i.e. X-configuration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/80—Exchanging energy storage elements, e.g. removable batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
    • B66F7/00—Lifting frames, e.g. for lifting vehicles; Platform lifts
    • B66F7/06—Lifting frames, e.g. for lifting vehicles; Platform lifts with platforms supported by levers for vertical movement
    • B66F7/08—Lifting frames, e.g. for lifting vehicles; Platform lifts with platforms supported by levers for vertical movement hydraulically or pneumatically operated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
    • B66F7/00—Lifting frames, e.g. for lifting vehicles; Platform lifts
    • B66F7/28—Constructional details, e.g. end stops, pivoting supporting members, sliding runners adjustable to load dimensions
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Geology (AREA)
  • Structural Engineering (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)

Abstract

The invention provides a lifting module for correcting a multi-vehicle-type vehicle body and a power exchanging station comprising the same, wherein the lifting module comprises a front lifting device and a rear lifting device, the front lifting device comprises a front frame body, a movable frame, a first wheel track adjusting mechanism arranged on the movable frame and an axle track adjusting mechanism used for driving the movable frame to move along the vehicle running direction, and the first wheel track adjusting mechanism comprises a first rotational symmetry mechanism; the rear lifting device comprises a rear frame body and a second wheel track adjusting mechanism, and the second wheel track adjusting mechanism comprises a second rotational symmetry mechanism; the connecting line of the rotation center of the first rotation symmetry mechanism and the rotation center of the second rotation symmetry mechanism is parallel to the driving direction of the vehicle, so that the centers of the two front wheels and the centers of the two rear wheels correspond to each other, and the vehicle can be centered without deviation. The invention realizes the synchronous adjustment of the front wheel and the rear wheel of the vehicle through the rotational symmetry mechanism, has better consistency of wheel track adjustment and higher wheel track adjustment precision, and improves the success rate of battery replacement.

Description

Lifting module for correcting multi-vehicle-type vehicle body and battery replacement station comprising same
Technical Field
The invention relates to the field of battery replacement of electric automobiles, in particular to a lifting module for correcting multi-vehicle-type automobile bodies and a battery replacement station comprising the same.
Background
At present, electric automobiles are more and more popular with consumers, energy used by the electric automobiles is basically electric energy, the electric automobiles need to be charged after the electric energy is used up, and due to the limitation of the existing battery technology and charging technology, the electric automobiles need to spend a long time when being fully charged, and the electric automobiles are not as simple and rapid as fuel automobiles directly refuel. Therefore, in order to reduce the waiting time of the user, it is an effective means to replace the battery when the electric power of the electric vehicle is rapidly exhausted. In order to replace batteries for electric automobiles and meet the battery replacement requirement of the electric automobiles, a battery replacement station needs to be built, so that the batteries of the electric automobiles can be replaced by driving into the battery replacement station when the batteries are in power shortage. Trade the power station and be equipped with the module of lifting for when electric automobile trades the electric operation, raise electric automobile, trade the below that the electric equipment can move to electric automobile and trade the electric operation electric automobile in order to conveniently.
In the process of driving the electric automobile to the lifting module, the actual driving direction is difficult to be completely parallel to the driving direction specified by the battery replacement station and stops to a required position accurately, so that the automobile body of the electric automobile stopped on the lifting module is inclined, the positions of the electric automobile and the battery replacement equipment are not completely corresponding in the battery replacement process, and the problem of battery replacement failure or repeated battery replacement operation can occur. In order to solve the above technical problems, a wheel distance adjusting mechanism is disclosed in the prior art, in which the positions of an electric vehicle in the vehicle width direction are adjusted by pushing two front wheels and two rear wheels from two sides of the outer sides of the wheels to move in the vehicle width direction, so that the positions of the electric vehicle correspond to the positions of battery replacement equipment, and the success rate and the battery replacement efficiency of battery replacement are improved.
However, in the prior art, the wheel track adjustment of the two front wheels and the wheel track adjustment of the two rear wheels are independent of each other, and the positions of the vehicle are adjusted from the outside to the inside, so that the wheel track adjustment errors of the two front wheels and the two rear wheels are easy to occur, the problem that the electric vehicle cannot be aligned with the battery replacement device accurately when the battery replacement is performed is finally caused, and the success rate of the battery replacement is reduced.
Disclosure of Invention
The invention provides a lifting module for correcting a multi-vehicle-type vehicle body and a power exchanging station comprising the same, and aims to solve the technical problems that in the prior art, the wheel track adjustment of two front wheels and the wheel track adjustment of two rear wheels of an electric vehicle are mutually independent, so that the wheel track adjustment error is easy to occur, the electric vehicle cannot be accurately aligned with power exchanging equipment during power exchanging, and the power exchanging success rate is low.
The invention solves the technical problems through the following technical scheme:
the utility model provides a module of lifting for multi-vehicle type automobile body is rectified, includes preceding lifting devices and back lifting devices, preceding lifting devices with back lifting devices sets up along vehicle travel direction interval, preceding lifting devices includes the front frame body, back lifting devices includes the back frame body, preceding lifting devices includes:
a mobile frame for carrying the front wheels;
the first wheel track adjusting mechanism is arranged on the movable frame and comprises a first rotational symmetry mechanism and a first driving unit for providing power for the first rotational symmetry mechanism, the first rotational symmetry mechanism comprises two first power output ends, the first rotational symmetry mechanism is centrosymmetric relative to a rotation center of the first rotational symmetry mechanism, and the two first power output ends synchronously move along opposite directions in the width direction of the vehicle;
the wheel base adjusting mechanism is arranged on the front frame body and drives the movable frame to move along the vehicle running direction;
the rear lifting device comprises a second wheel track adjusting mechanism arranged on the rear frame body, the second wheel track adjusting mechanism comprises a second rotational symmetry mechanism and a second driving unit for providing power for the second rotational symmetry mechanism, the second rotational symmetry mechanism comprises two second power output ends, the second rotational symmetry mechanism is centrosymmetric relative to the rotation center of the second rotational symmetry mechanism, and the two second power output ends synchronously move along opposite directions in the width direction of the vehicle;
and a connecting line of the rotation center of the first rotation symmetry mechanism and the rotation center of the second rotation symmetry mechanism is parallel to the vehicle running direction.
In this scheme, the first wheel track adjusting mechanism on the front lifting device of the lifting module and the second wheel track adjusting mechanism on the rear lifting device are respectively provided with power through the corresponding first driving unit and the second driving unit, and the synchronous adjustment of the front wheels and the rear wheels of the vehicle is realized through the first rotational symmetry mechanism and the second rotational symmetry mechanism respectively, and the connecting line of the rotation center of the first rotational symmetry mechanism and the rotation center of the second rotational symmetry mechanism is parallel to the driving direction of the vehicle, so that the centers of the two front wheels correspond to the centers of the two rear wheels, the consistency of wheel track adjustment is better, the vehicle is not easy to deviate after being adjusted, and the wheel track adjusting precision is higher. The wheel base adjusting mechanism moves along the vehicle running direction through driving the movable frame, and then the front wheels placed on the movable frame and the first wheel base adjusting mechanism are driven to synchronously move along the vehicle running direction, so that the relative positions of the front wheels and the first wheel base adjusting mechanism are kept unchanged while the vehicle wheel base is adjusted, and the wheels of the front wheels cannot be pushed askew when the wheel base is adjusted. This scheme guarantees through the adjustment to wheel base and wheel base that the vehicle can be accurate berth and trade electric equipment directly over, improves and trades the electric success rate.
Preferably, the lifting module for correcting the multi-vehicle-type vehicle body further comprises a control unit, the control unit is respectively connected with the first driving unit and the second driving unit, and the control unit is used for controlling the first driving unit and the second driving unit to synchronously output power.
In the scheme, the control unit is used for controlling the first wheel track adjusting mechanism and the second wheel track adjusting mechanism to synchronously adjust the front wheels and the rear wheels of the vehicle, so that the wheel track adjusting precision is further improved.
Preferably, the movable frame includes a first wheel placing portion and a second wheel placing portion, the first wheel placing portion and the second wheel placing portion being arranged in a vehicle width direction with a gap therebetween;
the first wheel track adjusting mechanism further comprises a first pushing part, a second pushing part and a first wheel track in-place adjusting detection device, the first pushing part and the second pushing part are respectively connected with one first power output end, the first pushing part and the second pushing part are both arranged between two coaxial wheels, and the first driving unit is used for driving the first pushing part and the second pushing part to respectively move towards the first wheel placing part and the second wheel placing part along the width direction of the vehicle synchronously;
the first wheel track in-place adjusting detection device is connected with the control unit and used for detecting whether the first pushing part and the second pushing part synchronously move in place or not and feeding back a detection result to the control unit.
In this scheme, above-mentioned setting realizes that first promotion portion and second promotion portion can promote the front wheel from the inboard of two front wheels, compares in promoting the front wheel in the front wheel outside, and the space between two front wheels of make full use of makes preceding lifting device's structure compacter, and occupation space is little. The first wheel track adjusting in-place detection device can detect the wheel track adjusting state of the front wheel in real time, judge whether the front wheel is adjusted in place, and if the front wheel is not adjusted in place, can report errors in time or adjust again. The control unit judges whether the front wheels are adjusted in place or not according to the detection result of the first wheel track adjusting in-place detection device, so that the vehicle and the battery replacement equipment can be accurately aligned, and the battery replacement efficiency is improved.
Preferably, the first track adjusting-in-place detecting device is a first angle sensor connected to the control unit, and the first angle sensor is disposed at a rotation center of the first rotational symmetry mechanism and is configured to detect a rotation angle of the first rotational symmetry mechanism.
According to the scheme, after displacement strokes of a first pushing part and a second pushing part are obtained in advance according to different wheel track parameters of different vehicles, a rotation angle of a rotation center of a first rotational symmetry mechanism is calculated, a first angle sensor is adopted to detect the rotation angle of the first rotational symmetry mechanism, the detected rotation angle of the first rotational symmetry mechanism is fed back to a control unit, and the control unit judges whether the front wheel position of the vehicle is adjusted in the wheel track direction or not according to feedback contents.
Preferably, the first rotational symmetry mechanism is provided between the first wheel placing part and the second wheel placing part;
the first rotational symmetry mechanism comprises a first connecting rod, a first rotating piece and a second connecting rod which are sequentially connected, the middle part of the first rotating piece is provided with a rotating center, and the first rotating piece can rotate relative to the movable frame along the rotating center of the first rotating piece;
the first end of the first connecting rod and the first end of the second connecting rod are respectively hinged to two ends of the first rotating piece, and the first connecting rod and the second connecting rod are symmetrical relative to the rotating center of the first rotating piece;
the first rotational symmetry mechanism further comprises a first linear guide mechanism and a second linear guide mechanism, the first linear guide mechanism and the second linear guide mechanism are respectively arranged on two sides of the first rotating member, and the first linear guide mechanism and the second linear guide mechanism are symmetrical relative to the rotation center of the first rotating member;
the first pushing part is arranged on the first linear guide mechanism, the second end of the first connecting rod is hinged to the first pushing part, the second pushing part is arranged on the second linear guide mechanism, and the second end of the second connecting rod is hinged to the second pushing part;
the first driving unit is connected with and drives the first pushing part or the second pushing part.
In this scheme, can drive first promotion portion and second promotion portion simultaneous movement through first rotational symmetry mechanism, not only guarantee the synchronism that first promotion portion and second promotion portion removed, avoid appearing the circumstances that first promotion portion and second promotion portion removed the desynchronization and take place, improve the precision of wheel track regulation, still make first wheel track adjustment mechanism's structure compacter.
Preferably, the first rotating member includes a first rotating shaft and a first rotating rod, the first end of the first rotating shaft is disposed in the middle of the first rotating rod, the first rotating shaft passes through the movable frame and is rotatably connected with the movable frame, the angle detection end of the first angle sensor is connected with the second end of the first rotating shaft, and the angle detection end of the first angle sensor and the first rotating rod are both coaxially and synchronously rotated with the first rotating shaft.
In this scheme, provide a concrete structure of first rotating member, first pivot setting realizes first rotating rod around its central rotation at the middle part of first rotating rod, guarantees that first connecting rod and second connecting rod turned angle are the same, realizes that first promotion portion and second promotion portion are the same at the ascending displacement distance of vehicle width direction.
Preferably, each of the first linear guide mechanism and the second linear guide mechanism includes a first guide rail, a second guide rail, and a first slider, the first guide rail and the second guide rail extend in the vehicle width direction and are disposed in parallel on two sides of the rotation center of the first rotational symmetry mechanism, the first slider is disposed on each of the first guide rail and the second guide rail, and the first pushing portion and the second pushing portion are disposed on the first slider on the corresponding side.
In this scheme, first linear guiding mechanism and second linear guiding mechanism all constitute through first guide rail, second guide rail and first slider, simple structure, stability are good. The above arrangement can reduce the moving resistance of the first pushing part and the second pushing part, so that the first pushing part and the second pushing part can move more smoothly.
Preferably, the first pushing portion and the second pushing portion are provided with push plates, the push plates are perpendicular to the horizontal plane, the side, facing the corresponding side, of the push plate of the wheel is provided with the first wheel track in-place adjusting detection device, the first wheel track in-place adjusting detection device is a pressure sensor, and the pressure sensor is connected with the control unit.
In this scheme, pressure sensor detects the pressure that receives on first promotion portion and the second promotion portion, then feeds back this pressure to the control unit, and the control unit judges according to this feedback whether two front wheels adjust to target in place, improves wheel base adjustment accuracy.
Preferably, the front lifting device further comprises wheel bearing mechanisms respectively arranged on the first wheel placing part and the second wheel placing part of the movable frame, the wheel bearing mechanisms comprise two groups of second roller mechanisms arranged in a V shape, each group of second roller mechanisms comprises a plurality of second rollers sequentially arranged in the width direction of the vehicle, and the axis direction of the second rollers is perpendicular to the width direction of the vehicle.
In this scheme, prevent through setting up two sets of running roller mechanisms that are the V type that the wheel carries out the wheel base adjustment in-process, the wheel produces the displacement in the vehicle direction of travel, and the stability of removal when the improvement vehicle carries out the wheel base adjustment to further improve the precision that the vehicle carries out the wheel base adjustment, improve and trade electric efficiency. Meanwhile, the second rollers are perpendicular to the width direction of the vehicle and can roll when the wheel track is adjusted, so that the resistance of the wheel during movement and the abrasion of the rollers and the wheel are reduced, and the service life of the lifting device is prolonged.
Preferably, the lower end of the second roller mechanism is rotatably connected to the movable frame, and the wheel bearing mechanism further includes an angle adjusting assembly, which is disposed between the second roller mechanism and the movable frame and is used for adjusting an inclination angle of the second roller mechanism relative to a horizontal plane.
In this scheme, control the inclination of second roller mechanism through the angle adjustment subassembly, improve angle modulation's efficiency. The included angle between second roller mechanism and the portable frame can be changed according to the actual demand to the angle modulation subassembly for the module of lifting can be applicable to and carries out the wheel track to the vehicle of more sizes wheel and adjust, thereby makes not unidimensional wheel when parking in second roller department, and the wheel is tangent with second roller mechanism all the time.
Preferably, the first wheel placing part and the second wheel placing part of the movable frame each comprise a mounting bracket, the mounting bracket is provided with a mounting groove with an upward opening, and the wheel bearing mechanism is arranged in the mounting groove;
the wheel base adjusting mechanism comprises:
the fixed end of the driving mechanism is connected with the front frame body, and the driving end of the driving mechanism is connected with the mounting frame and used for driving the mounting frame to move along the vehicle running direction;
the follow-up mechanism is connected with the mounting rack, moves along with the mounting rack in the vehicle running direction and shields a gap between the mounting rack and the front frame body.
In this scheme, wheel base adjustment mechanism removes along vehicle traffic direction through the drive mounting bracket, and then the vehicle that the drive was placed on the mounting bracket removes along vehicle traffic direction to realize the adjustment of wheel base, guarantee that various types of vehicles can both accurately berth directly over trading electric equipment, reduce and trade electric failure rate, improve and trade electric efficiency. The following mechanism can shelter from the clearance between mounting bracket and the front frame body, and the vehicle can not be blocked or produce the feeling of pause and frustration by the clearance between mounting bracket and the front frame body after changing the battery, and the vehicle leaves preceding lifting device's in-process.
Preferably, the driving mechanism further includes two distance detecting devices for detecting a displacement amount of the mount in a traveling direction of the vehicle, and the two distance detecting devices are connected to the mounts of the first wheel placing portion and the second wheel placing portion, respectively.
In this scheme, come the displacement volume of accurate detection mounting bracket through apart from detection device, improved the accuracy that the mounting bracket mobile position detected.
Preferably, the rear frame body includes a third wheel placing portion and a fourth wheel placing portion, the third wheel placing portion and the fourth wheel placing portion being arranged in the vehicle width direction with a gap therebetween;
the second wheel track adjusting mechanism further comprises a third pushing portion and a fourth pushing portion, the third pushing portion and the fourth pushing portion are respectively connected with the second power output end, the third pushing portion and the fourth pushing portion are arranged between two coaxial wheels, and the second driving unit is used for driving the third pushing portion and the fourth pushing portion to move towards the third wheel placing portion and the fourth wheel placing portion in a synchronous mode along the width direction of the vehicle.
In this scheme, above-mentioned setting realizes that third promotion portion and fourth promotion portion can promote the rear wheel from the inboard of two rear wheels, compares in promoting the rear wheel from the rear wheel outside, make full use of the space between two rear wheels for back lifting device's structure is compacter, and the space that occupies is littleer.
Preferably, the second track adjusting mechanism further includes a second track in-place adjusting detection device, the second track in-place adjusting detection device is a second angle sensor and is connected to the control unit, and the second angle sensor is disposed at a rotation center of the second rotational symmetry mechanism and is configured to detect a rotation angle of the second rotational symmetry mechanism.
According to the scheme, the displacement strokes of the third pushing part and the fourth pushing part are obtained in advance according to different wheel tracks of different vehicles, the rotation angle of the rotation center of the second rotational symmetry mechanism is calculated, the rotation angle of the second rotational symmetry mechanism is detected by the second angle sensor, the detected rotation angle of the second rotational symmetry mechanism is fed back to the control unit, and the control unit judges whether the rear wheel position of the vehicle is adjusted in the wheel track direction or not according to the feedback content.
Preferably, the second rotational symmetry mechanism is provided between the third wheel placing section and the fourth wheel placing section;
the second rotational symmetry mechanism comprises a third connecting rod, a second rotating piece and a fourth connecting rod which are sequentially connected, the middle part of the second rotating piece is provided with a rotating center, and the second rotating piece can rotate relative to the rear frame body along the rotating center of the second rotating piece;
the first end of the third connecting rod and the first end of the fourth connecting rod are respectively hinged to two ends of the second rotating piece, and the third connecting rod and the fourth connecting rod are centrosymmetric relative to the rotating center of the second rotating piece;
the second rotational symmetry mechanism further comprises a third linear guide mechanism and a fourth linear guide mechanism, the third linear guide mechanism and the fourth linear guide mechanism are respectively arranged on two sides of the second rotating member, and the third linear guide mechanism and the fourth linear guide mechanism are symmetrical relative to the rotation center of the second rotating member;
the third pushing part is arranged on the third linear guide mechanism, the second end of the third connecting rod is hinged to the third pushing part, the fourth pushing part is arranged on the fourth linear guide mechanism, and the second end of the fourth connecting rod is hinged to the fourth pushing part;
the second driving unit is connected to and drives the third pushing part or the fourth pushing part.
In this scheme, can drive third promotion portion and fourth promotion portion simultaneous movement through second rotational symmetry mechanism, not only guarantee the synchronism that third promotion portion and fourth promotion portion removed, avoid appearing the circumstances that third promotion portion and fourth promotion portion removed asynchronization and take place, improve wheel distance adjustment accuracy, still make second wheel distance adjustment mechanism structure compacter.
Preferably, the second rotating member includes a second rotating shaft and a second rotating rod, the first end of the second rotating shaft is arranged in the middle of the second rotating rod, the second rotating shaft passes through the rear frame body and is connected with the rear frame body in a rotating manner, the angle detection end of the second angle sensor is connected with the second end of the second rotating shaft, and the angle detection end of the second angle sensor is connected with the second rotating rod and is coaxially and synchronously rotated with the second rotating shaft.
In this scheme, provide a concrete structure of second rotating member, the second pivot sets up the middle part at the second dwang, realizes that the second dwang winds its central rotation, and then guarantees that third connecting rod and fourth connecting rod turned angle are the same, realizes that third promotion portion and fourth promotion portion are the same at the ascending displacement distance of vehicle width direction.
Preferably, each of the third linear guide mechanism and the fourth linear guide mechanism includes a third guide rail, a fourth guide rail, and a second slider, the third guide rail and the fourth guide rail extend in the vehicle traveling direction and are disposed in parallel with each other on both sides of the rotation center of the second rotationally symmetric mechanism, the second slider is provided on each of the third guide rail and the fourth guide rail, and the third pushing portion and the fourth pushing portion are mounted on the second slider on the corresponding side, respectively.
In this scheme, third linear guiding mechanism and fourth linear guiding mechanism all constitute through third guide rail, fourth guide rail and second sliding block, simple structure, stability are good. The setting can reduce the moving resistance of the third pushing part and the fourth pushing part, and the third pushing part and the fourth pushing part move more smoothly.
Preferably, the third pushing portion and the fourth pushing portion each include a first roller mechanism and a connecting member, two ends of the connecting member are respectively connected to the second sliding blocks on the third guide rail and the fourth guide rail on the corresponding side, the first roller mechanism is connected to the connecting member, a second end of the third connecting rod is hinged to the connecting member of the third pushing portion, and a second end of the fourth connecting rod is hinged to the connecting member of the fourth pushing portion;
first running roller mechanism includes third pivot and first running roller, first running roller rotate connect in the third pivot, first running roller can be around the axis rotation of self, the axis of first running roller is on a parallel with the vehicle direction of travel, the both ends of third pivot respectively through the side direction connecting plate connect in the tip that the connecting piece corresponds.
In this scheme, connect two second sliders of homonymy through the connecting piece, thereby can come the removal of a plurality of second sliders of simultaneous drive through the drive connecting piece, and can drive the connecting piece removal of opposite side through the third connecting rod of second rotational symmetry mechanism, the second rotating member, the fourth connecting rod, only need set up a driving piece, and therefore the cost is reduced, on the other hand, can realize the synchronous motion of a plurality of second sliders, improve the removal precision of first running roller mechanism, and then improve the wheel distance adjustment precision. The friction between the first roller and the rear wheel is reduced through the rotation of the first roller, and the abrasion of the wheels is reduced.
Preferably, the front lifting device further comprises a wheel in-place detection device, the wheel in-place detection device is arranged at a position of the movable frame corresponding to a wheel of a vehicle, the wheel in-place detection device comprises a pressure piece, a sensing piece and a sensed piece, the pressure piece extends along the width direction of the vehicle, and the pressure piece is connected with the sensing piece;
when the vehicle is on the lifting module and is in a position state, the pressure-receiving part is driven by the pressure of the wheels to move the sensing part from the initial position to the triggering position, and the triggering position is the position where the sensing part triggers the sensing part.
In this scheme, drive response piece and together rotate when the pressurized through receiving the pressure piece to can make the response piece trigger when receiving the pressure that surpasss and predetermine the pressure and receive the response piece, produce the sensing signal, judge through the sensing signal that the vehicle is in the state of targetting in place.
Preferably, the pressure receiving member includes a third roller mechanism, the third roller mechanism is rotatably connected to the movable frame through a rotating mechanism and can rotate around an axis of the third roller mechanism, the axis of the third roller mechanism is parallel to the width direction of the vehicle, the sensing member is configured to rotate synchronously with the third roller mechanism through the rotating mechanism, and a sensing direction of the sensed member is parallel to the axis direction of the third roller mechanism.
In the scheme, when the wheel applies pressure to the third roller mechanism, the third roller mechanism rotates relative to the movable frame through the rotating mechanism, so that the induction piece synchronously rotates to trigger the induction piece, and an induction signal is generated. The third roller mechanism rotates to reduce the friction force between the third roller mechanism and the wheels, the surfaces of the wheels are not easy to damage, and the third roller mechanism can be detected to be pressed on the third roller mechanism even if the position deviation is large when the vehicle runs to the front lifting device and the rear lifting device, so that the sensed piece is triggered.
A power swapping station comprises the lifting module for correcting the body of a multi-vehicle.
In the scheme, the battery replacing station is used for replacing a battery of the vehicle, and the lifting module is used for lifting the vehicle in the battery replacing operation of the vehicle, so that a space for the battery replacing equipment to perform the battery replacing operation is formed at the bottom of the vehicle.
The positive progress effects of the invention are as follows:
the first wheel track adjusting mechanism on the front lifting device and the second wheel track adjusting mechanism on the rear lifting device of the lifting module are respectively driven by the corresponding first driving unit and the second driving unit, and are respectively driven by the first rotational symmetry mechanism and the second rotational symmetry mechanism to realize synchronous adjustment of front wheels and rear wheels of the vehicle, and the connecting line of the rotational center of the first rotational symmetry mechanism and the rotational center of the second rotational symmetry mechanism is parallel to the driving direction of the vehicle, so that the centers of the two front wheels correspond to the centers of the two rear wheels, the consistency of wheel track adjustment is good, the vehicle is not easy to deviate after being adjusted, and the wheel track adjusting precision is higher. The wheel base adjusting mechanism drives the movable frame to move along the vehicle running direction, and then drives the front wheels and the first wheel base adjusting mechanism which are placed on the movable frame to synchronously move along the vehicle running direction, so that the relative positions of the front wheels and the first wheel base adjusting mechanism are kept unchanged while the wheel base of the vehicle is adjusted, and the wheels of the front wheels cannot be pushed askew when the wheel base is adjusted. This scheme guarantees through the adjustment to wheel base and wheel base that the vehicle can be accurate berth and trade electric equipment directly over, improves and trades the electric success rate. The wheel track adjusting states of the front wheel and the rear wheel can be detected respectively through the first wheel track adjusting in-place detection device and the second wheel track adjusting in-place detection device, whether the front wheel and the rear wheel are adjusted in place or not is judged, and if the front wheel and the rear wheel are not adjusted in place, errors can be reported in time or adjustment can be conducted again. The control unit judges whether the front wheels and the rear wheels are adjusted in place or not according to detection results of the first wheel track adjusting in-place detection device and the second wheel track adjusting in-place detection device, so that the vehicle and the battery replacing equipment can be accurately aligned, and the battery replacing efficiency is improved.
Drawings
Fig. 1 is a schematic perspective view of a swapping station according to an embodiment of the present invention.
Fig. 2 is a schematic top view of a power swapping station according to an embodiment of the present invention.
Fig. 3 is a schematic perspective view of a lifting module according to an embodiment of the invention.
Fig. 4 is a schematic perspective view of a front lifting apparatus according to an embodiment of the present invention.
Fig. 5 is a schematic perspective view illustrating an interior of a front lifting apparatus according to an embodiment of the invention.
Fig. 6 is a schematic perspective view of a rear lift device according to an embodiment of the present invention.
Fig. 7 is a schematic perspective view illustrating an interior of a rear lift apparatus according to an embodiment of the present invention.
Fig. 8 is a top view of the front frame of the front lift device in accordance with one embodiment of the present invention.
Fig. 9 is a bottom view of the front frame of the front lifting device according to an embodiment of the present invention.
Fig. 10 is a schematic perspective view of a first track adjusting mechanism according to an embodiment of the invention.
Fig. 11 is a schematic diagram of an internal structure of the first rotational symmetry mechanism according to an embodiment of the present invention.
Fig. 12 is a partially enlarged view of fig. 11 at a.
Fig. 13 is a schematic perspective view of a wheel carrying mechanism according to an embodiment of the present invention.
Fig. 14 is a perspective view of a second roller mechanism according to an embodiment of the invention.
Fig. 15 is a schematic view of the internal structure of the wheel support mechanism according to an embodiment of the present invention.
Fig. 16 is a schematic perspective view of the driving mechanism without the second sliding chute according to an embodiment of the invention.
Fig. 17 is a top view of the rear frame of the rear lift device according to an embodiment of the present invention.
Fig. 18 is a bottom view of the rear frame of the rear lift device in accordance with one embodiment of the present invention.
Fig. 19 is a schematic perspective view of a second track adjusting mechanism according to an embodiment of the present invention.
Fig. 20 is a schematic diagram of an internal structure of a second rotational symmetry mechanism according to an embodiment of the invention.
Fig. 21 is a partially enlarged view of fig. 20 at B.
Fig. 22 is a schematic perspective view of a mounting rack according to an embodiment of the invention.
Fig. 23 is a side view of a second roller mechanism according to an embodiment of the invention.
Fig. 24 is a schematic perspective view of a third slider according to an embodiment of the invention.
Fig. 25 is a schematic perspective view of a follower mechanism according to an embodiment of the present invention.
Fig. 26 is another perspective view of the follower mechanism according to an embodiment of the present invention.
FIG. 27 is a side view at the follower mechanism of an embodiment of the present invention.
Fig. 28 is another perspective view of the front frame of the front lifting device according to an embodiment of the present invention.
Fig. 29 is a schematic structural view of a wheelbase adjusting mechanism of a front lifting device according to an embodiment of the present invention.
Fig. 30 is a schematic perspective view of a combination of a wheel-in-place detecting device and a mounting bracket according to an embodiment of the invention.
Fig. 31 is a schematic perspective view illustrating a partial structure of the wheel-in-position detecting apparatus according to an embodiment of the present invention.
Fig. 32 is a perspective view of fig. 31 from another angle.
Description of the reference numerals:
the battery changing chamber 11, the charging chamber 12, the front lifting device 2, the front frame body 21, the first receiving groove 211, the first cover plate 212, the first avoidance port 213, the side wall 214, the front base 22, the front lifting mechanism 23, the movable frame 24, the first wheel placing part 241, the second wheel placing part 242, the mounting bracket 243, the mounting groove 2431, the side plate 2432, the second avoidance port 2433, the upper concave structure 2434, the mounting hole 2435, the guide part 25, the roller 251, the fixing bracket 252, the rear lifting device 3, the rear frame body 31, the second receiving groove 311, the second cover plate 312, the third wheel placing part 313, the fourth wheel placing part 314, the rear base 32, the rear lifting mechanism 33, the first rotational symmetry mechanism 41, the first link 411, the first rotating member 412, the first rotating shaft 413, the first rotating rod 414, the first bearing 415, the first shaft bearing 416, the first support plate 417, the second link 418, the first guide rail 421, the second guide rail 422, and the second guide rail 422 the first slider 423, the first driving unit 43, the first pushing portion 441, the second pushing portion 442, the pushing plate 451, the first connecting member 452, the push rod 453, the cushion 454, the avoiding inclined surface 455, the first angle sensor 46, the second roller mechanism 51, the second roller 511, the roller mounting plate 512, the adjusting plate 513, the first rotating mechanism 52, the first ear plate 521, the second ear plate 522, the rotating shaft, the guide subassembly 53, the first slide rail 531, the third slider 532, the first slide groove 533, the inclined surface 534, the groove subassembly 535, the rotating block 536, the limiting position 54, the adjusting rod 523, the adjusting nut 541, the extending plate 61, the baffle 62, the linkage assembly 63, the linkage rod 631, the third ear plate 632, the fourth ear plate 633, the first limiting member 634, the second limiting member, the spring 636, the spring seat 637, the fourth slider 638, the second slide rail 639, the limiting portion 640, the second slide groove 641, the roller 642, the inverted U-shaped mounting bracket 643, electronic ruler 644, driving mechanism 65, second rotational symmetry mechanism 71, third link 711, second rotating part 712, second rotating shaft 713, second rotating rod 714, second bearing 715, second bearing seat 716, second support plate 717, fourth link 718, third guide rail 721, fourth guide rail 722, second slider 723, second driving unit 73, first roller mechanism 74, first roller 742, first mounting plate 743, third pushing part 751, fourth pushing part 752, lateral connecting plate 76, second connecting part 77, second angle sensor 78, wheel in-place detection device 8, sensing part 81, sensing part 82, third roller mechanism 83, third roller 831, fourth rotating shaft 832, support frame 841, connecting plate 842, support ear plate 843, connecting shaft 844, limiting plate 845, torsion spring 848 845, and the like
Detailed Description
The present invention will be more fully described in the following detailed description of the preferred embodiments thereof, taken together with the accompanying drawings.
[ example 1 ]
As shown in fig. 1 and fig. 2, in this embodiment, a specific implementation of a swapping station is disclosed, and the swapping station includes a swapping chamber 11, a charging chamber 12, and a swapping device (not shown in the drawings) that moves between the swapping chamber 11 and the charging chamber 12. The charging chamber 12 is disposed adjacent to the battery replacement chamber 11, and in this embodiment, the number of the charging chambers 12 is two, and the charging chambers are disposed on two sides of the battery replacement chamber 11 respectively. The battery replacing room 11 is used for bearing an electric automobile with a battery pack to be replaced, the electric automobile drives in and stops at the battery replacing room 11, an old battery pack to be charged on the electric automobile is detached by the battery replacing equipment, a fully charged new battery pack is installed, and the old battery on the electric automobile is transported to the charging room 12 for charging after the old battery on the electric automobile is detached by the battery replacing equipment. In other alternative embodiments, the number of the charging chambers 12 may also be one or more, and the positions of the charging chamber 12 and the battery replacement chamber 11 may also be adjusted according to actual requirements.
Because the battery pack is generally installed at a chassis position of the electric automobile, the battery replacement equipment needs to go in and out of the bottom of the electric automobile to realize the battery replacement operation. Therefore, in order to ensure that the bottom of the electric automobile has a height enough for the battery replacement equipment to come in and go out, a lifting module for lifting the electric automobile is arranged in the battery replacement station so as to lift the electric automobile, and a space for the battery replacement equipment to perform battery replacement operation is formed at the bottom of the electric automobile.
As shown in fig. 3, the lifting module in this embodiment is a lifting module for correcting a multi-vehicle-type vehicle body, and is suitable for electric vehicles with different wheel tracks and different wheel bases, so as to help the electric vehicles perform position correction, enable the electric vehicles to face a battery replacement device, and improve the battery replacement efficiency and the application range of the lifting module.
As shown in fig. 2 and 3, a lifting module is disposed in the battery replacing chamber 11, the lifting module includes a front lifting device 2 and a rear lifting device 3, and the front lifting device 2 and the rear lifting device 3 are disposed at an interval in a vehicle traveling direction (X direction in fig. 2). The front lifting device 2 is used for lifting two front wheels of the electric automobile, and the rear lifting device 3 is used for lifting two rear wheels of the electric automobile. When the front wheel and the rear wheel of the electric automobile respectively move to the front lifting device 2 and the rear lifting device 3, the front lifting device 2 and the rear lifting device 3 lift the electric automobile simultaneously, so as to ensure that the whole electric automobile can be lifted stably.
As shown in fig. 4, the front lift device 2 includes a front frame body 21, a front base 22, a front lift mechanism 23, and a guide portion 25, and the front lift mechanism 23 is connected between the front frame body 21 and the front base 22. The front base 22 is installed in the battery replacing chamber 11, the front wheels of the electric automobile stop on the front frame body 21, and the front frame body 21 is used for bearing the front wheels of the vehicle during battery replacing. The guide portion 25 is attached to the front frame body 21 and guides the traveling direction of the electric vehicle, thereby improving the positioning accuracy of the electric vehicle. Wherein the front lifting device 2 shown in fig. 1-3 omits the guide 25. As shown in fig. 6, the rear lift device 3 includes a rear frame body 31, a rear base 32, and a rear lift mechanism 33, and the rear lift mechanism 33 is connected between the rear frame body 31 and the rear base 32. The rear base 32 is installed in the battery replacing chamber 11, the rear wheels of the electric vehicle stop on the rear frame body 31, and the rear frame body 31 is used for bearing the rear wheels of the vehicle during battery replacing.
The front lifting mechanism 23 drives the front frame body 21 to lift in the vehicle height direction (Z direction in fig. 1), the rear lifting mechanism 33 drives the rear frame body 31 to lift in the vehicle height direction, and the electric vehicle parked on the front frame body 21 and the rear frame body 31 is driven to lift in the vehicle height direction by the front lifting mechanism 23 and the rear lifting mechanism 33, so that a space for the battery replacement operation of the battery replacement equipment is formed at the bottom of the electric vehicle.
As shown in fig. 4 and 5, the front lift 2 further includes a movable frame 24, a first track adjustment mechanism, and a wheel base adjustment mechanism.
A first track adjusting mechanism is provided on the movable frame 24 for adjusting the track of the two front wheels of the electric vehicle, pushing the electric vehicle to move in the vehicle width direction (Y direction in fig. 2). The wheel track adjustment in the present embodiment refers to adjusting positions of two coaxial wheels of the electric vehicle in the vehicle width direction with respect to the battery replacement room 11.
As shown in fig. 5, the first track width adjusting mechanism includes a first rotationally symmetrical mechanism 41 and a first driving unit 43 that powers the first rotationally symmetrical mechanism 41, and the first rotationally symmetrical mechanism 41 includes two first power output ends, and the first rotationally symmetrical mechanism 41 is centrosymmetric with respect to its rotational center and the two first power output ends move in synchronization in opposite directions in the vehicle width direction. Specifically, the first driving unit 43 is mounted on the movable frame 24, and since the first rotational symmetry mechanism 41 is a central symmetry structure, the two first power output ends are also central symmetry, and the two first power output ends are respectively used for applying opposite forces in the vehicle width direction to the two front wheels of the electric vehicle to realize synchronous movement of the two front wheels in the vehicle width direction. The first wheel track adjusting mechanism provides power through the first driving unit 43, and then the first rotational symmetry mechanism 41 realizes synchronous adjustment of two front wheels of the electric automobile, so that the wheel track adjusting consistency is good, and the wheel track adjusting precision is higher.
As shown in fig. 10, the first driving unit 43 in this embodiment is a first air cylinder, and the acting force provided by the first air cylinder is stronger due to the compressibility of air when the two first power output ends push the wheel to the required position than the hydraulic cylinder, so that the two first power output ends do not further push the side of the front wheel to damage the wheel, which is convenient for control.
In other alternative embodiments, the first driving unit 43 may also adopt other structures capable of realizing the above functions, such as a hydraulic cylinder.
The wheel base adjusting mechanism is provided on the front frame body 21 and connected to the movable frame 24, and is used for driving the movable frame 24 to move in the vehicle traveling direction. The wheel base adjustment in the present embodiment refers to adjusting the positions of the front wheels and the rear wheels of the electric vehicle in the vehicle traveling direction with respect to the battery replacement room 11. Specifically, since the movable frame 24 is used for carrying the front wheels of the electric vehicle, the wheel base adjusting mechanism can realize the wheel base adjustment of the electric vehicle by driving the movable frame 24 to move along the vehicle traveling direction, and then driving the electric vehicle placed on the movable frame 24 to move along the vehicle traveling direction. And because the first wheel track adjusting mechanism is arranged on the movable frame 24, the first wheel track adjusting mechanism can synchronously move along the running direction of the vehicle along with the movable frame 24 under the action of the wheel track adjusting mechanism, so that the relative positions of the front wheels and the first wheel track adjusting mechanism are kept unchanged, and after the wheel track of the front wheels is adjusted, two first power output ends of the first wheel track adjusting mechanism can apply acting force to the middle area of the side part of the front wheels during wheel track adjustment.
As shown in fig. 4, the number of the guide portions 25 in the present embodiment is two, and the guide portions are respectively mounted on both sides of the front frame body 21 in the vehicle width direction. Each guide portion 25 includes a roller 251 and a fixing frame 252, the roller 251 is connected to the fixing frame 252 and is mounted on the front frame body 21 through the fixing frame 252, and the roller 251 can rotate along its own axis to reduce the friction between the roller 251 and the wheel. Both guide portions 25 are installed between two front wheel seats of the traveling frame, and two rollers 251 of both guide portions 25 extend in a direction away from each other in a vehicle traveling direction from an end distant from the front wheel seats to an end close to the front wheel seats. The guide portion 25 is used for guiding the electric automobile to the front wheel placing position, and positioning accuracy is improved.
As shown in fig. 6 and 7, the rear lift device 3 includes a second track adjusting mechanism provided on the rear frame body 31 for adjusting the track of the two rear wheels of the electric vehicle to push the electric vehicle to move in the vehicle width direction.
As shown in fig. 7, the second track width adjusting mechanism includes a second rotationally symmetric mechanism 71 and a second drive unit 73 that powers the second rotationally symmetric mechanism 71, the second rotationally symmetric mechanism 71 includes two second power outputs, the second rotationally symmetric mechanism 71 is centrosymmetric with respect to its rotational center and the two second power outputs move in synchronization in opposite directions in the vehicle width direction. Specifically, the second drive unit 73 is mounted on the rear frame body 31, and since the second rotationally symmetric mechanism 71 is a centrosymmetric structure, the two second power output terminals are also centrosymmetric, and the two second power output terminals are respectively used to apply opposite forces in the vehicle width direction to the two rear wheels of the electric vehicle to achieve synchronous movement of the two rear wheels in the vehicle width direction. The second wheel track adjusting mechanism provides power through the second driving unit 73, and then the second rotational symmetry mechanism 71 realizes synchronous adjustment of two rear wheels of the electric automobile, so that the wheel track adjusting consistency is good, and the wheel track adjusting precision is higher.
As shown in fig. 17, the second driving unit 73 in this embodiment is a second cylinder, and the acting force provided by the second cylinder is stronger due to the compressibility of the gas when the two second power output ends push the wheels to the required positions than the hydraulic cylinder provides, so that the two second power output ends do not further push the side portions of the rear wheels to cause wheel damage, which is convenient for control.
In other alternative embodiments, the second driving unit 73 may also adopt other structures capable of realizing the above functions, such as a hydraulic cylinder.
As shown in fig. 2, in order to ensure that the vehicle body can be aligned with the battery replacement device more accurately after being corrected, a connection line between the rotation center of the first rotational symmetry mechanism 41 and the rotation center of the second rotational symmetry mechanism 71 is parallel to the vehicle driving direction, so that after the wheel base and the wheel base are adjusted by the lifting module, the vehicle body of the vehicle can be aligned, and no corner in the horizontal direction is generated relative to the battery replacement device, that is, the vehicle body tilts, so that the vehicle body directly faces the battery replacement device below. This embodiment guarantees through the adjustment to wheel base and wheel base that the vehicle can be accurate berth directly over trading electric equipment, reduces and trades electric failure rate, improves and trades electric efficiency.
The lifting module further comprises a control unit (not shown in the figure), the control unit is respectively connected with the first driving unit 43 and the second driving unit 73, and the control unit is used for controlling the first driving unit 43 and the second driving unit 73 to synchronously output power so as to control the first wheel track adjusting mechanism and the second wheel track adjusting mechanism to synchronously adjust the front wheels and the rear wheels of the vehicle, so that the wheel track adjusting precision is further improved, the wheel track adjusting efficiency is improved, and automatic control is realized.
[ example 2 ]
Embodiment 2 discloses another specific implementation of a lifting module for multi-vehicle type vehicle body correction, the structure of embodiment 2 is substantially the same as that of embodiment 1, and embodiment 2 is different from embodiment 1 in that, as shown in fig. 4 and 5, the movable frame 24 of embodiment 2 includes a first wheel placing portion 241 and a second wheel placing portion 242, the first wheel placing portion 241 and the second wheel placing portion 242 are arranged in the vehicle width direction, and a gap is provided between the first wheel placing portion 241 and the second wheel placing portion 242. The first track adjusting mechanism further includes a first pushing portion 441, a second pushing portion 442, and a first track adjusting position detecting device, the first pushing portion 441 and the second pushing portion 442 are respectively connected to a first power output end, the first pushing portion 441 and the second pushing portion 442 are both disposed between two coaxial wheels (i.e., front wheels), and the first driving unit 43 is configured to drive the first pushing portion 441 and the second pushing portion 442 to synchronously move in the vehicle width direction toward the first wheel disposing portion 241 and the second wheel disposing portion 242, respectively.
Specifically, as shown in fig. 5, the first wheel placing part 241 and the second wheel placing part 242 are respectively used for carrying two front wheels of the electric vehicle, the first pushing part 441 and the second pushing part 442 are disposed between the two coaxial front wheels, and the first pushing part 441 and the second pushing part 442 can push the wheels from the inner sides of the two front wheels, so as to fully utilize the space between the two front wheels compared with the front wheels pushed from the outer sides of the front wheels, so that the front lifting device 2 has a more compact structure and occupies a smaller space. First promotion portion 441 and second promotion portion 442 are connected with a first power take off respectively, first promotion portion 441 and second promotion portion 442 can be under the effect of first rotational symmetry mechanism 41 synchronous reverse movement in the vehicle width direction, and the migration distance is the same, thereby make the wheel base center of the vehicle of different wheel bases after the wheel base is adjusted unanimous with the center of trading the electrical equipment when trading the electricity, thereby be convenient for trade the electrical equipment and fix a position the trade electric vehicle of different models, improve and trade the electrical success rate.
The first track adjusting in-place detection device is connected to the control unit, and is configured to detect whether the first pushing portion 441 and the second pushing portion 442 move in place synchronously, and feed back a detection result to the control unit. The embodiment can detect the wheel track adjusting state of the front wheel in real time through the first wheel track adjusting in-place detection device, judge whether the front wheel is adjusted in place, and report errors in time or adjust again if the front wheel is not adjusted in place. The control unit judges whether the front wheels are adjusted in place or not according to the detection result of the first wheel track adjusting in-place detection device, so that the vehicle is aligned with the battery replacement equipment, and the battery replacement efficiency is improved.
As shown in fig. 9, the first track width in-place adjustment detecting device in the present embodiment includes a first angle sensor 46, and the first angle sensor 46 is connected to the control unit and disposed at the rotation center of the first rotational symmetric mechanism 41, and is used for detecting the rotation angle of the first rotational symmetric mechanism 41. After the displacement strokes of the first pushing part 441 and the second pushing part 442 are obtained in advance according to different track parameters of different vehicles, the rotation angle of the rotation center of the first rotational symmetry mechanism 41 is calculated, the rotation angle of the first rotational symmetry mechanism 41 is detected by the first angle sensor 46, the detected rotation angle of the first rotational symmetry mechanism 41 is fed back to the control unit, and the control unit judges whether the front wheel position of the vehicle is adjusted in the track direction according to the feedback content.
As shown in fig. 5 and 8, the first rotational symmetry mechanism 41 is disposed between the first wheel placing portion 241 and the second wheel placing portion 242, the front frame body 21 is provided with a first receiving groove 211 opened upward, and the first receiving groove 211 is located between the first wheel placing portion 241 and the second wheel placing portion 242 for receiving a part of the moving frame 24 and the first rotational symmetry mechanism 41 and the first driving unit 43 mounted on the moving frame 24. One ends of the first pushing portion 441 and the second pushing portion 442 extend into the first receiving groove 211 to be connected to the first rotational symmetry mechanism 41, and the other ends of the first pushing portion 441 and the second pushing portion 442 are located outside the first receiving groove 211 to be abutted to the front wheel. The first cover plate 212 is further arranged above the first accommodating groove 211, and the first cover plate 212 is used for shielding the opening above the first accommodating groove 211 so as to prevent impurities such as dust from entering the first rotational symmetry mechanism 41 through the opening, ensure the normal operation of the first rotational symmetry mechanism 41, and improve the dustproof effect.
As shown in fig. 5 and 10, the first rotational symmetry mechanism 41 includes a first link 411, a first rotating member 412 and a second link 418 connected in sequence, the middle of the first rotating member 412 has a rotation center, and the first rotating member 412 can rotate along its rotation center relative to the movable frame 24. A first end of the first link 411 and a first end of the second link 418 are respectively hinged to both ends of the first rotating member 412, and the first link 411 and the second link 418 are centrosymmetric with respect to a rotation center of the first rotating member 412.
The first rotational symmetry mechanism 41 further includes a first linear guide mechanism and a second linear guide mechanism, the first linear guide mechanism and the second linear guide mechanism are respectively disposed on two sides of the first rotating member 412, and the first linear guide mechanism and the second linear guide mechanism are symmetric with respect to the rotation center of the first rotating member 412. The first pushing portion 441 is disposed on the first linear guide mechanism, the second end of the first connecting rod 411 is hinged to the first pushing portion 441, the second pushing portion 442 is disposed on the second linear guide mechanism, and the second end of the second connecting rod 418 is hinged to the second pushing portion 442.
As shown in fig. 10, the first driving unit 43 in the present embodiment is connected to the first pushing portion 441 for driving the first pushing portion 441 to move in the vehicle width direction, and the second pushing portion 442 can be moved in the vehicle width direction in the opposite direction at the same time by the first rotational symmetry mechanism 41.
In other alternative embodiments, the first driving unit 43 may also be connected to the second pushing portion 442 for driving the second pushing portion 442 to move along the vehicle width direction, in this case, under the action of the first rotational symmetry mechanism 41, the first pushing portion 441 can simultaneously move along the vehicle width direction in the opposite direction, which is not described herein again.
As shown in fig. 10-12, the first rotating member 412 includes a first rotating shaft 413 and a first rotating rod 414, a first end of the first rotating shaft 413 is disposed in a middle portion of the first rotating rod 414, the first rotating shaft 413 passes through the movable frame 24 and is rotatably connected to the movable frame 24, an angle detecting end of the first angle sensor 46 is connected to a second end of the first rotating shaft 413, and both the angle detecting end of the first angle sensor 46 and the first rotating rod 414 rotate coaxially and synchronously with the first rotating shaft 413. The first rotating shaft 413 is provided at the middle of the first rotating lever 414 to realize the rotation of the first rotating lever 414 around the center thereof, thereby ensuring the same rotation angle of the first link 411 and the second link 418 and realizing the same moving distance of the first pushing portion 441 and the second pushing portion 442 in the vehicle width direction.
As shown in fig. 12, the first rotating member 412 of the first rotational symmetry mechanism 41 further includes a first bearing 415, a first bearing seat 416 and a first supporting plate 417, and the first rotating shaft 413 is rotatably connected to the movable frame 24 through the first bearing 415. Specifically, the first bearing 415 is disposed in a first bearing seat 416, the first bearing seat 416 is connected to a first support plate 417, and the first support plate 417 is mounted on the movable frame 24. First pivot 413 rotates with portable frame 24 through first bearing 415 to be connected, can reduce the coefficient of friction of first pivot 413 in the rotation process, improves the rotation accuracy, avoids first pivot 413 wearing and tearing to influence first wheel base adjustment mechanism's normal use simultaneously, is convenient for install first rotational symmetry mechanism 41 simultaneously.
As shown in fig. 5, 8, and 10, each of the first linear guide mechanism and the second linear guide mechanism includes a first rail 421, a second rail 422, and a first slider 423, the first rail 421 and the second rail 422 are fixed to the movable frame 24, the first rail 421 and the second rail 422 are provided at intervals in the vehicle traveling direction, the first rail 421 and the second rail 422 extend in the vehicle width direction and are provided in parallel with each other on both sides of the rotation center of the first rotation symmetric mechanism 41, the first slider 423 is provided on each of the first rail 421 and the second rail 422, and the first pushing portion 441 and the second pushing portion 442 are mounted on the first slider 423 on the corresponding side, respectively.
As shown in fig. 10, each of the first pushing portion 441 and the second pushing portion 442 includes a pushing plate 451 and a first connecting member 452, two ends of the two first connecting members 452 are respectively connected to the first sliding blocks 423 on the first rail 421 and the second rail 422 of the corresponding side, the pushing plate 451 is connected to the first connecting member 452, a second end (a left end of the first connecting rod 411 in fig. 10) of the first connecting rod 411 is hinged to the first connecting member 452 of the first pushing portion 441, and a second end (a right end of the second connecting rod 418 in fig. 10) of the second connecting rod 418 is hinged to the first connecting member 452 of the second pushing portion 442.
As shown in fig. 6 and 7, the rear frame body 31 includes a third wheel placing portion 313 and a fourth wheel placing portion 314, the third wheel placing portion 313 and the fourth wheel placing portion 314 being arranged in the vehicle width direction with a gap between the third wheel placing portion 313 and the fourth wheel placing portion 314. The second track adjusting mechanism further includes a third pushing portion 751 and a fourth pushing portion 752, the third pushing portion 751 and the fourth pushing portion 752 are respectively connected to one second power output end, the third pushing portion 751 and the fourth pushing portion 752 are each disposed between two coaxial wheels (i.e., rear wheels), and the second driving unit 73 is configured to drive the third pushing portion 751 and the fourth pushing portion 752 to respectively move in the vehicle width direction in synchronization with the direction of the third wheel placing portion 313 and the fourth wheel placing portion 314.
Specifically, as shown in fig. 5, the third wheel placing part 313 and the fourth wheel placing part 314 are respectively used for bearing two rear wheels of the electric vehicle, the third pushing part 751 and the fourth pushing part 752 are disposed between the two coaxial wheels, and the third pushing part 751 and the fourth pushing part 752 can push the wheels from the inner sides of the two rear wheels, so as to make full use of the space between the two rear wheels compared with pushing the wheels from the outer sides of the wheels, so that the rear lifting device 3 has a more compact structure and occupies a smaller space. The third pushing part 751 and the fourth pushing part 752 are respectively connected with a second power output end, the third pushing part 751 and the fourth pushing part 752 can synchronously move reversely in the width direction of the vehicle under the action of the second rotational symmetry mechanism 71, and the moving distances are the same, so that the wheel track centers of the vehicles with different wheel tracks after the wheel track is adjusted are consistent with the center of the battery replacement equipment during battery replacement, the battery replacement equipment is convenient to position the battery replacement vehicles with different models, and the battery replacement efficiency is improved.
As shown in fig. 16, the second track adjusting mechanism further includes a second track in-position adjusting detection device for detecting whether the third pushing part 751 and the fourth pushing part 752 synchronously move in place and feeding back the detection result to the control unit. The embodiment can detect the wheel track adjusting state of the rear wheel in real time through the second wheel track adjusting in-place detection device, judge whether the rear wheel is adjusted in place, and report errors in time or adjust again if the rear wheel is not adjusted in place.
As shown in fig. 18, the second track width adjustment position detection device in the present embodiment is a second angle sensor 78, and the second angle sensor 78 is connected to the control unit and disposed at the rotation center of the second rotational symmetric mechanism 71 for detecting the rotation angle of the second rotational symmetric mechanism 71. Under actual working conditions, displacement strokes of the third pushing part 751 and the fourth pushing part 752 are obtained in advance according to different track parameters of different vehicles, then the rotation angle of the rotation center of the second rotational symmetry mechanism 71 is calculated, the rotation angle of the second rotational symmetry mechanism 71 is detected by the second angle sensor 78, the detected rotation angle of the second rotational symmetry mechanism 71 is fed back to the control unit, and the control unit judges whether the rear wheel position of the vehicle is completely adjusted in the track direction according to the feedback content.
As shown in fig. 7 and 17, the second rotational symmetry mechanism 71 is disposed between the third wheel placing portion 313 and the fourth wheel placing portion 314, and the rear frame body 31 is provided with a second receiving groove 311 having an upward opening, the second receiving groove 311 being located between the third wheel placing portion 313 and the fourth wheel placing portion 314, for the second rotational symmetry mechanism 71 and the second driving unit 73 mounted on the rear frame body 31. One ends of the third pushing part 751 and the fourth pushing part 752 extend into the second accommodating groove 311 to be connected with the second rotational symmetry mechanism 71, and the other ends of the third pushing part 751 and the fourth pushing part 752 are located outside the second accommodating groove 311 to be abutted against the rear wheel. As shown in fig. 6, a second cover plate 312 is further disposed above the second receiving groove 311, and the second cover plate 312 is used for shielding the opening above the second receiving groove 311, so as to prevent impurities such as dust from entering the interior of the second rotational symmetric mechanism 71 through the opening, ensure the normal operation of the second rotational symmetric mechanism 71, and improve the dustproof effect.
As shown in fig. 17 and 19, the second rotational symmetry mechanism 71 includes a third link 711, a second rotating member 712, and a fourth link 718 connected in sequence, the second rotating member 712 has a rotation center in a middle portion thereof, and the second rotating member 712 is rotatable with respect to the rear frame body 31 along its rotation center. A first end of the third link 711 (a right end of the third link 711 in fig. 17) and a first end of the fourth link 718 (a left end of the fourth link 718 in fig. 17) are hinged to both ends of the second rotating member 712, respectively, and the third link 711 and the fourth link 718 are centrosymmetric with respect to the rotation center of the second rotating member 712.
The second rotationally symmetric mechanism 71 further includes a third linear guide mechanism and a fourth linear guide mechanism, which are provided on both sides of the second rotary element 712, respectively, and which are centrosymmetric with respect to the rotational center of the second rotary element 712. The third pushing portion 751 is disposed on the third linear guide mechanism, the second end of the third link 711 is hinged to the third pushing portion 751, the fourth pushing portion 752 is disposed on the fourth linear guide mechanism, and the second end of the fourth link 718 is hinged to the fourth pushing portion 752.
As shown in fig. 6 and 19, the second driving unit 73 in the present embodiment is connected to the third pushing portion 751 for driving the third pushing portion 751 to move in the vehicle width direction, and the fourth pushing portion 752 can simultaneously move in the vehicle width direction in the opposite direction by the second rotational symmetry mechanism 71. The structure avoids the occurrence of unsynchronized movement of the third pushing part 751 and the fourth pushing part 752, improves the wheel track adjusting precision, and also makes the structure of the second wheel track adjusting mechanism more compact.
In other alternative embodiments, the second driving unit 73 may also be connected to the fourth pushing part 752 for driving the fourth pushing part 752 to move in the vehicle width direction, in which case the third pushing part 751 can simultaneously move in the vehicle width direction in the opposite direction by the second rotational symmetry mechanism 71.
As shown in fig. 19 to 21, the second rotating member 712 includes a second rotating shaft 713 and a second rotating lever 714, a first end (an upper end of the second rotating shaft 713 of fig. 21) of the second rotating shaft 713 is provided at a middle portion of the second rotating lever 714, the second rotating shaft 713 passes through the rear frame body 31 and is rotatably connected to the rear frame body 31, an angle detecting end of the second angle sensor 78 is connected to a second end (a lower end of the second rotating shaft 713 of fig. 21) of the second rotating shaft 713, and the angle detecting end of the second angle sensor 78, the second rotating lever 714 are all coaxially rotated in synchronization with the second rotating shaft 713. The second rotating shaft 713 is provided at the middle of the second rotating lever 714 to enable the second rotating lever 714 to rotate about its center, thereby ensuring that the third link 711 and the fourth link 718 rotate at the same angle and enabling the third pushing portion 751 and the fourth pushing portion 752 to move at the same distance in the vehicle width direction.
As shown in fig. 17 and 19, each of the third and fourth linear guide mechanisms includes a third guide rail 721, a fourth guide rail 722, and a second slider 723, the third guide rail 721 and the fourth guide rail 722 are fixed at the second accommodation groove 311 of the rear frame body 31, the third guide rail 721 and the fourth guide rail 722 are provided at intervals in the vehicle traveling direction, the third guide rail 721 and the fourth guide rail 722 extend in the vehicle width direction and are provided in parallel with each other on both sides of the rotation center of the second rotationally symmetric mechanism 71, the third guide rail 721 and the fourth guide rail 722 are provided with the second slider 723, and the third pushing portion 751 and the fourth pushing portion 752 are mounted on the second slider 723 on the corresponding sides, respectively.
As shown in fig. 7 and 19, each of the third pushing portion 751 and the fourth pushing portion 752 includes a first roller mechanism 74 and a second connecting member 77, two ends of the second connecting member 77 are respectively connected to the second slider 723 on the corresponding third guide rail 721 and the fourth guide rail 722, the first roller mechanism 74 is connected to the second connecting member 77, a second end of the third connecting rod 711 (an upper end of the third connecting rod 711 in fig. 19) is hinged to the second connecting member 77 of the third pushing portion 751, and a second end of the fourth connecting rod 718 (a lower end of the fourth connecting rod 718 in fig. 19) is hinged to the second connecting member 77 of the fourth pushing portion 752.
As shown in fig. 19, the first roller mechanism 74 includes a third rotating shaft and a first roller 742, the first roller 742 is rotatably connected to the third rotating shaft, the first roller 742 can rotate around its axis, the axis of the first roller 742 is parallel to the traveling direction of the vehicle, two ends of the third rotating shaft are respectively connected to corresponding ends of the second link 77 through lateral connection plates 76, and the rotation of the first roller 742 reduces the friction between the first roller 742 and the rear wheel, thereby reducing the wear of the wheels.
Specifically, as shown in fig. 17, the first roller mechanisms 74 of the third pushing portion 751 and the fourth pushing portion 752 are located above the ground rolling devices on the corresponding sides, and the lateral connecting plates 76 include a first lateral connecting plate and a second lateral connecting plate, which are spaced apart from each other in the vehicle traveling direction on both sides of the ground rolling devices, so that the second roller mechanisms 51 are more uniformly stressed, and the stability during the movement is improved. In this embodiment, the ground roller device is composed of a plurality of rollers horizontally arranged in a matrix.
The first roller mechanism 74 further includes a first mounting plate 743, a third rotating shaft is disposed on the first mounting plate 743, such that the first roller 742 can rotate relative to an axis of the third rotating shaft, and the third rotating shaft is connected to the aforementioned lateral connection plate 76 through the first mounting plate 743, such that the lateral connection plate 76 does not interfere with the rotation of the first roller 742.
As shown in fig. 12, the second rotating member 712 of the second rotational symmetry mechanism 71 further includes a second bearing 715, a second bearing seat 716 and a second supporting plate 717, and the second rotating shaft 713 is rotatably connected to the rear frame body 31 through the second bearing 715. The second bearing 715 is disposed in a second bearing seat 716, the second bearing seat 716 is connected with a second support plate 717, and the second support plate 717 is mounted on the rear frame body 31. The second rotating shaft 713 is rotatably connected with the rear frame body 31 through the second bearing 715, so that the friction coefficient of the second rotating shaft 713 in the rotating process can be reduced, the rotating precision is improved, meanwhile, the second rotating shaft 713 is prevented from being abraded to influence the normal use of the second wheel track adjusting mechanism, and meanwhile, the second rotational symmetry mechanism 71 is convenient to install.
The process of adjusting the track width using the first angle sensor and the second angle sensor is briefly described as follows:
the control unit of the battery replacement station obtains the wheel track parameter according to the vehicle type of the parked battery replacement vehicle, that is, obtains the moving distance of the first pushing part 441 and the second pushing part 442 in the vehicle width direction, that is, the moving distance of the telescopic rod of the first cylinder in advance, and further calculates the angle that the first rotational symmetry mechanism 41 needs to rotate. The control unit controls the two first cylinders to move simultaneously by a corresponding distance, the two first cylinders push the first connecting piece 452 to move along the width direction of the vehicle, the first connecting piece 452 pushes the first pushing part 441 to move and drives the first connecting rod 411 to rotate, so that the first rotating shaft 413 and the second connecting rod 418 of the first rotational symmetry mechanism 41 correspondingly rotate, and the second connecting rod 418 drives the first connecting piece 452 and the push plate 451 on the corresponding side to reversely move in the width direction of the vehicle. The first angle sensor 46 is connected to the first rotating shaft 413, and senses a rotation angle of the first rotating shaft 413 to determine whether the first pushing part 441 and the second pushing part 442 are in place. The second angle sensor functions in the same manner as the first angle sensor 46 and is not described in detail here.
[ example 3 ]
An embodiment 3 discloses another specific implementation of a lifting module for multi-vehicle body correction, the structure of the embodiment 3 is substantially the same as that of the embodiment 2, and the difference between the embodiment 3 and the embodiment 2 is that, as shown in fig. 4, the front lifting device 2 of the embodiment 3 further comprises wheel bearing mechanisms for bearing front wheels of an electric vehicle, which are respectively arranged on the first wheel placing part 241 and the second wheel placing part 242 of the movable frame 24.
As shown in fig. 13 and 14, the wheel bearing mechanism includes two sets of second roller mechanisms 51, the two sets of second roller mechanisms 51 are arranged in a V shape, each set of second roller mechanisms 51 includes a plurality of second rollers 511 sequentially arranged along the width direction of the vehicle, the axial direction of the second rollers 511 is perpendicular to the width direction of the vehicle, so that the wheels can roll when adjusting the wheel distance, the resistance of the wheels when moving and the abrasion of the rollers and the wheels are reduced, and the service life of the lifting device is prolonged.
Specifically, as shown in fig. 14 and 22, the second roller mechanism 51 further includes a roller mounting plate 512, the plurality of second rollers 511 are rotatably mounted on the roller mounting plate 512, the roller mounting plate 512 serves to position and support the second rollers 511, and the second rollers 511 can rotate around their axes relative to the roller mounting plate 512. As shown in fig. 15, the two sets of second roller mechanisms 51 are disposed opposite to each other in the vehicle traveling direction, the second rollers 511 of the two sets of second roller mechanisms 51 extend from bottom to top in the vehicle traveling direction toward directions away from each other, and the second rollers 511 of the two sets of second roller mechanisms 51 have the same inclination angle, that is, the projections of the two sets of second roller mechanisms 51 on the projection plane are V-shaped, and the projection plane is perpendicular to the horizontal plane and parallel to the vehicle traveling direction. A concave space is formed between the two second roller mechanisms 51, and when the wheel bearing mechanism bears the wheel, part of the wheel is accommodated in the concave space, and both sides of the wheel in the vehicle traveling direction are respectively abutted against the two second roller mechanisms 51, so that the movement of the wheel in the vehicle traveling direction is limited.
As shown in fig. 8, the center area of the first pushing portion 441 and the second pushing portion 442 is located between the two sets of second roller mechanisms 51 on the corresponding side, specifically, the center of the first pushing portion 441 and the second pushing portion 442 in this embodiment is located on the symmetry plane of the two sets of second roller mechanisms 51 on the corresponding side, and since the two sets of second roller mechanisms 51 have the same inclination angle and are V-shaped, the center of the wheel is generally the symmetry plane of the two sets of second roller mechanisms 51, wherein the symmetry plane of the two sets of second roller mechanisms 51 is perpendicular to the horizontal plane and parallel to the vehicle width direction. The centers of the first pushing portion 441 and the second pushing portion 442 are aligned with the symmetrical surfaces of the two sets of second roller mechanisms 51 on the corresponding sides, so that the centers of the first pushing portion 441 and the second pushing portion 442 can be aligned with the centers of the wheels more accurately, the wheels are stressed more uniformly, the wheels are prevented from being inclined in the moving process, and the wheel track adjusting precision is improved.
As shown in fig. 4 and 13, each of the first wheel placing portion 241 and the second wheel placing portion 242 of the movable frame 24 includes a mounting bracket 243, the mounting bracket 243 has a mounting groove 2431 with an upward opening, and the wheel bearing mechanism is disposed in the mounting groove 2431. Specifically, the two sets of second roller mechanisms 51 are mounted on the mounting frame 243 and are completely accommodated in the mounting groove 2431, that is, the highest point of the second roller mechanisms 51 is flush with the upper end of the mounting groove 2431. Because the second rollers 511 of the two sets of second roller mechanisms 51 extend from bottom to top in the direction away from each other, that is, the second rollers 511 are inclined from bottom to top toward the outer side of the movable frame 24, the mounting groove 2431 for accommodating the second roller mechanisms 51 is arranged on the mounting frame 243, so that the wheels are not blocked by the second rollers 511 in the process that the vehicle moves to the second roller mechanisms 51 in the mounting groove 2431, the running process of the vehicle is more smooth, the impact damage of the wheels to the second rollers 511 can be reduced, and the service life of the second roller mechanisms 51 is prolonged. In other alternative embodiments, the second roller mechanism 51 may not be completely housed in the mounting groove 2431, but may be slightly higher than the upper end of the mounting groove 2431.
In order to enable each set of the second roller mechanisms 51 to better grip wheels with different sizes, the inclination angle of the second roller mechanisms 51 relative to the horizontal plane is adjustable, that is, the wheel bearing mechanism further comprises an angle adjusting component, specifically, as shown in fig. 15, the lower ends of the second roller mechanisms 51 are rotatably connected with the movable frame 24, the angle adjusting component is arranged between the second roller mechanisms 51 and the movable frame 24, specifically, as shown in fig. 15, the lower ends of the second roller mechanisms 51 are rotatably connected with the groove bottoms of the mounting grooves 2431, and the angle adjusting component is arranged between the second roller mechanisms 51 and the groove bottoms of the mounting grooves 2431, and is used for adjusting the inclination angle of the second roller mechanisms 51 relative to the horizontal plane. The inclination angle of the second roller mechanism 51 is controlled by the angle adjusting component in the embodiment, so that unified angle adjustment of the second rollers 511 in the second roller mechanism 51 is ensured, and the adjusting precision and efficiency are improved.
As shown in fig. 15, the wheel carrying mechanism further includes a first rotating mechanism 52, and the lower end of the second roller mechanism 51 is rotatably connected to the groove bottom of the mounting groove 2431 via the first rotating mechanism 52.
Specifically, as shown in fig. 14, 22 and 23, the first rotating mechanism 52 includes two first ear plates 521, two sets of second ear plates 522 and a rotating shaft 523, the second roller mechanism 51 further includes an adjusting plate 513, the roller mounting plate 512 is detachably fixed on the adjusting plate 513 by a bolt, the adjusting plate 513 is rotatably connected to the bottom of the mounting groove 2431 by the first rotating mechanism 52, and the roller mounting plate 512 is prevented from being directly hinged to the bottom of the mounting groove 2431. The axes of the plurality of second rollers 511 in the second roller mechanism 51 are parallel to each other and perpendicular to the rotation axis of the first rotating mechanism 52. Two first ear plates 521 are mounted on the adjusting plate 513 and located at one end of the adjusting plate 513 close to the bottom of the mounting groove 2431 (the lower end of the adjusting plate 513 in fig. 15, and along the vehicle width direction, the two first ear plates 521 are located at two ends of the adjusting plate 513 (the left and right ends of the adjusting plate 513 in fig. 14) respectively.
In other alternative embodiments, there may be only one second ear plate 522 in each group of second ear plates 522, so long as the first ear plate 521 is rotatably connected to the second ear plate 522 at the corresponding position through the rotating shaft 523; if the adjusting plate 513 is not provided in this embodiment, the first ear plate 521 is provided at an end of the roller mounting plate 512 close to the bottom of the mounting groove 2431, so that the second roller mechanism 51 can rotate relative to the bottom of the mounting groove 2431, which is not described herein again.
As shown in fig. 15 and 23, the angle adjusting assembly includes a guiding sub-assembly 53 and a limiting sub-assembly 54, the guiding sub-assembly 53 includes a moving part and a guiding part, the moving part and the guiding part are matched with each other, the guiding part is disposed on the mounting frame 243, and the moving part is slidably connected with the second roller mechanism 51 through the rotating block 536. The moving portion moves on the mounting frame 243 in the vehicle traveling direction under the guidance of the guide portion. The stop subassembly 54 serves to define the relative position of the moving part on the guide part.
In this embodiment, the relative position of the moving part on the guiding part is adjusted by the stopper sub-assembly 54, and then the relative position of the moving part and the second roller mechanism 51 is controlled, so that the linear movement of the moving part is converted into the rotation of the second roller mechanism 51 relative to the frame body, so that different angles are formed between the second roller mechanism 51 and the mounting frame 243, and the inclination angle of the second roller 511 is changed. The moving portion moves in the vehicle driving direction to drive the turning block 536 to move synchronously in the vehicle driving direction, and the turning block 536 also turns relative to the moving portion under the action of the downward pressure of the second roller mechanism 51, so that the relative positions of the turning block 536 and the second roller mechanism 51 are changed, and the angle between the second roller mechanism 51 and the horizontal plane is changed.
Specifically, as shown in fig. 23 and 24, the guide portion is a first slide rail 531, the first slide rail 531 extends in the vehicle traveling direction, and the moving portion includes a third slider 532 fitted to the first slide rail 531 and a rotating block 536 slidably connected to the adjusting plate 513 below the second roller mechanism 51. The bottom of the third slider 532 has a first sliding groove 533, and the third slider 532 slides in cooperation with the first sliding rail 531 through the first sliding groove 533. An inclined plane 534 is arranged at the end part of the third slider 532 far away from the mounting frame 243, the inclined direction of the inclined plane 534 is the same as the inclined direction of the second roller mechanism 51, a groove 535 recessed downwards is formed in the inclined plane 534, a rotating block 536 is hinged in the groove 535, and part of the rotating block 536 extends out of the groove 535 and is connected with the second roller mechanism 51 in a sliding manner.
The groove 535 is formed on the third slider 532, and the partial rotating block 536 is hinged in the groove 535, so that the space in the third slider 532 is fully utilized, the size of the moving part in the height direction of the vehicle is shortened, and the whole structure is more compact.
In the present embodiment, the surface of the turning block 536 facing the second roller mechanism 51 is a flat surface, the surface of the adjustment plate 513 facing the turning block 536 is also a flat surface, the turning block 536 and the adjustment plate 513 directly contact and slide, and the third slider 532 has a certain limit function on the turning block 536, thereby preventing the turning block 536 from moving in the vehicle width direction and reducing the possibility of displacement when the turning block 536 and the second roller mechanism 51 slide relative to each other.
In other alternative embodiments, a guide mechanism may be disposed between the turning block 536 and the second roller mechanism 51 to guide the sliding direction of the turning block 536 relative to the second roller mechanism 51, so as to further reduce the possibility of displacement when the turning block 536 slides relative to the second roller mechanism 51, and the guide mechanism may be a linear guide mechanism such as a slide block, a gear rack, or the like; if the adjusting plate 513 is not provided, the rotating block 536 is slidably connected to the roller mounting plate 512, which is not described herein again.
As shown in fig. 15, the mounting frame 243 includes a side plate 2432 vertically arranged, the side plate 2432 is a side wall of the mounting frame 243 corresponding to the mounting groove 2431, the limiting sub-assembly 54 includes an adjusting nut 542 and an adjusting rod 541, the adjusting nut 542 is fixedly arranged on the side plate 2432, the adjusting rod 541 sequentially passes through the adjusting nut 542 and the side plate 2432 and then abuts against the third sliding block 532, and the adjusting rod 541 is in threaded connection with the adjusting nut 542.
Specifically, one end of the adjustment lever 541 extends into the mounting groove 2431 and abuts against the third slider 532, and the adjustment lever 541 can apply a force to the third slider 532 in the vehicle traveling direction. Specifically, the side plate 2432 has a through hole, the adjusting nut 542 is fixed on the side plate 2432, and the adjusting nut 542 is coaxially arranged with the through hole on the side plate 2432. The adjusting rod 541 in this embodiment is a bolt, and the adjusting rod 541 is connected to the side plate 2432 through an adjusting nut 542 by a thread. During adjustment, the adjustment rod 541 is rotated to axially move the adjustment rod 541 relative to the adjustment nut 542, thereby driving the third slider 532 to move on the first slide rail 531. This embodiment is through setting up adjusting nut 542 on curb plate 2432, avoids processing the screw hole on curb plate 2432, has reduced manufacturing cost.
In this embodiment, the number of the angle adjustment assemblies corresponding to each set of the second roller mechanism 51 is two, that is, the angle adjustment assemblies include two guiding subassemblies 53 and two limiting subassemblies 54, and the two guiding subassemblies 53 and the two limiting subassemblies 54 are arranged on two sides of the second roller mechanism 51 in the vehicle width direction, so that the supporting effect on the second roller mechanism 51 is improved. In other alternative embodiments, the number of angle adjustment assemblies may be one or more, and the number and position of the angle adjustment assemblies may be adjusted according to actual requirements and stress conditions of the second roller mechanism 51.
As shown in fig. 4, the wheel base adjusting mechanism includes a driving mechanism 65 and a follower mechanism, a fixed end of the driving mechanism 65 is connected to the front frame body 21, and a driving end of the driving mechanism 65 is connected to the mounting frame 243 for driving the mounting frame 243 to move in the vehicle traveling direction. The follower is connected to the mounting frame 243, moves in the vehicle traveling direction with the mounting frame 243, and blocks a gap between the mounting frame 243 and the front frame body 21. After the battery is changed to the vehicle, avoid the vehicle to produce because of the card to the clearance and pause to frustrate and be blocked, promoted user experience and felt to two boards that form this clearance can not be because of the long-term fatigue fracture that strikes of wheel, prevent that the foreign matter from dropping from the clearance.
In this embodiment, the driving mechanism 65 is a hydraulic cylinder, and the free end of the push rod of the hydraulic cylinder is the driving end of the driving mechanism 65, which is connected to the mounting frame 243.
Specifically, the front frame body 21 has a first avoidance port 213 formed at a position corresponding to a wheel of the vehicle, the mounting frame 243 is disposed at the first avoidance port 213, and the highest position of the mounting frame 243 is not higher than the upper end of the first avoidance port 213, that is, the highest position of the mounting frame 243 is flush with the upper end of the first avoidance port 213, so as to reduce the bumping feeling generated when the vehicle is switched between the front frame body 21 and the mounting frame 243. The number of the first escape openings 213 is two, and the first escape openings 213 are provided at both ends of the front frame body 21 in the vehicle width direction, that is, two first escape openings 213 are provided at the first wheel placing portion 241 and the second wheel placing portion 242, and the first escape openings 213 are openings penetrating through both ends in the vehicle height direction.
As shown in fig. 13, the following mechanism includes extension plates 61, the extension plates 61 are horizontally disposed at both ends of the mounting frame 243 in the vehicle traveling direction, an upper surface of the extension plate 61 is flush with an upper surface of the mounting groove 2431, and the extension plate 61 extends in the vehicle traveling direction toward a direction away from the mounting groove 2431, so that a gap between the mounting frame 243 and the front frame body 21 on the corresponding side can be reduced regardless of whether the mounting frame 243 moves forward or backward in the vehicle traveling direction. The extension plate 61 serves to shield a gap between the mounting bracket 243 and the first escape opening 213 of the front frame body 21, thereby reducing a feeling of jerk generated when the vehicle is switched between the mounting bracket 243 and the front frame body 21.
The extension plate 61 and the mounting frame 243 are integrally formed in this embodiment, but in other alternative embodiments, the extension plate 61 and the mounting frame 243 may be separately formed and then connected by a connecting member; in other embodiments, the extension plate 61 may be disposed on one side of the mounting frame 243, so as to block a gap between the one side of the mounting frame 243 and the first avoiding opening 213, which is not described herein again.
As shown in fig. 25-27, the follower mechanism further includes a stop plate 62 and a linkage assembly 63. The baffle plate 62 is connected with the mounting frame 243 through the linkage assembly 63, the extension plate 61 and the baffle plate 62 are at least partially overlapped in the vehicle driving direction, and the baffle plate 62 moves along with the mounting frame 243 in the vehicle driving direction and shields the gap between the front frame body 21 and the mounting frame 243, so that the gap between the extension plate 61 and the baffle plate 62 in the vehicle driving direction can not be generated, and the setback feeling generated when the vehicle is switched between the extension plate 61 and the baffle plate 62 is reduced.
As shown in fig. 25 and 26, a baffle plate 62 is provided between the front frame body 21 and the extension plate 61, and the baffle plate 62 is slidable relative to the front frame body 21 in the vehicle traveling direction. The linkage assembly 63 includes a third ear plate 632 mounted on the baffle 62, a fourth ear plate 633 mounted on the mounting frame 243, and a linkage rod 631, two ends of the linkage rod 631 are respectively provided with a first limiting member 634 and a second limiting member 635, the linkage rod 631 penetrates through the third ear plate 632 and the fourth ear plate 633, the third ear plate 632 and the fourth ear plate 633 are disposed between the first limiting member 634 and the second limiting member 635 in the vehicle traveling direction, the first limiting member 634 is mounted on a side of the third ear plate 632 away from the fourth ear plate 633 along the vehicle traveling direction, and the second limiting member 635 is mounted on a side of the fourth ear plate 633 away from the third ear plate 632 along the vehicle traveling direction. The distance between the first stopper 634 and the second stopper 635 in the vehicle traveling direction is substantially equal to the displacement amount of the barrier plate 62 relative to the mount 243 in the vehicle traveling direction.
As shown in fig. 26 and fig. 27, the following mechanism further includes a spring 636, the spring 636 is sleeved on the linkage rod 631, two ends of the spring 636 are respectively abutted on the third ear plate 632 and the fourth ear plate 633, and spring seats 637 are arranged in two ends of the spring 636, the spring seats 637 are arranged on the linkage rod 631 and can slide on the linkage rod 631, the spring seats 637 are welded to the third ear plate 632 and the fourth ear plate 633 on the corresponding sides, and the spring seats 637 can correspondingly move on the linkage rod 631 when the spring 636 is compressed or stretched. The spring seat 637 can restrict the degree of freedom of displacement of the spring 636 in the height direction, and improve the stability of the spring 636. In this embodiment, the spring 636 is a compression spring.
As shown in fig. 25 to 27, the following mechanism further includes a fourth slider 638 connected to the baffle 62 and a second slide rail 639 connected to the front frame body 21, the fourth slider 638 and the second slide rail 639 are engaged with each other, the second slide rail 639 is horizontally disposed on the front frame body 21 along the vehicle traveling direction, and a stopper 640 for preventing the fourth slider 638 from falling off is disposed at an end of the second slide rail 639. The baffle plate 62 is slidably connected to the front frame body 21 through the fourth slider 638, so that the stability of the baffle plate 62 during movement is improved, and the fourth slider 638 is prevented from falling off the second slide rail 639 by the stopper 640.
Specifically, the second slide rail 639 extends in the vehicle traveling direction and is horizontally disposed on the side wall 214 of the front frame body 21, one end of the second slide rail 639 remote from the mounting groove 2431 abuts against or approaches the side wall 214 of the front frame body 21, and the movement of the fourth slider 638 toward the side remote from the mounting groove 2431 in the vehicle traveling direction is restricted by the side wall 214 of the front frame body 21. One end of the second slide rail 639, which is close to the mounting groove 2431, is provided with a limiting portion 640, the limiting portion 640 is a structure protruding upward from the upper end surface of the second slide rail 639, and the limiting portion 640 can abut against the side surface of the fourth slider 638 to limit the movement of the fourth slider 638 towards one side of the mounting groove 2431 in the vehicle traveling direction.
As shown in fig. 16, 28 and 29, the wheel base adjusting mechanism further includes a second slide groove 641 and a roller 642, the second slide groove 641 is connected to the front frame body 21 and extends in the vehicle traveling direction, and the roller 642 is rotatably connected to the mounting frame 243 and is rotatable along its own axis. The roller 642 is disposed in the slot of the second sliding groove 641 and can reciprocate along the extending direction of the second sliding groove 641. In this embodiment, through the cooperation of the second chute 641 and the roller 642, the relative sliding of the wheel bearing mechanism with respect to the front frame body 21 is realized, the positioning accuracy of the wheel bearing mechanism itself is not affected, and the stability of the operation of the wheel bearing mechanism is also improved.
As shown in fig. 29, the wheel support mechanism further includes an inverted U-shaped mounting bracket 643, and the roller 642 is disposed on the inverted U-shaped mounting bracket 643. As shown in fig. 13, the lower portion of the mounting bracket 243 has an upper concave structure 2434 that is concave upward, a partial inverted U-shaped mounting bracket 643 is disposed in the upper concave structure 2434, the moving end of the driving portion is connected to the mounting bracket 243 through the inverted U-shaped mounting bracket 643, the inverted U-shaped mounting bracket 643 and the projection of the driving portion on the projection plane are partially overlapped in the height direction of the vehicle, and the projection plane is perpendicular to the horizontal plane and parallel to the traveling direction of the vehicle, so that the size of the lifting device in the height direction can be reduced, and the requirement of the driving portion on the lifting device in the height direction can be reduced by using the partial height of the wheel carrying mechanism in the height direction.
As shown in the figure, the number of the second sliding grooves 641 is two, the two second sliding grooves 641 are arranged along the width direction of the vehicle, the opening directions of the two second sliding grooves 641 are opposite, and the inverted U-shaped mounting bracket 643 is located between the two second sliding grooves 641. The number of the rollers 642 is four, and two of the four rollers 642 are respectively disposed at the positions of the second sliding grooves 641 corresponding to the corresponding sides of the inverted U-shaped mounting bracket 643. In this embodiment, the roller 642 and the second sliding groove 641 are disposed on both sides of the inverted U-shaped mounting bracket 643, so that the stability of the inverted U-shaped mounting bracket 643 during the adjustment of the wheel base can be improved.
As shown in fig. 22, the upper concave structure 2434 is a mounting hole 2435 formed in the mounting bracket 243, the mounting groove 2431 is communicated with the lower space of the mounting bracket 243 through the mounting hole 2435, the mounting hole 2435 penetrates through the mounting bracket 243 in the vehicle traveling direction, the mounting bracket 243 is overlapped on the second sliding groove 641 through the mounting hole 2435, and the inverted U-shaped mounting bracket 643 is partially inserted into the mounting hole 2435 and detachably connected to the mounting bracket 243. The second sliding groove 641 provides support for the mounting frame 243 and can guide the mounting frame 243 when the mounting frame 243 performs axle distance adjustment. The inverted U-shaped mounting bracket 643 serves to shield the mounting hole 2435.
[ example 4 ]
Embodiment 4 discloses another specific implementation of a lifting module for multi-vehicle type vehicle body correction, the structure of embodiment 4 is substantially the same as that of embodiment 3, and embodiment 4 is different from embodiment 3 in that, as shown in fig. 9 and 16, the driving mechanism 65 of embodiment 4 further includes two distance detecting devices for detecting the displacement amount of the mounting frame 243 in the vehicle traveling direction, and the two distance detecting devices are respectively connected to the mounting frames 243 of the first wheel placing portion 241 and the second wheel placing portion 242. The distance detection device is used for detecting the displacement of the mounting frame 243 along the vehicle traveling direction, and the accuracy of detecting the moving position of the mounting frame 243 is improved.
The distance detecting device in this embodiment includes an electronic ruler 644, a fixed end of the electronic ruler 644 is mounted on the second chute 641, a moving end of the electronic ruler 644 is mounted on the mounting frame 243, and the moving end of the electronic ruler 644 can move synchronously along the vehicle traveling direction along with the mounting frame 243, so that the displacement of the mounting frame 243 along the vehicle traveling direction can be obtained according to the variation of the moving end of the electronic ruler 644.
In other alternative embodiments, the fixed end of the electronic ruler 644 may be directly fixed to the front frame body 21, or the position detecting device may have other structures capable of performing the above functions, such as a position sensor.
[ example 5 ]
Embodiment 5 discloses another specific implementation of a lifting module for correcting a multi-vehicle-type vehicle body, and in this embodiment 5, on the basis of any one of embodiments 2 to 4, a wheel-in-place detection device is further included.
As shown in fig. 4, the front lifting device 2 further includes a wheel-in-place detecting device 8 electrically connected to the control unit, the wheel-in-place detecting device 8 is disposed at a position of the movable frame 24 corresponding to a wheel of the vehicle, the wheel-in-place detecting device 8 includes a pressure-receiving member, a sensing member 81 and a sensing member 82, the pressure-receiving member extends along the width direction of the vehicle, and the pressure-receiving member is connected to the sensing member 81. When the vehicle is on the lifting module and in a position state, the pressure of the wheels drives the sensing element 81 to move from an initial position to a triggering position, the triggering position is a position where the sensing element 81 triggers the sensing element 82, and the initial position is a position where the pressure is not applied to the pressure-receiving element. This embodiment drives response piece 81 and rotates together when being compressed through the pressure receiving piece to can make response piece 81 trigger the pressure receiving piece 82 when the pressure receiving piece receives and surpasss preset pressure, produce the sensing signal, this sensing signal can be carried to the control unit, and the control unit can judge through the sensing signal that the vehicle is in the state of target in place, and the preset pressure in this embodiment is for confirming according to actual conditions, and here does not do the restriction.
Specifically, the pressure receiving member includes a third roller mechanism 83, the third roller mechanism 83 is rotatably connected to the traveling frame 24 by a second rotating mechanism, and the third roller mechanism 83 is rotatable about its own axis, the axis of the third roller mechanism 83 is parallel to the vehicle width direction, the sensing member 81 is configured to rotate synchronously with the third roller mechanism 83 by the second rotating mechanism, and the sensing direction of the sensed member 82 is parallel to the axis direction of the third roller mechanism 83. When the wheel applies pressure to the third roller mechanism 83, the third roller mechanism 83 rotates relative to the movable frame 24 through the second rotating mechanism, so that the sensing element 81 rotates synchronously to trigger the sensed element 82, and a sensing signal is generated. The third roller mechanism 83 rotates to reduce the friction between the third roller mechanism 83 and the wheel, the wheel surface is not easy to damage, and the direction parallel to the third roller mechanism 83 can detect the pressing on the third roller mechanism 83 even if the position deviation is large when the vehicle runs onto the front lifting device 2 and the rear lifting device 3, thereby triggering the sensed piece 82.
As shown in fig. 13, the wheel-in-place detecting device 8 is provided between the two sets of the second roller mechanisms 51 of the wheel carrying mechanism, and the axis of the third roller 831 and the axis of the rotating shaft 523 of the second rotating mechanism are parallel to each other and to the vehicle width direction. When the vehicle travels to the front lift device 2, even if there is a large offset in the track direction, the wheel can press down on the third roller mechanism 83 to trigger the sensor receiving member 82.
As shown in fig. 30 to 32, the sensed member 82 is disposed at the bottom of the mounting groove 2431, the sensed member 81 is used for triggering the sensed member 82, and the third roller mechanism 83 is rotatably connected to the bottom of the mounting groove 2431 through the second rotating mechanism. In this embodiment, the sensing element 82 is a proximity switch, and the sensing element 81 is a metal plate, which triggers the proximity switch when the metal plate enters the detection range of the proximity switch.
When the third roller mechanism 83 receives a pressure exceeding a preset pressure, the third roller mechanism 83 moves to a triggering position in a direction toward the bottom of the mounting groove 2431, the sensing piece 81 triggers the sensed piece 82, and a gap is formed between the sensing piece 81 and the bottom of the mounting groove 2431.
Specifically, as shown in fig. 30, the sensor member 82 is located on one side of the third roller mechanism 83 in the axial direction of the third roller mechanism 83. The sensing member 81 is disposed to be movable to a position on the side of the sensing direction of the sensing member 82 when the third roller mechanism 83 receives a pressure exceeding a preset pressure.
In other alternative embodiments, the sensed element 82 and the sensing element 81 are not limited to this example, and the sensed element 82 may also be a photoelectric sensor such as an infrared sensor or a laser sensor, or a magnetic field sensor such as a hall sensor, which will not be described herein again.
As shown in fig. 31 and 32, the third roller mechanism 83 further includes a fourth rotating shaft 832, the third roller 831 is sleeved on the fourth rotating shaft 832, and the third roller 831 can rotate around the axis of the fourth rotating shaft 832. The second rotating mechanism includes a bracket 841 detachably disposed on the bottom of the mounting groove 2431 by a bolt and a connecting plate 842, the lower end of the connecting plate 842 is rotatably connected to the bracket 841, and the upper end of the connecting plate 842 is connected to the end of the fourth rotating shaft 832. The sensing piece 81 is disposed at a side of the connection plate 842 facing the bottom of the mounting groove 2431 and near an upper end of the connection plate 842.
In this embodiment, the connecting plate 842 is integrally formed with the sensing element 81, specifically, as shown in fig. 31, the sensing element 81 and the connecting plate 842 are formed by processing the same metal plate, the metal plate is processed into an L shape, one edge of the metal plate is used as the connecting plate 842 to connect the fourth rotating shaft 832 of the third roller mechanism 83 and the bracket 841, the other edge of the metal plate is used as the sensing element 81 for induction matching with the sensing element 82, that is, the sensing element 81 is formed by extending from the connecting plate 842 towards the bottom of the mounting groove 2431, and the end of the sensing element 81 extending towards the bottom of the mounting groove 2431 is closer to the bottom of the mounting groove 2431 than the circumferential outer surface of the third roller 831.
As shown in fig. 30, there are two connection plates 842, the two connection plates 842 are parallel to each other, and the upper ends of the two connection plates 842 are respectively connected to two ends of the fourth shaft 832. The second rotation mechanism employs two connecting plates 842 to make the third roller mechanism 83 more stable in rotation.
In order to achieve the automatic return of the third roller mechanism 83, as shown in fig. 31 and 32, the bracket 841 includes support members disposed in one-to-one correspondence with the connection plates 842. The supporting assembly comprises a pair of supporting ear plates 843, a connecting shaft 844 and a limiting plate 845, wherein the pair of supporting ear plates 843 are arranged in parallel and are vertically arranged at the bottoms of the mounting grooves 2431. The first end of the connecting plate 842 (the lower end of the connecting plate 842 in fig. 31) is located between the pair of supporting lugs 843, and the connecting shaft 844 passes through the pair of supporting lugs 843 and the connecting plate 842, so that the connecting plate 842 is rotatably connected with the bracket 841, the torsion spring 848 is sleeved on the connecting shaft 844, and two ends of the torsion spring 848 respectively abut against the supporting lugs 843 and the connecting plate 842.
The both ends of limiting plate 845 are connected with a pair of support otic placode 843 respectively, and the tie point of torsional spring 848 and connecting plate 842 is located the lateral part that the limiting plate 845 was kept away from to the connecting plate 842, and limiting plate 845 and the tie point of torsional spring 848 and connecting plate 842 are located the both sides of connecting plate 842 respectively promptly. When the third roller mechanism 83 returns to the initial position, the connecting plate 842 abuts against the stopper plate 845 by the restoring force provided by the torsion spring 848. The restoring member is a torsion spring 848, which is simple in structure and low in cost, and the torsion spring 848 is installed through the structure so as to provide restoring force for the third roller mechanism 83. The aforementioned initial position is a position where the third roller mechanism 83 is not subjected to pressure or is subjected to pressure exceeding a preset pressure.
[ example 6 ] A method for producing a polycarbonate
The embodiment 6 discloses another specific implementation mode of the lifting module for correcting the multi-vehicle-type vehicle body, the structure of the embodiment 6 is basically the same as that of the embodiment 2, and the difference between the embodiment 6 and the embodiment 2 is that the first wheel track adjusting in-position detecting device in the embodiment is a pressure sensor.
Specifically, the first track adjusting in-place detection device is a pressure sensor, the first pushing portion 441 and the second pushing portion 442 are respectively provided with a pushing plate 451, the two pushing plates 451 are arranged perpendicular to the horizontal plane, the two pushing plates 451 face the pressure sensor on the side surface of the wheel on the corresponding side, and the pressure sensor is connected with the control unit. The pressure sensors are used for detecting pressures applied to the first pushing portion 441 and the second pushing portion 442, and then feeding the pressures back to the control unit, and the control unit judges whether the two front wheels are adjusted in place or not according to the feedback, so that the wheel track adjusting precision is improved. Specifically, the push plate 451 and the second push plate 451 are both provided with first wheel track in-place adjusting detection devices, and whether the wheel track of the vehicle is adjusted in place is determined by comparing data detected by the two first wheel track in-place adjusting detection devices and judging whether the pressure detected by the push plate 451 and the second push plate 451 is within a preset range, wherein the preset range is determined according to actual conditions and is not limited here.
As shown in FIG. 10, a cushion 454 is provided on the side of push plate 451 near the wheel, and a pressure sensor is provided between push plate 451 and cushion 454. By arranging cushion 454 on push plate 451, damage to the wheel when push plate 451 pushes the wheel can be reduced, and damage to the pressure sensor can be reduced, thereby prolonging the service life of the pressure sensor.
[ example 7 ]
Embodiment 7 discloses another specific implementation manner of a lifting module for correcting a multi-vehicle-type vehicle body, the structure of embodiment 7 is substantially the same as that of embodiment 2, and embodiment 7 is different from embodiment 2 in that a second avoiding portion is provided on the mounting frame 243 of this embodiment, so as to avoid interference between the first pushing portion 441 and the second pushing portion 442 and the mounting frame 243 on the corresponding side.
Specifically, as shown in fig. 8 and 13, the first pushing portion 441 and the second pushing portion 442 further include a first push rod 453, one end of the first push rod 453 is connected to the push plate 451, and the other end of the first push rod 453 is connected to the first connecting member 452. The push plates 451 of the first and second pushing portions 441, 442 are located above the two sets of second roller mechanisms 51 in the mounting grooves 2431 on the corresponding sides, and a second escape portion for the first push rod 453 to pass through is opened at a position of the mounting frame 243 corresponding to the first push rod 453.
As shown in fig. 13, the second bypass portion in this embodiment is a second bypass opening 2433, the second bypass opening 2433 is disposed at the upper end of the side wall 214 of the mounting frame 243 near the first rotational symmetry mechanism 41, and the first push rod 453 passes through the second bypass opening 2433. The second avoidance port 2433 can prevent interference between the first push rod 453 and the mounting bracket 243, and the second avoidance port 2433 makes a part of a vertical space for the first push rod 453, so that the size of the front lift device 2 in the vehicle height direction can be reduced.
The upper end of the second avoidance port 2433 in this embodiment is an open structure, and is simple in structure and easy to machine and form, and not only is the installation convenient, but also the first push rod 453 can be installed on the movable frame 24 after the first push portion 441 and the second push portion 442 are completely assembled, and can be located above the second avoidance port 2433, partially accommodated in the second avoidance port 2433 or completely accommodated in the second avoidance port 2433, thereby improving the installation flexibility. In other alternative embodiments, the second escape opening 2433 may be designed as a closed opening that penetrates only along both ends in the vehicle width direction, and in this state, it is necessary to first pass the first push rod 453 through the second escape opening 2433 and then assemble the push plate 451 and the first connecting member 452.
[ example 8 ]
Embodiment 8 discloses another specific implementation manner of a lifting module for correcting a multi-vehicle-type vehicle body, the structure of embodiment 8 is substantially the same as that of embodiment 3, and embodiment 8 is different from embodiment 3 in that a first avoiding portion is arranged on the first pushing portion 441 and the second pushing portion 442 of this embodiment, and is used for avoiding interference between the first pushing portion 441 and the second pushing portion 442 and the corresponding second roller mechanism 51.
Specifically, as shown in fig. 5, the first pushing portion 441 and the second pushing portion 442 are provided with first avoiding portions at positions corresponding to the second roller mechanism 51, and the first avoiding portions are used for preventing the first pushing portion 441 and the second pushing portion 442 from interfering with the second roller mechanism 51 during the moving process, so that the normal movement of the first pushing portion 441 and the second pushing portion 442 is ensured, and the loss of the first pushing portion 441, the second pushing portion 442 and the second roller mechanism 51 is reduced.
Specifically, as shown in fig. 5, the first avoiding portion in this embodiment is an avoiding inclined surface 455 on both sides of the lower portion of the first pushing portion 441 and the second pushing portion 442, and the two avoiding inclined surfaces 455 extend from bottom to top in the direction in which the vehicle travels and away from each other, that is, the inclined direction of the avoiding inclined surface 455 corresponds to the inclined direction of the second roller mechanism 51, so as to reduce the possibility that the first pushing portion 441 and the second pushing portion 442 interfere with the second roller mechanism 51. In this embodiment, the avoiding inclined surface 455 is directly formed on the first pushing portion 441 and the second pushing portion 442 to form the first avoiding portion, which is simple in structure and easy to machine and mold.
In the description of the present invention, it is to be understood that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on normal use of the device or component, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or component referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, are not to be construed as limiting the present invention.
While specific embodiments of the invention have been described above, it will be understood by those skilled in the art that this is by way of example only, and that the scope of the invention is defined by the appended claims. Various changes or modifications to these embodiments may be made by those skilled in the art without departing from the principle and spirit of this invention, and these changes and modifications are within the scope of this invention.

Claims (21)

1. The utility model provides a lift module for multi-vehicle type automobile body is rectified, includes preceding lifting devices and back lifting devices, preceding lifting devices with back lifting devices sets up along the vehicle direction of travel interval, preceding lifting devices includes the front frame body, back lifting devices includes the back frame body, its characterized in that, preceding lifting devices includes:
a mobile frame;
the first wheel track adjusting mechanism is arranged on the movable frame and comprises a first rotational symmetry mechanism and a first driving unit for providing power for the first rotational symmetry mechanism, the first rotational symmetry mechanism comprises two first power output ends, the first rotational symmetry mechanism is centrosymmetric relative to a rotation center of the first rotational symmetry mechanism, and the two first power output ends synchronously move along opposite directions in the width direction of the vehicle;
the wheel base adjusting mechanism is arranged on the front frame body and drives the movable frame to move along the vehicle running direction;
the rear lifting device comprises a second wheel track adjusting mechanism arranged on the rear frame body, the second wheel track adjusting mechanism comprises a second rotational symmetry mechanism and a second driving unit for providing power for the second rotational symmetry mechanism, the second rotational symmetry mechanism comprises two second power output ends, the second rotational symmetry mechanism is centrosymmetric relative to the rotation center of the second rotational symmetry mechanism, and the two second power output ends synchronously move along opposite directions in the width direction of the vehicle;
and the connecting line of the rotation center of the first rotation symmetrical mechanism and the rotation center of the second rotation symmetrical mechanism is parallel to the vehicle running direction.
2. The lifting module for multi-vehicle body correction as claimed in claim 1, wherein the lifting module for multi-vehicle body correction further comprises a control unit, the control unit is respectively connected with the first driving unit and the second driving unit, and the control unit is used for controlling the first driving unit and the second driving unit to synchronously output power.
3. The lift module for multi-vehicle type vehicle body calibration as claimed in claim 2, wherein the movable frame includes a first wheel placing part and a second wheel placing part, the first wheel placing part and the second wheel placing part being arranged in a vehicle width direction with a gap therebetween;
the first wheel track adjusting mechanism further comprises a first pushing part, a second pushing part and a first wheel track in-place adjusting detection device, the first pushing part and the second pushing part are respectively connected with one first power output end, the first pushing part and the second pushing part are both arranged between two coaxial wheels, and the first driving unit is used for driving the first pushing part and the second pushing part to respectively move towards the first wheel placing part and the second wheel placing part along the width direction of the vehicle synchronously;
the first wheel track in-place adjusting detection device is connected with the control unit and used for detecting whether the first pushing part and the second pushing part synchronously move in place or not and feeding back a detection result to the control unit.
4. The lifting module for multi-vehicle type vehicle body calibration as claimed in claim 3, wherein the first track adjusting in-place detecting device is a first angle sensor connected to the control unit, the first angle sensor being disposed at a rotation center of the first rotational symmetry mechanism for detecting a rotation angle of the first rotational symmetry mechanism.
5. The lift module for multi-vehicle body alignment of claim 4, wherein said first rotational symmetry mechanism is disposed between said first wheel placement section and said second wheel placement section;
the first rotational symmetry mechanism comprises a first connecting rod, a first rotating piece and a second connecting rod which are sequentially connected, the middle part of the first rotating piece is provided with a rotating center, and the first rotating piece can rotate relative to the movable frame along the rotating center of the first rotating piece;
the first end of the first connecting rod and the first end of the second connecting rod are respectively hinged to two ends of the first rotating piece, and the first connecting rod and the second connecting rod are centrosymmetric relative to the rotating center of the first rotating piece;
the first rotational symmetry mechanism further comprises a first linear guide mechanism and a second linear guide mechanism, the first linear guide mechanism and the second linear guide mechanism are respectively arranged on two sides of the first rotating member, and the first linear guide mechanism and the second linear guide mechanism are symmetric relative to the rotation center of the first rotating member;
the first pushing part is arranged on the first linear guide mechanism, the second end of the first connecting rod is hinged to the first pushing part, the second pushing part is arranged on the second linear guide mechanism, and the second end of the second connecting rod is hinged to the second pushing part;
the first driving unit is connected with and drives the first pushing part or the second pushing part.
6. The lifting module for correcting the bodies of the multi-vehicle models as claimed in claim 5, wherein the first rotating member comprises a first rotating shaft and a first rotating rod, a first end of the first rotating shaft is disposed in the middle of the first rotating rod, the first rotating shaft penetrates through the movable frame and is rotatably connected with the movable frame, an angle detecting end of the first angle sensor is connected with a second end of the first rotating shaft, and the angle detecting end of the first angle sensor and the first rotating rod are both coaxially and synchronously rotated with the first rotating shaft.
7. The lift module for multi-vehicle type vehicle body calibration of claim 5, wherein the first linear guide mechanism and the second linear guide mechanism each comprise a first guide rail, a second guide rail and a first slider, the first guide rail and the second guide rail extend in a vehicle width direction and are disposed in parallel to each other on both sides of a rotation center of the first rotational symmetry mechanism, the first slider is disposed on each of the first guide rail and the second guide rail, and the first pushing portion and the second pushing portion are mounted on the first slider on the corresponding side.
8. The lifting module for multi-vehicle type vehicle body correction as claimed in claim 3, wherein the first pushing portion and the second pushing portion each have a push plate, the push plates are disposed perpendicular to a horizontal plane, the side of the push plates facing the wheels on the corresponding side is provided with the first track in-place adjustment detecting device, the first track in-place adjustment detecting device is a pressure sensor, and the pressure sensor is connected to the control unit.
9. The lifting module for multi-vehicle type vehicle body correction as claimed in claim 3, wherein the front lifting device further comprises wheel carrying mechanisms respectively provided on the first wheel placing part and the second wheel placing part of the movable frame, the wheel carrying mechanisms comprise two sets of second roller mechanisms arranged in a V shape, each set of the second roller mechanisms comprises a plurality of second rollers arranged in sequence in a vehicle width direction, and an axial direction of the second rollers is perpendicular to the vehicle width direction.
10. The lifting module for multi-vehicle body calibration as claimed in claim 9, wherein the lower end of the second roller mechanism is rotatably connected to the movable frame, and the wheel carrying mechanism further comprises an angle adjusting component disposed between the second roller mechanism and the movable frame for adjusting the tilt angle of the second roller mechanism relative to the horizontal plane.
11. The lift module for multi-vehicle body alignment of claim 9, wherein said first wheel receiving portion and said second wheel receiving portion of said mobile frame each include a mounting bracket having a mounting slot with an upwardly facing opening, said mounting slot having said wheel support mechanism disposed therein;
the wheel base adjusting mechanism comprises:
the fixed end of the driving mechanism is connected with the front frame body, and the driving end of the driving mechanism is connected with the mounting frame and used for driving the mounting frame to move along the vehicle running direction;
the servo mechanism is connected with the mounting frame, moves along the vehicle running direction along with the mounting frame, and shields the gap between the mounting frame and the front frame body.
12. The lift module for multi-vehicle body alignment of claim 11, wherein said drive mechanism further comprises two distance detection devices for detecting the amount of displacement of said mounting bracket in the direction of travel of the vehicle, said two distance detection devices being connected to said mounting brackets of said first wheel receiving portion and said second wheel receiving portion, respectively.
13. The lifting module for multi-vehicle type vehicle body correction as claimed in claim 2, wherein said rear frame body includes a third wheel placing section and a fourth wheel placing section, which are arranged in a vehicle width direction with a gap therebetween;
the second wheel track adjusting mechanism further comprises a third pushing portion and a fourth pushing portion, the third pushing portion and the fourth pushing portion are respectively connected with the second power output end, the third pushing portion and the fourth pushing portion are arranged between two coaxial wheels, and the second driving unit is used for driving the third pushing portion and the fourth pushing portion to move towards the third wheel placing portion and the fourth wheel placing portion in a synchronous mode along the width direction of the vehicle.
14. The lift module for multi-vehicle body calibration of claim 13, wherein the second track adjustment mechanism further comprises a second track adjustment in-place detection device, the second track adjustment in-place detection device is a second angle sensor and is connected to the control unit, and the second angle sensor is disposed at a rotation center of the second rotational symmetry mechanism for detecting a rotation angle of the second rotational symmetry mechanism.
15. The lifting module for multi-vehicle body calibration as claimed in claim 14, wherein the second rotational symmetry mechanism is provided between the third wheel placement part and the fourth wheel placement part;
the second rotational symmetry mechanism comprises a third connecting rod, a second rotating piece and a fourth connecting rod which are sequentially connected, the middle part of the second rotating piece is provided with a rotating center, and the second rotating piece can rotate relative to the rear frame body along the rotating center of the second rotating piece;
a first end of the third connecting rod and a first end of the fourth connecting rod are respectively hinged to two ends of the second rotating piece, and the third connecting rod and the fourth connecting rod are symmetrical relative to the rotating center of the second rotating piece;
the second rotational symmetry mechanism further comprises a third linear guide mechanism and a fourth linear guide mechanism, the third linear guide mechanism and the fourth linear guide mechanism are respectively arranged on two sides of the second rotating member, and the third linear guide mechanism and the fourth linear guide mechanism are symmetrical relative to the rotation center of the second rotating member;
the third pushing part is arranged on the third linear guide mechanism, the second end of the third connecting rod is hinged to the third pushing part, the fourth pushing part is arranged on the fourth linear guide mechanism, and the second end of the fourth connecting rod is hinged to the fourth pushing part;
the second driving unit is connected to and drives the third pushing part or the fourth pushing part.
16. The lift module for correcting the bodies of the multi-vehicle models according to claim 15, wherein the second rotating member includes a second rotating shaft and a second rotating rod, a first end of the second rotating shaft is disposed in the middle of the second rotating rod, the second rotating shaft passes through the rear frame body and is rotatably connected to the rear frame body, an angle detecting end of the second angle sensor is connected to a second end of the second rotating shaft, and the angle detecting end of the second angle sensor and the second rotating rod are both coaxially and synchronously rotated with the second rotating shaft.
17. The lift module for multi-vehicle type vehicle body calibration as claimed in claim 15, wherein said third linear guide mechanism and said fourth linear guide mechanism each comprise a third guide rail, a fourth guide rail and a second slider, said third guide rail and said fourth guide rail extending in the vehicle width direction and being disposed in parallel to each other on both sides of the rotation center of said second rotation symmetrical mechanism, said second slider being disposed on said third guide rail and said fourth guide rail, respectively, and said third pushing portion and said fourth pushing portion being mounted on said second slider on the corresponding sides, respectively.
18. The lifting module for correcting the vehicle body of multiple vehicle types according to claim 17, wherein each of the third pushing portion and the fourth pushing portion comprises a first roller mechanism and a connecting member, two ends of the connecting member are respectively connected to the second sliding blocks on the third guide rail and the fourth guide rail on the corresponding side, the first roller mechanism is connected to the connecting member, the second end of the third connecting rod is hinged to the connecting member of the third pushing portion, and the second end of the fourth connecting rod is hinged to the connecting member of the fourth pushing portion;
first running roller mechanism includes third pivot and first running roller, first running roller rotate connect in the third pivot, first running roller can be around the axis rotation of self, the axis of first running roller is on a parallel with the vehicle direction of travel, the both ends of third pivot respectively through the side direction connecting plate connect in the tip that the connecting piece corresponds.
19. The lifting module for multi-vehicle body correction according to claim 1, wherein the front lifting device further comprises a wheel-in-place detection device disposed at a position of the movable frame corresponding to a wheel of the vehicle, the wheel-in-place detection device comprises a pressure receiving member, a sensing member and a sensing member, the pressure receiving member extends along the width direction of the vehicle, and the pressure receiving member is connected with the sensing member;
when the vehicle is on the lifting module and is in a position state, the pressure-receiving part is driven by the pressure of the wheels to move the sensing part from the initial position to the triggering position, and the triggering position is the position where the sensing part triggers the sensing part.
20. The lift module for multi-vehicle body calibration of claim 19, wherein the pressure receiving member comprises a third roller mechanism, the third roller mechanism is rotatably connected to the movable frame by a rotating mechanism and the third roller mechanism can rotate around its own axis, the axis of the third roller mechanism is parallel to the vehicle width direction, the sensing member is configured to rotate synchronously with the third roller mechanism by the rotating mechanism, and the sensing direction of the pressure receiving member is parallel to the axis direction of the third roller mechanism.
21. A power swapping station, characterized in that the power swapping station comprises a lifting module for multi-vehicle body correction as claimed in any one of claims 1-20.
CN202111463427.1A 2021-12-02 2021-12-02 Lifting module for correcting multi-vehicle-type vehicle body and power exchange station comprising lifting module Active CN115285880B (en)

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US6354426B1 (en) * 1998-03-05 2002-03-12 Daimlerchrysler Ag Device for positioning vehicles standing on their own wheels in a manner which is suitable for automation and for vehicles of different types
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